Motor Vehicle Accidents

Bachelor of Science in Criminology__________
PHILIPPINE COLLEGE OF CRIMINOLOGY

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CHAPTER 1
THE PROBLEM AND ITS SETTING
Introduction
Today, most particularly in our country, traffic accidents are really big
problems that result in uncertain trouble. They cause not only financial problems
and even worse unexpected deaths of some people. Of course, there are many
other causes that resulting accidents. These can be about the faults of drivers
like violation of the traffic rules, they can be about road factors and also lack of
knowledge or sometimes bad vehicle conditions. Therefore, this particular is
about what cause traffic accidents.
Lets take Commonwealth Avenue Quezon City, which has been called the
Killer Highway due to the numerous of accidents that have occurred there,
ranging from car-on-car collisions to pedestrians being killed while crossing.
These accidents can be fatal or non-fatal. The Metro Manila Development
Authority (MMDA) has implemented laws regulating traffic, specifically on
motorcycles. Motorcycles-related accidents have been declared as one of the
leading causes of deaths in the Philippines. Motorcycles are more prone to
accidents as they expose their drivers and passengers to twice as much risk than
in four-wheel vehicles.
One of the most important factors about the traffic accidents in
Commonwealth Avenue, Quezon City is the violation of the Traffic rules and

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regulationslike exceeding speed limit, reckless driving, drunk driving, driving
while driver is sleepy or sleepless or beating the red light. Exceeding speed limit
causes numerous accidents because with this speeding driver loses control of
his driving and then naturally, accidents take place even resulting in deaths.
Reckless driving is one of the factors, drivers who speed, change lanes too
quickly or tailgate before causing a car accident. Reckless drivers are often
impatient in traffic and so are aggressive drivers. Violation of the rules can also
occur, with the driver using alcohol before driving. Although there are strict legal
punishments about this issue, drivers keep doing it. Unfortunately, this also
causes traffic accidents because, after taking alcohol, the driver can no longer
pay attention to the road. The other factor is sleepless drivers. They, like the
others cannot pay attention to the road and they sometimes even fall asleep
while driving. Drivers, beating the red light, run the risk of causing wrongful death
because they often cause side-impact collisions at high speeds. To avoid a car
accident, drivers should look both ways for oncoming cars as they approach a
green light.
The other important factors about the traffic accident are road markings or
road signage(s) factors. As one can see in Commonwealth Avenue, some of the
drivers is lack of knowledge about road markings as to where and when are they
going to overtake and to slow down, and this also contributes to orcause the
accidents.

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Drivers lacking knowledgeabout roadsignage(s) is the other factor which
causes accidents in CommonwealthAvenue. Inefficient and ignorant drivers who
are not experienced enough cause real problems in traffic. The drivers who got
their licenses from bad driving courses or schools, cause traffic accidents
because they become drivers without actually having enough knowledge about
driving and also about traffic rules. Therefore, this also makes them become
responsible for the undesirable conditions on the road.
The other factor is bad vehicles conditions. Some of the drivers do not
check their vehicles before starting to operate them, which can eventually result
to road accidents. Defective breaks are one of the most serious and common
mechanical failures that cause car accidents. Break pads wear down over time,
and some drivers wait far too long to replace them. If a driver can't stop his or her
car safely, it won't be long until an accident ensues. Defective headlights and
taillights are a much higher percentage of accidents happening at night than
during the day, when visibility is down, and drivers depend on lights to help them
see the road. If a vehicle has dim or broken headlights, tail lights, brake lights or
blinkers, it would be very hard for a driver to see or even more dangerous and
harder for other drivers to see them.
In conclusion, traffic accidents do not occur without any reasons. They
come into being due to some factors: These can be the factors about drivers,
roads or about some rules. As one can now see, road accidents along
Commonwealth Avenue are mainly based on a mans or driver faults.

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According to recent figures, Commonwealth Avenue boasts of one of the
highest road deaths in the region, with nearly 7,000 people dying due to various
road-related reasons every year. Motorists, pedestrians, bystanders, and cyclists
are not very safe while using this road. Even though the death toll is quite high,
hundreds of thousands of people use the Commonwealth Avenue every day as it
leads to various important locations within the city. The highway is connected to
main roads leading to Caloocan, Marikina, Bulacan, and Manila, which is why it
became an indispensable part of the Filipinos daily commute.The high volume of
vehicles passing through Commonwealth Avenue result in frequent road
accidentsDump trucks, cargo trucks, buses, cars, and other vehicles regularly
using it, collide while traversing the length of the highway.
The purpose of this thesis is to identify what is the main reason or reasons of
road accidents along Commonwealth Avenue, and also to find out if there are
other
factors
that
contribute
to
motor
Commonwealth Avenue in Quezon City.
vehicle
accidents
along
said

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Setting of the Study
Commonwealth Avenue formerly known as Don Mariano Marcos Avenue
named after the father of President Ferdinand Marcos, is a 12.4 km (7.7 mi)
highway located in Quezon City, Philippines, which spans from 10 to 18 lanes
and is the widest in the Philippines. It is one of the major roads in Metro Manila
and is designated as part of Radial Road 7 (R-7).
Commonwealth Avenue starts from the Quezon Memorial Circle inside the
Elliptical Road, and passes through the areas of Philcoa, TandangSora, Balara,
Batasan Hills, and ends at Mindanao Avenue in the Fairview area.
The Commonwealth Avenue is divided to two portions, the 68-lane
Fairview Avenue and the 18-lane Don Mariano Marcos Avenue. The Don Mariano
Marcos Avenue was later renamed into two parts, the Commonwealth Avenue
and Quezon Avenue. Later Commonwealth Avenue regained the 8-lane Fairview
Avenue, which ends in the Jordan Plains Subdivision in Novaliches.
In the 1980s, the road was widened into a six-lane highway. During the
late 1990s and early 2000s (decade), the Avenue was prone to heavy traffic and
accidents due to the increase in number of public transportation vehicles plying
the highway, and sidewalk vendors crowding onto the road. In the late 2000s
(decade), the Metropolitan Manila Development Authority cleared the sidewalk
vendors, especially in the Tandang Sora area, which was prone to heavy rush
hour traffic. Fairview Avenue uses stoplights and center island splittings in its

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intersections, while the Don Mariano Marcos Avenue uses interchanges in its
intersections.
The Avenue is 18 lanes at its widest, and is the widest road in the
Philippines, beating the old record set by EDSA

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Figure no. 1 shows the map of Quezon City where the Commonwealth
Avenue can be found.

