SAFETY AND SECURITY PROTOCOLS IN CHECKPOINTS DURING THE

COVID-19 PANDEMIC: THROUGH THE LENS OF TRAFFIC ENFORCERS

Jestoni L. Congreso
Juvi L. Valencia
Reymart N. Villamero

A Thesis Presented to the Institute of Business and Public Affairs

of Davao Oriental State University
City of Mati, Davao Oriental

In Partial Fulfilment of the Requirements for the Degree of

BACHELOR OF SCIENCE IN CRIMINOLOGY

June 2021
 CHAPTER I

INTRODUCTION

Rationale of the Study

The ongoing onslaught of the COVID-19 pandemic has caused

unprecedented challenges for law enforcement agencies including traffic

enforcers to ensure safety and security in the community (Lopez, 2020).

Consequently, many governments have taken emergency measures such as

establishment of checkpoints (Laufs & Waseem, 2020). This comes on top of

existing duties as the enforcers are expected to maintain road safety while

under a greater strain on resources (Stogner et.al, 2020).

The International Association of Chiefs of Police (IACP, 2021) reports

the existing operational challenges faced by traffic enforcers on roadways due

to the pandemic. In New York City, Cave and Dahir (2020) presented that the

vast majority of over two thousand law enforcement officers including traffic

enforcers had already tested positive for COVID-19 by early April 2020, and

thousands more officers reported exposure to an individual with the virus.

Consequently, this has led to increased concern among enforcers about their

health and the health of their families (Schuppe 2020).

In the Philippines, the widespread of COVID-19 threatened the number

of our front-liners, including traffic enforcers in checkpoints working non-stop

since the first month of the national lockdown (Recuenco, 2020). Evidently,

traffic enforcers are not exempted from the risk of the COVID-19 due to being

exposed to public areas. In a report from Inquirer, the Metropolitan Manila

Development Authority (MMDA) spokesperson admitted that some of their

personnel have tested positive for COVID-19 (Esguerra, 2020).

In the City of Mati in Davao Oriental, stricter measures are enforced on

entry of people, including tourists in an Executive Order No. 110 Series of

2020 issued by Mayor Michelle Rabat which was released by the City

Information Office. Considering the response to the COVID-19 outbreak, the

traffic enforcers are challenged to implement this directive. (CIO, 2020).

Although several research works have been done to study challenges

in traffic law enforcement (Lopez, 2020; Bates 2020), no such research has

been studied on the challenges in implementing security and safety in

checkpoints through the lens of traffic enforcers, especially in this new normal.

Accordingly, there is a dearth of information on the experiences, coping

mechanism, and the competencies of the traffic enforcers. Thus, the

researchers are prompted to pursue this study. Further, the absence of a

research study in the national and the local setting has motivated us to

conduct this investigation. The findings of this study could become a basis in

crafting programs and trainings that will help traffic enforcers in implementing

the traffic law as deputized law enforcers. As such, safety and security of the

general community will be evident.

Significance of the Study

The findings of the study could be beneficial to the traffic enforcers

themselves, the Local Government Unit of Mati, the Land Transportation

Office towards learning from the experiences of the traffic enforcers,

especially on the proper implementation of the safety protocols in

checkpoints. Moreover, it will also give them some ideas on the process of

maintaining security and safety as basis for developing and crafting extensive

workshops and trainings for the traffic enforcers, for them to be more adept

and competent in the process of traffic enforcing, as well as giving them tips

on how to make their work easier as to mitigate the struggles and challenges

they will experience.

Further, the drivers and commuters as the main recipients of the

services in traffic enforcing can benefit from this research in a way that they

will be more aware on the experiences of the enforcers. This will also give

them the sense of understanding and empathy on some flaws, if there is any.

Furthermore, the results of this study could also help future researchers to

come up with information which would be a basis for further studies. This

study will add to the scholarly research and the body of knowledge and

literature about the experiences of traffic enforcers in implementing protocols

in checkpoints for the safety and security of the general community.

Objectives of the Study

The main purpose of this phenomenological inquiry is to explore the

lived experiences of the traffic enforcers in the implementation of safety

protocols in checkpoints to support the mechanisms in mitigating the risks and

increasing cases of COVID-19. Specifically, this research aims:

1. To describe the lived experiences of the traffic enforcers in

implementing safety and security protocols in checkpoints.

2. To explore the challenges and coping mechanisms of the traffic

enforcers in implementing safety and security protocols in

checkpoints.

3. To identify the competencies of the traffic enforcers in implementing

safety and security protocols in checkpoints during the COVID-19

pandemic.

