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Southern Mindanao Institute of Technology, Inc.

Brgy. Buenaflor, National Highway, Tacurong City

Criminology Department

(A.Y. 2020-2021)

MODULE FOR TRAFFIC

MANAGEMENT AND ACCIDENT
INVESTIGATION WITH DRIVING

DATE: OCTOBER 02, 2020

PREPARED BY:

Mark Jayson P. Muyco, R. Crim.

Instructor
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PREFACE

This module wishes to provide essential and vital knowledge and information regarding traffic
management and accident investigation with driving, in relation to the course bachelor of science in
criminology. In accordance to CHED Memorandum Order No. 5 series of 2018, this reading material is
within the bounds of the said CMO.

This module is prepared and made to totally understand the basic principle in traffic management and
accident investigation with driving. The topics were also comprise of different textbooks, handouts and
reading materials regarding traffic management and accident investigation with driving in relation to
R.A. 11131 or an act regulating the practice of criminology profession in the Philippines, and
appropriating funds therefor, repealing for the purpose of R.A. 6506 otherwise known as “an act
creating the board of examiners for criminologist in the Philippines”.

This material is especially designed for criminology students for them to easily understand the essential
and basic matters regarding the fundamentals of traffic management, types of traffic management,
pillars of traffic and the traffic safety education. However, students were highly encouraged to read and
research further about this subject matter to fully enhance their knowledge.
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TABLE OF CONTENTS

PAGE

FRONTPAGE --------------------------------------------------------------------------------------------------------- 1

PREFACE ------------------------------------------------------------------------------------------------------------- 2

TABLE OF CONTENTS ---------------------------------------------------------------------------------------------- 3

LESSON 1: FUNDAMENTALS OF TRAFFIC MANAGEMENT---------------------------------------------------- 4

LESSON 2: TRAFFIC MANAGEMENT AND TYPES OF TRAFFIC MANAGEMENT---------------------------- 5

LESSON 3: THE PILLARS OF TRAFFIC---------------------------------------------------------------------------- 9

LESSON 4: TRAFFIC SAFETY EDUCATION---------------------------------------------------------------------- 10

REFERENCES --------------------------------------------------------------------------------------------------------- 20
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CHAPTER II
Lesson 1

Objectives: at the end of the lesson the student shall be able to:

 Identify the fundamentals of traffic management

 Discuss the fundamentals of traffic management

FUNDAMENTALS OF TRAFFIC MANAGEMENT

TRAFFIC MANAGEMENT IS BEST UNDERSTOOD BY UNDERSTANDING THE FOLLOWING COMMONLY

USED WORDS AND TERMINOLOGIES.

