THE LIVING CONDITIONS OF HABAL-HABAL DRIVERS IN THE MUNICIPALITY

OF PLACER, MASBATE CITY

MILLEN JOY D. CUERBO

A THESIS PROPOSAL
Submitted in Partial Fulfillment
of the Requirements for the degree
Bachelor of Arts in Sociology
College of Arts and Communication
University of Eastern Philippines
University Town, Northern Samar

Thesis Adviser: LIANA MELISSA DE LA ROSA

Panel of Examiners:

Chairperson: RAISA L. TY

Members:

ENA ROSE J. BAROJABO

JERALD C. ERIVERA
 CHAPTER I
INTRODUCTION

Background of the Study

Being a Habal-habal driver is not an easy way to make money.

These drivers push themselves every day to find passengers so

that they can have an income. Nowadays most people own a

motorcycle, which gives a negative impact to the drivers, this

means less passengers to them. At the same time, it affects their

quality of life, lesser passenger means less income each day. It

will be a hard for them especially for drivers with families to

support their daily needs.

Habal-Habal is the most popular form of unofficial public

transportation in the province of Masbate. It is used to

transport both people and goods from cities to their outlying

barangays. Residents from rural barangays travel to this location

to buy things and sell their products at the same time, mainly

during market days, as the majority of services, such as

hospitals and economic centers where markets, departmental

stores, and grocery stores are located.

Every remote barangay which along the highway in the 20

municipalities of Masbate uses Habal-Habal as their primary form

of transportation. Due to the fact that a large number of the

roads leading to isolated barangays are either impassable to

jeepneys or multicar. The Habal-Habal becomes the most accessible

and efficient form of transportation in these isolated barangays

because it is too narrow, muddy, mountainous, or the demand is

too low for the jeepneys or multicar to operate in the region.

Informal public transportation is very common in both urban

and rural areas of the Philippines because it is more accessible,

faster, and flexible. The primary modes of public transportation

are buses, vans, and jeepneys, which are only available in

barangays and municipalities along national highways. Smaller

vehicles such as tricycles, Pedi cabs (motorcycles and bicycles

linked to cabs), and Habal-habal are frequently used within a

municipality (a motorcycle that modified which it has an

extension in the back, with a big carrier at the side to carry

more passengers.

The municipality of Placer, Masbate has 35 barangays and its

every barangay has a distance that takes a minute to travel,

Habal-Habal is mostly suited to be the primary transportation and

source of income of the other people in different barangay, they

used Habal-Habal to carry a passenger going to the town, or

municipality to buy and sell their agricultural products in the

market and other areas.

 Sakrang Placer habal-habal Drivers Association (SPHDA) with

301 members is the association formed for those habal-habal

drivers in the Municipality of Placer, Masbate.

The cited barangay with has the most/more members of this

association are barangay, Mahayag, ban-ao, San Marcos, Daraga,

and burabod. These drivers operating illegally, less protection

from harm, but they have no choice but to continue their

operation because they have no other source of income. So, this

kind of job is really not an easy one.

We all know that this kind of transportation is against a

national law which disallows motorcycle as public transportation,

but this habal-habal drivers asking the authorities in Masbate

city to help them legalizing their operations.

Statement of the Problem

The general concern of this research is to determine the

life of Habal habal drivers: Their daily income and expenses in

the selected barangays in the municipality of Cataingan, Masbate.

Specifically, this study sought to answer the following

questions:

1. What is the Socio-Demographic profile of the Habal-habal

drivers in terms of:

1.1 Name 1.5 Educational attainment

1.2 sex 1.6 Daily income/weekly

1.3 age 1.7 Types of motorcycle

1.4 Civil Status

2. What is their average daily income from the Habal-habal?

3. What expenses are incurred in their daily life?

4. What problems/risk are encountered in this kind of work?

5. What are the coping mechanism of Habal-habal drivers?

Objectives

Generally, this study aimed to:

1. to document the Socio-Demographic profile of the respondents

in terms of:

1.1 Name 1.5 Educational attainment

1.2 Sex 1.6 Daily income/weekly

1.3 Age 1.7 Types of motorcycle

1.4 Civil status

2. to know the average of their daily income from the Habal-

habal.