Scope and Limitation

This study will be conducted in the City Traffic Management Office of

the City of Mati from June 2021 to December 2021 for the School Year 2020-

2021. Moreover, this study is limited to ten (10) traffic enforcers in the City

Traffic Management Office (CTMO) of the City of Mati.

This study will only include the lived experiences of the CTMO of the

City of Mati traffic enforcers as participants of the study. Their opinions,

statements, as well as their insights will be included in the study. However,

the results and findings will not be generalizable to other traffic enforcers in

other local government units considering the small number of participants.

Theoretical Framework

This research is mainly anchored on Transactional Stress Theory.

Lazarus & Folkman (1984) stress results from the individual's perception of a

discrepancy between the environmental demands placed on him/her and

his/her coping resources present in a particular situation. Schlotz, (2019)

posits that when the individual perceives the stressors as exceeding his/her

coping resources, a negative, unpleasant psychological state of stress

ensues, commonly accompanied by and deterioration in mood.

In this sense, the central mechanism posited in the Transactional

Stress Theory shows similarities to the mechanism proposed by the General

Strain Theory which explains why individuals might engage in deviant

behavior. In both accounts, adverse environmental demands lead to stress or

strain in the absence of adequate coping strategies. Importantly, the appraisal

of the stressors and coping resources is constantly updated and may change

rapidly dependent on the circumstances (Lazarus & Folkman, 1984).

In the context of our study, the Transactional Stress Theory similarly

with General Strain Theory can underpin to the perceived idea of multi-sided

challenges experienced by the traffic enforcers in implementing safety and

security protocols in checkpoints amidst the underlying threats of the

environment. Besides the well-known stressors in traffic enforcing (Giessing

et al., 2019), the COVID-19 pandemic places a high number of novel

environmental demands on traffic enforcers. Most obvious, the risk of infection

with COVID-19 is an additional threat that jeopardizes enforcers' health and

lives (Drake & Altheimer, 2020).

 Moreover, this study is seen through the lens of Deterrence Theory.

The concept of this theory can be traced to the early works of classical

philosophers such as Thomas Hobbes (1588–1678), Cesare Beccaria (1738–

1794), and Jeremy Bentham (1748–1832).

In connection with our study, the concept of traffic law enforcement

stems from the general theory of deterrence which suggests that people will

be less likely to engage in undesirable behavior when there is a possibility of

sanctions. Deterrence theory combines with rational choice theory in this

context to suggest that in the arena of roadway safety, drivers will make

informed, rational choices on their driving behavior based upon the celerity,

certainty, or severity of sanctions (Pearsall 2014).

In short, the cited theories can reinforce in the conduct of our study in

the exploration of the lived experiences of the traffic enforcers. These theories

can be guiding tenets in exploring the challenges and coping mechanisms as

well as in investigating the competencies of the traffic enforcers in

implementing security and safety protocols in checkpoints amidst the

unprecedented challenges brought about by the COVID-19 pandemic and

other threats and hazards in today’s milieu.

Definition of Terms

To establish a common frame of reference, the following terms are

defined conceptually and operationally.

Traffic Enforcers – the traffic enforcers are officers who direct traffic or serve

in a traffic or roads management unit enforcing rules of the road. They are

members of the City Traffic Management Office who patrol major roads and

address traffic infractions on other roads. It has been noted that in this study,

they are those deployed in the checkpoints during the COVID-19 pandemic.

Safety and Security – according to Merriam-Webster, the primary definition

of safety is "the condition of being free from harm or risk," which is essentially

the same as the primary definition of security, which is "the quality or state of

being free from danger."

Protocols – the official procedure or system of rules governing affairs of state

or diplomatic occasions. In the context of this study, this term means the

procedures that must be implemented to ensure safety and security in

checkpoints during the time of pandemic.

Checkpoints – A point or place where a check is performed, especially a

point along a road or on a frontier where travelers are stopped for inspection

of authorities.

COVID-19 Pandemic – also known as the coronavirus pandemic, is an

ongoing global pandemic of coronavirus disease 2019 (COVID-19) caused by

severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2).

 CHAPTER II

REVIEW OF RELATED LITERATURE

Provided in this section are the theories, concepts, facts, information,

views, and readings from various authors worldwide related to the lived

experiences of traffic enforcers in implementing safety protocols in

checkpoints during the COVID-19 pandemic. The concepts are presented by

relevant themes about the topic under study.

Safety and Security in Checkpoints amidst the Pandemic

COVID-19 refers to the infectious disease that results from a novel

coronavirus that was not identified until an outbreak in Wuhan, China in

December of 2019. Pathogens in the coronavirus family may cause acute

respiratory infections and difficulty breathing. The illness resulting from the

novel coronavirus, COVID-19, is marked by respiratory symptoms

(congestion, cough, difficulty breathing) as well as hyperthermia and

exhaustion. COVID-19 effects seem to be exacerbated by underlying

conditions such as hypertension, diabetes, and cardiopathy (WHO, 2020).