o ARTERIAL HIGHWAYS/ROADS. These are high-capacity urban roads that direct traffic from
collector roads to expressways or freeways. It also refers to a highway that is used primarily by
through traffic.
o COLLECTOR HIGHWAY. It is also known as collector road or distributor road which connects low-
to-moderate highways or roads to arterial highway such as those entering residential properties.
It is also refers to a highway that serves primarily to funnel traffic from one local highway to
another or between arterials and local highway
o HIGHWAY. It means the entire width between the boundary lines of every way dedicated to a
public authority when any part of the way is open to the use of the public for purposes of
vehicular traffic, whether or not the public authority is maintaining the way. Or, highway refers
to any roads, streets, boulevard, or avenues used as public thoroughfare.
o MANAGEMENT. It refers to the skillful use of means to accomplish a purpose.
o OPERATION. Pertains to a course or series of acts to affect a certain purpose; manner of action;
or a vital or natural process of activity.
o ROADWAY. Refers to the part of the traffic way over which motor vehicles pass. For purposes of
construction, repair and/or maintenance roads are classified as:
1. NATIONAL ROADS - these are roads/streets interconnecting provinces and/or cities.
2. PROVINCIAL ROADS – these are roads/streets interconnecting municipalities and/or cities
within a province.
3. CITY ROADS – these are roads/streets interconnecting barangays with a city.
4. MUNICIPAL ROADS – these are roads/streets interconnecting barangays with a municipality.
5. BARANGAY ROADS – these are roads/streets located within a barangay which connect sitios
or places within a barangay.
o SHOULDER. It refers to either side of the roadway, especially along highways.
o SIDEWALK. It refers to the paved walkway along the side of a street. It also means the area
determined as follows:
1. On the side of a highway which has a shoulder, a sidewalk is that portion of the highway
between the outside lateral line of the shoulder and the adjacent property line capable of
being used by a pedestrian.
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2. On the side of a highway which has no shoulder, a sidewalk is that portion of the highway
between the lateral line of the roadway and the adjacent property line capable of being
used by a pedestrian.
o THROUGH HIGHWAY. It means every highway or portion thereof on which vehicular traffic is
given the right-of-way, and at the entrances to which vehicular traffic from intersecting
highways is required by law to yield right-of-way to vehicles on such through highway in
obedience to either an authorized stop sign or a yield sign, or other official traffic-control
device.
o THRUWAY OR THROUGHWAY. It is a highway that has limited entrances and exits such as the
expressways, freeways, or motorways. It is known as autobahn in German-speaking countries
and autostrada in Italian-speaking countries.
o TRAFFIC. It refers to the movement of persons, goods or vehicles, either powered by
combustion system or animal drawn, from one place to another for the purpose of travel./e
o TRAFFIC WAY. Refers to the entire width between boundary lines of every way or place of
which any part is open to the use of the public for purposes of vehicular traffic as a matter of
right or custom. It is also synonymous to public way. (Moriyama, 1943)

THE INTERSECTION

In most American State laws, intersection is defined as the area embraced within the prolongation
or connection of the lateral curb line, or, if none, then the lateral boundary lines of the roadways of
two highways which join one another at, or approximately at, right angles, or the area within which
vehicles traveling upon different highways joining at any other angle may come in conflict. It is
synonymous to crossroads, junctions and crossing.

Classification of intersections according to number of intersecting roads:

1. 3-way intersection – it is commonly known as the T or Y crossroad which links three roads.
2. 4-way intersection – it is the most common type which involved the crossing of two roadways.
It is either a regular intersection when the two roads cross perpendicularly and it is called
skewed intersection when two roads cross at different angle.
3. 5-way intersection – it involves the crossing of five roads. This type is least common.
4. 6-way intersection – it involves the crossing of three streets most often two perpendicular
roads and one diagonal road. This type is very rare.
5. Staggered intersection – it involves two successive T roads./d/a/c

Classification of intersections according to Traffic control:

1. Controlled intersection – it is controlled by any traffic control devices.

a. Yield-controlled Intersection – it is usually controlled by a yield sign or give way sign.
b. Stop-controlled Intersection – a Stop sign is usually installed. Most common are the two-
way stops and most countries use four-way stops or the first-to-stop first.
c. Traffic circle – traffic flow here is directed by a circle, rotary island or a runabout sign.
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2. Uncontrolled intersection – this intersection has no traffic signals or traffic signs. Crossing is by
observing the right-of-way rule.
3. Box junction – this type generally prohibits entry unless the exit is clear.
4. Cloverleaf – a highway interchange at which two highways, one crossing, over the other, have a
series of entrance and exit ramps resembling the outline of a four-leaf clover and enabling
vehicles to proceed in either direction on either highway./F/

LESSON 2

OBJECTIVE: at the end of the lesson, the student shall be able to:

 Understand the importance of traffic management

 Discus the importance of traffic management

TRAFFIC MANAGEMENT

Traffic management is the application of the processes and skills in planning, organizing, staffing,
directing, coordinating, and budgeting to traffic affairs. Traffic management also refers to the activities
undertaken by a highway transportation agency to improve roadway system safety, efficiency, and
effectiveness for both providers and consumers of transportation services.

