An Evaluation of the Effectiveness of the Construction

of Bicycle Lanes along EDSA with Regards to Bicycle

Safety and Convenience

by

Apostol, Reinald Gabriel P.

Pasagui, Rae Martin
Valenzuela, Angelo Conrad

A Thesis submitted to the School of Civil, Environmental and Geological Engineering in Partial
Fulfillment of the requirements for the Degree of
Bachelor of Science in Civil Engineering

Mapùa University
February 2022
 APPROVAL SHEET

This document entitles “An Evaluation of the Effectiveness of the Construction of

Bicycle Lanes along EDSA with Regards to Bicycle Safety and Convenience” prepared and

submitted by Reinald Gabriel P. Apostol, Rae Martin Pasagui and Angelo Conrad Valenzuela in

partial fulfillment of the requirements for the Degree of Bachelor of Science in Civil

Engineering, has been submitted and recommended for acceptance and the approval for an oral

presentation.

_______________________ _______________________

Professor/Over-all Adviser ` Date

_______________________ _______________________

Thesis Adviser ` Date

Approved as partial fulfillment of the requirements for the Degree in Bachelor of Engineering

Technology in Civil Technology by the panel of oral examinees.

_______________________ _______________________

Panel Member Panel Member

_______________________ _______________________

Panel Member Panel Member

 ACKNOWLEDGEMENT

Foremost, the researchers would like to express their sincere gratitude to their adviser

*NAME* for the continues support of their study, for his/her patience, motivation, enthusiasm

and immense knowledge. His/Her guidance helped them in all the time of research and writing of

this study.

Besides our research adviser, we would like to thank the following Civil Engineering

Professors, *STATE NAME 1* for sharing his helpful ideas and motivation and *STATE

NAME 2* for the support and encouragement.

We also thank our families for all the support throughout this study.

And, most of all, to Almighty God who gave strength and passion to accomplish this

study.
 DEDICATION

The researchers would like to dedicate this study

To all Civil Engineering Students,

To their professors,

To their beloved Family,

Relatives and Friends,

For their Unconditional love,

Assistance and Support

And most of all to Almighty God our Savior

 ABSTRACT

Bicyclists were overlooked throughout the building of most cities, and roadways were

designed mainly for vehicles. The streets have gradually filled with riders out and about to

acquire supplies during COVID-19 and the lockdown. As more individuals pull their bicycles out

of their garages, riding bikes has become a feasible solution to the metro's transit dilemma. With

companies returning and Filipinos getting back to work, the lack of public transportation has

made every day traveling challenging. Communities must construct safety infrastructure to

handle this growing means of transport, particularly along national highways where automobiles

and buses take precedence. Over 1000 bicycle-related injuries and accidents were reported by the

MMDA, 20 of which were fatal. Bike riders should be the only individuals who use bike lanes;

pedestrians should avoid them. The integration of bike lanes into the design of public roads is

perceived as a good process, particularly in light of the current Covid 19 pandemic, in which

bicycle lanes are currently standard design in new public road and bridge construction, and also

future project development in the Philippines. As a result, the goal of this study is to determine

and analyze the efficacy of constructing bicycle lanes along EDSA in terms of cycling safety and

convenience.
 TABLE OF CONTENTS

Page

Title Page --------------------------------------------- i

Approval Sheet --------------------------------------------- ii

Acknowledgement --------------------------------------------- iii

Dedication --------------------------------------------- iv

Abstract --------------------------------------------- v

Table of Contents --------------------------------------------- vi

List of Tables --------------------------------------------- vii

List of Figures --------------------------------------------- viii

CHAPTER I: Problem and its

Background

Introduction ---------------------------------------------

Background of the Study ---------------------------------------------

Statement of the Problem ---------------------------------------------

Objectives of the Study ---------------------------------------------

Significance of the Study ---------------------------------------------

Scope and Delimitation ---------------------------------------------

Hypothesis ---------------------------------------------

CHAPTER II: Research Framework

Review of Related Literature ---------------------------------------------

Conceptual Framework ---------------------------------------------

CHAPTER III: Research Methodology

The Research Design ---------------------------------------------

The Research Setting ---------------------------------------------

The Research Instruments and Tools ---------------------------------------------

The Data Gathering Procedure ---------------------------------------------

Statistical Treatment ---------------------------------------------

Bibliography ---------------------------------------------
 LIST OF TABLES

Table No. Title Page

 LIST OF FIGURES

Figure No. Title Page

1 The Conceptual Framework

 CHAPTER 1
THE PROBLEM AND ITS BACKGROUND
This chapter includes the background of the study, the general and specific objectives, the

significance, the scope, and delimitation of the study.

INTRODUCTION

Even after over a decade after it was originally deployed along main highways, the

Motorcycle Lane (MC Lane) remains a heated topic. While the MC Lane is still theoretically

"operational" along the main highways that had it before to the 2020 global pandemic, it is not

being enforced at the time. Researchers at the University of Colorado Denver and the University

of New Mexico revealed in 2019, in the most thorough study of bicycle and road safety to date,

that it is not cyclists, but the infrastructure constructed for them, that is making roads safer for

everyone. With industries reopening and Filipinos returning to work, limited mass transit has

made daily commuting is difficult. As a result, many people have decided to get on their bikes

and ride to work. To accommodate this rising mode of transportation, communities must develop

safety infrastructure, particularly along national roads where automobiles and buses reign

supreme. It might be difficult and frightening for a rookie biker to cycle beside a fast-moving

automobile on EDSA. According to the Philippine News Agency (2021) With the country

transitioning into a looser general community quarantine and people returning to work, the

MMDA, in collaboration with cyclists and scooter riders advocating for permanent active

transportation infrastructure, held a dry run of pop-up bike lanes along EDSA, Metro Manila's

main thoroughfare, on July 3, 2020. As a result, the purpose of this research is to establish and

assess the effectiveness of the construction of bicycle lanes along EDSA in terms of bicycle

safety and convenience. Assess the existing state of bicycle traffic, identify the hazards and
accidents that cyclists encounter, and identify improvements of bike lanes for the safety and

convenience of riders.