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Theoretical Framework
The Swiss Cheese model of accident causation is a model used in risk
analysis and risk management. It likens human systems to multiple slices of
Swiss cheese, stacked side by side, in which the risk of a threat becoming a
reality is mitigated by the differing layers and types of defences which are
"layered" behind each other. Therefore in theory, lapses and weaknesses in one
defence do not allow a risk to materialize, since other defences also exist, to
prevent a single point of weakness.
The model was originally formally propounded by Dr.James T. Reason of
the University of Manchester, and has since gained widespread acceptance. It is
sometimes called the cumulative act effect.(Reasons Model, 2000)

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HAZAR
DS
ACCIDE
NTS
FACTORS THAT CAUSEMOTOR VEHICLE ACCIDENTS ALONG

COMMONWEALTH AVENUE IN QUEZON CITY
HUMAN
ROAD
MARKINGS/SIGNAGE
ROAD
CONDITION
Figure 1.The Conceptual Paradigm of the Study
This Swiss Cheese Model shows the accident causation. This model
adapted to the three factors that cause motor vehicle accidents along the
Commonwealth Avenue in Quezon City which are the human errors, road
markings/ signage(s) and road condition.

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Statement of the Problem
The study discussed the Attributing factors of Motor Vehicle accidents along
Commonwealth Avenue in Quezon City: its implication to behaviour
Specifically, the following questions will be answered:
1. What is the degree of agreement of the respondents perceptions on the
attributing factors of motor vehicle accidents in terms of :
1.1 Human errors;
1.2 Road markings/ signage(s); and
1.3 Road Condition
2. What are the problems encountered by the traffic enforcers in the
implementation of traffic rules and regulations along Commonwealth

Avenue?
3. From the findings, what measures may be proposed to prevent the

attributing factors of motor vehicle accidents along Commonwealth
Avenue in Quezon City.
Scope and Limitation

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The study aims to analyse the major causes of accidents. Primarily, the
researchers will be focused on accidents occurring in Commonwealth Avenue,
Quezon City.
The researchers will be focused on the preventive and safety measures of
the motorists in said location by formulating guidelines and by analysing safety
control system.
The Setting
The locale of the study is the Commonwealth Avenue located Quezon
City.
The Subject
The study will be focused on the attributing factors of motor vehicles
accidents along Commonwealth Avenue in Quezon City, the problems that may
be identified in the study and the proposed measures that may be forwarded to
enhance its safety.
The Respondents
The respondents of the study will be the drivers and Traffic enforces along
Commonwealth Avenue, Quezon City.
The Time of Frame

The study covers Academic Year 2015 2016

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Significance of the Study
The findings which this study will reveal may benefit certain groups and the
benefits they may be able to gain are as follows:
Road Users this study will help them to become aware about the possible
accidents along the road.
Traffic Enforcers this study will benefit them to know the perceptions of the drivers
about traffic accidents.
Criminology Students this study will help them to learn more in this research and
more knowledge.
Future Researcherthe finding of this study will be serving as a good source of
accurate and useful information for them.
Definition of Terms
Driver.licensed operator of a vehicle

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Motor Vehicle Accident. Event resulting in unintended injury or property
damage attributable directly or indirectly to the action of a motor vehicle and its
load.
Street or Highway. The entire width between the boundary lines of every
way publicly maintained when any part thereof is open to the use of the public for
purposes of vehicular travel
Skidmarks. A friction mark on a pavement by a tire that is sliding without
rotation sliding, may be due to braking or to collision damage.
Roadway. That portion of a highway improved , designed, or ordinarily
used for vehicular travel exclusive of the bum or shoulder.
Traffic Signage. A device mounted on a fixed portable support whereby a
specific message is conveyed by means of words or symbols, officially erected
for the purpose of regulating warning or guiding traffic.
Traffic. Refers to a movements of person, goods or vehicles either
powered by combustion system or animals drawn from one place to another for
the purpose of travel.
Traffic Accident. An accident involving travel transportation on a traffic
way.
Transportation. Is an act or process of conveying from one place to
another.

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Traffic law enforcer. A person duly deputized by an agency of
government authorized by law to enforce traffic laws, rules and regulations.
Vehicle. Every device in, upon, or which any person or property is or
maybe transported or drawn upon a highway except devices moved by human
power for purposes of travel
ACRONYM
MMDA METRO MANILA DEVELOPMENT AUTHORITY
LTO- LAND TRANSPORTATION OFFICE
LTFRB- LAND TRANSPORTATION FRANCHISING AND REGULATORY
BOARD
CHAPTER 2
REVIEW OF RELATED LITERATURE AND STUDIES

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This chapter is a presentation of the different studies, both foreign and
local, that were read and assessed by the researchers and which was deemed
related to the present study.
Foreign Literature
Road danger is a man-made crisis, with human error accounting for over
90 percent of accidents, said Bob JoopGoos, chairman of the International
Organization for Road Accident Prevention.
More than 90 percent of road accidents are caused by human error. We,
therefore, have to focus on people in our traffic safety programmes. He stated at
the opening day of the international symposium on The Role of Media in Traffic
Safety.
According to Jose Miguel, chairman of the Portuguese Society for Road
Accidents Prevention, a road accident is consequence of the quality of the road,
transport system, or a break in the balance between the environmental demand
and the drivers ability to act.
It is, therefore, imperative to increase the ability of the road users to act in
accordance with the needs of the environment, said Miguel
The key is focusing on the human element with the objective of stimulating good
(driving) behaviour, remarked Goos.

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Ninety percent of our road accidents are related to bad driving behaviour,
driving recklessly, speeding under the influence of alcohol, changing lanes
without signalling, driving on the hard shoulder and passing through red lights. I
can count 55 behaviours that control driving. If we can influence these, we can
modify drivers behaviour, Lt. Gen DahiKhalfan, Commander-in-chied of the
Dubai Police. He cited an incident where a young man asked for a
consideration for his traffic violations, which amounted to Dh 100,000.
We havereckless young people. I toldhim to pay his fines. And in full, not in
instalments as a way to teach him a lesson, Lt. Gen. Khalfan related.
According to Goos, 1.3 million road deaths occur worldwide every year and more
than 50 million people are seriously injured.
There are 3,500 deaths a day or 150 every hour, and nearly three people get
killed on the road every minute.
And if wecontinue with the present efforts, the number of traffic fatalities
worldwide will rise by 67 percent over the period of 2000 to 2020, 68 percentin
the Middle East and North African region, and 144 percent in Southeast Asia and
Middle to low-income countries by 83 percent, according to the World Health
Organization(WHO) prediction.