TYPES OF TRAFFIC MANAGEMENT

The two distinct types of traffic management are the used or utilization of:

1) Traditional traffic engineering tools or devices, to regulate or control traffic, such traffic
lights, traffic signs, or pavement markings, traffic islands, and other devices that could
control or direct flow of traffic.
2) Advanced technology like the Intelligent Transportation System (ITS). Examples of the ITS
are the installation of road sensors for emergency cars, global positioning devices on motor
vehicles, and road sensors attached to traffic signal lights.

WHY TRAFFIC MANAGEMENT IS NECESSARY

In every traffic management, three elements are necessary to be considered. These are the road
(traffic way) system, road users, and the enforcement (and/or control) procedures. Failure to coordinate
these elements in a particular highway and/or intersection may cause traffic related problems.

With the advent of science and technology, new and modernized traffic facilities were
introduced. However, despite of these modernizations, traffic congestions persist to exist. The only way
to at least cope up with the prevailing traffic related problems is a coordinated traffic management.
Traffic management is therefore designed to make the traffic way safer for travellers, expedite the
movement of traffic, and to provide convenience to the traffic facilities’ users. In short, traffic
management aims to attain efficiency in the utilization of the traffic way.

A. MAJOR CAUSES OF TRAFFIC CONGESTION.

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1. PHYSICAL INADEQUACY. This is characterized by lack of roads, narrow bridges, railroad

crossings, lack of traffic facilities, etc.
2. POOR CONTROL MEASURES. This is characterized by ineffective mechanical control devices,
inefficient traffic officers, and poor implementation of traffic laws, rules and regulations.
3. HUMAN ERRORS. Many traffic congestion are caused by slow drivers or poor driving habits,
pedestrian mistakes, officers’ errors, poor planning, poor legislation; and traffic accidents which
are mostly attributed to human errors.
4. POOR MAINTENANCE. Oftentimes motor vehicles are stalled in traffic ways because of
unrepaired diggings, cracks on road pavement or unfinished road pavement concreting. This
attributed to inappropriate budget for the maintenance of the traffic facilities. On the other
hand, police should also report lights out, damage portion of the traffic way to expedite the
action from the concerned government offices.
B. SPECIFIC TRAFFIC PROBLEMS – traffic managers and traffic control officers commonly encounter
the following traffic-related problems:
1. TRAFFIC BUILD-UP – it is characterized by the gradual increasing of traffic users in a
given portion of the highway or traffic way.
2. TRAFFIC CONGESTION – These are conditions on road networks that occurs as a use
increases, and is characterized by slower speeds, longer trip times, and increased
vehicular queuing.
3. TRAFFIC JAMS (SNARL-UP) – these are situations in highways in which the movement
of traffic users (motor vehicles or pedestrians) is very slow or stationary.
4. BOTTLENECKS – these are narrow points or areas in highways where traffic congestions
or traffic jams usually occurs traffic may be held up.
5. GRIDLOCKS – a state or condition of severe road congestion arising when continuous
queues of vehicles block an entire network of intersecting streets, beginning traffic in all
directions to a complete standstill. These traffic blockages are usually caused
interlocking of intersection grids.
6. ACCIDENTS – these are events or incidents which may cause unintentional damage to
property, loss of limbs, and/or death.
7. COLLISIONS – these are incidents or instances of one moving traffic unit or person
striking violently against another.
C. SCOPES OF TRAFFIC MANAGEMENT. In connection with the above stated causes of congestion,
authorities conceived that a systematic and effective traffic management is needed which
includes but not limited to the following:
1. All public facilities traversing and parking and all types of conveyances for the
movement of persons and things. This includes the provisions on the controlling traffic
flow as well as provisions for the allotments of parking lots or parking places.
2. All agencies having responsibilities for ascertaining traffic flow requirements, planning,
approving, funding, construction and/or maintaining these public facilities for such
movements. This area includes traffic planning committees, those involved in traffic
engineering, and the legislative bodies in the appropriation of funds.
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3. All agencies responsible for licensing, approving, restricting, stopping, prohibiting or

controlling the use of these facilities. The agencies involved in this area are the Land
Transportation Office (LTO) and other traffic enforcement agencies.

