Common Traffic Ordinance Violations and Traffic Accidents in Iriga City

UNIVERSITY OF SAINT ANTHONY
(DR. SANTIAGO G. ORTEGA MEMORIAL)

City of Iriga, Philippines 4431
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CHAPTER I
THE PROBLEM
INTRODUCTION
With the urbanization process constantly accelerated, it causes a lot of traffic
safety problems. It is a serious subject how to bring down the high rate of traffic
accidents through the safety management.
In 90’s of last century, the number of people who were killed in the traffic
accidents is up to 700,000 in the world, covering 20% of the number of people killed in
all accidents. It also means that one is dead from traffic accidents in every 50 seconds 1.
In the Philippines alone it belongs to the 5 th leading causes of morbidity as presented by
the Department of Health, Philippine Health Statistics, and Epidemiology Center 2.
This scenario was supported by the Council for Health Development (CHD) 3 in its
report which identified and described the leading causes of mortality in the Philippines
and was found out to be the 4th and 5th ranks in 1997 and 1998 respectively.
The number traffic accidents, number of injured people and the number of killed
people are increasing nearly by exponent and condition of traffic safety is deteriorating.
So the proverbs that the traffic accident is more frightful than that of the tiger in traffic
war that is without gun will be continuous and have been widely known. Meanwhile, it
proves that the traffic safety is one of the topics that concerns people.
In the country, traffic laws, rules and regulations are strengthened with Republic
Act 41364. This is the basic law regulating and transportation in the Philippines. It has
repealed Act No. 3992 (The Revised Motor Vehicle Law) and the powers, function and
duties of the Chief of former Motor Vehicles Office which are now performed by the
Land Transportation Commissioner.
Traffic Managers adopted some of the strategies applied by other countries
optimizing the traffic control devices and aids and traffic enforcers. In addition, various
measures are introduced to ease traffic problems: like the Reorganization of Land
Transportation Office5 as the lead government agency for improvement of Land
Transportation System and the creation of the Metropolitan Manila Development
Authority where one of the primary functions is for the effective traffic operation and
management of Metro Manila. In Iriga City alone, concrete implementation of City
Ordinance (C.O.) # 2004-03, C.O. 2002-02 otherwise known as the Revised Traffic
Code of Iriga City and the Republic Act 4136 otherwise known as Transportation Traffic
Code6.
However, despite of these endeavours of the government, traffic problems
continue to hound people. The economy continues to continue to degenerate because
of the delay in the movement of workers, goods and other economic trades.
Traffic enforcement is also intensified by deputizing the Philippine National
Police-Traffic Management Group and other police traffic auxiliaries for the sole purpose
of directing traffic enforcement and laws. The police function control is written in the
aforementioned law as basic safety concept in the proper delivery of traffic safety
management.
Literally, problems related to traffic affected every aspect of human endeavours.
Hence, there is a need for an effective traffic management and accident investigation.
Therefore, as part of the Traffic System, as traffic law enforcers and as
policemen assigned in the police traffic management group and the situations
presented. It is imperative to understand, analyze and evaluate all the different aspects
of the traffic issues and concerns to come up with the best possible approaches to
correct such issues, thus the felt need to conduct the study.
Theoretical Framework
The paradigm in Figure 1 concretized the relation between Traffic Safety
Management and Traffic Safety Theory7 from which this study was anchored. The
theory explains that traffic safety management and traffic safety are integrated. If the
traffic safety management is implemented appropriately or otherwise will influence traffic
safety. The traffic safety has reflected the current situation of traffic safety management
by which people will fill the existing problem and improvement the traffic safety
management.
The traffic safety management involves the traffic safe administration
management (the mechanism, traffic safety policy, traffic safety duty of traffic safety
management), traffic safe practice (driver’s physiology and psychology, etc., vehicle and
safe practice, traffic crash analysis and counter measure) and road traffic safety
facilities (road safety facilities, rescue and aid in vehicle safety facilities, safety
education of the traffic, etc.). The compatible traffic safety management is a prerequisite
of ensuring unobstructed road and people’s safety, and promoting economic
development. The incompatible traffic safety management will bring very great hazard
to traffic safety. The ubiquitous phenomenon of which traffic safety is incompatible has
two following respects: The management system has not taken the best function since
drivers who break rules and regulations can’t be controlled effectively and second, the
education of traffic safety is not propagable enough and people’s awareness of traffic
safety is low.
With this, the researcher formulated his own theory JIP (Julius Ibarreta Prima)
which is the theory of Enhanced Traffic Safety Management in support with the
aforementioned theory. The theory ensures that traffic safety and traffic safety
management must work hand in hand for proper delivery of traffic safety and traffic
safety management.
TRAFFIC SAFETY MANAGEMENT
System Analysis
Policy Reflection
Enhanced Traffic Safety and Traffic Safety Management
Technique Evaluation
(JIP Theory 2013)
Facilities
Improvement
Information
TRAFFIC SAFETY
Figure 1
THEORETICAL PARADIGM
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Conceptual Framework
The Traffic safety and traffic safety management Theory was utilized in the
research study and the theory resulted to enhanced traffic and traffic safety
management. For a more illuminating, comprehensive and compact presentation of
these views, the system’s approach utilizing the Input-Process-Output Technique is
applied. The detailed illustration of the conceptual paradigm is shown in Figure 2. The
input consists of the common traffic ordinance violations committed in Iriga City and the
factors contributing to motor vehicle traffic accidents in terms of: a.) Human Errors, b.)
Road Deficiencies, and c.) Main Vehicle Factors.
The process consist of the presentation, analysis and interpretation of the
common traffic ordinance violations committed in Iriga City and the factors contributing
to motor vehicle traffic accidents in terms of: a.) Human Errors, b.) Road Deficiencies,
and c.) Main Vehicle Factors.
The output of the study is a proposed training workshop to enhance traffic safety
and accident-free city which was based from the findings of the study.
PROCESS OUTPUT
INPUT Presentation, Analysis

and Interpretation of
the Common Traffic
Ordinance Violation
Proposed
Analysis and
1.Common traffic interpretation of the Training-
ordinance violations factors contributing to
motor vehicle traffic
accidents
Seminar
2.Factors Preparation of the Workshop to
Contributing to proposed seminar
motor vehicle traffic training workshop to Enhance
accidents enhance traffic safety
(a.) Human Errors