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Road danger is not just statistics, it causes a great deal of suffering for the
people who have lost a loved one or who are handicapped. Road danger has a
big impact in our lives,Goos pointed out.
He called on the media to partner with the government bodies and International
Organizations in communicating the message of traffic safety.
Here comes the important and indispensible role of media in our fight against
road crashes. The objective is to bring and to keep road safety on the centre
stage and the first step is to raise awareness, to make people see that theres a
huge challenge to solve. Many people do not know the extent of the disaster
which takes place on our roads everyday, he said.
According to him, the second step is to tell people that the challenge of road
safety can be overcome, that the danger on the road is a man-made crisis which
can be solved. The sure step is to discuss how we can solve the problem and to
implement adequate measures, Goos explained. He added that the media can
help soread awareness by running specific messages about speeding, drinking
and driving, seatbelts and traffic distractions, and through broadcasting and
hosting programmes and talk shows with experts to speak on the issue of road
safety. This way we are building a kind of road safety culture in society, said
Goos. The important tool is to reach to their hearts and in their lifestyle and
inform young people through the use of social media such as facebook and
twitter. For young people, traffic is killer number one, he stated.

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Changing ones behaviour is possible, said Goos, citing the WHO forecast for
Europe and other high-income countries a decrease of 27 percent of traffic
deaths over the period of 2000 to 2020.
The United Nations has proclaimed 2011 to 2020 as the Decade of Action for
Road Safety and the official launch of the decade will be on May 11, 2011, Goos
said.
The UN goal is to halve the number of road victims by 2020. Achieving this
means preventing five million traffic deaths and 50 million seriously injured
people, saving $3 trillion (USD)
With the UN and the WHO and other organizations, we are building a global
alliance on road safety to fight road crashes. I invite the media to come on board
and be a part of it. Road safety needs you and together we can make a
difference, Goos urged.
Global Figures
- 1. 3 million road deaths occur every year
- More than 50 million people are seriously injured every year
- There are 3,500 deaths a day or 150 every hour, and nearly three people
get killed on the road every minute.
- The number of traffic fatalities will rise by 67 percent over the period of
2000 to 2020, 68 percent in the Middle East and North African region and
144 percent in Southeast Asia.
- Middle and low-income countries to see an increase in traffic deaths of 83
percent by 2020

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- Europe and other high income countries to decrease traffic deaths by 27
percent over the period 2000 to 2020.
- The UN goal is to have the number of road victims by 2020
- $3 trillion (USD) is the cost of road crashes every year
Local Literature
According to Manila Bulletin, Commonwealth Avenue in Quezon City continues to
be the most deadly thoroughfare in Metro Manila with 25 fatalities recorded last
year due to vehicular accidents.
This was disclosed by Metropolitan Manila Development Authority (MMDA)
chairman Francis Tolentino who reported that at least 65 road accidents occur
daily in the major thoroughfares in Metro Manila.
Most common cause of recorded collisions and other unfortunate road accidents
are self-inflicted and caused by driver error, said Tolentino.
In 2013, total of 86, 565 road accidents were recorded. Of the said figure, 411
are fatal while 16,774 were non-fatal, 69,414 have caused damage to property.
He said most number of accidents occur in the traffic-prone and heavy traffic
volume areas such as Epifanio Delos Santos Avenue and C5 Road.
Of the 18,398 recorded accidents in Metro Manila, 7,693 or 41.81 percent
occurred in Edsa, 3.670 or 19.95 percent was recorded in C5 and 2,993 was
recorded in Commonwealth Avenue in Quezon City.

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The most number of fatal accidents was on Commonwealth Avenue with 25.
Cars and motorcycle involvement has the highest accident rates, with a total of
79,918 accidents.
Tolentino said traffic enforcers usually get all the blame whenever there is traffic
gridlock in the metropolis.
However, Tolentino said, in most cases, motorists did not know that an accident
occurred ahead of them that affected the traffic flow.
This was one of the reasons why the MMDA developed its own Accident Alerts
Application to inform motorists of traffic accidents in the metropolis and warn
them of potential traffic problems along the routes.
Using the app, motorists can see road accidents in street and map views as well
as a list and history of accidents so that they can plan their trips to avoid possible
congestion.
Some of the areas covered by the app are Edsa, C-5 road, SLEX, Roxas
Boulevard, Quezon Avenue, Espaa, Ortigas Avenue, Commonwealth Avenue,
and Marcos Highway.
Apart from accidents and stalled vehicles, other incidences such as fire, rally
road reblocking activities that usually snarl traffic will be plotted in the app, said
Tolentino.

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The app will also alert the motorists once the affected area has been cleared.
No one wants accidents to happen. The most that motorists can do is drive
safely, defensive driving and endure the road worthiness of their vehicles, said
Tolentino who cited an instance last week that a vehicle caused heavy traffic last
week just because it got stalled when it ran out of gasoline.
Other factors that led to road accidents, Tolentino added, are condition of the
weather, driver, roads, and even the condition of their vehicles.
When accidents occur, traffic problems begin affected motorists have to wait
for police for investigation and questioning. Also, clearing the area usually takes
time, Tolentino said.
Every year, nearly 1.2 million people die worldwide due to road traffic crashes
an average of 3,000 daily. In addition, about 50 million more are injured or
incurdisabilities as a result of road accidents. Ninety percent
of road traffic deaths take place in low-income andmiddle-income countries
where 81% of the worldspopulation live and own about 20% of the worlds
totalvehicles. (Source: Road Traffic Injury Prevention, WHO,
2006)
More than half of all global road traffic deaths or casualtiesare young adults
between 15 and 44 years of age. Seventy-three percent of fatalities are males.