BACKGROUND OF THE STUDY

Bicyclists were ignored during the development of most cities, and planners began

planning highways solely for vehicles. The present trend favors bicycle commuting, but the

burden of insufficient amenities in existing infrastructure has stifled its expansion. In the middle

of COVID-19 and the lockdown, the streets have gradually filled with bikers out and about to

purchase for necessities. Riding bikes has become a possible answer to the metro's transit

challenge as more people bring their bicycles out of their garages (or begin investing in one). It

allows you to travel long distances—up to 10 to 15 kilometers—while keeping a safe distance

from other passengers. Furthermore, it is an excellent method to assist the environment because

it removes the pollution that a vehicle or a bus would make. And, while most of us have led

sedentary lives thanks to our work-from-home arrangements, riding a bike every day would

provide our bodies with the exercise they require. To accommodate this rising mode of

transportation, communities must develop safety infrastructure, particularly along national roads

were automobiles and buses reign supreme. It might be difficult and frightening for a rookie

biker to cycle beside a fast-moving automobile on EDSA. However, in only one year, the

MMDA documented over 1000 bicycle-related injuries and accidents, 20 of which were fatal.

Bicyclists are the only people who should utilize bike lanes; pedestrians should avoid them.  The

incorporation of bike lanes into the design of public roads is seen as a positive step, especially

given that the ongoing Covid 19 pandemic in which Bicycle lanes are currently standard design

in new national road and bridge construction, as well as future project development in the

Philippines.
STATEMENT OF THE PROBLEM

              Bicycles are very prone to road accidents especially when travelling along major roads

like EDSA in which thousands of cars, buses, motorcycles, and pedestrians are passing through

on an everyday basis. Based on some recent statistics reported by the Metropolitan Manila

Development Authority (MMDA), the number of cases for bicycle-related accidents has surged

to 2,259 in the EDSA alone since December of 2020. Thus, this study will be focusing more on

the problems that compromise bicycle safety and convenience for bicycle users. This will be

done through an evaluation of the effectiveness of the construction of bicycle lanes along EDSA.

To carefully assess the problem, the researchers will be taking the following necessary

actions:

1. Assess the current situation of bicycle traffic in EDSA and pinpoint where to place the

most ideal bike lanes needed.

2. Determine the risks of overall accidents and fatalities of cyclists in EDSA to provide

improvement in bike lane design for the safety of the cyclists.

3. Conduct a statistical test among eligible respondents to determine the effects of

constructing additional bike lanes along EDSA.

4. Interpret the obtained results from the statistical test and discuss whether the

construction of additional bike lanes has some significant effects among the respondents.

5. Formulate a conclusion based on the results obtained from the statistical test.

Keywords: Bike lanes, Bike safety, Bike Risks,

OBJECTIVES OF THE STUDY

To attain the success of this study the researchers come up with general and specific objectives

as follows:

General Objective:

The general objective of the study is to evaluate the safety and convenience of Bike lanes

along EDSA.

Specific Objectives:

In the attainment of the goal of the study, the researchers will achieved the following

specific objectives:

1. To assess the current situation of the safety of bike lanes along EDSA.

2. Evaluate how constructing additional bike lanes would affect the current

traffic situation along EDSA.

3. How the additional bike lanes would affect Public Transportation along

EDSA. 

SIGNIFICANCE OF THE STUDY

The significance of this research is providing a better understanding of the key factors

affecting the effectiveness of constructing additional bike lanes along EDSA with regards to the

safety and convenience of bikers. As a result, the findings of this research could be beneficial to

the following community:

Bikers. This would be beneficial to bikers because constructing additional bike lanes

along EDSA will ensure the safety and their convenience.

Automobile drivers. The implementation of bike lanes along EDSA would provide

automobile drivers with the sense that they are safer from accidents. If the roads are designed to
enable two people sharing them at the same time, the scenario will be more enjoyable for

everyone concerned.

Filipino Workers and Frontliners. The results of this study will be beneficial for the

community considering that bike lanes play a very important role for most people amidst the

pandemic, especially to our Filipino workers and frontliners who are left with no choice but to

continue travelling around the metro despite the crisis that is happening.

Future Researchers. The generalization of this study would be beneficial to future

researchers’ knowledge and could be used as a reference in future studies.

SCOPE AND DELIMITATION

This study will only focus on the key factors that contribute to the effectiveness of the

construction of bike lanes along the roads of EDSA with regards to the safety and convenience of

bicycle users. This study will only reflect the results from the related literature review and the

statistical surveys that will be conducted by the researchers on several eligible respondents, this

is due to time and resources constraints.

HYPOTHESIS

Ho1: The construction of bike lanes in EDSA has no significant difference on the safety

and convenience of bikers. Otherwise, the construction of bike lanes along EDSA provides

safety and convenience for bikers.

Ho2: The age, gender, and occupation has no significant relationship on the safety and

convenience of bikers.

          
 CHAPTER 2

RESEARCH FRAMEWORK

               This part of this chapter contains the review of related literature which mainly contains

some articles, readings, and journals that are highly relevant for the fulfillment of the study

which aims to investigate and assess the effectiveness of the construction of additional space for

bicycle lanes along the roads of EDSA. This will provide the researchers some knowledge about

the previous findings of other researchers and some of the latest news and updates about the

current situation in the study. The researchers shall adapt some of the ideas and knowledge that

will be most useful for the attainment of the objectives of the study. The review is divided into

two parts which is composed of a review of related articles, and a review of related journals. The

conceptual framework of the study was also included in this chapter.

REVIEW OF RELATED LITERATURE

I. THE REVIEW OF NEWSPAPER ARTICLES

A. BICYCLE SAFETY IN THE PHILIPPINES

          For riding a bike safely in the Philippines, one must know hand gestures that will make

him/her directly communicate to other drivers and make themself visible to other drivers as well.

A person riding a bicycle must always be vigilant and be mindful of incoming vehicles in his/her

direction to avoid accidents. In the Philippines, as the locals know of it, it is known to have broad

streets and for the highways there are lots of drivers/motorists who do not follow basic traffic

rules. For the accidents to be avoided from the literature from the internet about road safety tips

for cyclists. There are risks provided there just to emphasize how dangerous it is to ride a bike on

the roads of the Philippines and riding a bike is not just for fun. Knowing the rules of the road is
a responsibility of both drivers and cyclists (“Philippines promotes walking, biking amid

COVID-19 lockdowns - Xinhua | English.news.cn,” 2020).

          Dr. Antonio Dans, an energetic cycler and specialist at the Philippine General Hospital,

clarified that the activity from riding a bike would not just lift the body's insusceptible

framework to battle transmittable infections more readily, for example, COVID-19, yet would

likewise improve by and large wellbeing and forestall confusions brought about by hypertension,

diabetes, and cardiovascular ailments. 