and accident free city Traffic Safety
(b.) Road and Accident-
Deficiencies
(c.) Motor Vehicle Free City
FeedbackFigure 2
Conceptual Paradigm
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Statement of the Problem
This study aims to determine the traffic ordinance violations and traffic accidents
in Iriga City. Specifically, it seeks to answer the following specific questions:
1. What is the common traffic ordinance violations committed in Iriga City?
2. What are the factors contributing to motor vehicle traffic accidents in terms of:
a.) Human Errors, b.) Road Deficiencies, and c.) Main Vehicle Factors?
3. What seminar-training workshop can be proposed to enhance traffic safety
and accident-free city based from the findings of the study?
Assumptions
This study was premised on the assumptions that there are traffic ordinance
violations in Iriga City. That a.) human errors, b.) road deficiencies, and c.) main vehicle
are the factors contributing to motor vehicle traffic accidents and the proposed seminar-
training workshop traffic safety can be utilized to enhance traffic safety and accident
free city.
Significance of the Study
Result of this study may be of importance to the field of traffic safety and
accident-free city. Specifically, this study will benefit the following:
Philippine National Police (PNP). The result of this study will benefit the
department in the analysis of some Traffic Safety Management and Programs
especially in Iriga City Police Station for the betterment of quality and effective delivery
system to its expected stakeholders.
Land Transportation Office (LTO). The result of this study will serve as guide to
the department for the adoption of a relevant programs and activities that will be
relevant to the needs of proper traffic safety management. The findings of this study will
also provide them ideas to plan for brilliant schemes for the betterment of traffic safety
practices.
External Stakeholders. The findings of this study will contribute a lot to the
community, civic, non-government, people’s organizations and LGU’s for their
significant contributions in the implementation of traffic safety and traffic accident-free
city.
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Internal Stakeholders. This study plays an indispensable role to the internal
stakeholders such as members of the traffic management group as the direct
beneficiary of the improvement of the programs.
City Government of Iriga City. The result of this study can be utilized to further
enhance the traffic safety and accident-free practices and to les if not eradicate the
traffic violations.
Teachers. Adequate knowledge on traffic safety may help teachers become
aware of the traffic accidents and the information that they gained can be further
extended to their students.
Students. Enhancement and proper delivery of Traffic Safety will surely benefit its
direct client the students, since they are one of those who are in contact with the traffic
specially during school days.
Future Researchers. This may serve as guide to any future researchers in
undertaking similar study which would result to a wider understanding of traffic safety
and traffic accident factors.

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Scope and Delimitations
This study is delimited to the common traffic ordinance violations, traffic safety
and factors affecting traffic accident in Iriga City, for the second quarter of year 2013
(April-June).
Definition of Terms
To insure clarity and understanding of the data in this study, the following
important terms used are defined conceptually and operationally to give substantial
meaning and purpose for easier understanding.
Motor Vehicle. This refers to any vehicle propelled by any power other than
muscular power using the public highways, but excepting road rollers, trolley cars, street
sweepers, sprinkles, lawn mowers, bulldozers, graders, fork-lifts, amphibian trucks, and
cranes if not used in public highways, vehicles which run only on rails or tracks, and
tractors, trailers and traction engines of all kinds used exclusively for agriculture
purposes.
Motor Vehicle Accident. This pertains to any event that results in unintended
injury or property damage attributed directly of indirectly to the motion of a motor vehicle
on the road.
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Motor Vehicle Traffic Accident. It pertains to any motor vehicle accident occurring
on a traffic way involving a motor vehicle in motion that results in death, injury or
property damage.
Seminar-Training Workshop. This refers to training-workshop on traffic safety
and traffic accident-free management based from the findings of the study.
Shoulder. It refers to either side of the roadways, especially along highways.
Traffic. It refers to the movements of persons, goods of vehicles either powered
by combustion system or animal drawn, from one place to another for the purpose of
travel.
Traffic Unit. Pertains to any person using a traffic way for travel, parking or other
purpose as a pedestrian or driver, including any vehicle, or animal he is using. It applies
not only motor vehicle but also to pedestrians, cyclist, street cars, horse-drawn vehicles
farm tractors and other road users in almost any combination.
Traffic Way. Refers to the entire width between boundary lines of every way or
place of which any part is open to the use of the public for the purposes of the vehicular
traffic as a matter of right or custom.

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Traffic Safety. It refers to reduced risk of accident or injury on roads, achieved
through multidisciplinary approaches involving road engineering and traffic
management, education and training and vehicle design.
Traffic Safety Management. Pertains to traffic management which was designed
to make the traffic way safer for travellers, expedite the movement of traffic, and to
provide convenience to the traffic facilities’ users.

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Notes
1
Hu Quionghong, “Study on the Urban Road Traffic Safety Management (Master’s
Thesis, Huazhong University of Science and Technology, Wuhan China, 2005.)
2
DOH, Philippine Health Statistics; Health Alert, May-June 1992, Epidemiology Center,
2002.
3
Department of Health, Council for Health Development, Health Alert, 2000.
4
RA 4136 otherwise known as the Land and Transportation and Traffic Code.
5
Land Transportation Office, www.lto.gov.ph
6
C.O # 2004-03, www.irigacity.gov.ph
7
Preceedings of the Eastern Asia Society for Transportation Studies, Vol. 5, pp. 2062-
2074, 2005
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CHAPTER 2
Review of Related Literature and Studies
This chapter contains readings collected from books, magazines, periodicals and
other educational printed materials, several literature and studies were found relevant to
the present study.
Traffic Safety Management
Readings on related literature and studies will be made in the order to provide
the researcher with insights of those studies which have relevance to the present study.
Will Rogers1 once commented: “the only way to solve the traffic problems of the
country is to pass a law that only paid for cars are allowed to used the high ways”
Witticism aside, the traffic in the united states is no laughing matter. Public concern with
the loss of lives and property has prompted the involvement of the government
agencies in high way safety programs at all levels. Local state is truly a nation on the
move. Citizen feel it is their god given right to drive cars and resent any limitations
imposed on this “right” at the same time, they also expect city and state governments to
keep the roadways in good condition and traffic police to keep traffic moving. Besides,
simply keeping traffic flowing, officers involved in these important aspects of police work
are also charged with helping at and investigating crashes involving vehicles.
They also must deal with criminals who use vehicles in committing their crimes.
This often involves high speed chases. At the opposite end of the spectrum is law
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enforcement’s responsibility to educate the driving public as to their responsibilities and
the rules and regulations they must obey. More officer time is spent on traffic patrol than
any other police activity. Unfortunately, like patrol in general, traffic services is often
perceived as unglamorous and ranks low on the department’s and community’s priority
list.
In the study of Chermark et al. 2 found that citizen strongly support aggressive
traffic enforcement practice and that implementing such strategies does not reduce their
support. Nonetheless, perceptions of traffic enforcement are a mixed bag. Although
most people respect the aims and the effort of the police officers in traffic enforcements
as applied to other drives, many motorist turn critical of the same enforcements action
when they become the subject of a traffic stop. In fact, a common complaint of those
ticketed for traffic violations is that the police should be focusing on catching real
criminals instead of pulling people over for driving a little faster that of the speed limit.
Even many police officers do not regard traffic enforcements as “real” police
work, contending the writing of traffic citations could be done by none sworn personnel.
Indeed none sworn personnel are helpful in many areas, such as parking violations.
However, a crucial, frequently unrecognized aspect of traffic enforcements is the
potential apprehension of wanted suspects. Georges 3 notes: “As important” as a
reduction in traffic crashes is, traffic safety programs produce other important benefits.
The largest of these is the direction and deterrence of crime.