3. to know their expenses that are incurred in their daily life.

4. to determine the problems/risk are encountered in this kind of

work.

5. to know the coping mechanism of Habal-habal drivers.

Significance of the Study

This study is important and timely because it aims to

comprehend the everyday lives of all habal-habal drivers in

Masbate and assess whether their income and expenses are

sufficient to cover their needs. This study will be beneficial to

variety of people and industries.

Drivers/Habal-habal. These studies will need to meet a set

of condition and secure before they start carrying passenger.

Generally speaking they need to have their driver license to

secure their passenger in terms of accidents.

The commuters. The result of this study would provide

enlightenment to every commuter to understand the living

condition of Habal-habal drivers to pay exact amount of fare

specially if they came and go to a long-distance area.

The family of Habal-habal drivers. This study will be

helpful to every member of the family to realize that the income

of a Habal-habal drivers is not enough, and it is better to find

any source of income to support their daily needs.

Bachelor of Arts in Sociology. This study can used as a

reference for their own study and other related issues.

 UEP. This study can be used as an educational reference for

expanding the knowledge in about the life of the habal-habal

drivers.

Department of Social Welfare and Development (DSWD). This

study will provide information to the DSWD and the social workers

on what program or assistance can be extended to the habal-habal

drivers to help them meet their basic needs in their daily life.

Land transportation Office (LTO). This study will provide an

information to the LTO to have a program in the municipality of

Placer for the registration of their motorcycle and renewals.

Free training and exams for their license, so that they do not

have a delay of their trips when highway patrol group (HPG)

operating in national road/highway.

Government. To build a legal organization for this habal-

habal to operate the remote barangays in the municipality.

Future researchers. This study will provide students and

future researchers with the needed information that can be

helpful as reference for further studies.

Technical Education and Skills Development Authority

(TESDA). This study will be helpful to (TESDA) to inform/focus

that this habal-habal drivers needs an implementation program so

that to improve their skils and have a certification to improve

their driving skills and can find a most suitable jobs for them,

so that they can gain an enough income for their family and daily

needs.

Students. This study gives an important lesson to every

student especially those who want to always ride a motorcycle,

and have tried to search passenger and gain an income, that it is

better to have a finish degree so that you can find a stable job.

Community. This study can be helpful to community to give a

proper organization/association to this Habal-habal drivers to

serve and help the community have a fastest way of

transportation.

Scope and limitation of the Study

This study talks about on the living conditions of habal-

habal drivers who is the member of Sakrang placer Habal-Habal

Association. Wherein these drivers who experience a lot of crisis

because of their location is far from the municipal and market,

and the status of their roads is to Narrow, muddy, and no

jeepneys or vans that operate on this area.

Theoretical Framework

This study is anchored on the theory of “Money and Value”

formulated by Simmel He asserted that individuals generate value

by creating things, distancing themselves from those things, and

afterwards attempting to overcome the "distance, barriers,

challenges" (Simmel, [1907] 1978:66). A piece of property has a

higher worth if it is harder to acquire. However, there is a

"lower and an upper limit" to the difficulty of accomplishment

(Simmel, [1907] 1978:72). The general tenet is that people's

capacity for distance is what gives things their value.

Separation of self from objects. Things that are excessively

accessible and simple to obtain are not really valued. To be

deemed worthwhile, something must require some effort. On the

other hand, goods that are too difficult, difficult to get, or

almost impossible to get are not highly valuable. Things that

defy the majority, if not all, of our efforts to obtain them lose

their value. The most valuable things are neither too far away

nor too close. The time it takes to obtain an object, its

scarcity, the difficulties involved in acquiring it, and the need

to give up other things are all factors in the distance of an

object from an actor. People try to keep a proper distance from

objects, which must be achievable but not too simple.