D. AGENCIES INVOLVED IN TRAFFIC MANAGEMENT. For a successful and effective traffic

management, specific roles and responsibilities are vested on the following:
1. DEPARTMENT OF TRANSPORTATION. (DOTr.) the DOTr through the Land
Transportation Office is responsible for the implementation of the Land Transportation
Code of the Philippines (R.A. 4136) particularly on the issuance of driver’s licenses,
registration of motor vehicles, approval of franchises for public conveyances (through
the LTFRB) and conducting traffic safety seminars.
2. CITY OR MUNICIPAL ENGINEERS OFFICE. In the local level, these offices are responsible
for the planning construction and maintenance of traffic facilities within their respective
locality.
3. DEPARTMENT OF PUBLIC WORKS AND HIGWAYS (DPWH). This is the main executive
department which is responsible for the planning, construction and maintenance, of
traffic facilities particularly those categorized as national highways and other major road
arteries.
4. LEGISLATIVE. (CONGRESS/CITY OR MUNICIPAL BOARDS). The legislative bodies are not
only responsible for the passing or amendment of laws concerning traffic but also they
are involved in the planning and approval of government projects.
5. PHILIPPINE NATIONAL POLICE. the PNP through its Highway Patrol Group (PNP-HPG) is
responsible primarily for the direct enforcement of traffic laws, rules, and regulations.
They also perform other functions such as conducting of information dissemination
campaign, submitting traffic scheme proposals, and other functions as the need arises.
6. TRAFFIC MANAGEMENT BUREAUS (TMBs). These are offices created mostly under the
offices of city/municipal mayors with the primary task of assisting the local PNP traffic
divisions/units in the enforcement of traffic ordinances /laws.
7. ACADEMIC INSTITUTIONS. Schools, both public and private, are responsible for the
basic traffic education by integrating in their respective programs and curriculum
subjects or topics on traffic safety.
8. COURTS. The courts are responsible for the adjudication of traffic-related cases filed
before them.
9. PUBLIC INFORMATION OFFICES. The government through the Philippine Information
Agency (PIA) provides the necessary updated information to the public by creating
traffic safety campaigns and other activities relating to traffic.
10. BARANGAY PEACEKEEPING ACTION TEAM (BPAT) MEMBERS. In particular, the
barangay tanods or barangay security forces are the usual traffic controls officers in
their respective localities particularly during times of emergencies.
11. CITEZEN SUPPORT GROUPS. The private institutions or organizations also help in the
prevention of traffic congestion by assisting government offices in various activities
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particularly during special occasions and holidays where traffic problem is likely to
happen.
12. TRI-MEDIA (INCLUDING THE INTERNET). Government and privately-owned publications,
and ratios and television broadcasting companies provide necessary and updated traffic-
related information to the public through their respective programs.
With the preceding accounts, a successful traffic management is not the sole
responsibility of the government but rather a concerted effort between the government
and private organizations.

LESSON 3

OBJECTIVE: at the end of the lesson, the student shall be able to:

 Identify the different pillars of traffic

 Discuss the function of each pillars of traffic

THE PILLARS OF TRAFFIC

PILLARS OF TRAFFIC

These are the main areas of traffic managements which are also known as the “E’s” of traffic. For a
clearer understanding of the various areas of traffic management, the following pillars are conceived.

1. TRAFFIC ENGINEERING. It is the science of measuring traffic and travel, the study of the basic
laws relative to the traffic law and generation; the application of this knowledge to the
professional practice of planning, deciding and operating traffic system to achieve safe and
efficient transportation of persons and goods.
a. FUNCTIONS OF TRAFFIC ENGINEERING. Agencies involved in traffic engineering usually
perform the following task:
1. Fact-finding, surveys and recommendations of traffic rules and regulations.
2. Supervisions and maintenance to the application of traffic control devices; and
3. Planning of traffic regulations.
b. AGENCIES AND/OR OFFICES UNDER TRAFFIC ENGINEERING. Like the other pillars of
traffic management, traffic engineering is done by various government and non-
government agencies.
1. DPWH. Its scope is national which includes the responsibility for determining
traffic law, pattern, draw origin, and destinations, studies of person and things,
planning, approving, funding and construction of:
a) National roads which interconnect cities and municipalities; network of
national roads through cities and municipalities; and
b) Yearly maintenance and repair programs which include widening and
re-designing of current road systems.
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2. PROVINCIAL GOVERNMENTS. These local government units have similar