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Someone willing to commit a serious criminal act usually has little reservation
about breaking a minor traffic law. People who commit crimes are also the ones driving
with their license revoked, not renewing their registration or not replacing a burned-out
taillight or headlight. The LACP Highway Traffic Safety Committee suggests: “A police
officer observes a license plate violation and suspects that something further is
wrong....” the result is the apprehension of wanted criminals, or the arrest of suspects,
or the solution of the crime. Thus the potential for exposure of other crimes during the
course of a traffic stop, traffic enforcements is a duty of all officers, not just those who is
assigned to highway patrol or their specific traffic units.
Judging by the millions of traffic citations and parking tickets issued every year,
operating a motor vehicles in compliance with all the laws is mastered by only a few
motorist. Despite their good ingestion and interest in community safety, hundreds and
thousands of people-young and old, male and female all of races national origins,
occupations and religions-violate traffic laws.
Violation range from failing to wear a seat belt or put children in the proper child
safety seats, to changing lanes or running without signalling, no ignoring, no parking, or
no run on red signs to speeding or running red lights.
The most serious traffic violations involved aggressive driving that may turn to
road range or driving under the influence of alcohol and/or drugs. The reasons given for
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violation range from being late for an appointment: to “just keeping up with the traffic:” to
“getting away with something:” to being destructed by cellphones, the radio, a steaming
cup of coffee, screaming children or conversations with other passenger: to being day
dreamers whose thoughts are far away from the responsibilities of driving a car.
In fact, using cellphones while driving has been determined so serious
destructions that it has to become a subject of much legislation. Horne notes that
lawmaker in 38 states introduced almost 90 bills in 2001 to restrict use of cell phones
while driving. New York became the first state to enact legislation banning the use of
handheld cellular by drivers and atleast 10 local jurisdictions have passed such
legislation. Critics however, redicule such bills as the solutions to poor driving, arguing
that if cellphones are banned because they distract drivers, then perhaps all vehicles
radios should be removed, passengers should not be allowed to talk and drivers should
not be prohibited from eating or drinking while behind the wheel. They urge law
enforcements to focus on a driver’s ability, to obey traffic laws regardless of whatever
else is occurring in the vehicles, not how some drivers can observed the rules of the
road while talking on the phone, especially when using hands free equipment, while
other drivers simply can’t chew gum and drive at the same time.
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One of the most prevalent motor vehicles violations is the failure to buckle up. In
1994, because safety belt used stood at only 12 percent, the New York legislature
approved a bill creating the nation’s first mandatory seat belt law. Safety belt use rose
more than 50 percent within the first year in McMahon notes: “changing the potentiality
deadly habits of tens of thousands of New York motorists required the cooperation of
many agencies and organizations. The success of Buckle up New York hinged on key
partnerships, as well as interagency and interdisciplinary cooperation, including the
media, and the medical community. The program focuses on zero tolerance
enforcements efforts during Memorial day, Labor Day and thanksgiving.”
According to Rachlin6 “Law enforcements has a responsibility to do whatever it
takes to make their community a safe and secure environment. The single most
effective actions to reduce traffic fatalities and serious injuries is to get people to buckle
up and to get parents to put their children in child safety seats.” The National Safety
Council (Report on Injuries..., 2001) reports: “Child safety seats reduce fatal injury by
71% for infants less than 1 year and by 54% for children 1-4years old.”
Another vital enforcements action that saves lives is getting drivers to slow down
and obey the posted speed limit.
Page7 describes an advance in radar beam is aimed across the road instead of
parallel to the road or down the road. One advantage is that it is easier to conceal and
decrease chances of motorists detecting the radar. The unit can be in the back of a
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police vehicle parked perpendicular to the road, enhancing officer safety. Or it can be
mounted on a pole or the side of a building for unattended use, staying on around the
clock. It is set to photograph any vehicle that exceeds a specified speed threshold.
Morrison and Jacob8 suggest that the latest way to measure speed is the laser,
developed in the late 1980’s. The laser gives officers the speed of distance to and
direction of a target vehicle with “crosshair precision.”
Radar trailer are also used to monitor and control speeds. The trailer shows the
speed limit and the speed of an approaching motorist. Studies conducted in work zones
using radar trailers found that radar trailers “significantly” reduced 85 percent of speeds
and improved work zone speed limit compliance rates and that the effects were
longitudinal that is the speed reductions were permanent. Likewise, studies conducted
on using radar trailers in school zones showed immediate and long term reductions in
speeds9
When people are in a hurry and are speeding or are distracted, they are also
more likely to run red lights.
The Insurance Institute of Highway Safety states more than one million crashes
occur every year at U.S. intersections with traffic signals. In addition, drivers disobeying
traffic signals cause 121,000 injuries and more than 800 deaths each year in the United
States (Sharp10 ). A survey conducted in early 2001 of police chiefs from 60

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departments across the country found 86 percent of respondents agreed red-light
running was a problem for their department (sharp, 2001, p.7)
Aggressive driving has become one of the leading safety hazards on our
highways and, according to several studies, is considered to become more dangerous
than drunk driving without seatbelts. (“State and Local Law Enforcement,” 12 . The
NHTSA distinguishes aggressive driving from road range, saying that behaviours of
aggressive drives including tailgating, making erratic or unsafe lane changes, exceeding
speed limits or driving too fast for conditions, weaving in and out of traffic, and ignoring
traffic control devices such as stop lights and yield signs. Aggressive driving often
precipitates road range.
The NHTSA defines road range as “ an assault with a motor vehicle or other
dangerous weapon by the operator or passenger(s) of one motor vehicle on the
operator or passenger(s) of another motor vehicle and is caused by an incident that
occurred on the roadway.”
In a highway publicized incident of road rage 14 ( Man Gets 3 years...,,”), a two car
fender bender led to a confrontation between drives, during which one driver threw the
other driver’s 10-year-old dog into traffic to its death. The dog-hurling driver then sped
away and, after a five-month-long nationwide search, was found in jail on an unrelated
offense. He said he hadn’t come forward because he didn’t what he’d done was a crime
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and thought to incident would blow over. The judge, however, ruled it a case of rage-
induced violence and sentenced the driver to the maximum three years in jail.
Another serious traffic violation that may earn a drive some jail time is driving
under the influence of alcohol or drugs.
Whether called Driving While Intoxicated (DWI) Driving Under the Influence
(DUI) Driving Under the Influence of Liquor (DUIL) or some other designation, those
who do so are a critical problem for the community. Every 33 minutes, someone in this
country dies in an alcohol-related crash. Law enforcement agencies take nearly 1.5
million drunk and drugged drivers off the road each year because of tougher laws,
sobriety checkpoints and saturation patrols. And yet, an estimated 2,000 alcohol
impaired driving trips occur for every arrest.
A Mothers’ Against Drunk Driving (MADD) brochure states: “Those injured and
killed in drunk driving collision are not “accident” victims. The crash caused by an
impaired driver is a violent crime.” Wexler (1999, p.73) agrees stating drunk driving is
the most common criminal offense in the United States. Impaired driving, both alcohol
and drug related, is a leading cause of death for people under 30, and impaired drivers
injure more than 300,000 people every year (Glasscock, 2000, p.6)
According to Bolton15 “There is broad public support for getting impaired drivers
off our streets and highways. In one study, 97 percent of respondents see impaired
driving as major threats to the safety of their families. Saturation patrols and
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checkpoints are favoured as two means attacking the problem, and more severe
penalties for violations are also supported.”
Yet police officers frequently simply issue a ticket and perhaps write a brief
report, making prosecution extremely difficult. Those who do write complete reports that
may have become frustrated at how the prosecutor treats DUI cases, often as just
another traffic ticket. Didone and Kanagaratman (1999, p45) contend: “DWI
enforcement has slipped somewhat in the constantly shifting list of priorities, and must
be reinvigorated o as to remove drunk and drugged drives from our roads.” Recognizig
and stopping impaired drivers will be discussed in greater detail shortly.
Anderson16 cautions: “Traffic fugitives may not always be pursued aggressively,
perhaps because of a lack of resources or the mistaken belief that even serious traffic
offender are relatively harmless. In fact, their flaunting of the law endangered all of us
and kills many people every year on our roads and highways. Thus, a proactive stance
to bring these offenders to justice can reap many benefits for the community.” He
describes an innovative multifaceted program of the EI Paso Country Sheriff’s
Department called STOP (Serious Traffic Offenders Program).
Over 1,000 people with serious traffic warrants were targeted for arrest, with
charges ranging from DWI to driving after revocation of license. A press release was
sent to area newspaper and television and radio stations announcing the program six
days before it was initiated. Fugitive were encourage to turn themselves in rather than
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risk humiliation of being arrested, perhaps on the job. The department publicized its
warrant hotline, which fugitive could call to leave their name, date of birth, social
security number and a return telephone number if they suspected they had a warrant. If
they did, they received a return call. According to Anderson (p.51): “The announced
aggressive sweep operation put “teeth” into the enforcement to bring these serious
traffic offenders to justice.” The program was a “tremendous success” with 49 fugitives
turning themselves in and several hundred more arrested in the traffic sweep.
Alcohol, a clear, odourless, colourless, substance act as a depressant and an
anaesthetic. Beer, wine and hard liquor contain alcohol, water, and other specific
compounds that give them their distinctive taste and odor. Most police officers are
familiar with the common physical symptoms of the person under the influence of
alcohol or drugs: slurred speech, bloodshot eyes, lack of coordination staggering, smell
of alcoholic beverage on breath or clothing, confusion, dizziness, nausea, exaggerated
actions. Officers must be cautious, however, because many of these symptoms can be
produced by medical conditions such as diabetes, epilepsy, heart attack of concussion.
Driving actions that tend to indicate a DUI suspect include:
 Unusually slow or excessive speeds for driving conditions or posted limits.
 Erratic starts and stops.
 Weaving, drifting or straddling the center line.
 Failing to signal turns and lane changes.