While most critical, highly threatening police incidents, such as

terrorism, only impact a limited geographic area for a short time, the COVID-

19 pandemic has spread globally and has continued to be a public health

emergency for an extended period. During pandemics, law enforcement

agencies (LEAs) play a crucial role in the effort to control the spreading of the

disease, maintaining public order and promoting safer communities. To

protect the health of residents, unprecedented strict governmental measures

have been enacted. In their responsibility to enforce these measures, street

patrol officers are confronted with various challenges: the constant risk of

infection, changing governmental measures leading to a shift in calls for

services, and numerous alterations in policing protocols (Stogner, Miller, &

McLean, 2020).

All of those may lead to uncertain or potentially stressful situations, in

which officers are still expected to decide and act appropriately. As such, it is

critical to explore the challenges of the COVID-19 pandemic on traffic

enforcers to cope with the pandemic. (Stogner et al., 2020).

Although the exact number of motor vehicle stops is unknown, this is

one of the most common ways for police to interact with the citizens they have

sworn to protect. It is also a big source of revenue for municipal and state

governments, with a recent estimation showing that over $405 million was

generated through traffic infractions in a single State in the United States of

America in 2015 (Herzog, 2016). The underlying assumption has always been

that issuing motorists a ticket for violating the traffic safety laws would deter

future violations and would result in safer roads for all. Recent events in the

United States, however, have called that assumption into question,

suggesting instead that traffic law enforcement has simply been used as a

means of generating revenue for cash-strapped municipalities (McCoy, 2015).

By these, police interventions are strengthened. Police interventions or

traffic law enforcement are defined as measures designed to increase the

perceived risk of being arrested or sanctioned among the general population

and to maximize the detection and apprehension of road delinquents to

prevent traffic accidents (Blais & Dupoint, 2005). These interventions take
many forms and include enforcement of alcohol-impaired motorists, speeding

motorists, seatbelt wearing and traffic signs or intersections (Rousseau &

Blondiau, 2013).

Specific interventions include random breath testing and sobriety

checkpoints for alcohol-impaired drivers, red-light and automatic cameras that

can capture violators without police being present, random road watch and

general traffic enforcement and a combination of interventions into a mixed-

methods approach (Blais & Dupont 2005). Another area of review concerns

road safety campaigns, defined as a purposeful attempt to inform, persuade,

and motivate a population or subgroup to change its attitudes and/or

behaviors to improve road safety using organized communications involving

specific media channels within a given period (Phillips et al 2011).

Similarly, at the onset of the community quarantine in Luzon and in

other major cities across the country, a team of De La Salle University

professors embarked on a study that brings to light the need to develop

effective measures to ensure the mobility of essential goods and frontline

services during a pandemic crisis. Simple acts like the rolling down of car

windows, dimming of headlights for inspectors, or having signages as far as

50 meters before the checkpoints help in improving checkpoint operations, but

are often overlooked (Fillone et.al, 2020).

Additionally, a Philippine Health Office representative in the Philippines

also appealed to the local governments as well as the uniformed service

providers to ensure that their personnel assigned to the checkpoints are

properly protected (PNA, 2020).

 According to Negros Oriental Assistant Provincial Health Officer, Dr.

Liland Estacio in the Philippines; checkpoints are being manned not only by

health personnel but also by the police, military, local government unit

employees, and barangay officials, among others. These front-liners are at

high-risk of infection because they are the ones collecting valid ID cards,

checking quarantine passes, and doing the thermal scans of motorists coming

in and out. They are exposed to many people, some of whom are also not

wearing PPEs like facial masks, and the, there is barely social distancing

between these people as reported by Partlow (2020) in Philippine News

Agency.

Due to the nature of enforcement work, traffic enforcers need to be

physically present to serve and protect communities. During their shift, they

meet many colleagues and civilians, whose COVID-19 status is often

unknown, requiring officers to be increasingly hypervigilant of their

environment (Stogner et al., 2020). In this context, traffic enforcers are more

likely to experience high-stress encounters with anxious or intransigent

individuals aggravated by the fear of contagion, economic uncertainty, and

isolation, especially since the new policies have been challenged on political,

economic, and legal grounds (Stogner et al., 2020).