Simmel discussed money in this broad context of value. Money

in the economic realm serves to create distance from objects

while also providing a means to overcome it. In a modern economy,

the monetary value of objects distances them from us; we cannot

obtain them without our own money. The difficulty in obtaining

the money and thus the objects increases their value to us. At

the same time, once we have enough money, we can close the gap

between ourselves and the objects. Thus, money serves the

intriguing function of creating distance between people and

objects and then providing the means to bridge that gap.

In Particular, the theory on “labor” by Karl Marx is very

applicable. According to Marx, species being and human potential

are inextricably linked to labor: labor is, first and foremost, a

process in which both man and Nature participate, and in which

man initiates, regulates, and controls the material reactions

between himself and Nature. . By acting on and changing the

external world in this way, He change his own nature. He awakens

his sleeping powers and forces them to obey his commands, we

assume labor in a way that identifies it as exclusively human. A

spider's operations resemble those of a weaver, and a bee's cell

construction puts many an architect to shame. But what separates

the worst architect from the best of bees is that the architect

imagines his structure before erecting it in reality. At the end

of every labor process, we get a result that existed in the

laborer's imagination at the start. He not only causes a change

in the form of the material on which he works, but he also

achieves a goal. (Marx, [1867] 1967:177-178)

Many important aspects of Marx's view of the relationship

between labor and human nature can be found in that quotation. To

begin, what distinguishes us from other animals—our species being

—is that our labor produces something in reality that existed

only in our imagination. Our output reflects our mission. This

process of creating external objects from our internal thoughts

is referred to as objectification by Marx. Second, this labor is

tangible (Sayers, 2007). It works with the more material aspects

of nature (for example, growing fruits and vegetables and cutting

down trees for wood) to meet our material needs. Finally, Marx

believed that labor transforms not only the material aspects of

Nature but also us, including our needs, consciousness, and human

nature. Labor is thus (1) the objectification of our purpose, (2)

the establishment of an essential relationship between human need

and the material objects of our need, and (3) the transformation

of our human nature all at the same time.

We work to meet our needs, but the work we do changes those

needs, which might result in new kinds of productive work. Marx

claimed that the transformation of our wants through labor has

been the driving force behind human history. The act of

manufacturing alters more than just the external circumstances.

However, the producers also undergo change as they discover and

cultivate new traits inside themselves, grow as producers,

reinvent themselves, and acquire new abilities, viewpoints,

wants, and languages. (Marx, [1857-1858] 1974:494).

Marx viewed labor as the process of realizing our true human

capacities. We change ourselves as a result of altering the

physical world to serve our purposes. Additionally, work is a

social activity. Others are involved in our work indirectly

through collaborative products, directly through the provision of

tools or raw materials, or indirectly through their enjoyment of

the results of our labor. Labor has a transformative effect on

society as well as on the individual human.

In fact, according to Marx, a society is necessary for a

human to emerge as an individual. Marx stated in [1857—18581

1964:84] that "Man is in the most literal sense of the word a

zoon politikon, not simply a social animal, but an animal which

can develop into a person only in society." Marx further explains

that this shift affects human consciousness, saying that it has

always been a social product and will continue to be one as long

as men exist (Marx and Engels, 1845–1861, 1970:51). Therefore,

the societal transformation and the transformation of the

individual through labor are not separable.

Another supporting theory on this study is on “Theory of

Deviance” Robert Merton (1968) adapted Durkheim's concept of

anomie to explain why people accept or reject societal goals,

socially sanctioned means of achieving their goals, or both.

Merton maintained that success, as measured primarily in monetary

terms, is an important cultural goal in the United States. In

addition to providing this goal for people, our society provides

specific instructions on how to achieve success—attend school,

work hard, don't give up, seize opportunities, and so on.

Conceptual Framework

This study determined the Income and daily expenses of the

Habal-Habal drivers in the municipality of Placer, Masbate. The

paradigm of the study illustrates the evaluated relationship of

Input, process, and output. The demographic profile of the

respondents is the input. The data gathered using a questionnaire

were the process.