          Dans likewise itemized how a few emergency clinic bicycle circles can be framed for

medical care laborers during the local area isolate. A medical clinic bicycle circle is a gathering

of associated streets and roads that interface numerous close by medical clinics. As per Dans,

these circles ought to be gotten so medical services laborers are secured as they cycle to work. 

          These medical clinic bicycle circles are important for a joint activity with Life Cycles PH

headed by originator Keisha Mayuga. Since the start of the ECQ, more than 1000 bikes have

been given by the gathering to for the most part wellbeing laborers.

          An article by Mayuga, pointed out that for these loops to be used safely, additional safety

interventions, which include barricades and signs, should be placed within the loops that was

mentioned to ensure the protection of motorized vehicle riders and especially cyclists alike along

the congested streets of the cities of Metro Manila (“DOH, DOTr SUPPORT BICYCLES AS

ALTERNATIVE TRANSPORT | Department of Health website,” 2020).

B. BICYCLE-RELATED ACCIDENTS IN METRO MANILA

          With bicycles as a growing mode of transportation, there is a need for safety

infrastructures to be implemented within the cities, especially along national highways where
fast motorized vehicles reign supreme. It can be dangerous for someone who just started cycling

to pedal along EDSA beside a fast-running car and other motorized vehicles. Last year alone,

MMDA (Metropolitan Manila Development Authority) recorded more than 1000 bicycle-related

injuries and accidents, 20 of which were fatal (“Philippines promotes walking, biking amid

COVID-19 lockdowns - Xinhua | English.news.cn,” 2020).

          The Metropolitan Manila Development Authority (MMDA) gathered monitoring data

which states that the total number of bike related accidents last year shot up to 2,606, from 1,759

the previous year. This was also the first time that bike related accidents went past 2,000 since

the Metropolitan Manila Development Authority (MMDA) began tracking data in 2009, where it

started at 1,111 in that year.

          "Indeed, even before the pandemic, there has been an absence of training from the public

authority just as the private area on the wellbeing of cyclists. The justification for this is the

shortfall of any law administering cycling and cycling wellbeing norms," Fortun disclosed to

PhilSTAR Life. "I'm sure that drivers know about scenes where cyclists would disregard a red

light or counterflow unafraid of being greeted by a traffic helper, just on the grounds that there is

no law that manages a cyclist's utilization of public roads. With the increment in bike use

because of the requirement for social separation during this pandemic, there is a genuine

wellbeing issue that should be quickly tended to by the National Government," said Fortun.

          Until this point in time, the Senate has affirmed on third and last perusing Senate Bill No.

1582, which intends to make a protected street network for cyclists just as people on foot and

different clients of non-mechanized vehicles for practical vehicles. The bill, known as the

"Protected Pathways Act," was recorded by Sen. Pia Cayetano at the beginning of the pandemic

a year ago.
          Preceding the pandemic, Fortun noticed that they have additionally upheld, through a mark

crusade, a prior bill documented by Cayetano, who is a cycling advocate herself, to be specific

the National Bicycle Law of 2019. The proposed enactment meant to command the improvement

of approaches, framework, and offices to appropriately incorporate bikes as a component of the

public transportation framework.

          At the stature of the pandemic, BUM figured in news reports after it took the issue of

absence of essential street wellbeing framework into its own hands, putting volunteer marshals

on Commonwealth Avenue that differentiated a bicycle path on the furthest path isolated by hued

water containers and shoddy markers.

          Anecdotal evidence also shows the growing number of cycling road accidents. Recently,

there is usually never a month, or sometimes a week, where a post about a cycling accident pops

up in many cycling groups on Facebook. At times, these posts come from local government units

responding to the accident (“Philippines promotes walking, biking amid COVID-19 lockdowns -

Xinhua | English.news.cn,” 2020).  

C. PURPOSE OF BICYCLES IN THE MIDST OF COVID-19 LOCKDOWNS AND

COMMUNITY QUARANTINES

          An article on Inquirer News published by Neil Arwin Mercado states that according to

Taguig City Rep. Ma. Laarni Cayetano, this pandemic has given significant gaps in our society,

including the transportation sector. Cayetano pushes a House Bill that seeks to establish a safe

pathway for non-motorized vehicles which includes bicycle lanes and slow streets. In addition to

her statement, she said that when the enhanced community quarantine put a stop to the

operations of all types of public transportation vehicles, it resulted in a struggle for those people
who needed to go to work amidst the pandemic, especially for our frontliners. She added that it is

generally vital for everyone to consider alternative modes of transportation which are efficient,

safe, and convenient amidst the pandemic. (“House panel OKs bill creating bike lanes, slow

streets | Inquirer News,” n.d.)

          Due to limited transportations in the Philippines as the COVID-19 lockdown continues,

bicycles are mainly used by almost everyone as transportation. The bike lanes are limited in most

of the areas in EDSA, Makati making it hard for the cyclists to ride bikes safely because of the

potholes and sidewalks clogged with street vendors and pedestrians. The Philippine government

officials are planning to solve these problems in biking by planning to build a 400-mile bike lane

network coming from the pandemic related stimulus fund (“Bicycling surges in Manila amid

coronavirus lockdowns. - The New York Times,” 2020).

          Exercising and having an active lifestyle in Philippines while and after the pandemic is

encouraged because of the health benefits it brings and avoids the spread of COVID-19 by

making the immune system strong (“Philippines promotes walking, biking amid COVID-19

lockdowns - Xinhua | English.news.cn,” 2020)

          Lots of Filipino commuters are returning to the road after the transition from ECQ to GCQ

in Metro Manila, On June 3 of 2020, World Bicycle day. DOH (Department of Health), DOTr

(Department of Transportation) and other associations that advocate cycling discussed making

the bicycle an alternate solution for transportation problems and health problems. As Singh-

Vergeire said that “Biking is not just an alternative way of transportation but also a way of

exercise that can strengthen the immune system which can help our fellow locals prepare for the

COVID-19 virus”. Dr. Antonio Dans, a doctor from Philippine General Hospital, explained that

riding a bicycle not just improves the immune system but also avoids obesity, hypertension, and
other cardiovascular illnesses. Dans also emphasized how many hospital bike loops can be built

for healthcare workers during the community quarantine. A hospital bike loop is a connection of

roads and streets that links to multiple nearby hospitals. According to Dans, these loops should

be protected and provided to healthcare workers so that they can go to work safely. Also, it is a

part of an initiative with LifeCyclesPH headed and founded by Keisha Mayuga. Since the start of

the ECQ, they have been giving 1000 bicycles for those healthcare workers (“DOH, DOTr

SUPPORT BICYCLES AS ALTERNATIVE TRANSPORT | Department of Health website,”

2020).