Challenges and Coping Mechanisms of Traffic Enforcers

The 2020 COVID-19 pandemic impact on policing strategies and

mental health in criminal justice settings is matched in magnitude by only a

limited number of events in the past century. As research on COVID-19 and

the interrelated public policy and health ramifications of both the disease and
the coordinated response is still in its infancy, reference to earlier crises that

significantly altered law enforcement practices, namely the start of the HIV

epidemic in the 1980s and the attacks of September 11, 2001, provide

reference context. These previous large-scale distressing events affected

perceptions of safety, job stress, and standard practices of law enforcement

officers including the need to address traumatized members of the public. The

COVID-19 pandemic is likely to also affect these domains, but the form of

those effects may be distinct per the unknown nature and already

comparatively longer duration of the pandemic than some prior national

traumatic events in law enforcement (American Journal of Criminal Justice,

2020).

Some of the challenges of law enforcement including the traffic

enforcers can be attributed to the stopping of motorists at a 'roadblock' for

license inspection or other checks, including 'sobriety checks'. Drivers

suspected of having consumed alcohol, for reasons such as smell and

impaired behavior, can be required to take a breath test. Roadblock

techniques differ from those relying solely on driving cues as they allow police

to make direct contact with a driver regardless of whether signs of alcohol

impairment are present. These type of enforcement techniques can also

increase the risk of apprehension, and hence the level of deterrence, because

drivers soon realize that they may be stopped at any time and checked for

alcohol impairment. When examined in the context of reducing roadway

accident injuries and fatalities, the causal chain would suggest that the

deterrent effect of traffic sanctions would result in less risky driving behaviors
and would thereby reduce the likelihood of severe accidents or injuries (Blais

& Dupont 2005).

Conversely, leaving behind the mere explanation of why some people

use to violate traffic norms through the commission of different misbehaviors

on the road, the positive question of why people are willing to comply with the

law and to cooperate with the police has also been addressed and developed

in recent studies (Shen et.al, 2017).

Further, according to the procedural justice model, traffic law

compliance is positively influenced by the trustiness in the police, and the

control bodies, building the legitimation of institutions that, at the same time,

acquire social representations related to respect and obedience (Van Damme

& Pauwels, 2016).

This fact becomes important when considering that traffic safety

policies are still conventionally ranked as financial and environmental issues

in many developing countries, yet the concept of equity can be

advantageously used as an integral part of the process of traffic safety

policymaking. Equity in transportation is, moreover, defined as how

appropriately and equally the impacts of transportation are distributed among

different types of users (Najaf et.al, 2016), and aims, at the same time, to

represent an enforcer for road safety culture among all road users.

Consequently, according to International Association of Chiefs of

Police (IACP, 2021) while police agencies will never be able to eliminate close

contact, they are developing ways to mitigate the risk of virus transmission to

protect their officers and community members. This will be an ongoing

process.
 Similarly, traffic enforcers help keep roads and walkways could move

about safely free of congestion so regular traffic, emergency vehicles and

pedestrians (Ryan, n.d). Traffic Management Act of 2004 (2009) cited that

traffic enforcers stopped traffic and closed roads, lanes, and carriageways,

direct and divert traffic, place and operate traffic signs, manage traffic and

surveys traffic needs and problems to be addressed. The act pointed out that

traffic officers support the police when they are managing incidents,

particularly in managing traffic and reassuring the public of high visibility

patrols for safety and precautions.

Moscato (2016) mentioned that transportation managers guaranteed

that customer problems were researched and corrected to establish quality

transportation services and to manage the performance of employees with

emphasis on productivity, efficiency, and service delivery (Cole, 2016).

Accordingly, the development of management performance involved

the definition of goals, objectives, the specification of the dimensions of

performance measures, and the identification functions (Key Performance

Indicators for Traffic Management, n.d). The Intelligent Traffic System study

as cited by Villanueva (2016) agreed with that better traffic management is

required for accident prevention, traffic safety education, and traffic

enforcement.

Therefore, traffic enforcers must ensure that haulage and public

transport could get to their destinations safely and on time (Gradireland Jobs

and Career Advise, 2016).

Competencies of Traffic Enforcers

Republic Act 7924 cited the legal powers and functions of Traffic

Managers and Traffic Enforcers. These are formulation, coordination, and

monitoring of policies, standards, programs, and projects to rationalize the

existing transport operations, the use of thoroughfares, and promotions of

safe and convenient movement of persons and goods. Also, the provision for

the mass transport system and the institution of a system to regulate road

users. Traffic managers administer and implement all traffic enforcement

operations, and traffic education programs. Traffic enforcers, on the other

hand, take charge of the enforcement of all traffic rules and regulations and

implement or administer all programs and activities within their respective

areas of operation or boundaries. Also, directs and maintains the smooth flow

of vehicles and make traffic fast moving in his or her area of responsibility.