responsibilities with the DPWH but limited to traffic facilities in the
municipalities within the province.
3. MUNICIPAL GOVERNMENTS. Their responsibilities are similar to the provincial
government but limited to the network of streets and roads within barangays.
4. CHARTERED CITIES. Their responsibilities are similar to that of the municipal
government but limited to the network of streets and roads within the cities.
c. OBJECTIVES OF TRAFFIC ENGINEERING. In summary, agencies and individuals in traffic
engineering and all the conducted programs, projects, and activities are all geared to:
1. To achieve efficient, free and rapid flow of traffic.
2. To prevent traffic accident.
3. To simplify police enforcement actions and performance.
4. To show that good police actions and performance makes engineering plans
effective.
5. To present the close relationship of the pillars of traffic in the improvement of
traffic problems.
d. WHEN AND WHERE THE OBJECTIVES OF TRAFFIC ENGINEERING ARE APPLIED? Traffic
engineers normally focused their tasks on these places where traffic congestions, traffic
accidents, traffic build-up, or traffic obstructions are likely to occur –
1. HABITUALLY CONGESTED COMMERCIAL AREAS.
2. HEAVILY TRAVELED THOROUGHFARES.
3. CONGESTED LOCAL AREAS AND INTERSECTIONS.
4. DURING SPECIAL OCCASIONS AND EVENTS.
5. DURING DISASTERS OR EMERGENCIES.
6. AT SCHOOL CROSSINGS.
e. METHODS IN ACHIEVING THE OBJECTIVES OF TRAFFIC ENGINEERING. Traffic
engineer’s primary consideration is the construction of traffic ways. However, before a
plan or design is framed-up, various factors are given into account.
1) PLANNING AND GEOMETRIC DESIGN-FACTOR EMPLOYED IN PLANNING.
a) COMPOSITION OF TRAFFIC STREAMS.
b) TRAFFIC VOLUMES FOR CAPACITY.
c) ORIGIN AND DESTINATION.
2) FACTORS INFLUENCING DESIGN
a) COMPOSITION OF TRAFFIC
b) VOLUME OF TRAFFIC
c) SPEED OF VEHICLES
d) THE STARTING, TURNING AND STOPPING ABILITIES OF TRAFFIC UNITS
e) PERFORMANCE VALUES OF ROAD USERS.
3) REGULATION AND CONTROL-TRAFFIC REGULATION
a) BASED AND CONFINED WITHIN THE BOUNDARIES OF SAFETY, PUBLIC
WELFARE AND CONVENIENCE.
b) LIMITATIONS IMPOSED ON ROAD USERS AND THEIR LOAD.
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c) BASIC GENERAL RULE OF ROAD USE AND CONDUCT.

