## 5 Research Results
### Descriptive Statistics and the Application of the Chi-Square Test of Independence
On the other hand, as a moderately important reason, they cite the price of an electric bicycle (23.3%), then, as a less-significant reason, they cite the (lack of) existence of a sufficient number of parking spaces for electric bicycles (26.8%), whereas least significant is the unfavorable type of terrain (38.5%). Of the considered 92.1% of respondents who do not use any type of e-microvehicles, 69.8% would change their attitude and, for the sake of reducing congestion and environmental pollution, accept the use of electric bicycles, while the other 30.2% of respondents would not. In order to determine the relationship between various factors and respondents' attitudes toward the acceptability of using electric bicycles, a chi-square test of independence was conducted. Starting from the socio-demographic and economic characteristics of the \begin{table}
\begin{tabular}{c c c c c c} \hline \hline
**Sample Characteristics** & \(n\) & **\%** & **Sample Characteristics** & \(n\) & **\%** \\ \hline
26–35 & 146 & 21.5\% & Doctor of Philosophy degree & 14 & 2.1\% \\ \hline
36–45 & 122 & 17.9\% &
\begin{tabular}{c} Average monthly \\ personal income \\ \end{tabular} & & \\ \hline
46–55 & 121 & 17.8\% & EUR \textless{}250 & 153 & 22.5\% \\ \hline
56–65 & 39 & 5.7\% & EUR 250–500 & 65 & 9.6\% \\ \hline \(>\)65 & 14 & 2.1\% & EUR 501–750 & 191 & 28.1\% \\ \hline Employment status & & & EUR 751–1000 & 163 & 24\% \\ \hline Student & 157 & 23.1\% & EUR 1001–1250 & 50 & 7.4\% \\ \hline Unemployed & 21 & 3.2\% & EUR 1251–1500 & 25 & 3.7\% \\ \hline Occasionally employed & 95 & 14.0\% & EUR \textgreater{}1500 & 33 & 4.9\% \\ \hline Permanently employed & 386 & 56.8\% & & \\ \hline Reitree & 21 & 3.1\% & & \\ \hline \hline \end{tabular}
\end{table} 
Table 4: _Cont._respondents, the chi-square test indicates a significant statistical association of the use of electric bicycles with the age of the respondents (\(\chi^{2}=18.468;\)\(p=0.005\)), employment status (\(\chi^{2}=18.142;\)\(p=0.001\)), and personal monthly income (\(\chi^{2}=19.581;\)\(p=0.003\)). Also, the results indicate that there is a statistically significant relationship between the frequency of using certain types of transport when commuting, such as public transport (\(\chi^{2}=10.746;\)\(p=0.030\)), bicycles (\(\chi^{2}=11.023;\)\(p=0.026\)), and walking (\(\chi^{2}=16.590;\)\(p=0.002\)), and when taking a trip with other purposes, such as a passenger car (\(\chi^{2}=37.670;\)\(p<0.001\)) and other modes of transportation (\(\chi^{2}=13.394;\)\(p=0.010\)). In addition to the above, the respondents pointed out in their answers that the average mileage for both purposes of trips (in one direction) is of great importance to them when accepting the use of electric bicycles. A statistically significant correlation between mileage traveled in one direction when commuting (\(\chi^{2}=87.399;\)\(p<0.001\)) and trips with other purposes (\(\chi^{2}=35.370;\)\(p<0.001\)) proves this. Respondents' attitudes about environmental pollution in Belgrade by road vehicles, from the aspect of pollutant emission pollution (\(\chi^{2}=18.591;\)\(p=0.001\)), have a significant statistical relationship with the acceptability of electric bicycles. This is also shown by the largest number of respondents who are ready to accept the use of electric bicycles (\(55.1\%\)) and believe that Belgrade is highly polluted by pollutant emissions. In the end, the reasons why residents of Belgrade do not use electric bicycles to make trips, such as the lack of infrastructure (\(\chi^{2}=11.807;\)\(p=0.019\)), the price of e-bicycles (\(\chi^{2}=23.611;\)\(p<0.001\)), the unfavorable type of terrain (\(\chi^{2}=42.840;\)\(p<0.001\)), and the lack of a sufficient number of parking spaces for electric bicycles (\(\chi^{2}=14.069;\)\(p=0.007\)), also have a significant statistical association with their acceptability.