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Vulnerable road users pedestrians, cyclists and motorcyclists account for
amuch greater proportion of road traffic collisions in low-income and middleincome countries. (Source: WorldReport on Road Traffic Injury Prevention, WHO,
2004)
It is estimated that the cost of road traffic crashes reachesbetween 1% - 1.5% of
gross national product (GNP) inlow-income and middle-income countries. Road
accidentsthat claim lives and cause disabilities put significant strain von families.
For every person killed, injured or disabled,many others are deeply affected.
Affected families aredriven into poverty as a result of the high cost of
prolongedmedical care, the loss of a family breadwinner, or theextra funds
needed to care for people with disabilities.Road crash survivors, their families,
friends, and othercaregivers also often suffer adverse social, physical,
andpsychological effects. (Source: Road Traffic InjuryPrevention, WHO, 2006)
In the Philippines, accidents of all types - including roadtraffic crashes - rank
fourth among the causes of mortalityin all ages. Road traffic crashes constitute
the secondleading cause of injury death with a mortality rate of 7.8/100,000.
(Source: Philippine Health Statistics, 2003).
Among children 0-17 years of age, it is the second leadingcause of injury death
(with mortality rate of 5.85/100,000),next to drowning. (Source: Philippine
National InjurySurvey, published, 2003).
Along national roads andhighways, 1,185 deaths and 5,870 non-fatal injuries
werereported in 2006.

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(Source: Traffic Accident ReportApplication System, Department of Public Works
andHighways, 2007)
According to police records, traffic accidents are causedmainly by drivers errors
(28%), vehicles mechanicaldefects (16%), over speeding (13%), and selfaccident (7%).Traffic accidents in 2006 involved mostly automobiles(27%),
followed by motorcycles (21%), jeepneys (19%) andtrucks (11%). (Source: PNP
Traffic Management Group,2007)
But it is likely that underreporting occurs in the abovementioned police reports as
separate reports from TrafficAccident Report Application System (TARAS) of
theDepartment of Public Works and Highways (DPWH)and the Metro Manila
Accident Reporting and AnalysisSystem (MMARAS) of the Metropolitan Road
Safety Unitof the Metropolitan Manila Development Authority(MMDA) are citing
higher figures. An Asian DevelopmentBank (ADB) Study on Ro ad Safety in 2004
alsoacknowledged this underreporting of accident data.
In Metro Manila, the most common vehicle types involvedin traffic accidents in
2006 were: cars (52.6%), jeepneys(9.6%), motorcycles (9.0%), and vans
(8.69%). (Source:Metro Manila Accident Reporting and Analysis System,MMDA,
2006). Motorcycles have the highest fatalityaccident rate, accounting for 23% of
all fatalities from roadcrashes in 2006. They are also the 2 ndmost common
causeof injury from road crashes, attributed for 29.59% of allroad traffic injuries in
the same year, approximating injuriesfrom cars crashes which comprised

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30.22%. (Source: MetroManila Accident Reporting and Analysis System,
MMDA,2006)
The last ten years saw a three-fold increase in the numberof motorcycles in the
Philippines. There were 821,599motorcycles (including tricycles) in 1996, and the
figurewent up to about 2.41 million in 2006. Motorcycles, thus,accounted for 45%
of all registered vehicles in 2006(Source: Land Transportation Office, 2007).The
economic cost of road traffic injuries annually wereestimated at: PhP 3.5 million
per fatal accident; PhP734,867 per serious injury; and PhP 71,483 per
minorinjury (Source: Estimation of Socio-Economic Cost ofRoad Accidents in
Metro Manila by de Leon, Cal, andSigua, 2005).
The 2006 data from the Metro Manila Accident Reportingand Analysis System
(MMARAS ) reports 0.27% of allfatal road traffic accidents are due to suspected
alcoholuse. Similarly, road traffic accidents registered by theTraffic Management
Group of the Philippine NationalPolice in 2005 revealed that 1.16% of road traffic
accidentswere due to drunk driving.
While drunk driving is not among the frequentlycommitted traffic violations as
reported by the LandTransportation Office (LTO), it is a growing concern asfar as
road safety is concerned. Even if there is a penaltyof driving under the influence
of alcohol of Php 2000,law enforcement finds it an impossible task to
determinelegally and instantly the amount of alcohol or drugs inthe persons body
at the time of an accident (Source:Johnny Angeles of Manila Times).

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Instruments likebreath analyzers remains a luxury for the police and itmight take
time and a sizeable chunk of their budgetbefore they can enforce random blood
alcohol checkson the streets. Drunk driving in the Philippines is thusunderreported. (Source: Powerpoint presentation of DrMarina Baquilod, DOH, 2007).
There is also no national helmet legislation at present.However, some cities/local
government units haveordinances on helmet use. A national bill on helmet
usehas been filed but still pending in the House ofRepresentatives and the
Senate. A Department of Health(DOH) survey conducted in 2000 pegged helmet
use at34%. (Source: Baseline Survey for National Objectivesfor Health,
Department of Health, DOH, 2000).
Pre-hospital care system is available only in selected sites/cities like Makati and
Marikina to attend to road accidentsvictims. The MMDA also provides prehospital care inMetro Manila.
National Road Safety Initiatives
In 2003, the Multi-Agency Road Safety Committee headed by the Department of
Transportation and Communication (DOTC) came up with the 2004-2008
Philippine Road Safety Action Plan (RSAP). The plan
aims to save more than 10,000 lives by halving the anticipated increase in deaths
per year and reducing the death rate (deaths per 10,000 vehicles) by 20% over a
five year period. (Source: Philippines Road Safety Action Plan
2004-2008)

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In 2007, the plan was updated with the same targets extended up to 2010. This
is now reflected in the national strategic plan for 2007-2010. The revised plan
aims to establish a clear delineation of responsibilities among all stakeholders,
with adequate technical and financial support in managing road safety activities;
and to harmonize these activities towards an integrated and well-coordinated
national road safety action plan and its program implementation.
(Source:
Philippine Road Safety Plan 2007-2010).
The DOTC coordinates road safety by virtue of Administrative Order 184 in 2007.
Funding for this effort is sourced from the motor vehicles users charges (MVUC)
as provided by Republic Act 8794 or Road Users Tax
Law of 2000. MVUC fees collected are allocated as follows: Special Road Safety
Fund (7.5%); Special Road Support Fund (80%); Special Local Road Fund (5%);
and Special Vehicle Pollution Control Fund (7.5%).
The MMDA collects road traffic injury data in Metro Manila while the DPWH
collects data of road traffic injuries along national highways and roads. The PNP
through its Traffic Management Unit collects and analyzes
reported road traffic injuries. The DOH piloted and established in 10 sentinel sites
in July 2008 a hospital- based national electronic injury surveillance system. The
current Philippine Health Statistics data include transport injuries, collectively
including those from road, water, and air transport crashes. Disaggregated data
for road traffic accidents is not routinely available. The DOH as part of its public
advocacy and education efforts developed and distributed a drivers health