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 Problems making turns (either too wide or cutting across the curve)
 Repeated use of horn in traffic.
Any one of these actions by itself may indicate only carelessness or haste, but a
combination of such actions provide probable cause for an officer to stop the car. The
officer must then determine if the driver is “under the influence”
Wexler17 stresses: “Trackling the nation’s No. 1 killer-drunk driving requires
agencies to get tough and be creative.” Georges and Lawn (1999, p.47) state that any
strategy to battle hardcore drunk driving should make certain that police officers are
motivated by an awareness of the seriousness of the problem. They should be
empowered by having accessible records at the time of arrest and an up-to date state
wide DWI reporting system; by ability to bring enhanced charges against a hardcore
offender; by stiffer penalties for test refusal, a growing problem nationwide; and funding
for focused enforcement efforts. In addition, officers need to be supported by a legal
system meets our certain punishments, including measures that help remove the driver
from the road, such a administrative license revocation with plate seizure and
mandatory alcohol ignition interlock. Finally, officers need to be recognized for the vital
role they play in keeping our streets safe.
But the traffic officer can’t do the job alone. Effective strategies to address the
problem of impaired driving must include tougher laws, judges and frequent and
ongoing awareness campaigns to keep impaired drivers out of the driver’s seat.
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Education and Awareness Campaigns
Young people must be educated about not only the dangers of driving drunk but
also the hazards of driving while high on pot, speed, cocaine, crack or various other
drugs used today for recreation, escape and thrills. Two active national organizations
committed to reducing drunk driving by raising awareness of the dangers it poses are
Mother Against Drunk Driving (MADD) and Students Against Drunk Driving (SADD).
Founded in 1980, MADD’s purpose, according to its brochure is “to stop drunk driving
and to support victims of this violent crime.” (“Help Keep Families Together,” n.d.).
SADD programs have been organized in many high schools throughout the country to
help new teenage drivers acknowledge the serious responsibilities that accompany the
license to drive. Common SADD activities include designated driver programs for
“special” events where underage drinking is likely, such as homecoming and prom, and
staging mock crashes and funerals for students to “witness” the deadly consequences
of irresponsible driving.
Drug Checkpoints
As noted by Makholm18: “Police ‘checkpoints,’ commonly known as ‘road block,’
have become an important part of modern policing in the United States, providing a
powerful tool for the interdiction of drunk drivers and illegal aliens.” However, the City of
Indianapolis v. Edmond (2000), the Supreme Court ruled that police may not set up
drug interdiction roadblocks because the fourth Amendment generally requires that
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even a brief seizure of a motorist by the side of the road requires an individualized
suspicion that the motorist committed a crime ( “Supreme Court Strikes...’” 2000, pp.1-
2)
A controversial area within traffic enforcement (and patrol) is whether officers
should pursue motorists who refuse to stop when ordered to do so. Nugent et al. (n.d.,
define pursuit as “an active attempt by a law enforcement officer on duty in a patrol car
to apprehend one or more occupants of a moving motor vehicle, providing the driver of
such a vehicle is aware of the attempt and is resisting apprehension by maintaining or
increasing his speed or by ignoring the law enforcement officer’s attempt to stop him.”
They suggest that the definition established four key points: (1) that the law
enforcement officer is in a patrol car and therefore, should be recognized as a law
enforcement officer, (2) that the driver is aware that the law enforcement officer is trying
to stop him or her resist to attempt, (3) that the reason for the pursuit may embrace
traffic offenses, including speeding itself, and felonies, and (4) that the vehicle speed
may vary.
Alpert et al.19 give a somewhat simpler definition, defining pursuit as “a multistage
process by which a police officer initiates a vehicular stop and a driver resists the order
to stop, increases speed or take evasive actions, and/or refuses to stop.” The
circumstances that causes the pursuit s the preceding event; the circumstances that
causes it to end is the terminating event.

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According to Kerlikowske20: “The role of vehicle pursuits in law enforcement
ranks with the police use of force as one of the most hotly debated public safety issues
of out time. Despite television’s broadcasting of ‘wild police recognize the seriousness
of high-speed pursuits, particularly when they lead to the injury or death of police
officers, suspects or innocent bystanders.” Concurring, Alpert et al. (p.1) say: “Police
pursuit driving is one of the most controversial topics in law enforcement today. Since
the 1060’s researchers have focused on two juxtaposing position in this debate-first,
support for pursuit because of the risk to public safety.”
Alpert et al. (p.116) note: “The research results suggest that the public
overwhelming supports pursuits for serious crimes. This support echoes the results of
earlier public opinion research on public driving.” However, as Paynter (2000, p.144)
states:
 Collisions occur in 32 percent of police pursuits
 Twenty percent of these collisions will result in property damage; while 13
percent will result in personal injury.
 A fatality will in 1.2 percent of all pursuits.
 About 70 percent of all pursuit-related injuries and fatalities will involve
occupants in the pursued vehicle; 14 percent will involve law enforcement;
and 15 percent will involved innocent parties.

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Dahlinger21 suggest that “by having clear-cut pursuit police in place, department
can help limit liability.” Some departments have a “chase term all” policy. Others chase
only those vehicles involved in felonies. And a few departments have “no-chase” policy.
However, as Rayburn (2000, p.47) contends: “If pursuits are severely restricted or
banned all together, it would encourage the criminal element within our society to flee
whenever the police approach them.”
The National Safety Council (2001b) reports motor vehicle crashes are the
leading cause of death for people ages 1 to 33: “There is a death caused by a seconds.”
The driving public has as extremely poor perception of the risks involved in driving in
our country’s roads and highways.
Crashes Involving Pedestrians
According to the National Safety Council 22 Approximately 5,900 pedestrians are
killed by automobiles every year and 84,000 suffer non fatal injuries.” Almost one third
of these victims are children under 15 years of age yet they represent only about 15% of
the US populations” Mayer (2000) notes pedestrians have consistently represented
between 13 and 17 percent of all motor vehicles deaths since 1975.
Crashes involving pedestrians are very difficult from those involving only vehicles
and thus, require different investigative technique. However, like vehicles crash
investigation, photographs should be taken at all pedestrian-involved crash scene,
including photographs should be taken at all pedestrian-involve and the roadway.