D. THE POINT OF HAVING BICYCLE LANES ON ROADS

      Before the pandemic and the COVID-19 became a major threat, different modes of

transportation served around 17 million trips daily in Metro Manila. And now, with social

distancing, the reduction of public transportation capacity would be about 50 percent. This would

mean that the daily capacity of public transportation would be reduced to 7 million.

             Many find out if bicycle paths ought to be on EDSA. On the off chance that we put stock

in focusing on individuals over vehicles, at that point we need to apply this treatment on a wide

range of metropolitan streets. Since cyclists move utilizing their own energy, it is significant,

where conceivable, to offer cyclists more limited, more straightforward courses, as exemplified

by EDSA. Indeed, backup ways to go other than EDSA are accessible; these courses, involving

longer travel times and longer distance, might be allocated to the favored minority who are riding

securely and helpfully in vehicles. 

       With that, there would still be a large chunk of trips that cannot be accommodated on any

public transportation vehicles. These people in turn would find other options as a means of
 transportation. And if just a third of them chose to use bicycles, that would in turn make over a

million trips daily with the use of bicycles in Metro Manila as their daily mode of transportation.

      With numerous Metro Manila nearby government units setting up their own organizations of

bicycle paths, EDSA fills in as the storage compartment or spine that can interconnect a wide

range of neighborhood organizations. 

      With EDSA connecting the numerous city-level bicycle paths, it at that point gets

conceivable to move securely around the city completely by bike. Without bicycle paths on

EDSA, the viability and utility of the individual organizations of bicycle paths in every city

would be reduced. 

      At last, each extra cyclist is a stage toward decreasing blockage on our streets. As more

vehicle clients desert their vehicles and move to strolling, cycling or public vehicles, the volume

of vehicles on our roads is decreased. A protected and roomy bicycle path, in this way, fills in as

perhaps the best weapon to battle traffic. What is more, as rewards, we get cleaner air, yet

additionally more joyful, better and more profitable Filipinos.

       We are already seeing this happen as there is a recent boom in sales of bicycles. More

bicycles are being sold; more service backlogs are there in bicycle repair shops ever since the

pandemic began. With that demand on hand, a good bike infrastructure is needed. (“Do Bike

Lanes in Metro Manila make sense? – Siy | Manilatimes.net,” 2020).

II. THE REVIEW OF PEER-REVIEWED JOURNALS

          Bicycles are a low-cost means of transport and during this time of COVID-19 crisis,

governments have greatly realized that non-motorized vehicles like bicycles are the best way for
workers to travel, and to reduce transmission of infectious diseases therefore they have

incentivized cycling by provisionally constructing and redistributing on-street bicycle spaces

(Kraus & Koch, 2021). Some transportation engineers and urban planners have come to realize

during the past few years that if we are to follow the vision of smart cities, which is the

sustainable mode of transportation, non-motorized vehicles like bicycles should be the top

priority especially their safety (Daraei, Pelechrinis, & Quercia, 2021).

          Cyclists have been consistently identifying safety as one of their top priorities in selecting

bicycle routes. In a study in New Jersey, it was hypothesized that if transportation officials want

to succeed in achieving the goal of increasing non-vehicular modes of travel, safe and convenient

bicycle routes must be provided (Allen-Munley & Daniel).

          Despite cycling being recognized helpful to the environment and healthy, bicyclists are

prone to injuries and accidents in roads. Results of a study conducted by Ding, Sze, Guo and Li

are indicative to the frequency model of bicycle crash development. The research about the risk

of bike-related accidents should enhance the understanding of the roles on environmental, traffic

and bicyclist factors in bicycle crash risk, based on appropriate estimates of bicycle exposures.

Therefore, it should be useful to the planners of transportations and engineers for the

development of bicycle infrastructures that can improve bicycle safety in the long period of time

(Ding, Sze, Guo, & Li, 2021).

          The prevalence of severe and minor bicycle injuries varies across countries and is not well-

recorded in Latin-American countries. Most studies on bicyclist-motorist traffic incidents have

treated injury severity as a binary variable for analysis although injuries range widely in severity.

Based on the data on the road traffic incidents between cyclists and motorists from the 2016

Traffic Accident of Bicycle Riders and Consequences database of the Chilean Transport Ministry
that were analyzed, most incidents involved collisions, and most were due to a motorist being

distracted while driving (Chandia-Poblete, Hill, Aguilar-Farias, & Heesch, 2021).

          In a study about bicycle lane priority in congested urban areas, it was found that the main

obstacles in boosting the bicycle as a mode of transport are the safety concerns and risks due to

interactions with motorized traffic. It was suggested by Bagloee, Sarvi, and Wallace, that the best

option is to separate the cyclists from motorists through an exclusive bicycle priority lane

(Bagloee, Sarvi, & Wallace, 2016).

          A research conducted by Morrison, Thompson, Kondo, and Beck in the metropolitan

Melbourne, Australia, concluded that bicycle facilities are an effective approach to reducing

bicycle crashes in cities and suggests that bicycle lanes have the capacity to attract cyclists,

improve amenity for all city residents, and ultimately save lives. It was identified from the

research that the bicycle lane types which provide greater separation between cyclists and

vehicular traffic are associated with greatest benefits, especially on larger, faster, narrower roads

(Morrison, Thompson, Kondo, & Beck, 2018).

          According to a study in the United States, it was found out that the number of urban

bicyclists has grown exponentially across different cities in the country. The author said that bike

lanes were created to promote a safe environment for cyclists. The preliminary results from the

study suggested that the implementation of urban bike lanes improved bicyclist safety (Daraei et

al., 2021).

          Similarly, a research from Pulugurtha and Thakur on effectiveness of on-street bicycle

lanes in Charlotte, North Carolina, found that bicyclists are three to four times at higher risk

while traveling on segments without on-street bicycle lanes than on segments with on-street
bicycle lanes. It was also found that there are no significant negative consequences that were

observed due to the installation of on-street bicycle lanes (Pulugurtha & Thakur, n.d.).

          In a spatial analysis made by a group of researchers on the streets of Philadelphia, it was

found out that city bicycle lanes indeed reduce the chance of an accident to happen. It was done

through a spatial analysis of the city and was concluded that by carefully allocating spaces for

bike lanes, the safety of bikers would be preserved (Kondo, Morrison, Guerra, Kaufman, &

Wiebe, n.d.).