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manual containing advisory messages for prevention of common diseases and
road safety among drivers. Road Safety is NO Accident is the persistent theme
commonly used in
media campaigns. In 2004, it conducted a media launch of the World Report on
Road Traffic Prevention and emphasized the need for a systems approach to
road safety one that addresses the road, the vehicle, and the user.
In April 2007, it spearheaded efforts for the conduct of a massive media

campaign to celebrate the first United Nations Global Road Safety Week in
collaboration with partner organizations and stakeholders. Coordination and
collaboration with government and non-government agencies for various road
safety activities is continuously done as appropriate.
Foreign Studies
According to preliminary figures from the U.S. Department of
Transportation, in 2012 there were 34,080 fatalities on U.S. highways and roads,
including drivers, motorcyclists, cyclists, and pedestrians. Worse, the figure
represents a 5.3% increase over 2011s total of 32,367, reversing a long-time
trend in the United States of declining deaths from motor-vehicle crashes.
The estimated annual cost of traffic fatalities and injuries in the U.S. exceeds $99
billion, according to the Centers for Disease Control and Prevention. A number of
groups are particularly at risk for traffic accidents and fatalities. In 2011, there

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were 1,987 traffic deaths of drivers between 15 and 20 years old, while 5,401
people 65 and older were killed in crashes. Motorcyclists accounted for 4,612
fatalities in 2011: Per vehicle mile traveled in 2011, motorcyclists were more than
30 times more likely than passenger car occupants to die in a motor vehicle
traffic crash, the CDC writes. Personal behavior has a role: Of motorcyclists or
their passengers who died, 40% were not wearing helmets at the time of the
crash. According to the CDC, 16% of traffic crash fatalities were vulnerable road
users pedestrians (4,432), bicyclists (667), and others (198).
Driver behavior is a significant contributor to road deaths. In 2011, 31% of total
traffic fatalities 9,878 involved alcohol. Texting and cell phone usage is also
on the rise, contributing to 3,300 traffic deaths, according to the U.S. Department
of Transportation. Research has shown that drivers who use a cell phone while
driving can exhibit greater impairment than intoxicated drivers. In addition,
hands-free systems were found to cause the same amount of impairment as
hand-held phones.
The worldwide prevalence of traffic deaths has prompted the United Nations to
declare 2011-2020 the Decade of Action for Road Safety. As more countries
work to adopt policies to curb the rising issue of traffic fatalities and injuries, more
research must be done about best practices and policies to reduce such fatalities
and injuries. Advanced technology such as Googles driverless cars may
eventually make driving less susceptible to human error, but until then, much

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work remains to be done finding real-world solutions rather than high-tech
distractions.
A 2013 report by the World Health Organization (WHO), Global Status Report on
Road Safety 2013: Supporting a Decade of Action, examines the frequency of
road traffic fatalities and the public safety interventions made to reduce them
globally. The study utilizes country-level data based on datasets consolidated by
WHO-trained National Data Coordinators working with road-safety experts from
the health, police, transport sectors as well as NGOs and academia. The
methodology is based on the first WHO Road Safety study of 2009, and
improves upon it by including data on cell phone use while driving and fatalities
by age group, among other updates in the questionnaire.
The study finds that while some progress has been made in road safety
legislation, road traffic deaths continue to be a major public-safety issue. The
study goes on to make three key suggestions for the future of global road safety.
First, countries need to increase adoption of comprehensive legislation related
to key risk factors for road traffic injuries. Second, more resources need to be
dedicated to the enforcement of road safety laws, given that enforcement of
laws relating to key risk factors is considered poor in most countries. Finally,
more attention must be given to pedestrians, cyclists and motorcyclists, as they
begin to comprise more of the worlds road traffic, and subsequently its fatalities.
Local Studies

Page|30
MANILA, Philippines - There was at least one fatal road accident in Metro
Manila per day in 2013, according to figures released by the Metropolitan Manila
Development Authority (MMDA).
The agency said while it recorded an average fatal accident rate of 1.13 per day
in the metropolis, May 2013 had the most number of fatal road accidents at 41
while the least number of fatal road accidents 23 was recorded in October.
The agency did not release fatal accident rate figures for this year or for previous
years.
There were 141 fatal road accidents in Quezon City in 2013, the highest among
local government units, while no fatal road accidents were reported in Pateros,
Metro Manilas last remaining municipality.
The number of fatal road accidents per city in 2013 were as follows: Manila, 56;
Caloocan, 37; Paraaque and Taguig, 25; Makati, 23; Valenzuela, 18; Marikina,
17; Pasay, 15; Muntinlupa and Pasig, 13; Las Pias, 9; Mandaluyong, 8;
Malabon, 4; Navotas, 6; and San Juan, 1.
Nation ( ArticleMRec ), pagematch: 1, sectionmatch: 1
The MMDA recorded a total of 1,458 road accidents last month, with 553
incidents reported along EDSA alone.

Page|31
According to the MMDA, 158 road accidents were also reported along C5 Road,
77 on Commonwealth Avenue in Quezon City and 670 on other major streets
and roads of Metro Manila.
A total of 2,876 vehicles also figured in road accidents in Metro Manila last
month, with private sedans figuring in the most number of accidents at 800.
There were only 297 buses that figured in accidents last year as compared to
257 taxis, 251 sport utility vehicles, 196 Asian utility vehicles, 280 vans, 271
trucks and 149 passenger jeepneys.
From Oct. 1 to 14, the MMDA recorded 664 vehicular accidents across Metro
Manila with 240 accidents on EDSA, 71 on C5 Road, 37 on Commonwealth
Avenue and 37 on other major roads and streets in Metro Manila.
The MMDA recorded a total of 1,297 vehicles involved in road accidents during
this period. Of this number, 387 are private sedans, 130 are buses, 116 taxis, 114
sport utility vehicles, 110 Asian utility vehicles, 91 vans, 115 trucks and 55
passenger jeepneys.
Recognizing that vehicular accidents can trigger massive traffic jams, the MMDA
on Friday launched an android application, MMDA Accident Alerts, to give realtime updates on road accidents along Metro Manilas major thoroughfares.
Motorists and even commuters will now be informed of all vehicular accidents
along the major roads through this application. As such, they can plan their

Page|32
travel accordingly and avoid routes where accidents occur, MMDA Chairman
Francis Tolentino said.
Users of the MMDA Accident Alerts app can view road accidents both in street
and map views as well as a list and history of road accidents.
The areas covered by the app will be based on the MMDA Traffic Navigator setup and will be updated hourly, Tolentino said.
Some of the areas covered by the application, Tolentino said are: EDSA, C-5
Road, South Luzon Expressway, Roxas Boulevard, Quezon Avenue, Espaa
Avenue, Ortigas Avenue, Commonwealth Avenue and Marcos Highway.