Schafer (2010) cited that traffic enforcers were leaders who

intentionally make decisions and as leaders; they had the capacity to move a

group and organization through a process of change. Management, however,

was more of technical proficiency at a finite set of tasks. Moreover, to a truly

effective leader, one must know how to lead and manage, especially in a

public safety organization.

The Source and Lipton Fleming Company (2016) suggested that

transport managers must be a logical thinker who thinks ahead before each

required step was implemented. Likewise, Career Planning (2016) asserted

that problem sensitivity skill was very significant. Further, communication skills

were also of vital importance.

 Thiel and Jennings (2012) noted that for the long-term growth of the

organization, there was a critical need to scrutinize the existing culture for

elements that were working, as well as bring value, and determine elements

that were not adding value. Road Safety Manual said roles and

responsibilities should be clearly set and stated by legislatures. To support

this challenge, there would be a requirement for structured training.

Training and education regarding inter- and intra-personal skills could

assist law enforcement officials to better understand themselves as well as

the public whom they serve (Venter, 2006). Building capacities at national,

regional, and local to address road safety was one of the goals of Global Plan

for the Decade of Action for Road Safety 2011-2020 (2011). However, Aguinis

(2013) suggested that training efforts must be aligned with the organization’s

performance management system.

Research Results on Competence and Capacity-Building Process

conducted by Logistics and Transport Specialists (LTR - Lithuania) (2015)

showed that respondents were at most lacking professional preparedness

however they suggest that development of this feature largely depended on

the respondent’s effort. It was also evident in the study that enforcers lack

both the communication and negotiation skills.

A systemic lack of training among traffic enforcement personnel may

be contributing to the worsening traffic situation, Commission on Audit, State

Auditors commented (Rappler.com, 2016). Another inadequacy of transport

management was the lack of adequately qualified and trained staff in the

regulatory agencies. This was often a major constraint on removing

institutional bottlenecks to more effective regulation (Ismail and Venter, 2007).

 Respondents of the Logistics Transport Research indicated the most

motivating factors were additional financial incentives, the perception that

one’s work was relevant, and a sense of responsibility in obtaining positive

results (LTR-Latvia (2014). Empirical evidence for the impact of road safety

studies had found that road safety education interventions could promote

education on road user behavior did exist. In the case of drivers, some

desirable attitudes and behaviors (Stead, et.al. 2005).

Summary

To sum up this literature review dwells on the implementation of the

safety and security protocols in checkpoints during the COVID-19 pandemic.

It includes the common challenges and coping mechanisms of the traffic

enforcers while working during the pandemic. Further, it cited expected

competencies of the traffic enforcers in complying to their duties and

responsibilities.

Carrying the burden of the onslaught of the COVID-19 pandemic, traffic

enforcers are being greatly challenged with novel and exacerbated lived

experiences. They were expected to implement new policies to ensure social

distancing while stay-at-home directives were challenged on political,

economic, and legal grounds. Officers likely experienced stress by using

items they understood to be needed by the public. The daily exposure to

stress, safety protocols, and social distancing policies may have limited their

capacity to engage in positive coping strategies. Finally, they meet the

demands and hazards of the new normal through their competencies.

 CHAPTER III

METHODS

This study will explore the lived experiences of traffic enforcers in

implementing safety and security protocols in checkpoints during the COVID-

19 pandemic. This chapter contains how the study will be conducted and how

the data will be gathered and treated. This is divided into several sections

which include the research design, source of data, sampling, research

instrument, data gathering, and analysis of the data.

Research Design

The study aims to utilize a qualitative research method employing a

phenomenological qualitative design. The qualitative research is mostly

associated with words, language, and experiences rather than

measurements, statistics, and numerical figures. It is a systematic, subjective

approach used to described life experiences and given them meaning (Patton,

2002).

In the context of our study, using qualitative design and employing

phenomenology is suited to our goal as we will explore and understand the

lived experiences of traffic enforcers in implementing traffic enforcement in

this time of pandemic. Interviews and focus group discussions will be the

sources of our data, and not statistical analysis. Exploring these complex

experiences can best be drawn out and understood using “qualitative

methods which included participant observation, interviews, and analyses of

text—which are better for task group (Schwandt, 2000).”

 We choose this design because it allows us to share with the realities

of the participants’ experiences as valid. Qualitative study acknowledges that

human experiences are subjective and involves various meanings (Creswell,

2009). In addition, phenomenology delves into the lived experience of

participants or the essence of the consciousness where essence is the

phenomenon (Patton, 2002).