30
A no cost community policing strategy available to any department is suggested
by Rachlin (20001, p.103) who ask; “In this modern era of law enforcements in which
community policing - the concept of promoting effective law enforcements through
police interactions with the local citizenry – is revolutionizing the profession, why not
expand the rules of policing? Why not enable the rules of policing to reward behaviour
also. For example, a police department might give gift certificates to drivers who wear
their seat belts or who drive courteously. Police departments might arrange with local
business are eager to participate, not only foe the civic minded image they gain. But the
economic benefit that might ensure. The recipient f a free drink might be honouring
good drivers in public ceremonies, publishing their names in the local paper or on the
department web site.
Rachlin (p.108) concludes “with community policing, cops now make a conscious
to talk to residents and to get to know their police-related concerns. Meeting out good
citations would be a natural outgrowth of this practice. Police will always need to stop
the bad guys and prevent anarchy in the streets. But the time has come to increase the
scoop of police duties, to empower cops to encourage decency. With some tweaking
and creative brainstorming to work out the kinks, this system could provide the
inspiration for the exemplary behaviour society to desperately needs.”
Another approach to safety on our road ways emphasizing partnership and
citizen involvement is the Safe Communities program, sponsored by the Departments of

31
Transportations. In the cover letter to a report to congress, Secretary of Transportation
Mineta (2001, p.1) writes:
As the secretary of Transportation, safety is my highest priority....Safe
Communities presents new challenges and opportunities for creating innovative
partnership to prevent and control transportation – related fatalities and injuries. It can
bring together many new partners and implement a variety of programs such as Buckle
Up America, You Drink and Drive, You Lose, Operation Life Saver, Red Light Running,
and Prevention Through People to name just a few. Expanded partnership with the
health and business community is important, as is the development of new alliance and
among traditional transportation safety advocates. The Safe Communities approach
enables communities to examine their data to determine their most significant injury
issues by identifying specific cause of injuries and fatalities and their associated costs.
Synthesis of the State of the Arts
The literature and the studies were all related to the present study and have
given the researcher significant information in the preparation of this study.
The studies and literature of Rogers, Cheemark, Georges, Horne, Rachillin,
Page, Morrison and Jacob, Fors, The Insurance Institute of Highway Safety, Sharp
State and Local Enforcement, Man Gets 3..., DWI MADD, Bolton, and Anderson were
very much related to the present study since it focuses on traffic enforcement, traffic
violations and violators.

32
Wexler, MADD, SADD, Makholm deals with recognizing and stopping under the
influence of liquor and prohibited drugs, while NSC, Rachlin, and Report to Congress
emphasizes crashes involving pedestrians, and traffic and community policing.
There studies were all related to the present study as these studies focused on
traffic safety and traffic violations and traffic accident-free safety.
Gap Bridged by the Study
Several studies and literature mentioned traffic safety management, traffic rules
and regulations, traffic violations, traffic control, and traffic supervision, which is also the
focused of the present study. However, no study was ever conducted about the traffic
ordinance violations and traffic accidents in Iriga City. The present study also shows a
noble venture in the City of Iriga Police Station for its uniqueness and relevance in the
enhancement of traffic safety and traffic accidents-free city. This is the gap that this
study hope to bridge.

33
Notes
1”
Descriptions of Standards Approved for Publication by the Commission.” CALEA
Online, November 29, 2001. www.calea.org/newsweb/accreditation%20info/descriptions
2
Steven Chermak et. al., “Citizens’ Perceptions of Agressive Traffic Enforcement
Stategies.” Justice Quarterly, June 2001, 365-391
3
William P. Georges, “ Traffic Safety Strategies Yield Tangible Benefits.” The Police
Chief, July 2000, 53-54
4
Jinnifer Horne, “State Legislatures Address Important Law Enforcement Issues.” The
Police Chief, June 2001, 8
5
James W. McMahon, “New York Tales the Next Step in Saving Lives through Occupant
Restraint Enforcement.” The Police Chief, July 2000, 34-39
6
Harvey Rachlin, “Model Safety Belt Program.” Law and Order, September 2000, 87-92.
7
Douglas Page, “Speed Enforcement Goes on Cruise Control .” Law Enforcements
Technology, October 2000, 106-109.
8
Kevin Morrison and Bob Jacob, “Speed Direction: From Antennae to Laser
Technology, The Police Chief, July 2000, 42-47.
9
Karl Fors, “Radar Trailer Effective in School Zones, Law and Order, August 2000, 77-
80.
10
Insurance Institute for Highway Safety, Highway Loss Data Institute.” Q & A: Speed
and Speed Limits.” Modified January 9, 2001.
11
Arthur G. Sharp, “Smile: Your on CCTV,” Law and Order, March 2000, 53-58.
12
Insurance Institute for Highway Safety, “Yellow Lights: Small Changes in the Timing of
Signal Lights Could Reduce Crashes, Status Report, April 28, 2001, 7.
13
State and Local Law Enforcement, Response to Aggressive Driving. NCJA Justice
Bulletin, September 2000, 13-14.
34
14
Man Gets of 3 Years for tossing Dog to its Death”. Associated Press as Reported in
the Star Tribune, July 14, 2001, A6.
Joel Bolton, “Getting the Impaired Driver on the Street, The Police Chief, November
15
20001, 73.
John Wesley Anderson, “Innovative Programs Reels in Serious Traffic Offenders, The
16
Police Chief, July 2000, 49-52.

17
Sanford Wexler, “Get Tough” Law Enforcement Technology, October 2000, 72-76.
John A. Makholm, “Legal Lights” ASLET Law Enforcements Trainer, January/February