d) PROHIBITION AND RESTRICTIONS.
2. TRAFFIC EDUCATION. It refers to any act or process of imparting or acquiring general
knowledge on traffic or any matters relating to the use of the traffic way or road ways. Traffic
safety education is the primary concern of traffic education in the area of accident reduction
and prevention. The following are the agencies and offices responsible for traffic education:
a) SCHOOLS (PUBLIC AND PRIVATE). Traffic education can be carried out by imparting
knowledge concerning traffic safety, training and practice in the actual application of
traffic safety, and developing traffic safety morality.
1. ELEMENTARY. In this level, traffic education is focused on safety and guides
stressing traffic safety, classroom discussions of accidents, incidents and safety
rules, organizing safety patrols.
2. SECONDARY. Traffic education for high schools students is geared towards
school safety organizations.
3. HIGHER EDUCATION. Some colleges and universities offer and conduct courses
regarding traffic safety subjects.
b) PUBLIC INFORMATION PROGRAMS. The public should be informed on all activities
affecting the citizens and the community relating to traffic (dissemination of
information). This can be done through the public information agency, newspapers,
radio and television broadcasting networks, and other forms of media.
c) CITIZEN SUPPORT GROUPS. These are mostly composed by voluntary non-government
organizations (NGOs), radio communication groups, rotary organizations, and other
voluntary clubs. These organizations usually develop citizens’ responsibilities, conduct
organized educational campaign, instill awareness of the traffic problems; and provide
information regarding major traffic requirements and needs.
3. TRAFFIC ENFORCEMENT. This field deals mostly on the implementation and enforcement of
traffic laws and rules and regulations. The following are the various agencies/offices that are
involved in enforcement of traffic laws:
a) LAND TRANSPORTATION OFFICE (LTO). This office is responsible for the following:
1. VEHICLE REGISTRATION
2. VEHICLE INSPECTION
3. DRIVER LICENSING (EXAMINATIONS, SUSPENSIONS, AND REVOCATIONS.)
4. PUBLIC TO POLICE ON STOLEN OR WANTED VEHICLES.
b) LEGISLATIVE BODIES. Included are the Senate, Congress, Provincial Boards, and City
and Municipal Councils. They are responsible for the passing and/or amending of laws
and/or ordinances.
c) POLICE TRAFFIC ENFORCEMENT. The pillar is not limited to the PNP-HPG but it includes
all government personnel who are duly authorized for the direct enforcement of traffic
laws such as:
1. THE METROPOLITAN MANILA DEVELOPMENT AUTHORITY (MMDA) FOR THE
NATIONAL CAPITAL REGION.
2. POLICE/ TRAFFIC AUXILLARIES
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3. LTO LAW ENFORCEMENT SERVICES/FLYING SQUAD.

4. TRAFFIC ECOLOGY OR TRAFFIC ENVIRONMENT. This pillar is very recent in which includes the
study of potentiality disastrous population explosion, changes in urban environment due to the
scale and density of new urban concentration and new activities carried out, air pollution, water
pollution, and crowding, especially transport congestion which result therein.
a. WHAT ARE THE ENVIRONMENTAL EFFECTS OF THE URBANIZATION OF
TRANSPORTATION? Any decision in modernizing the transportation system shall
consider the following environmental effects:
1. NOISE. The ill effect of noise is one of the major considerations in the
evaluation of the consequences of traffic urbanization to the environment.
The level of noise inside and outside a dwelling is an important indicator of
the quality of life. The exact influence of traffic noise on human behavior is
not well understood. It is known that continued exposure to noise level
beyond 80 dBA (decibel annually) causes loss of hearing. Average
background noise:
a) TYPICAL HOME – 40 TO 50 DBA;
b) HEAVY TRUCKS – 90 DBA AT 15M/FT;
c) FREIGHT TRAINS – 75 DBA AT 15/FT;
d) AIR CONDITIONING – 60 DBA AT 6M/FT.
2. VIBRATION. Effect can be severe, particularly when there are heavy trucks
and when the building is old. While there are subjective costs from
experiencing vibration, a minimum cost of damage or prevention can be
established from experience and experiment.
3. AIR POLLUTION. It is one of the more difficult problems because of the
complexity of the issues involved. The effects of pollution are also strongly
affected by meteorological and even by micro-climate.
4. DIRT. These are foul and filthy substances related to motor vehicle use such
as empty can of oils, grease, materials, etc.
5. VISUAL INTRUSION. This can have positive as well as negative effects. If a
motor way blots out an unsightly prison or railway yard, it may have
positive benefits. On the other hand, the appearance of an elevated
expressway or railway above the neighborhood is one of the aspects
frequently complained of. In general, visual intrusion can be avoided by
putting a highway or railway at a grade or cutting. In many cases, there may
be a cheaper solution.
6. LOSS OF PRIVACY. Loss of privacy from drivers and others being able to
look at one’s house and garden frequently disliked environment effect.
Walls and earthworks would prevent this, while at the same time reducing
noise.
7. RELOCATION. There must be programs that are designed to cover
compensation for those who relocate as a result of transport investment,
whether property owner or tenants. The people relocated will tend to be
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decentralized as well as those sufficiently affected by the environment