Source of Data

The research aims to gather data from various sources. In qualitative

research, researchers typically used variety of methods in gathering multiple

forms of data, which includes interview, observations, and documents. After

gathering, data will be reviewed and analyzed and will be organized according

to themes (Creswell, 2009). Moreover, to lessen the possibility of

misinterpretation, this study will use different sources of data which include in-

depth interview and focus group discussion. Although a study may structure a

clear plan to collect data, important adjustments need to be made throughout

the study to increase the dependability, trustworthiness, and authenticity of

the data collected (Creswell, 2009).

This study will utilize a researcher-made interview guide for the

individual in-depth interview (IDI) and focus group discussion (FGD).

Considering the very purpose of this study which is to explore the lived

experiences of the traffic enforcers in implementing safety and security

protocols in checkpoints during the COVID-19 pandemic, thus interview will

be one of the major methods in the collection of data.

 As far as our study is concerned, the primary data sources will be

obtained from the participants’ views, opinions, and lived experiences of traffic

enforcers. Moreover, probes and follow-up questions will be employed to

ensure that their experiences had its fullest meanings. Each participant will be

given a pseudonym or code name to conceal their identity. Debriefing will be

made after every round of interview to clarify doubts and misconceptions.

The range of minutes of the interview from one participant to another

will depend on the participants’ interest to respond. Written notes and

documents, recorded videos, and screenshot photos during the interviews will

also be included.

Secondary sources such as articles, journals, and books, to support

this study will be used if deemed necessary. Secondary sources provide a

variety of expert perspectives, insights and ensures the quality of sources

such as scholarly articles (Creswell, 2009). Secondary data also allows the

researcher to build on existing research, which leads to better results, and

saves time and money.

Sampling Technique

There will be ten (10) participants, wherein five (5) participants will be

for IDI and another five (5) for the FGD. Five (5) participants will be

interviewed until data are saturated (Creswell, 2017). On the other hand, five

(5) participants will be interviewed in the FGD until data are saturated

(Creswell, 2009). The protocol for conducting an FGD will be explained to

clear things up and to provide background. Since the interviews will be face-
to-face, the minimum health standards implemented by the Inter-Agency Task

Force (IATF) in this time of pandemic will be strictly followed.

The ten (10) participants are inclusive for the traffic enforcers of the

CTMO of the City of Mati as underpinned by the recommendations of

Creswell (2009) that in a qualitative study, the sample size should be between

8-10 participants. In the identification of the participants, we will purposively

determine them as members of the CTMO. Five (5) participants will be utilized

for the In-Depth Interview (IDI), and another five (5) participants for the Focus

Group Discussion (FGD).

In obtaining the representative sample from the given population, we

will use a purposive sampling technique. Purposive sampling will be used in

the selection of the participants. Purposive sampling is especially exemplified

through the key informant technique (Lyon & Hardesty, 2005) wherein one or

a few individuals are solicited to act as guides to a culture. Key informants are

observant, reflective members of the community of interest who know much

about the culture and are both able and willing to share their knowledge

(Bernard, 2002).

In the context of our study, we will use purposive sampling since we

already had a clear background of the group of people who can answer to our

research questions. These are the traffic enforcers who have first-hand

experience on the topic of our research.

As to the inclusion of the participants in the study, an informed consent

will be given to traffic enforcers. The participants will be selected based on 2

criteria. The first requirement is that the participant must be a traffic enforcer

of CTMO regardless of gender. The second criterion is that the participant

must be actively working in checkpoints during the pandemic. Age

requirements is not included in this study to avoid limiting the participants to

participate in the study.

Data Gathering

Following accurate results can be done through following the research

procedures (Creswell, 2009). Being researchers of this study, we have

instilled awareness on how the data will be obtained and collected. Herewith,

the following procedures will be carefully followed to attain better results:

First, we will seek a clearance from the Institute of Business and Public

Affairs and the City Traffic Management Office for approval.

Second, we will seek consent to the participants by requesting them to

sign a letter of consent to document their voluntary participation in the study.

Third, we will have an individual orientation to explain the research

objectives and methodology.

Fourth, the materials needed for the study will be prepared which

includes the researcher-made interview guides and audio recorder following

the data privacy act.

Fifth, in-depth interview will be done, and audio/video-recorded

responses of the participants will be transcribed to provide thorough

information about the experiences of the traffic enforcers in checkpoints.

The data collection will be conducted by the researchers through an

individual in-depth interview and focus group discussions (Creswell, 2009).

The purpose of this is to explore the experiences of the traffic enforcers. To

adhere to the Inter-Agency Task Force (IATF) protocol, the researchers will
strictly follow minimum health standards like wearing of face masks and face

shields during the interview to collect significant pieces of information from the

participants. All useful questions will be included in the interview guide so no

information will be missed. Before the questionnaire will be administered, this

will be validated by the experts.