          Generally, it can be inferred from these previous studies that construction of bicycle lanes

reduces the risk of having bicycle-related accidents along city roads by creating a diversion

among road users, through this approach, the chances of interactions between motorists and

cyclists are largely reduced, therefore reducing the occurrence of an accident happening

involving cyclists.

          A previous study from Y. Zhou found that one of the main reasons why road accidents

mostly occur is because of the incorrect occupancy of a vehicle to a lane it does not belong to.

For some reasons, the condition for bicycles to use the motorized vehicle lane is determined by

the interaction between vehicle traffic and bicycle traffic. Vehicle drivers usually react to

bicycles in the motorized vehicle lane by lowering their speeds for avoiding accidents. Bicyclists

usually judge if there are vehicles coming and how far and how fast these vehicles are, and then

decide to use the motorized vehicle lane or not. The reason for bicycles to use motorized vehicle

lanes is high bicycle traffic demand that asks for more space. Bicyclists can usually find space in

motorized vehicle lanes because it is undeniably wider than bicycle lanes (Y. Zhou, n.d.). This

study from Y. Zhou suggests that potential accidents like the accident that may occur from

incorrect occupancy of lanes can be assessed and prevented if only there is enough space for
bicyclists. This also suggests that construction of additional bicycle lanes is highly essential for

not only the bicyclists, but also for some motorists. This ensures their safety in traveling the

road.

          In a similar study by Yao, Fu, Gao, and Li, a better understanding of all the factors that

influence bicyclists’ riding comfort is provided, understanding these different factors can merely

give transportation professionals a lot of useful information for bicycle facility design and

management. In their previous study along the roads of Nanjing City in China, it was found that

the five most significant variables that contribute on bicyclists’ riding comfort on separated

bicycle roadways were about the geometric characteristics and surrounding environments

including the width and separation form to pedestrian lane, the number of uncontrolled accesses,

the residential surrounding, and the presence of bus stops (Yao, Fu, Gao, & Li, n.d.).

          In Alabama, a research was conducted by Fiocca, Wood, and Heleem to analyze different

bicycle-vehicle crash patterns, these were based on 1,311 statewide crashes in Alabama ranging

from 2011 to 2015. Temporal factors, bicyclist/driver-related factors, bicycle/vehicle-related

factors, and geometric, roadway, and traffic characteristics were considered in the crash analysis.

Detailed review of the 1,311 police reports was performed and an effort was made to collect

relevant variables that were rarely explored in previous bicycle safety studies. And in conclusion,

there were no severe crashes that were found to occur on bicycle lanes (Fiocca, Wood, &

Haleem, 2020).

          While, according to the model result and the result of marginal effect gathered by S. Zhou

and Ni, in terms of improving the cycling environment, the contributing factors should be paid

more attention, especially for those with significant marginal effect. Based on their research in

Shanghai, China, some suggestions on planning, design, and management for the cycling
 environment were offered.  On a discussion by S.Zhou and Ni, it was identified that the factors

that contribute in improving the environment for cyclists are the following – physical separation

between motorized vehicles and bicycles, on-street parking, the width of constructed bicycle

lanes, the environment along the street, and the width of the sidewalks (S. Zhou & Ni, 2018).

          In the latest experimental research by Daraei, Pelechrinis, and Quercia, the results

indicated that the presence of protected bike lanes offers a significant improvement in biking

safety.  Furthermore, the speed limit, street topology or the straightness and curvature of street

roads, and the distance from an intersection are some of the good predictors for the prevalence

and severity of bicycle related accidents. The research evaluations indicate a well-calibrated

model that accurately captures the possibility of an accident related to bicycles. The researchers

further perform cross-city comparisons in order to investigate whether there are other universal

factors that contribute to cycling safety. The researchers also discuss and showcase how their

model can be utilized to explore other “what-if” scenarios and facilitate policy decision making.

(Daraei et al., 2021).

          Among all the factors mentioned from different studies, that are generally considered as a

hazard or a potential cause of bicycle-related accidents along the road, the one that stood out is

the deficient space for bicycle lanes along every road, and the design of the bicycle lanes

constructed. It is also evident from previous research results that bicycle lanes can be considered

as a safe space for cyclists when given the right priority and design.

III. RELATED LITERATURES AND ARTICLES

A. TRAFFIC SITUATION OF BICYCLE IN EDSA

The only issue with EDSA is traffic, which is caused by the bicycle lane. Bicycle lanes

on the sidewalk are common in various nations. According to Ramon S. SAN MIGUEL,
chairman of SAN MIGUEL Corp., "we made it in the center of the roadway." Bicycles use no

fuel and emit no emissions, are relatively affordable, and take up far less road space than a

comparable number of automobiles or even tricycles, therefore alleviating rather than

exacerbating traffic congestion. As many bicycle riders have pointed out, going by bike is often

faster than traveling by automobile or public transportation in crowded places such as much of

Metro Manila according to Manila Times (2022). Integrating bicycle lanes which also serve as

safe pedestrian space into new road infrastructure projects is rather straightforward and could be

assured by a simple government mandate that any project proposal include them, except in cases

where it is technically impossible to do so. Retrofitting old streets and roads, on the other hand,

is a considerably larger problem, and in some cases, an insurmountable one.

According to Ocampo, G., the Metropolitan Manila Development Authority (MMDA)

intends to build a 1 to 1.5-meter-wide bike lane along EDSA to supplement the city's inadequate

public transit. (2021). MMDA spokesman Assistant Secretary Celine Pialago stated at a

conference that private car lanes will be decreased from 3.5 meters to 2.8 meters to make room

for the bike lane. There is an impediment on the walkways, and there will be an adjustment in the

company's driveway. It will be reduced to a private road, connected to the sidewalk, but elevated

this time.

B. RISKS OF OVERALL ACCIDENTS

During the early stages of the pandemic according to Baclig C. (2021), despite public

transportation limitations that affected many commuters, marketers and distributors of bicycles

noticed an increase in demand and sales as many Filipinos had no alternative but to pedal their

way to their destinations. In Metro Manila, 3,026 bicycles, e-bikes, and pedicabs were involved

in traffic accidents in 2020. There were 36 fatalities, 2,067 non-fatal injuries, and 923 property
damage. According to the National Highway Traffic Safety Administration, the most prevalent

cause of bicycle accidents is being hit by an automobile. Other reasons of a bicycle accident

include falling, hitting anything in the road, bad road conditions, colliding with a fixed object, or

swerving to escape an animal (SevenishLaw, 2022).