Paradigm

Figure 1. Paradigm for the income and daily expenses of

Habal-Habal drivers in Placer, Masbate.

INPUT PROCESS OUTPUT

Brgy. Mahayag, Gathering of the data Description on the
Brgy. San Marcos, with the use of life of Habal-Habal
Brgy. Ban ao questionnaire showing drivers their
Brgy. Daraga, the flow of the study income and daily
Brgy. Burabod, expenses in Brgy.
o The average of
Municipality of Curbada, Brgy.
their daily
Cataingan, Nadawisan, Brgy.
income from the
Masbate City Estampar, Brgy.
Habal-habal
Respondents Matubinao, Brgy.
o Their expenses
profile Manahao,
that are incurred
Municipality of
o Name in their daily
Cataingan, Masbate
o Age life
City.
o Sex o The problems/risk
o Civil status are encountered
o Educational in this kind of
attainment work
o Coping mechanism
of Habal-habal
driver
Definition of terms

The term used in the study are conceptually and

operationally defined to facilitate understanding of this work:

Age. Conceptually, it refers to the numbers of years that

someone has lived. Operationally, age can be determined through

asking my respondent.

Everyday life. Conceptually, it can be approached as a

process in which people shape in their homes or in the living

environment the structural conditions into lived life. In this

study, it about of their daily job to earn money to support their

daily needs.

Expenses. Conceptually, it refers to the amounts of money

that you spend while doing something in the cause of your work.

Habal-habal. Conceptually, it refers to a motorcycle taxi,

particularly a small motorcycle modified to carry up to six

passengers and cargo.

 Habal-habal drivers. Operationally, these are the persons

who use the motorcycle to operate the road and carry passenger

according to the capacity of their service.

Income. Conceptually, it refers to the money that is earned

by an individual for providing a product. Operationally, it

refers to the wages that an individual earns through gainful

employment overtime.

Life. Conceptually, it is a corresponding state, existence,

or principle of existence conceived of as belonging to the soul.

Occupations. Conceptually, it refers to employment,

typically for pay; a job. Operationally it about of what kind of

their job to earn money to support their daily needs.

 Chapter II

REVIEW OF RELATED LITERATURE AND STUDIES

This chapter presents the related literature which gives

further information and background in the development of the

study. This literature and studies cited which are found to be

related to this study are likewise elucidated in this chapter.

Habal-Habal

According to the modification of their service motorcycle,

Habal-Habal passengers, who often number between three and four

people, sit behind the driver, close to one another. Habal-Habal

is the local dialect meaning motorcycle taxis or motorcycles "for

hire."

On the other hand, Because of its convenience, informal

public transportation has grown in popularity in the Philippines.

It is more accessible, faster, and flexible, but it is

unregulated and has no operating policies. The purpose of this

research was to characterize Habal-Habal (the province's most

common informal public transportation). The majority of habal

habal service areas are in remote barangays, with terminals

located in the capital barangay of each municipality and along

the national highway. Because the majority of these barangays

have no other mode of public transportation, habal habal has

become the primary mode of transportation for them.

However, for long distance travel, formal modes of

transportation such as buses and jeepneys are frequently used.

Trips, while informal modes of transportation such as tricycles

and motorcycle taxis are used for short distance trips (Guillen

et. A1, 2013). Because it is difficult to find transportation in

rural areas, considered economically viable (Nelson, 2016). The

rise of Habal-Habal is the result of Infrastructure gap in terms

of developed roads and lack of alternative modes of

transportation (Guillen & 2004; Ishida). Motorcycle taxis are

accepted by the community despite their informal nature. Its low

service cost and adaptability (Nelson, 2016; Tuffour et al.,

2014)

Moreover, Motorcycle cabs offer employment, particularly to

young, uneducated people in High unemployment rates are prevalent

in some nations (Tuffour, Y. A., & Nkrumah, K., 2014; I. O.