Furthermore, interviews will be accurately documented through an

audio recorded and will be ensured with safekeeping. Thus, in-depth

interviews and focus group discussions will be useful for gathering

perspectives of participants as they will also be appropriate for getting

people’s personal feelings, opinions, and lived experiences (Creswell, 2009).

In this study, the recorded and transcribed audio responses of participants will

be saved in PDF format and will be submitted to the Institute of Business and

Public Affairs.

Analysis of Data

The data to be gathered during the in-depth interviews will be

summarized, transcribed, translated, and analyzed after being collected. In

this study, the process of data analysis will follow Creswell (2009) as stated in

the following steps:

Primarily, data will be organized and prepared for data analysis. This

involves transcribing interviews, typing up field notes, or sorting and arranging

the data into different types depending on the sources of information.

Afterwards, the data will be read thoroughly. The researchers will gain general

sense from the information and reflected the overall meaning of their

responses. Next, the researchers will conduct analysis based on the specific
theoretical approach and method. This involved the coding or organizing

related segments of data into categories.

According to Creswell (2009), coding is a process of identifying a

passage in the text or other data items, searching, and identifying concepts

and finding relations between them. In the context of our study, we will define

what we are analyzing is all about. We will approach the data with a

developed system of codes and look for concepts or ideas in the text. We will

do initial and thorough readings of the data and write down the patterns or

themes we notice, and an expression for a shared concept.

After coding, the researchers will proceed to the thematic analysis.

According to Creswell (2009), thematic analysis is a method of analyzing

qualitative data and is applied to set of texts such as interview scripts. In our

study, we will closely examine the data to identify common themes which are

the topics, ideas, and patterns of meaning that come up repeatedly on the

interview scripts and verbatims of our participants who are traffic enforcers

and identify themes based on their experiences, coping mechanisms, and

competencies.

After thematic analysis is the formulation of major themes. According to

Creswell (2009), formulation of major themes is one of the most basic tasks in

qualitative research after thematic analysis was applied. In our study, we will

formulate major themes from verbatims and the interview scripts by writing it

on a table right next to it. We will do a laborious, in-depth, line-by-line scrutiny

of the verbatims until a major theme is obtained.

Furthermore, we will interpret the larger meaning of the data for the

formulation of the core ideas. To address these, after thorough analysis, we

will classify, cluster, and categorize the data carefully in which the clustered

ideas will come up with core ideas. Furthermore, results will be documented

and analyzed based on the theory to be used by the researchers. Major

themes will be extracted, explained, and written under each topic with relevant

citation in support of these themes.

Finally, in this study, the researchers will adopt concrete measures of

triangulation through the use of different methods with iterative questioning

during the conduct of IDI and FGD and the use of probes, peer debriefing or

the help of experts, use of reflective notes, member checking or the

participants’ validation of the transcribed data, and thick description of

phenomenon under scrutiny, (Polit & Beck, 2014).

Triangulation involves using multiple methods, data sources,

observers, or theories in order to gain a more complete understanding of the

phenomenon being studied (Shenton, 2004). It is used to make sure that the

research findings are robust, rich, comprehensive, and well-developed.

Triangulation, as suggested, may involve the use of main method, focus

groups and individual interviews, which form the major data collection

strategies for qualitative research (Shenton, 2004).

In the context of our study, triangulation will be observed by utilizing in-

depth interview, FGD, and traffic enforcers vary in different checkpoint sites.

Ethical Consideration

An important task facing the National Commission for the Protection of

Human Subjects of Behavioral Research is the establishment of standards for

the burgeoning new areas of behavioral research with participants in such

research clearly have rights and interests. In 1979, the Belmont Report:

Ethical Principles and Guidelines for the Protection of Human Subjects of

Research was published to provide a succinct description of the mandate for

review of research involving human research participants. The Belmont

Report synthesizes the basic ethical principles identified by the Commission in

the course of its deliberations.

Respect for Persons has at least two ethical considerations. The first

is that the individual human research participant be treated an autonomous

being- a person who makes decisions or deliberates for himself or herself

about personal goals and then acts upon them. The second is that those

persons who are not able to make and carry out decisions for themselves,

such as children or sick people or those who have a mental disorder, must be

protected from coercion by others and from activities that harm them. How

much to protect them is related to the risk of harm and likelihood of benefit to

them. In qualitative research, respect for persons demands that participants

enter into a research program voluntarily and with good information about the

research goals.

In this study, the main concern are the traffic enforcers. They are

workers who are considered vulnerable in this study. Therefore, their safety

and full protection must be ensured. This is to preserve the trust they gave.