The number of bicycle accidents in Metro Manila increased to its highest level in 11

years last year, as did the number of bikers, driven by the necessity for alternate mobility

alternatives after the COVID-19 shutdown stymied public transportation. Even before the

epidemic, there was a lack of education on bicycle safety from both the government and the

corporate sector. According to Fortun on the report of Santos B. (2021), this is due to the lack of

any regulation controlling cycling and bicycle safety requirements. Fortun stated that bills

advocating for bicycle road safety were introduced as early as 2011, such as Senate Bill 2688

titled "Bicycle Act of 2011" by Sen. Manny Villar, S.B. Defensor-Santiago, S.B. 2789, titled

"Bicycle Friendly Communities," by the late Sen. Miriam Defensor-Santiago, S.B. Sen.

BongBong Marcos introduced S.B. 2924, titled "Bicycle Commuter Incentive," and S.B. Sen. Pia

Cayetano introduced S. 2936, the "Sustainable Transportation Act." However, none of them have

become legislation.

C. BENEFIT OF BICYCLE LANES

Protected bicycle lanes are ten times more effective than painted bicycle lanes, with a

difference in distance ranging from 93 cm to 166 cm. Where a protected bicycle lane cannot be

built, a painted bicycle lane is better to no cycling lane at all (Nolan et. Al 2021). Road traffic

congestion occurs when there is a high density of people, a high rate of automobile ownership,

and insufficient road space to accommodate all possible car journeys. According to Metz, D.

(2021), Congestion will initially worsen if road space is taken away from automobiles to
establish cycling or bus lanes. However, the additional delays will cause some cars to make

alternative plans, and congestion will return to normal.

The overall consequence is a reduction in the proportion of journeys made by automobile.

Creating bike lanes decreases the amount of space available for vehicles, yet it does not get

people out of their cars. Copenhagen is well-known for its cycling culture, with bicycles

accounting for 28% of all trips taken. Nonetheless, automobile traffic is only somewhat lower

than in London. Aside from cycling, another significant distinction is that public transportation

accounts for barely half of all journeys in comparison to London. Investing in bicycle

infrastructure would thus make the greatest sense for lowering automobile usage in London, both

by encouraging people to cycle as an alternative and by limiting people's ability to drive (Metz,

2021).

CONCEPTUAL FRAMEWORK

INPUT PROCESS OUTPUT

Demographic Profile Data collection of the
of the Respondents respondents profiles
According to:
Age Administering
Gender Questionnaires and The level of
Employment Unstructured effectiveness of the
Interviews Construction of
Bicycle Lanes along
Organization of the EDSA with Regards
Traffic Authorities to Safety and
Traffic Enforcers respondents' responses
Convenience.
Statistical Analysis of
data

Figure 1: The Conceptual Framework

 Figure 1 illustrates the study's conceptual framework. The input will consider the

demographic profile of the respondents in terms of their age, gender, and employment in order to

determine the important association between biker safety and convenience. Traffic authorities,

such as traffic enforcers, were also factored into the equation because they were the ones who

witnessed the condition along EDSA basically every day. For the procedure, data from the

respondents' profiles will be collected, followed by the administration of questionnaires,

following which the responses will be organized and a statistical analysis of the data will be

presented. As an outcome, the level of efficacy of the construction of Bicycle Lanes along EDSA

in terms of biker safety and convenience will be assessed.

 CHAPTER 3

RESEARCH METHODOLOGY

This chapter provides an outline of the methodologies and tools that the researchers will

be utilizing to systematically assess the problem and successfully achieve all the objectives of

this research. This will include the overview about the research design, the research setting, the

respondents of the study, phases of data gathering procedures, and statistical treatment of data.

THE RESEARCH DESIGN

          The researchers will be following a quantitative research design since all the data will be

gathered through conducting a statistical test among eligible respondents. This is the most

applicable and accurate research design for the concept of the study which is measuring the

effectiveness of the construction of bicycle lanes using numerical values. This will allow the

researchers to have a much more accurate and precise in-depth evaluation of the topic based on

the feedback of the respondents regarding the research topic. The researchers will generally draw

their conclusions based on the interpreted data that comes from the returned feedback from the

statistical survey conducted. 

THE RESEARCH SETTING

          For the setting of the study, the researchers will mostly focus on targeting all the locations

of existing bike lanes along the span of EDSA. It will also target some of the locations where

there will be a need for improvements, reconfigurations, and even construction of additional

bicycle spaces for the safety and convenience of bicycle users. The duration of the procedure will

only last at least 2-3 weeks based on the strict time schedule being followed by the researchers.
And since this study will only consider the use of online statistical surveys, the respondents can

answer at any time possible within the duration of the procedure.

THE RESEARCH INSTRUMENTS AND TOOLS

          The whole research process was done entirely online due to some constraints like the

current situation of the country, limited amount of time to perform the research, and minimal

number of resources. Therefore, the researchers utilized the use of web-based tools and online

platforms for the data gathering procedures of this research. For the review of some related

literature, the researchers collected some of their data using e-journals that are obtained by

utilizing the use of some of the largest literature data banks like Scopus, ScienceDirect,

American Society of Civil Engineers, and Google Scholar. For the collection of some of the most

recent articles and readings, the researchers utilized the use of some of the credible newspaper

firms like the New York Times, the Manila Times, the Manila Bulletin, and the Philippine Star.

The researchers also gathered some of their data from articles that are collected from some

executive government websites like the Department of Health and Department of Transportation.

For conducting the statistical surveys, the researchers will be utilizing the use of Google Forms

in creating a series of questions and polls that will be sent online to the respondents through the

use of emails, and top social media platforms.

THE DATA GATHERING PROCEDURE

The researcher will employ questionnaires since they have shown to be an effective data

gathering method. The primary goal of the study questionnaire was to collect information that

could not be easily noticed or was not previously accessible in written or digital form. The

information gathered from the questionnaire assessment can subsequently be utilized primarily
for description, explanation, or hypothesis testing. In addition to the surveys, the researcher

performed a few unstructured interviews to collect data. The questions were the same as those

asked in the questionnaire; this was done to make the study more accurate and to obtain some

additional information that the open and closed-ended questionnaires could not provide. The

researcher employed a random sample procedure based on Slovin's formula. The frequency and

Percentage Distribution will be used to estimate the demographic profile of the respondents

using the percentage calculation, taking into account the respondents' age, gender, and job. To

determine the hypothesis, the Friedman Test will be performed. In this study, the Cronbach's

Alpha will be used to measure and evaluate the reliability, or internal consistency, of a collection

of scale or test items.