Page|33
CHAPTER 3
METHOD AND DESIGN OF RESEARCH
This chapter presents the discussions on the methods of research to be
used in the study, population and sampling scheme, description of the
respondents, research instrument that were utilized, data gathering procedure
and the statistical treatment utilized, data gathering procedures and statistical
treatment that was employed in the interpretation of data.
Method of Research
This study will use a descriptive survey method to assess sociodemographic profile such as gender, age, address and profession of the selected
respondents. Descriptive research is purposive process of data gathering,
analysing and classifying and tabulating data about prevailing conditions,
practices, beliefs, process, trends and cause and effect relationship and an

Page|34
adequate accurate interpretation about such data with or without aid of statistical
treatment.
Population and Sampling Scheme

The study is composed of two (2) groups of respondents. The first group is
composed of Public and Private Drivers consisting of 50 respondents while the
second group of respondents is composed of Traffic Enforcers assigned along
Commonwealth Avenue which consist of 50 respondents.
The researchers utilized a purposive sampling scheme for the first group of
respondents while on the second group of respondents convenient sampling
method was used, wherein only traffic enforcers who were present during the
time the survey was conducted were chosen as respondents of the study.
Table 1
Frequency Distribution of the Respondents
Group of Respondents
DRIVERS
Number of
Survey
Questionnaire
Distributed
Number of
Questionnaire
Retrieved
70
70
Percentage %

Page|35
TRAFFIC ENFORCERS
30
30
TOTAL
100
100
Table 1 presents the frequency distribution of the respondents.

The table depicts that there are 70 Drivers, and 30 Traffic Enforcers
respondents.
Research Instrument
The instrument will be use is a researcher made questionnaire checklist to
gather the needed data for the respondents profile. The draft of the study is
drawn out base on the researchers readings, published and unpublished
undergraduate thesis relevant to the study. In the preparation of the instrument,
the requirements in the designing of good data collection instrument were
considered.
A series of interviews, observations, and hand-out questionnaires will be
given in this study. The questionnaires are in two forms, the English and Tagalog
version. The former is translated into vernacular so as to conform to common
people. Interview guide was also made to come up with an organized interview.
Data Gathering Procedures
The data for this research will be collected using a survey questionnaire.
The survey is created using suitable questions modified from related rese the
respondents perception regarding the factors that causes motor vehicles arch

Page|36
and individual questions formed by the researchers. The survey is comprised of
30 questions which are related to accidents along Commonwealth Avenue in
Quezon City. The researchers assure confidentiality of their survey sheets and
since the identities are not important. The researchers also understand that
peoples consciousness may also affect their honesty and effectiveness in
answering the survey, and, so the researchers will give people the option of
being anonymous.
Statistical Treatment of Data
The data that will be obtained in the survey shouldanalyzed and evaluated
using the following statistical treatments:
The percentage technique will be used in analyzing and evaluating the
data on the profile of the respondents using the formula:
f
P
------------- x 100
N
where:
percent (%)
number of respondents
number of responses

Page|37
100
Constant value or factor
The average weighted mean (AWM) was utilized to measure the central
tendency in relation on the issues being discussed in the study that were
assessed by the respondents. The average weighted mean refers to the
accumulated responses which determined the corresponding weight using the
formula:
fx
WM
----------N
where:
WM
weighted mean
summation sign
frequency obtained from the number of responses
weight of each value of the scale
total number of respondents

Page|38
For the analysis of the Attributing factors of Motor vehicle accidents along
Commonwealth Avenue in Quezon City, the following scale was used:
(Halfin,2006)
Descriptive Rating
Point Value
Mean Scale
Strongly Agree (SA)
4.20 - 5.00
Agree (A)
3.40 - 4.19
Moderately Agree (MA)
2.60 - 3.39
1.80 - 2.59
1.00 - 1.79
Less Agree (LA)

Not Agree (NA)
For the analysis of the problems encountered by the Traffic Enforcers in

the implementation of traffic rules and regulation along Commonwealth Avenue in
Quezon City.
Descriptive Value
Point Value
Mean Scale
Very Serious (VS)
4.20 - 5.00
Serious (S)
3.40 - 4.19
Moderately Serious (MS)
2.60 - 3.39
Less Serious (LS)
1.80 - 2.59
Not Serious (NS)
1.00 - 1.79

Page|39
The measures that may be proposed to the Attributing Factors of Motor

vehicle accidents along Commonwealth Avenue in Quezon City will be evaluated
using the descriptive rating and numerical scale below:
Descriptive Value
Point Value
Mean Scale
Highly Recommended (HR)
4.20 - 5.00
Recommended (R)
3.40 - 4.19
Moderately Recommended (MR)
2.60 - 3.39
Less Recommended (LR)
1.80 - 2.59
Not Recommended (NR)
1.00 - 1.79

Page|40
CHAPTER 4
PRESENTATION, ANALYSIS AND TREATMENT OF DATA
This presents the tabulated information of the gathered data which
includes the analysis as well as the interpretation of the results that specifically
answers the following questions:
This chapter deals with the findings of the study according to the following
sequence: (1) the profile of respondents in terms of age, gender, residence,
profession and length of driving; (2) The factors that causes motor vehicles
accidents along Commonwealth Avenue in Quezon City, in terms of human
errors, road markings/ signage(s) and vehicle; (3) propose measures to ease
Motor vehicle accidents along Commonwealth Avenue in Quezon City.