Thus, the researchers will follow ethical standards in conducting this study as

enshrined in Belmont Report in 1979. This first principle, respect for persons,

also asserts that research participants should be treated as autonomous

individuals- that means they are independent, self-governing, capable of

making decisions for themselves as long as they are given sufficient

information to make those decisions. This principle forms the basis of

informed consent (Creswell, 2009).

In this study, we will have the written consent where the research

participants will be given full information about the research, both risks and

benefits, and will allow to make the decision for themselves if they will

participate. For the risks, the traffic enforcers will be asked how they are

feeling regarding their role which may somewhat disturbing if their

experiences are something self-impacted.

For the benefits, they will be knowing what the things for them to

improve their competencies in traffic enforcement. As part of the consent, we

will include the participant’s right to withdraw from the study, the focus of the

study and methods to be employed, statements surrounding confidentiality,

and a signature of both the researchers and the participants. Furthermore, we

will ensure that my research participants will participate voluntarily or without

coercion.

Beneficence has to do with doing good to the individual. In the

Belmont Report, beneficence is understood in a stronger sense, as an

obligation, to do no harm and to maximize possible benefits and minimize

possible harms to the individual research participant. The principle of

beneficence obligates both society and the individual investigator. Society has

to give forethought to the longer-term benefits and risks that result from

increased knowledge and from the development of novel new procedures that

are the outcome of research. Investigators and their institutions have to plan

to maximize benefits and minimize risks. Since the country suffers much on

the onslaught of COVID-19 pandemic, we will adhere to the Inter-Agency

Task Force (IATF) protocol in which we will conduct a virtual interview to

collect significant pieces of information from the participants. We will also give

just compensation to participants as we use their valuable time just for my

study.

Moreover, the principle of beneficence also refers to making efforts to

secure the well-being of research participants, or to minimize the possible

benefits of the research and minimize its possible harm. The key to this

principle is, since all research has both risks and benefits, to make sure they

balance. Benefits to research might develop friendship with the researchers or

other participants, knowledge or education gleaned from participation or the

opportunity to do well for society or receive the esteem of others (Creswell,

2009).

In this study, we will use coding, specifically IDI and FGD, to ensure

confidentiality of their responses and their personal identity through

anonymity. In addition, we will ensure that the outcome of the research will be

positive and beneficial to our research participants. Traffic enforcers can

benefit from this study as this may serve as an awareness on how they will

deal and adapt to their role for traffic enforcement. Moreover, this study could

help the traffic enforcers on how to cope on and how they would deal with

their experiences and challenges and adjust to all the problems that they

could encounter. This could also inspire other traffic enforcers to do their best

in doing their role in accordance with their job competencies.

Justice, on the other hand, refers to the benefits and harms to

individual subjects of the research. In this tenet, the benefits and burden of

research should be justly distributed. The selection of research participants

needs to be constantly monitored to determine whether some pools of

participants are being systematically selected because they are easily

available or vulnerable or easy to manipulate, rather than chosen for reasons

directly related to the research problem being studied. Thus, the questions

being asked are only relevant to the participants.

Moreover, in the last tenet of Belmont Report which is justice, all

classifications of people (race, gender, ethnicity, age, etc.) should be equally

subjected to the risks and benefits of research, and people should be included

or excluded only for reasons that have to do with research questions or

hypothesis (Adams, 2008). As suggested, we will ensure that our research

participants will be equitably selected. As the researchers, we will ensure that

all the principles will be addressed to protect the rights of the participants. To

ensure justice, results of this study will be presented to the participants.

Furthermore, this study adheres to the Republic Act 10173, or the Data

Privacy Act, which protects people from the unauthorized processing of

personal information that is private, not publicly available; and identifiable,

where the identity of the individual is apparent either through direct attribution

or when put together with other available information as stated in the National

Privacy Commission (2012) which protects individual personal information

and upholds the right to privacy by regulating the processing of personal

information.

In our study, the participants’ information must be handled properly and

will be kept with utmost privacy and confidentiality. Hence, a closed cabinet or

an archive box will be used to keep all the data and so no other people will be
able to know the information except for the participant and the researchers

themselves.

In the ethical considerations mentioned above such as respect for

persons, beneficence, and justice, all concrete measures cited will be

addressed and used properly. In respect for persons, we will ensure that their

participation is voluntary and without coercion. In beneficence, we will ensure

that participants will gain benefits, directly or indirectly, and make sure that

they will receive maximum benefits and lesser risks. In justice, we will ensure

that questions are asked relevant to the participants. Moreover, we will ensure

that the Data Privacy Act of 2012 will be strictly followed. Furthermore, we will

ensure to follow the ethical procedures of my research to support values

required in expanding the knowledge without harming others.

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