Ogunrinola (2011). These motorcycles for business purposes could

provide the Unskilled, semi-skilled, and socially excluded

individuals, as well as a growing rural economy communities

(Karema, F. M., 2015).Effective safety education can lower high

accident and mortality rates. And enhancements to the policies

and procedures used to implement all safety measures (I.

Ogunrinola, 2011).

Fares

The cost of a habal habal varies depending on the distance

and the state of the roads. A minimum fare per passenger for

shared trips is PhP 60, and the most remote destination has a

fare of PhP 120. While the fare for pakyaw trips depends on the

distance and condition of the roads and is stated in the

operator's description or as agreed upon by the organization.

Most frequently, habal habal associations or organizations

control the price. Their income to support their family needs and

daily expenses depends on their trips per day.

Transport-related policy development at national level

In the Philippines, planning and policymaking, including

those pertaining to transportation, have always been very

centralized. In February 1912, the Philippines' first official

land transportation law was passed, governing motor vehicles on

the islands as well as the licensing and regulation of drivers.

Additionally, an automobile section was established as the

primary implementing body.

Act No. 3045, which was enacted into law in 1932, gathered

and integrated all laws pertaining to motor vehicles.

Additionally, the Automobile Division was created, replacing the

Automobile Section. In 1947, the latter was given a new name—the

Motor Vehicles Office—and separated into its own organization.

Republic Act (RA) No. 4136, also known as the Land Transportation

and Traffic Code, was passed by Congress in 1964. It established

the Land Transportation Commission (LTC), which took the place of

the Motor Vehicles Office, and provided for the compilation of

land transportation laws. To efficiently carry out its duties,

the LTC established a number of regional offices across the

nation. The LTC became directly under the Ministry of

Transportation in 1979 after being renamed the Bureau of Land

Transportation.

Several significant transportation-related reforms were put

into place at the executive level following the People Power

Revolution in 1986. The majority of them dealt with the

restructuring of transportation authorities and the definition of

their authority over transportation utilities. The Land

Transportation Commission (LTC) was eliminated by Executive Order

Number 125, which also established the Land Transportation Office

(LTO) and gave the Land Transportation Franchising and Regulatory

Board responsibility for franchising and regulation (LTFRB).

Currently, the LTO is in charge of vehicle registration and

license issuance, while the LTFRB is in charge of land transport

operator franchise licensing and other applications, including

decisions regarding fare rates17. Some of the duties granted to

the LTFRB were transferred to the local governments once the

Local Government Code was passed in 1991. The decentralization or

transfer of some governmental responsibilities from the federal

to local levels of government has also been made mandatory by the

Code. The ability to tax and control motorcycle-powered public

transportation is one of the abilities included in

decentralization. The Philippine Clean Air Act was passed in

1999. Although this national policy has good objectives to reduce

pollution, its implementation has become a problem, especially

for tricycle drivers and operators. For instance, the subject is

being addressed by the municipal council in Davao City18.

IMPORTANCE OF MOTORCYCLES AND HELMETS IN TODAY’S WORLD

The motorcycle is one of the most popular vehicles in the

Southeast Asian region because of its low cost, ability to

transfer people to any destination, and its ease in squeezing

through congestion. It is a small subset of all motor vehicles

and is one of the easiest kinds of land transportation in the

country. It is small and narrow, offers less protection than

being inside a vehicle, and is built for speed and performance

levels significantly higher than automobiles. It is one of the

most dangerous modes of transportation in the country.

 Motorcycle helmet use by habal-habal drivers is an effective

way to reduce road accidents. Also, the enactment of the law as a

means to make helmets obligatory to use can lessen casualties.

The most effective way to make people obliged to wear helmet is

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

wear it whenever they ride, to increase its usage, save money,

and save lives. Its usage is the best way to prevent critical

accidents on the road.