18
2001.
Geoffrey Alpert et.al, “Police Pursuits: What We Know, Washington D.C.: Police
19
Executive Research Forum, 2000.
Gil Kerlikowske, “Foreword”: In Police Pursuits: What We Know by Alpert et.al, D.C.
20
Executive Research Forum, 20001, vii-viii.
Charles W. Darlinger, “Reducing Police Pursuits Liabilities, Police, February 2000, 48-
21
51.
National
22
Safety Council: Pedestrian Safety October 31, 2001a.
www.nsc.org/library/facts/pedstrns.htm.
35
CHAPTER 3
RESEARCH METHODOLOGY
This chapter features a thorough discussions on research methodology and
procedures used in the study. It represents the details on the research methods and
tools used in gathering relevant data and information, sources of data and determining
the traffic ordinance and violations and traffic accidents in Iriga City.
Research Method
The kind of research methods that the researcher uses is the descriptive survey
method1 with a validated questionnaire and interview guide as the primary data-
gathering instrument.
Descriptive survey describes and interprets what is concerned with condition on
relations that exists, opinions that are held, processes that are going on, effects that are
evident, or trends that are developing, although it often consider events and influence
as they relate to current conditions. This method was used because this study involves
the actual conduct of a survey on the existing records of the common violations
committed by traffic ordinance violators in Iriga City, the factors contributing to motor
vehicle traffics accidents in terms of: (a.) Human Errors, (b.) Road Deficiencies, (c.)
Main Vehicle Factors and the seminar-training workshop that be proposed to enhance
traffic safety and accident-free city based from the findings of the study.
36
The Respondents
The main participants in this research are the traffic ordinance violators and
motor vehicle traffic accidents of Iriga City, for the last quarter of Calendar year 2012-
2013.
Data Gathering Tool/Instrument
The survey-questionnaire2 which is based on the specific questions in the
statement of the problem will be the major instrument used to gather the essential
information required of this research. The said response-gathering tool, will collect data
that identify he traffic violations of the respondents, the factors contributing to motor
vehicle traffic accidents in terms of: (a.) Human Errors, (b.) Road Deficiencies, and (c.)
Main Vehicle Factors and the seminar-training workshop that be proposed to enhance
traffic safety and accident-free city based from the findings of the study.
Unstructured interview and observation will also be conducted by the researcher
in order to substantiate the data that will be gathered and to win their full support to the
present study.
Validation of the Questionnaire
The criteria of Fox3 in preparing a good questionnaire: Clarity of language,
specific content, unity of purpose, freedom from assumption and the time frame was
religiously followed by the researcher. The basis in preparing the questionnaire is the
37
standard assessment tool, designed to determine the traffic violations, the factors
contributing to motor vehicle traffic accidents in terms of: (a.) Human Errors, (b.) Road
Deficiencies, and (c.) Main Vehicle Factors and seminar-training workshop that can be
proposed to enhance traffic safety and accident –free city based from the findings of the
study.
The researcher modified the said tool to fit specifically the subject under study.
The researcher requested knowledgeable people in writing a questionnaire to find out if
it contains the said criteria of a good questionnaire. After the questionnaire passed the
said criteria, the final form was computerized and reproduce for distribution.
Administrative and Retrieval of the Questionnaire
The researcher had check the possible corrections coming from the thesis
instructor. The development of this study follows a systematic procedure as stated.
1. Prepared the survey-questionnaire as the data gathering instrument with help
of the thesis-professor.
2. Seek for the permission from the chief of police of Iriga City to conduct a
research study.
3. Make informal interviews among the respondents to get opinions, reactions or
feedback about the topic of research.
4. As a tool to substantiate the analysis of the data from the informal interview
and data obtained from the questionnaire, the researcher take valuable time
38
in observing significant behaviours pertinent to traffic violations and traffic
accidents. Verbal and non-verbal manifestations will be observed keenly to
gather vital information and inspiration in the preparation, analysis, and
interpretation of data gathered.
5. Actual conduct and supervision of the pertinent survey questionnaire which
was distributed to target respondents, informal interview and observation
were done by the researcher.
6. Collection, tallying and tabulation of survey results yielded from the
respondents based from the questions indicated in the statement of the
problem.
7. Analysis, interpretation and composition of write-up on the survey results.
8. Consultation with the thesis professor, editing, encoding of the manuscript
followed by review, re-editing and final encoding of the manuscript which
include the preliminaries, main features from chapters 1-5, covering the
research outputs, appendices and curriculum vitae.
9. Submission of the manuscript to the thesis professor and further instructions
for approval.
10. Accomplishment of the professor’s further instructions on university’s
requirements for baby thesis.
11. Reproduction of the manuscript and submission to the baby thesis professor.
12. Further corrections of the manuscript in terms of format, content.
39
13. Ramifications of various suggestions by the baby thesis professor which
result on the finalization of the research study for submission and compliance.
Statistical Tools
The tabulated data were analyzed with the application of the following statistical
tools.
Percentage Technique4. To determine the proportionate number of respondents
who answered questions, or in quantifying the responses,
Percentage Technique was used with this formula:
∑f
P = _____ x 100
N
Where: P = Percentage
∑f = Summation of frequency
N = Total number of respondents
40
NOTES
1
Jose F. Calderon, et al., Methods of Research and Thesis Writing (Manila:
National Book Store, Inc., 2005), 64.

2
www.google.com, Questionnaire
3
www.altavista.com, Criteria of a good questionnaire
4
S. L. Jackson, Research Methods and Statistics: Actual Thinking Approach.
Belmont ( C.A.: Thompsons/Wadsworth, 2003 )

41
Chapter 4
COMMON TRAFFIC ORDINANCE VIOLATIONS AND TRAFFIC ACCIDENTS
IN IRIGA CITY
This part of the study contains the presentation, analyses and interpretation of
the data designed to answer the specific problems raised in this study, which were
focused on the common traffic ordinance violations and traffic accidents in Iriga City.
COMMON TRAFFIC ORDINANCE VIOLATIONS
The following are the common traffic ordinance violations committed in the City of
Iriga for the last quarter of the year 2012-2013.
The common traffic ordinance violations committed in Iriga City is presented in
the graph 2. As shown in the graph, the highest frequency belong to no helmet which
consisted of 171 or 25 percent ; 96 or 14 percent for no side mirror; 90 or 13 percent
unauthorized wearing of sandos/slippers; 81 or 12 percent for no observance of traffic
sign; 63 or 9 percent for expired registration; 45 or 7 percent for no drivers license and
overloading respectively; 39 or 6 percent for no signal light; 24 or 4 percent for under
the influence of liquor and 18 or 3 percent for reckless driving.

42
Graph 1. Common Traffic Violations of the Respondents
As revealed, a greater number of traffic violations belonged to no helmet, no side
mirror and unauthorized wearing of sando’s/slippers. This finding really shows that the
violators are not fully aware of wearing helmets, incomplete motorcycle accessories and
proper attire in driving.
43
Benitez and Oasnon1 in their study stated that wearing helmet is one of the
safest way while driving on the road using motorcycle. They further concluded
that some motorcycle drivers so not respectively respond to the ordinance and
wear only their helmet when approaching in the area where they learned about
the presence of police traffic inspector.
This further implies there’s a need for proper orientation of the city
ordinance to increase the awareness of the drivers and for their safety and not
endangering their lives.
Factors Contributing to Motor Vehicle Traffic Accidents
This section shoes the factors contributing to Motor Vehicle Traffic
Accidents in Iriga City for the last quarter of Calendar year 2012-2013.
Human Errors
The factors contributing to motor vehicle traffic accidents in terms of
Human Errors is presented in table 1. The reveals that out of 72 motor vehicle
traffic accidents on human error 20 or 27.78 percent are committed on
Intoxication of alcohol or drug (Rank 1); 15 or 20.83 overtaking improperly (Rank
2); or 16.67 percent are going too fast or excessive speed (Rank 3); 9 or 12.5
percent are lack of Skill (Rank 4); 7 or 9.72 are following too closely (Rank 5); 5
or 6.94 percent are falling to give at junctions (Rank 6); and 4 or 5.56 percent are
misperceiving or misjudging the road situation ahead (Rank 7).
44
Table 1
Motor Vehicle Traffic Accidents on Human Error
═══════════════════════════════════════════════════════
Indicators f % Rank
1. going too fast or excessive speed 12 16.67 3

2. falling to give at junctions 5 6.94 6
3. following too closely 7 9.72 5
4. overtaking improperly 15 20.83 2
5. misperceiving or misjudging the 4 5.56 7
road situation ahead
6. Intoxication of alcohol or drug 20 27.78 1
7. Lack of skill 9 12.5 4
Total 72 100.00
═════════════════════════════════════════════════════
It can be gleaned from the table that the top three motor vehicle traffic
accidents on human errors are committed along Intoxication of alcohol or drug,
overtaking improperly and going too fast or excessive speed. The above
human errors can be eliminated though self-discipline and self awareness.
Georges and Lawn 2 suggest what is needed is a way to identify and then
direct hardcore drunk drivers into programs , sanctions and treatments that
work. They define hardcore as “those repeatedly drive with a blood-alcohol
concentration (BAC) of 0.15 percent or above and may have more than one
drunk driving arrest and are highly resistant to changing their behaviour despite
previous sanctions, treatment or education efforts.”
45
This further implies that human error can cause motor vehicle traffic
accidents that’s why proper orientation and traffic safety education s needed to
enhance traffic safety and accident-free city.
Road Deficiencies
Road deficiencies are contributory factors to motor vehicle traffic accidents.