A. Phase 1: Literature Review

For the first part of the literature review, the researchers gathered news articles and readings

from some of the most credible newspaper firms and government websites, this is for the purpose

of obtaining real information and reduce probability of compromising the focus of the study. For

this procedure, the researchers started by going to online search engine like Google and used the

keywords “bike lanes in edsa”, “bike lanes in metro manila”, and “bike lanes news philippines”

for searching for the needed news articles. Under the News tab in Google, the researchers would

go on and find the latest and credible information about the focus of the study. The researchers

first performed a scan of the dates, the publisher, and the topic that is being discussed before

adapting the news article into the research. While for the procedure of finding relevant literature

for the review of peer-reviewed journals, the researchers started by initially searching the

keywords of the study that would give the closest results on the list of scholarly articles in

different academic databases. In Scopus, American Society of Civil Engineers, ScienceDirect,

and Google Scholar, some keywords like “bicycle lanes”, “bicycle lanes’, “bicycle safety”,

“biking in pandemic”, and “bicycle accidents” are the most common used set of words by the

researchers to be able to search for related literature. The researchers intentionally used broad

keywords in searching for related studies., across thousands of scholarly articles to mainly

reduce the chance of excluding some articles that might be relevant for the study. After

searching, the researchers excluded studies that are published at least more than 5 years ago for

the purpose of obtaining related studies that are up to date and on-trend. The researchers then

moved to perform an initial scan and screening of the literature titles and abstracts to recognize

the closest and reliable ones to the topic of the study. A sample outline of the procedures of the

search for literature for the review of peer-reviewed journals is presented in Figure 3.4.2.

B. Phase 2: Choosing Respondents

The criteria for selecting the respondents of the study will mostly come from the current

community setting and the results of recent statistics to estimate the projected number of

participants needed for the study. For the age limit of respondents, the researchers used the basis

of the ages allowed to go out in public in accordance with the different quarantine protocols and

guidelines around Metro Manila. Based on recent news and the newly approved alert level 0 in

NCR, only those whose age are allowed to go out and had an experience in biking that has the

age of 18 years old and above, but not older than 65 years old, are permitted to go out and travel. 

And on recent statistics, it shows that there are about an average of 100,000 cyclist-commuters in

total since June of 2020, and 77% of the numbers of these cyclist-commuters came from the

roads of EDSA alone. The MMDA reported an average of 4060 cyclist-commuters per day since

June of 2020 who travel along EDSA. Thus, the researchers will be opting to use an age limit of

18-65 years old and will be forecasting at least a total number of respondents equal to 20-50% of
the total number of cyclist-commuters per day in EDSA that is based on the statistics. The

researchers intentionally used a broad range for the age limit of respondents who will be

participating in the statistical survey and will not be imposing any gender restrictions for the

study to mainly reduce the probability of denying the chance of any respondents who wish to

participate for the study. The respondents' employment was also considered, which will reveal

who uses the bicycle lane the most. The researchers will also consider including traffic

authorities like traffic enforcers as credible respondents of the study since these people work on a

daily basis in the vicinity of the research which means that they have prior knowledge on traffic

situations in the area.

C. Phase 3: Statistical Test Construction

Based on the discussions on the research design, it was mentioned that the researchers will

conduct a statistical test by using questionnaires for our research through online platforms like

Google Forms to extract a data that can be used to relate to the main focus of the study which is

the evaluation of the effectiveness of bike lanes with regards to bikers’ and workers’ safety and

convenience on their trips along the roads of EDSA. For the statistical test construction process,

the researchers will first assess the results of the previous data gathering procedure which is the

literature review, and brainstorm on what type of questions should be included in the survey

questionnaire. A total of 10-15 questions would be constructed by the researchers that aims to

fulfill the objectives of the study by extracting some relevant data from the chosen respondents

of the study. The reason for constructing a statistical survey with fewer questions is to be able to

conduct a quick and concise statistical test as much as possible. This is also to remove the

probability of boring out the respondents by presenting a survey that is too time consuming. It is

more likely to happen that the researchers will be improving the quality of questions of the
statistical survey to reflect and return better feedbacks from the respondents. Some of the factors

that can be considered in constructing questions for statistical survey can be about the

respondents’ reasons for travelling, their travelling patterns, and their travelling destinations

when riding a bike along EDSA. Also, the researchers can also consider gathering some

information about the factors that urged and kept the respondents in using bicycles despite the

pandemic crisis, these factors involves assessing hobbies of the respondent, the benefits of

bicycle riding regarding their health and strengthening in order to keep themselves prepared and

strong for the disease outbreak, or maybe a respondent only switched to bicycle riding as their

safety measure in order to reduce contact with other people, or lastly, maybe what urged them to

ride a bicycle are the suspended operations of public transportation . We can also relate some

health problems regarding sight and hearing if it is due to old age or is it an inborn illness for the

ones who are riding bikes to the accidents that can happen to them or also if they have heart

problems or respiratory problems. As mentioned earlier, we must also know how much it cost for

the bicycle riders to buy a unit and take care of their bicycles to know if financial capabilities are

related to accidents and how to avoid it. We can also include in the questionnaires if they prefer

to ride a bike alone or in a group just to know if a biking is mostly a leisure activity or just a

hobby despite the country in a pandemic state or in a nationwide lockdown where the ones can

go out are the ones who only needs it for buying essential products. By asking that in the

questionnaire we can also determine if biking can help anyone not just to lose weight, stress, and

can serve as a transportation to other places but as a lifestyle and a way of making friends. For

this questionnaire/survey the respondents will be limited for the ones who went to EDSA using

bicycles only, this is the reason why we let someone in our group to join a group in EDSA that is

a biking enthusiast or someone who is just riding a bike just for leisure activities. The researchers
can also determine if the age of respondents is related to the accidents that are happening in the

streets along EDSA. It is also to be determined if biking really is helpful for the ones who are

going to work, or to someone using it, or to someone who can barely afford it or is it another

waste of money especially that a bicycle maintenance and breakage costs an expensive amount

of money. It will also be determined if people with broken bicycles are to be blamed for

accidents that are happening along EDSA. There are many types of bikes but only few can be

used on the roads especially where there are trucks and bigger vehicles passing along that road.

Those are the topics in our questionnaires that will be used just to know the risks and causes of

bike-related accidents. These factors can be used as a correlation for the results of the statistical

tests to mainly determine whether the bike lanes are really that important for all the bikers.