The motorcycle is one of the most popular vehicles in

Southeast Asia due to its low cost, ability to transport people

to any destination, and ease of maneuvering through traffic. It

is a small subset of all motor vehicles and one of the most

straightforward modes of land transportation in the country. It

is small and narrow, provides less protection than being inside a

vehicle, and is designed for much higher speeds and performance

levels than automobiles. It is one of the country's most

dangerous modes of transportation.

The use of motorcycle helmets by habal-habal drivers is an

effective method of reducing road accidents. Furthermore,

enacting the law as a means of making helmet use mandatory can

reduce casualties. The most effective way to compel people to

wear helmets is to follow the law, which requires that every

driver and rider wear one whenever they ride in order to increase
its usage, save money, and save lives. Its use is the most

effective way to avoid serious road accidents.

A habal-habal is a motorcycle that has been modified to seat

one (1) or more than two (2) people. It is a highly modified two-

wheeled single motorcycle that is usually ridden beyond the

capacity of its passenger. It has the capacity to transport at

least six (6) passengers. It is already a common mode of

transportation. It is used in areas where jeepneys and tricycles

cannot navigate the narrow roads, steep slopes, and rough

terrain. It is also a popular and necessary mode of

transportation for commuters who are frequently late for school

or work, or for those who live in congested areas.

In the metropolitan, Republic Act No. 10054, also known as

the Motorcycle Helmet Act of 2010, was enforced and complied

with. The Land Transportation Office has been actively enforcing

the agency's revised motorcycle rules and regulations, as well as

its implementing rules and regulations. The study's need is to

identify the socioeconomic factors of habal-habal drivers in

order to determine their compliance with the law, as well as the

relationship between their profile and their compliance.

The Philippine National Police - Highway Patrol Group (PNP-

HPG) recorded 209 motorcycle accidents this year, a significant

increase from the previous year's 106 cases. There were 2,228
motorcycle accidents reported. Every week, approximately 7,000

motorcycles are sold. Motorcycles, scooters, and tricycles

account for nearly half of the 7.4 million registered vehicles in

the Philippines (Philippine Safety Driving Center, 2010). The

National Capital Region (NCR), Region II, Region III, Region IV-A

and B, and Region VII registered the most motorcycles. 2010

National Statistics Coordinating Board

The use of motorcycle helmets was an efficient approach to

lower death and disability following traffic collisions, and the

helmet rule was developed as a measure to enforce helmet use. The

helmet law, which mandates that every motorist and rider wear a

helmet whenever they ride, is the most effective way to make sure

that people follow it in order to boost helmet use and save

money. (2012) Byrnes and Gerberich

 Chapter III

METHODOLOGY

Locale of the study

This study will be conducted and focused on the living

conditions of Habal-habal drivers in the Municipality of Placer.

Placer is one of the 20 municipality of the province of Masbate.

Research Design

The researcher employed the descriptive research design. The

descriptive research design is used to describe the socio-

demographic profile of Habal-Habal Drivers, the expenses incurred

in the daily life of habal-habal driver, their problem and risks

encountered, and their coping mechanism.

Descriptive research design will help the research

describe . . .

Population and sampling

 The estimated respondents of this study are sixty (60)

Habal-habal drivers who were active member in the Sakrang Placer

Habal-habal drivers association.

The researcher is using a stratified sampling. The criteria

of the respondents are a.) at least they are doing habal-habal

for five years already; b.) they are members of the Sakrang

association, which is a habal-habal drivers association in

Placer, Masbate.

Respondents

The respondents of the study are the Habal-Habal drivers in

the Placer, Masbate. They are members of Sakrang placer Habal-

habal drivers Association which is the most important criteria

for a respondent. At the same time, respondents can either be

male or female, as long as the driver meets the main criteria to

be a respondent.

and their mostly routes are from their barangay to the town, were

the market and any public services are allocated, and along the

barangays who is covered of municipality. Depending the

Destinations and fares of passengers offers.