It is revealed in table 2 that out of 27 motor vehicle traffic accidents
Table 2
Motor Vehicle Traffic Accidents on Road Deficiencies

═════════════════════════════════════════════════════
Indicators f % Rank
1. Poor design of layout and alcohol and control at junctions 7 25.93 2
2. Inadequate signing, road marking, and lighting 5 18.52 4
3. Slippery roads 9 33.33 1
4. Obstruction on the road such as parked vehicle, 6 22.22 3
on going road construction, etc.
______________________________________________________________________
Total 27 100.00
═══════════════════════════════════════════════════════
on road deficiencies, 9 or 33.33 percent are victims of slippery roads (Rank 1);
7 or 25.93 of poor design of layout and control at junctions (Rank 2); 6 or
22.22 percent are of obstruction on the road such as parked vehicle, on going
46
road constructions, etc., (Rank 3); and 5 or 18.5 are of inadequate signing, road
markings, and lighting (Rank 4).
Main Vehicle
The factors contributing to motor vehicle traffic accidents in terms of Main

Vehicle is presented in table 3. The table reveals that out of 12 motor vehicle
traffic accidents on main vehicle error 6 or 50 percent are committed on defects
in tires, brakes, and lights (Rank 1); 4 or 33.33 are poorly maintained motor
vehicles (Rank 2); and 2 or 16.67 percent are absence of non-using of seatbelts
(Rank 3).
Table 3
Motor Vehicle Traffic Accidents on Main Vehicle

══════════════════════════════════════════════════════
Indicators f % Rank
1. Defects in tires, brakes, and lights 6 50.00 1
2. Absence of non-using of seatbelts 2 16.67 3
3. Poorly maintained motor vehicles 4 33.33 2
Total 12 100.00
═══════════════════════════════════════════════════════
It can be seen from the table that the leading causes of motor vehicle
traffic accidents on main vehicle is due to the defects of tires, brakes, and lights,
motor vehicle traffic accidents possibly occurs. It is necessary therefore, to
constantly inspect every single part of motor vehicle to secure and ensure safety
and free from hazard and possible motor vehicle traffic accidents.
47
Suggested Seminar Training Workshop on Traffic Safety and Traffic

Accident-Free City
Based from the findings of the study a seminar-training workshop on traffic

safety and accident-free city was designed to enhance the traffic safety and
traffic accident free City of Iriga. The seminar training workshop on traffic safety
and accidents-free city have the following features: (a.) Traffic Safety Management
which covers the pillars of traffic and traffic and traffic safety education. (b.)
Traffic Laws, Rules and Regulation and Others Statues which include important
provision of R.A.4136, driver’s licences and general rules of road use and
conduct, (c.) Traffic Control which cover fundamentals of traffic control, traffic
signal lights, pavement markings and markers and traffic islands, and (d.) Traffic
Supervision which include traffic law enforcement, traffic direction and control,
traffic patrol, traffic accident investigation, Hit and run accident investigation and
skid marks as a tool.
48
NOTES
1
Roel T. Benitez and Michael C. Oasnon, Perception of Criminology
Students on the Implementation of City Ordinance No. 98.07 also known as
Wearing of of Crash Helmets” (Undergraduate Baby Thesis: University of Saint
Antony, Iriga City, 2002)
2
William P. Georges and John C. Lawn,” Traffic Safety Strategies Yield
Tangible Benefits. The Police Chief, July 2000, 53-54.
49
Chapter 5
Summary, Conclusion and Recommendations
This chapter presents the summary of the previous chapters together with
the conclusions and recommendations drawn from the findings.
Summary
This study aims to determine the traffic ordinance violations and traffic
accidents in Iriga City. Specifically, it seeks to answer the following specific
questions:
1. What is the common traffic ordinance violations committed in Iriga City?
2. What are the factors contributing to motor vehicle traffic accidents n
terms of (a) Human Errors, (b) Road Deficiencies, and (c.) Main Vehicle
Factors?
3. What seminar-training workshop can be proposed to enhance traffic
safety and accidents-free city based from the findings of the study.
Assumptions
This study was premised on the assumptions that there are traffic
ordinance violations in Iriga City. That human errors, road deficiencies, and (c.)
main vehicle are the factors contributing to motor vehicle traffic accidents and the
proposed seminar-training workshop traffic safety can be utilized to enhance traffic
safety and accident-free city.
50
The descriptive survey method was adopted in this study with a validated
questionnaire and interview guide as the primary data-gathering instrument. The
data gathered were treated statistically through percentage technique.
Findings
The following salient findings were derived in the study:
1. The common traffic ordinance violations committed in Iriga City are

the following: The highest frequency belong to no helmet which consisted of 171
or 25 percent; 96 or 14 percent for no side mirror; 90 or 13 percent for
unauthorized wearing of sandos/slippers; 81 or 12 percent for no observance of
traffic sign; 63 or 9 percent for expired registration; 45 or 7 percent for no
drivers license and overloading respectively; 39 or 6 percent for no signal light;
24 or 4 percent for under the influence of liquor and 18 or 3 percent for reckless
driving.
2.a Out of 72 motor vehicle traffic accidents on human error 20 or 27.78

percent are committed on Intoxication of alcohol or drug (Rank 1); 15 or 20.83
overtaking improperly (Rank 2); 12 or 16.67 percent are going too fast or
excessive speed (Rank 3); 9 or 12.5 percent are lack of Skill (Rank 4); 7 or 92.72
are following too closely (Rank 5); 5 or 6.94 percent are falling to give at
junctions (Rank 6); and 4 or 5.56 percent are misperceiving or misjudging the
road situation ahead (Rank 7).
51
2b. Out of 27 motor vehicle traffic accidents on road deficiencies, 9 or

33.33 percent are victims of slippery roads (Rank 1); 7 or 25.93 percent of Poor
design of layout and control at junctions (Rank 2); 6 or 22.22 percent are of
obstruction on the road such as parked vehicle, on going road construction, etc.,
(Rank 3); and 5 or 18.5 are of inadequate signing, road marking, lighting (Rank
4).
2c. Out of 12 motor vehicle traffic accidents on main vehicle error 6 or
50 percent are committed on defects on tires , brakes and lights (Rank 1); 4 or
33.33 are Poorly maintained motor vehicles (Rank 2); and 2 or 16.67 percent
are absence of non-using of seatbelts (Rank 3).
3. The seminar-training workshop on traffic safety and accident-fre city

have the following features: (a.) Traffic Safety Management which covers the
pillars of traffic and traffic safety education, (b.) Traffic Laws, Rules and
Regulations and Other Statutes which include important provisions of R.A. 4316,
driver’s licenses and general rules of road use and conduct, (c.) Traffic Control
which cover fundamentals of traffic control, traffic signal lights, pavement
markings and markers and traffic islands, traffic direction and control, traffic
patrol, traffic accident investigation, Hit and run accident investigation and skid
marks as a tool.
Conclusion
Based from the data, the following conclusions have been drawn:
1. There are common traffic ordinance violations committed in Iriga City
especially on no helmet and unauthorized wearing of sandos/slippers.
52
2. The motor vehicle traffic accidents in terms of human errors has the
most biggest number followed by road deficiencies, and main vehicle
factors respectively.
3. The seminar-training workshop can be proposed to enhance traffic