Page|41
Table 2
Frequency and Percentage Distribution of Respondents
According to Age
Drivers
Traffic Enforcers
Group
Respondent
21 25
Freq.
7.14
26 30
31 35
36 40
41 45
46 - 50
51 55
56 - 60
61 and above
Total
7
11
13
11
5
10
4
4
70
10
15.71
18.57
15.71
7.14
14.29
5.71
5.71
99.98
Freq.
4
7
9
3
3
2
2
0
0
30
%
13.
33
23.33
30
10
10
6.67
6.67
0
0
100
Total
Freq.
9
%
9
14
20
16
15
7
11
4
4
100
14
20
16
15
7
11
4
4
100
Table 2 presents the frequency distribution of the respondents according

to age.

Page|42
Table 3
According to Sex
Group
Respondent
Male
Female
Total
Drivers
Freq.
70
0
70
Traffic Enforcers
%
100
0
100
Freq.
23
7
30
%
76.67
23.33
100
Total
Freq.
93
7
100
%
93
7
100
Table 3 depicts the distribution and percentage of respondents according

to their sex.
Table 3
According to Length of Driving Experience
Group
Respondent
1 year below
2-5
6- 10
11- 15
16- 20
21 years above
Total
Drivers
Freq.
3
8
21
11
15
12
70
%
4.29
11.43
30
15.71
21.43
17.14
100
Traffic Enforcers
Freq.
4
14
7
2
1
2
30
%
13.33
46.67
23.33
6.67
3.33
6.67
100
Total
Freq.
7
22
28
13
16
14
100
%
7
22
28
13
16
14
100

Page|43
Table 2 presents the frequency distribution of the respondents according
to age.
Table 4
According to Educational Attainment
Group
Respondent
Elementary
Graduate
High School
Undergraduate
High School
Graduate
College
Undergraduate
College Graduate
MA
Undergraduate
MA Graduate
Doctoral
Undergraduate
Doctoral Graduate
Total
WCPD
Investigators
Brgy.
Officials
Total
Freq.
7
%
10
Freq.
0
27
38.57
19
27.14
12.86
8
0
11.43
0
22
0
73.33
0
0
0
0
0
0
0
70
0
100
0
30
0
0
16.67
10
0
0
0
100
Freq.
7
%
7
27
27
24
24
12
12
30
0
30
0
0
0
0
0
0
100
0
100
Table 5
Respondents Assessment on the Attributing factors of Motor vehicles
accidents along Commonwealth Avenue in Quezon City in terms of Human
errors

Drivers
Indicators
WM
1. Over speeding is the main reason why there

is
an
accident
occurred
along
Commonwealth Avenue, Quezon City.
2. Drivers, who has lack of knowledge about
traffic rules and regulations.
3. Poor eyesight can cause the older road user
to be involved in collisions
4. Drivers who not checking the brake pads of
their vehicle much prone to road accident
5. Lack of discipline, driving with an
inappropriate manner and reckless driver is
one of the reasons of accidents along
Commonwealth Avenue.
OVER ALL MEAN
V
I
Page|44
Traffic
Total
Enforcers
WM
VI
4.53
SA
4.46
SA
4.13
SA
4.6
SA
4.73
SA
GM VI
Table 6
accidents along Commonwealth Avenue in Quezon City
in terms of Road markings/ signage(s)

Page|45
Indicators
Drivers
Traffic
Enforcers
Total
W
M
WM
G
M
V
I
VI
VI
1. Lack of understanding about road

markings and road signage(s) is one of
the causes of road accidents.
2. The
road
signage(s)
along
Commonwealth Avenue are not properly
in place.
3. The
road
markings
along
Commonwealth Avenue are not visible.
4. The Blue lane for Motorcycles in
Commonwealth Avenue is not properly
utilized.
5. Some of the road reflectors are not
working.
OVER ALL MEAN
Table 7
accidents along Commonwealth Avenue in Quezon City
in terms of Road Condition

Page|46
Drivers
Indicators
W
M
VI
Traffic
Enforcers
Total
WM
G
M
VI
VI
1. Using inappropriate road materials in

some of the roads can result to a bad
road condition.
2. Wet roads caused by rain can cause
slipping wheels of the vehicle.
3. Unfinished road repairs can be
cumbersome to motorists.
4. Lack of early warning device in the
ongoing road repairs can cause danger
to the drivers and constructors.
5. Lack of immediate action to repair the
broken road along the Commonwealth.
OVER ALL MEAN
Chapter 5
SUMMARY, CONCLUSION AND RECOMMENDATION
This chapter presents the summary of findings, conclusions and the
recommendations proposed by the researcher.
This study is about the attributing factors of motor vehicle accidents along
commonwealh avenue in quezon city.
Specifically the study would like to seek answer to the following questions:
1. What is the degree of agreement of the respondents perceptions on the
attributing factors of motor vehicle accidents in terms of :
1.1 Human errors;
1.2 Road markings/ signage(s); and
1.3 Road Condition

Page|47
2. What are the problems encountered by the traffic enforcers in the
Avenue?
3. From the findings, what measures may be proposed to prevent the

attributing factors of motor vehicle accidents along Commonwealth
Avenue in Quezon City.
Summary of Findings
After a thorough research process, the researcher arrived at the following
findings:
1. Demographic profile of the respondents in terms of age, sex, occupation,
length of driving experience and educational attainment.
In terms of age, majority of the respondents belong to the age bracket of
31-35 with 12 respondents or 26.67 percent. It was followed by the age groups
36-40 and 41-50 both with 11 respondents or 24.44 percent. The age 26-30 has
5 respondents or 11.11 percent while the age brackets 21-25 and 51 and above
have 3 respondents or 6.67 percent.
In terms of gender, most of the respondents are male with 30
respondents 66.67 percent while the rest are female with 15 respondents or
33.33 percent.