Variables of the study

The variables of this study are the inputs, process and

output. The input variables are the profile of the Habal habal

drivers in terms of name, age, sex, civil status, educational

attainment, the average of their daily income from the Habal-

habal, their expenses that incurred in their daily life, the

problems/risk are encountered in this kind of work, and the

coping mechanism of Habal-habal drivers.

Research instrument

The research instrument used to collect the data have five parts.

Part I, described their socio-demographic profile;

Part II, the average daily income of habal-habal drivers,

Part III, is the expenses incurred in the daily life of

habal-habal drivers,

Part IV, is the problems and risk encountered by habal-habal

driver,

Part V, is the coping mechanism of habal-habal drivers.

Data gathering procedure

The researcher will go to the municipality of Placer,

Masbate, ask the permission to Municipal Mayor, to conduct an

interview to the Habal-habal drivers in the Municipality and find

and get the list of the active members of Sakrang Placer Habal-

habal Association, and asking a permission to the president of

their association to conduct a study, observe their parking area

or station where the Habal habal drivers stay. And the researcher

will ask a permission to interview the Habal habal drivers if

they have a vacant time.

Validation of the Research Instrument

The instrument will be pre-tested in barangay Cadulawan,

municipality of Cataingan, Masbate. After considering a number of

suggestions, editing was made improved the content and mechanics

of the instrument before its final printing for the one-on-one

interview and focused group discussion to the subject respondents

of this study.
 BIBLIOGRAPHY

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Ritzer, George and Jeffrey Stepnisky, “Sociological theory”, 10th

ed., Los Angeles: SAGE, 2018: 49

Schaeter, Richard T. Sociology: a brief introduction, 12th ed.,

New York: McGraw-Hill: 2017: 182

B. Internet Sources

ALUCILJA, Kathleen Mae B., and Alexis M. FILLONE. "Operational

Characterization of Habal Habal in Selected Municipalities of

North Cotabato."

BATUHAN, ALC. "SOCIO-ECONOMIC FACTORS AFFECTING THE COMPLIANCE OF

HABAL-HABAL DRIVERS TO REPUBLIC ACT 10054 IN METRO CEBU." PhD

diss., University of San Carlos, 2017.

Batuhan, Al C., Kay S. Conales, and MA PMD. "Helmet Compliance:

Condition of Habal-habal Drivers in Metro Cebu."

Guillen, M. D. V., & Ishida, H. (2004). Motorcycle-propelled

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 Appendix A

Republic of the Philippines

University of Eastern Philippines
University town, northern Samar

COLLEGE OF ARTS AND COMMUNICATION

_______________
__
Felipe L. Cabataña
Municipal mayor
Cataingan, Masbate

Dear Sir:

Greetings of peace and joy!

The researcher, Millen Joy D. Cuerbo, a fourth year

Sociology major, student of the College of Arts and
Communication, University of Eastern Philippines, University
Town, Northern Samar, is conducting a research entitled:” THE
LIVING CONDITIONS OF HABAL-HABAL DRIVERS IN THE MUNICIPALITY OF
PLACER, MASBATE CITY” as a partial fulfillment of the
requirements of the degree Bachelor of Arts major in Sociology.

In relation with this, I am pleased to inform you that the

Habal habal drivers in selected barangays in the Municipality of
Placer, Masbate were luckily selected as the respondents.

In connection herewith, we would like to ask permission to

conduct an actual study gathering on this selected Barangay.

Thank you!

Sincerely yours,
MILLEN JOY D. CUERBO
Researcher

Noted:
LIANA MELISA DE LA ROSA
Adviser
 Appendix B

Republic of the Philippines

University of Eastern Philippines
University town, northern Samar

COLLEGE OF ARTS AND COMMUNICATION

_________________
Dear Respondents:

Greetings!

I am a fourth year Sociology major student of the College of

Arts and Communication, University of Eastern Philippines,
University Town, Northern Samar, is conducting a research
entitled:” THE LIVING CONDITIONS OF HABAL-HABAL DRIVERS IN THE
MUNICIPALITY OF PLACER, MASBATE CITY” as a partial fulfillment of
the requirements of the degree Bachelor of Arts major in
Sociology.