D. Phase 4: Statistical Survey

The researchers first administered a pre-test assessment or survey to a small number of

respondents. The purpose of this pre-test assessment is to make sure that the questions for the

survey questionnaires is already concise and easy to understand, this will also help in

determining the prior knowledge of the initial respondents regarding the focus of the study. This

pre-test assessment will also allow the researchers to do some minor or major revisions on their

questionnaire if it is too broad or too difficult to answer before the actual releasing of the

questionnaire to a greater number of respondents for the study. After the process of carefully

reviewing and validating the results of the said pre-test assessment, the researchers went ahead

and administered the actual test assessment that produced results that are considered as the

official data of the research. For the method of distribution of both the pre-test assessment and

the actual assessment questionnaires, the researchers will be using online platforms to send the

forms that are needed to be answered by the respondents. The researchers will set a due date for
the forms distributed and this will be 2-3 weeks after the distribution, this is based on the

discussions for the research setting. The due dates will give the researchers some time to collect,

analyze, tally and interpret all the data gathered. This will also allow the researchers to proceed

on the next phase of the data gathering procedure. 

E. Phase 5: Compilation of Results

 For the compilation of results which will be executed after collecting all the data from the forms

distributed to the respondents, the researchers will then proceed on assessing each form to

mainly check for errors like unanswered items, incomplete information, etc. After that, the

researchers will tally all the results based on all the respondents’ answers on each questionnaire

item. Then the researchers will group and separate the answers of all the participants based on

the conditions that are given in each item of the questionnaire. The researchers will utilize the

use of graphs and charts to visually represent the differences between each of the respondents’

answers.    

F. Phase 6: Statistical Treatment

For the statistical treatment of the data, the researchers will only be getting the mean and

standard deviation of the results of the answers on each specific choice on the questionnaire, this

will give the researchers the information about the average number of respondents that opted to

choose a specific choice over any other choices on an item in the questionnaire. This will also

determine the closeness of the answers of the respondents on the specific item. The statistical

treatment is important for the measurement of immeasurable factors like effectiveness because

through numerical and mathematical methods, these factors become measurable. The statistical

treatment performed on the statistical test data will serve as evidence or proof of the
effectiveness of the construction of bicycle lanes along EDSA with regards to bicycle safety and

convenience.

G. Phase 7: Post-Research Assessment

For the last phase of the data gathering procedure, the researchers can also opt to conduct an

interview with someone who knows a lot about bikes or an experienced bicycle rider to in order

to furthermore support the results of the statistical test of the study and also to furthermore gather

some more evidence that support the focus of the study. Scenarios like knowing if it is the

bicycle riders’ fault if their bicycles break down in the middle of the busy roads of EDSA and

something happens to them in the middle of the road like accidents or the scenario of the lack of

spaces in bicycle lanes that is why accidents keeps on happening the area would be the focus of

the interview. The researchers can also ask them what to do when that kind of incident happens.

We should also ask things like: What are the safety precautions when riding a bike? Should we

really stay in the broad bicycle lanes and risk ourselves bumping into other pedestrians who are

still walking on the bike lanes or we can risk our lives joining the flow in the traffic with the

bigger vehicles just to avoid bumping into a stubborn pedestrian? but for that kind of interview to

happen we will just do it on skype or ask someone in our local community for example

neighbors or bike repair specialists. We can also ask them what type of bike should be used in

the roads to avoid accidents or is it needed to know if the type of bike is related to the accidents

that bikes are related to? What are the trusted brands for bike parts that have higher prices but do

not need or have low maintenance or materials that must be used for the parts of the bike and

basic knowledge about maintaining a bike to avoid problems in using it on roads to avoid bike

related accidents? Lots of questions for just research about bike lanes but it is covered in bike

safety so it is required to ask about the things that everyone should know. For the interviewee we
can ask anyone regardless of his/her location if it is within NCR since roads in EDSA are not

different from other urban roads like in Manila and other cities in NCR. We can also conduct an

interview with a bicycle rider from EDSA by joining a bicycle group on Facebook and asking

someone to participate in our research by asking simple questions like “is it easy to ride a bicycle

in EDSA despite having a limited space in bike lanes? Is there another way to ride safely without

the aid of bike lanes?” just to support both sides in our research. To know is it possible to add

more space in bike lanes or it does not need any additional space in bike lanes and what is the

possible solution to avoid bike related accidents along EDSA. 

STATISTICAL TREATMENT

To answer and test the hypothesis of the problem presented, the statistical tools used are

as follows:

Slovin’s Formula

To calculate the sample size of respondents to be surveyed, the researcher used a random

sampling procedure based on Slovin's formula.

N
n=
1+ N e 2
Where: n = sample size
N = total number of respondents from specific company
E = margin of error
N = total number of respondents
E = 0.05
Frequency and Percentage Distribution
 A frequency and percentage distribution is a visual representation of data that shows the

number of observations for each data point or cluster of data points. Identifying the total number

of observations to be shown and counting the total number of observations within each data point

or group of data points are both steps in the process of constructing frequency and percentage

distribution. This will be used to determine the demographic profile of the responders

considering the age, gender and employment of the respondents using the percentage calculation.

F
P= x 100
N
Where: P = Percentage
F = Frequency
N = Total Number of Respondents
Friedman Test

The Friedman Test is a non-parametric test that is used to assess data that has been rated.

There will be a mean rank for the researcher. After that, the researcher has to take a post-hoc test.

Bonferroni Correction is the post hoc test that will be applied.

Ho1: The construction of bike lanes in EDSA has no significant difference on the safety

and convenience of bikers. Otherwise, the construction of bike lanes along EDSA provides

safety and convenience for bikers.

Ho2: The age, gender, and occupation has no significant relationship on the safety and

convenience of bikers.

Cronbach’s Alpha
This is to measure and to evaluate the reliability, or internal consistency, of a group of scale or

test items. In other words, the reliability of any measurement relates to the amount to which it is

a consistent measure of a notion, and Cronbach's alpha is one method of determining the strength

of that consistency. Cronbach's alpha is calculated by comparing the variance for all individual

item scores to the correlation between the score for each scale item and the overall score for each

observation (typically individual survey respondents or test takers):

k ∑ ki=1 σ 2 yi
α =( )(1− )
k−1 σ2x
Where:

k refers to the number of scale items

σ2
  refers to the variance associated with item I
yi

σ2
refers to the variance associated with the observed total
x
scores

Alternatively, Cronbach’s alpha can also be defined as:

k×c¯
α=
v ¯ +(k – 1)c ¯

Where:

k refers to the number of scale items

c¯ refers to the average of all covariances between items

v¯ refers to the average variance of each item

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Approved by: 

Engr. Jocelyn S. Buluran