Page|48
In terms of occupation, 35 respondents or 77.78 percent; 7 respondents
or 15.56 percent are still single; 2 respondents or 4.44 percent are widowed and
only 1 respondent or 2.22 percent is separated.
In terms of length of driving experience, 35 respondents or 77.78
percent; 7 respondents or 15.56 percent are still single; 2 respondents or 4.44
percent are widowed and only 1 respondent or 2.22 percent is separated.
In terms of educational attainment, 25 respondents or 55.56 percent
are
college
graduates;
10
respondents
22.22
percent
are
college
undergraduates; 7 respondents or 15.56 percent are high school graduates; 2

respondents or 4.44 percent have units in the Masters Degree Program; and
only 1 respondent or 2.22 percent has a Masters Degree.
1. The attributing factors of motor vehicle accidents along commonwealth
avenue in quezon city in terms of human error; road markings/ road
signage(s) and road conditions.
The Caloocan City Police Station is Capable in the investigation of
VAWC cases in terms of investigative equipment and resources, investigative
techniques and procedures, and investigative equipment and resources with a
grand mean of 3.97.
The highest assessment based on the average weighted mean is on the
variable Investigative Techniques and Procedures with an average weighted
mean of 4.22 interpreted as Highly Capable. It was followed by the variable
Police Personnel given by an average weighted mean of 4.00 interpreted as

Page|49
Capable. The lowest mean assessment of 3.69 interpreted also as Capable is
found on the variable Investigative Equipment and Resources.
2.
Problems
encountered
by
the
traffic
enforcers
in
the

Avenue
4. 3. Proposed measures to prevent the attributing factors of motor

vehicle accidents along Commonwealth Avenue in Quezon City.
The two groups of respondents Highly Recommended the proposed measures to
enhance the operational capabilities of the Caloocan City Police Station in the
investigation of VAWC cases with a grand mean of 4.71.
Conclusions
1. Majority of the respondents belong to the age bracket of 31-35, male,
married and college graduates.
2. The Caloocan City Police Station is Capable in the investigation of
VAWC cases in terms of investigative equipment and resources,
investigative techniques and procedures, and investigative equipment and
resources.
3. The respondents Highly Recommended the proposed measures to
enhance the operational capabilities of the Caloocan City Police Station in
the investigation of VAWC cases.

Page|50
Recommendations
1. Assign at least one (1) Psychologist in the Women and Childrens
Protection Desk for initial assessment of the emotional and
psychological state of the victims of violence against women and
children.
2. Allocate additional budget for an enhanced operations against violence
against women and children.
3. Procure additional investigative equipment to be utilized in the
investigation of violence against women and children.
CURRICULUM VITAE_______
CATHERINE ANN C. DE LUMIN

BLK 3 LOT 15 KANLAON STREET GROUP 2, PAYATAS B.
QUEZON CIT
catherineanndelumin@yahoo.com
09238077866
PERSONAL DATA_______
Date of Birth:
Place of Birth:
Age:
Gender:
Height:
Weight:
April 2, 1991
Quezon City
24 years old
Female
53
50 kgs

Page|51
EDUCATIONAL BACKGROUND_______
Bachelor of Science in Criminology
Present
JUSTICE CECILIA MUNOZ PALMA HIGH SCHOOL
2008
Secondary Education
PAYATAS C. MADJAAS ELEMENTARY SCHOOL
2004
Primary Education
TRAINING AND SEMINARS______

National Service Training Program Community Welfare Training Service
Development Training Seminar 2012
EARTHQUAKE, FLOOD & LANDSLIDE PREVENTIONS AND AWARENESS
July 22, 2012
CURRICULUM VITAE______
JEROME B. LUNAS
2940 C CRUZ STREET BARANGAY 147, PASAY CITY
jerome_0800@yahoo.com
09469635381
PERSONAL DATA_______
Date of Birth:
Place of Birth:
Age:
Gender:
Height:
Weight:
November 3, 1994
Bacacay, Albay
20 years old
Male
56
51 kgs

Page|52
Present
PILI NATIONAL HIGH SCHOOL
2010
Secondary Education
SULA ELEMENTARY SCHOOL
2006
Primary Education
TRAINING AND SEMINARS_______

ALEXANDER H. ESPINA
2495 C P. VILLANUEVA STREET BARANGAY 88 PASAY CITY
espinafinest@yahoo.com
09239521505
PERSONAL DATA______
Date of Birth:
Place of Birth:
Age:
Gender:
Height:
Weight:
November 23, 1992

Muntinlupa, Pasay
22 years old
Male
58
50 kgs

Page|53
Present
PASAY CITY WEST HIGH SCHOOL
2010
Secondary Education
JOSE RIZAL ELEMENTARY SCHOOL
2006
Primary Education
TRAINING AND SEMINARS______

AVENGER R. DUCAYAG
8284 ACENCION STREET CAPITOL PARKLAND CALOOCAN CITY
09361068251@yahoo.com
09057445301
PERSONAL DATA______
Date of Birth:
Place of Birth:
Age:
Gender:
Height:
Weight:
September 29, 1995

Manila
19 years old
Male
57
60 kgs
Present

Page|54
TABUK NATIONAL HIGH SCHOOL
2012
Secondary Education
AMPARO ELEMENTARY SCHOOL
2008
Primary Education
TRAINING AND SEMINARS_______

RELATED LEARNING EXPERIENCE (RLE)
EDUCATIONAL VISIT TO THE NEW BILIBID PRISON, MUNTINLUPA CITY
September 30, 2014
BRANDO BARDE
F-080 AGHAM ROAD SAN ROQUE 1 BAGONG PAG-ASA,
QUEZON CITY
thambarde@yahoo.com
09472854692
PERSONAL DATA______
Date of Birth:
Place of Birth:
Age:
Gender:
Height:
Weight:
September 11, 1986

BATAD, ILOILO
28 years old
Male
58
90 kgs
Present
SAN FRANCISCO HIGH SCHOOL
2003

Page|55
Secondary Education
AMPARO ELEMENTARY SCHOOL
1999
Primary Education
BIBLIOGRAPHY
REFERENCES
http://journalistsresource.org/studies/environment/transportation/road-safetymotor-vehicle-accidents-surveying-global-us-data#sthash.jA6wRTxw.dpuf
Citation: Global Status Report on Road Safety 2013: Supporting a Decade of
Action, 2013, World Health Organization.
http://www.mb.com.ph/commonwealth-ave-remains-most-deadly-inmm/#QKakj88dI7cFi9eM.99
Human Factors that causes road traffic accident in the Sultanate of Oman under
Consideration of Road Construction designs, (2013)

Motor Vehicle Accidents

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Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Commonwealth Avenue in Quezon City.

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

FACTORS THAT CAUSEMOTOR VEHICLE ACCIDENTS ALONG

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

implementation of traffic rules and regulations along Commonwealth

3. From the findings, what measures may be proposed to prevent the

Scope and Limitation

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

The Time of Frame

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

Philippine Road Safety Plan 2007-2010).

Bachelor of Science in Criminology__________

PHILIPPINE COLLEGE OF CRIMINOLOGY

In April 2007, it spearheaded efforts for the conduct of a massive media