In connection with this, I am asking your cooperation by

answering the questions with outmost sincerity. I assure you that
your answers will be treated with confidentiality.

Thank you!

Sincerely yours,
MILLEN JOY D. CUERBO
Researcher

Noted:
LIANA MELISA DE LA ROSA
Adviser
 APPENDIX C
Questionnaire

Instruction: Kindly accomplish this questionnaire with the

necessary information needed for the completion of this research
study. Be honest and accurate. Please do not leave an item
unanswered.

A. SOCIO-DEMOGRAPHIC PROFILE

Name: ________________________________ (optional)

Age: _______ Gender: ________ Civil status: _________
Highest Education Attained: ____________________
Daily Income: ___________
Years start as a Habal-habal driver: ______________
Types of motorcycle _____________

B. AVERAGE DAILY INCOME OF HABAL-HABAL DRIVERS

____above 1000PhP ____301-5OOPhP
____901-1000PhP ____101-300PhP
____701-900PhP ____100Php and below
____501-700PhP
others, please specify ____________

C. EXPENSES INCURRED IN THE DAILY LIFE OF HABAL-HABAL DRIVER

___________1. I buy gasoline for my motorcycle.
___________2. I purchase food for my domesticated pigs.
___________3. I buy food for my domesticated chicken.
___________4. I buy cigarette while waiting for passengers
___________5. I buy cigarette as part of my vices.
___________6. I buy food for my family
___________7. I buy some snack for my children
___________8. I buy some snack while waiting for passengers
___________9. I purchase milk for my children
___________10. I buy diaper for my children
___________11. I buy alcoholic drinks with friends.
___________12. I give daily allowances for my children who goes
to school.
___________13. I look for good deals of my motorcycle spare
parts
___________14. I pay for my debt card.
___________15. I pay for the terminal fee (parking area)
___________16. I gambles with friends while waiting for
passengers.
___________17. I buy our daily used of toiletries.
Others, please specify _______________________________________

D. PROBLEMS AND RISKS ENCOUNTERED BY HABAL-HABAL DRIVERS

DAILY/WEEKLY ALWAYS OFTEN A SOMETIMES SELDOM NEVER A

INCOME A PROBLEM A PROBLEM A PROBLEM
PROBLEM (4) (3) PROBLEM (1)
(5) (2)
The lack of
passengers

When my
passenger is
snag by other
drivers.
When the
passenger has no
enough money
left
When the
passenger do not
pay the exact
fare.
When I feel that
my motorcycle is
not in good
condition while
driving
The queue is
long

The road is
muddy/hilly
during rainy
days.
When there is a
misunderstanding
with my co
driver
When the weather
is not good.

When there is an
operation of
HPG(Highway
patrol group)
The roads are
bumpy

When the weather

is too hot and
sunny.
The road is
dusty

When I caught a
fever

I do not have a
proper rest
during the day.
When the other
drivers are not
careful with
their driving.

Others, please specify,

____________________________________

E. COPING MECHANISM OF HABAL-HABAL DRIVERS

DAILY/WEEKLY ALWAYS FREQUENTLY SOMETIMES SELDOM NEVER

INCOME (5) (4) (3) (2) (1)
I Wake up
early to get
passenger
I deliver
copra if there
is no
passengers
available.
During rainy
season, I
apply as a
laborer in
construction
site.
I save some
money when
there is
extra.
I look for
whatever extra
work I can
find.
I sell
vegetable from
my backyard
garden.
I wear
protective
clothes during
my trip to
protect
myself.
I always bring
a raincoat to
use when there
is a sudden
rainfall.

I pick sand in
the river and
deliver it
using my
motorcycle
tothose who
has
construction
of their
house.
I stay in the
house after my
trip, to avoid
drink/ hanging
out with
friends and
spend my
money.
I sell fish
around when
there is no
passenger.