safety and accident-free city.
Recommendations
In the light of the findings of the conclusions, the following

recommendations are provided:
1. A substantive and comprehensive implementation and evaluation of city

ordinance could serve as a springboard for a better traffic safety and
accident-free city.
2. Since human error rank first among the factors of motor vehicle traffic
accidents, a wide information and traffic safety education and
dissemination is expected by city government and police station of Iriga
City.
3. Utilization of public seminar-training workshop on Traffic Education

safety can be strictly implemented.
Suggested research topics for Research:

a. Traffic Safety Management in Iriga City Police Station
b. Motor Vehicles Accidents: Its Implication to Public Safety
c. Traffic Safety Practices In Iriga City: Its Effectiveness
53
APPENDICES
54
APPENDIX A
PERMIT TO CONDUCT STUDY

September 25, 2013
PCI DIOLOLA LOQUIAS
Officer-in-Charge
Iriga City Police Station
Iriga City
Sir:
Greetings of peace and prosperity!
The undersigned is undertaking a research study entitled “COMMON TRAFFIC
ORDINANCE VIOLATIONS AND TRAFFIC ACCIDENTS IN IRIGA CITY”, in partial
fulfilment for the degree of Masters of Science in Criminology Major in Law
Enforcements Administration.
In view of this, may we have the honor to request permission from your good
office to administer the survey questionnaire, conduct an interview and look into the
records and relevant information to provide the reasearchers with pertinent data.
Rest assured that all the collected data will be held strictly confidential and these
shall purposely for academic use only.
Anticipating that this request will merit your favourable action and approval.
Thank you and more power.
Very truly yours,
PINSP JULIUS I. PRIMA

Researcher
NOTED:
(SGD) MARILOU A. DAMOT-TINO, PHD
Professor
APPROVED: ______________________
55
APPENDIX B
COMMON TRAFFIC ORDINANCE VIOLATIONS AND TRAFFIC ACCIDENTS IN

IRIGA CITY
Part I
Name of
Respondents: _______________________________________________________
Age:_______________Gender:____________________________
Status:_____________________
Please check the traffic violations committed

56
Appendix C
THE SETTINGS
The settings of the study is Iriga City. The Map and the official seal of
the city is shown in the figure.
Seal
Map of Camarines Sur showing the location of Iriga City

Country Philippines
Region Bicol Region (Region V)
Province Camarines Sur
District 5th district of Camarines Sur
Founded 1683
Cityhood September 3, 1968
Barangays 36
Government
-Mayor Ronald Felix Alfelor
57
Area
-Total 174 km2 (67.2 sq mi)
Population
-Total 97,983
Density 563.1/km2 (1,458.5/sq mi)
Time Zone PHT (UTC+8)
Income class 4th class city, partially urban
Coordinates 13o 25’ 1.2” N, 123o 25’ 1.2” E
Website www.iriga.gov.ph
The city of Iriga (Bikol: Ciudad nin Iriga; Filipino: Lungsod ng Iriga) is a fourth class city
in the province of Camarines Sur, Philippines. It is located about 400 kilometers south of
Manila, 37 kilometers south of Naga, and about 61 kilometers north of Legazpi City. It is
bounded by the town of Buhi in the east, by the municipalities of Baao, Nabua, and Bato
in the west, by the province of Albay in the south, and by the municipalities of Ocampo
and Sangay in the north.
58
Curriculum Vitae
Personal Background
Name : Julius I. Prima
Date of birth : August 4, 1974
Home Address : Pawili, Pili, Camarines Sur
Civil Status : Single
Educational Backgroud
Elementary : Pili Central School, 1985-1993

Pili, Camarines Sur
Secondary : Saint Catherine Laboure School, 1993-1997
Pili, Camarines Sur
College : Ateneo De Naga University
Naga City
Bachelor of Science in Biology w/ 18 units in
Education
University of Saint Anthony

Iriga City
Bachelor of Science in Criminology (ETTEAP)
Seminars Attended:
Seminar Date
1. Public Safety Criminal Investigation 07-09- to 10-09
Detection Course
2. Narcotics Interdiction Course 01-10-14-2011

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UNIVERSITY OF SAINT ANTHONY

(DR. SANTIAGO G. ORTEGA MEMORIAL)

With the urbanization process constantly accelerated, it causes a lot of traffic

accidents through the safety management.

In the Philippines alone it belongs to the 5 th leading causes of morbidity as presented by

the Department of Health, Philippine Health Statistics, and Epidemiology Center 2.

Land Transportation Commissioner.

Traffic Managers adopted some of the strategies applied by other countries

Transportation Office5 as the lead government agency for improvement of Land

Transportation System and the creation of the Metropolitan Manila Development

management of Metro Manila. In Iriga City alone, concrete implementation of City

However, despite of these endeavours of the government, traffic problems

continue to hound people. The economy continues to continue to degenerate because

Traffic enforcement is also intensified by deputizing the Philippine National

Literally, problems related to traffic affected every aspect of human endeavours.

Therefore, as part of the Traffic System, as traffic law enforcers and as

The paradigm in Figure 1 concretized the relation between Traffic Safety

traffic safety management is implemented appropriately or otherwise will influence traffic

The traffic safety management involves the traffic safe administration

of ensuring unobstructed road and people’s safety, and promoting economic

TRAFFIC SAFETY MANAGEMENT

management. For a more illuminating, comprehensive and compact presentation of

these views, the system’s approach utilizing the Input-Process-Output Technique is

Road Deficiencies, and c.) Main Vehicle Factors.

The process consist of the presentation, analysis and interpretation of the

and c.) Main Vehicle Factors.

INPUT Presentation, Analysis

(a.) Human Errors

(c.) Motor Vehicle Free City

in Iriga City. Specifically, it seeks to answer the following specific questions:

1. What is the common traffic ordinance violations committed in Iriga City?

3. What seminar-training workshop can be proposed to enhance traffic safety

and accident-free city based from the findings of the study?

Significance of the Study

accident-free city. Specifically, this study will benefit the following:

department in the analysis of some Traffic Safety Management and Programs

system to its expected stakeholders.

community, civic, non-government, people’s organizations and LGU’s for their

significant contributions in the implementation of traffic safety and traffic accident-free

Internal Stakeholders. This study plays an indispensable role to the internal

stakeholders such as members of the traffic management group as the direct

beneficiary of the improvement of the programs.

Teachers. Adequate knowledge on traffic safety may help teachers become

extended to their students.

specially during school days.

Future Researchers. This may serve as guide to any future researchers in

and traffic accident factors.

Scope and Delimitations

meaning and purpose for easier understanding.

Seminar-Training Workshop. This refers to training-workshop on traffic safety

Shoulder. It refers to either side of the roadways, especially along highways.

Traffic. It refers to the movements of persons, goods of vehicles either powered

purpose as a pedestrian or driver, including any vehicle, or animal he is using. It applies

farm tractors and other road users in almost any combination.

traffic as a matter of right or custom.

Traffic Safety. It refers to reduced risk of accident or injury on roads, achieved

through multidisciplinary approaches involving road engineering and traffic

management, education and training and vehicle design.