consequences to refer to move.
8. DISTRACTION DURING PALNNING AND CONSTRUCTION. In some cases,
benefits offset the distraction cost, which are experienced by people during
construction of new facilities, loss of business, excess noise, dirt, vibration
during construction and excess journey costs through diversions because of
building.
9. ACCIDENT EXPERIENCES. These are evaluated by well established
procedures of which perhaps the only major controversial aspect in the
valuation given to human life. A certain amount is known about differences
in accident experience on different roads and in different circumstances.
10. PEDESTRIAN JOURNEY. The opportunity to make the roads safe and
enjoyable for pedestrians and efficient for vehicles; and set of roads
provided access to dwelling and is designed primarily for the safety of
pedestrians.
11. CONGESTION AND OTHER BENEFITS TO VEHICLES. It is for a livable and
safe residential environment by reducing “through” vehicle travel. Travel
must be made convenient. Highway diversion curves indicate that 80
percent of the traffic will take a route that is 20 percent faster. Vehicle
travel time is made up of three components; free flowing travel, stop time
and acceleration or deceleration.
b. EXTERNAL FACTORS THAT INFLUENCE THE EXISTING AND FUTURE BEHAVIOR OF
POPULATION. The behaviors and attitudes of the people are also attributed to the
easing or reduction of traffic problems. Below are the incidents that may affect the
behavior of traffic way users or road users.
1. RAPIDLY INCREASING POPULATION GROWTH
2. RAPIDLY INCREASING URBANIZATION.
3. RAPIDLY INCREASING MOTORIZATION.
4. INDUSTRIALIZATION AND TECHNICAL MODERNIZATION.
5. IMPROVEMENT OF THE TRANSPORTATION NETWORK THAT IS THE
STREET NETWORK AND THE PUBLIC TRANSPORTATION FACILITIES.
c. ALTERNATIVES. A more pleasant environment can be achieved without negative
implication for economy and trade, so that any reasonable step in this direction by
decision-makers deserves support. The following are some of the proposed
activities that may reduce the adverse effects of traffic development to our ecology:
1. Towns are better with less traffic, so long as adequate provision is
made for the mobility of workers and residents and the distribution
of goods. It is of urgent necessity that National and Local
Government develop efforts to reduce the adverse effects of motor
traffic in urban areas.
2. Where and when traffic congestion and its cost are serve and
frequent, assures to reduce the use of private cars and goods,
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vehicles and to improve alternative forms of transport should be

introduce.
3. To limit traffic and to improve the efficiency and quality of service
of buses and transport.
4. Pedestrian scheme should be introduced whenever possible to
improve the environment and safety for pedestrians.
5. The use of non-carbon emitting vehicles should be encouraged like
bicycle whenever practical.
6. Motor vehicle reduction scheme should also be introduced.
d. LAWS AND STATUTES CONCERNING TRAFFIC ECOLOGY.
1. P.D. 1181. Providing for the prevention, control and abatement of
Air Pollution from motor vehicles and for other purposes.
“Sec. 1 – the purpose is to prevent, control and abate the emission
of air pollutants from motor vehicles in order to protect the health
and welfare of the people and to prevent or minimize damage to
property and hazards to land transportation.
2. Letter of instruction no. 551. Directing law enforcement agencies to
implement the pollution control program.
3. R.A. 8749 otherwise known as the Clean Air Act. An act providing
for the regulation of motor vehicles emitting toxic gases like the use
of the diesel and leaded gasoline.
5. TRAFFIC ECONOMY. This is the most recent of the pillars of traffic which deals with the benefits
and adverse effects of traffic to our economy. Primarily, traffic operation is designed to expedite
the movement of traffic. However, with the prevailing traffic congestion during rush hours in
any given locality, traffic adversely affects the economic status of the commuting public.
One aspect affecting our economy is the unending increase of oil prices in the world
market. Somehow, programs must be instituted in order to minimize the ill effect of
rising prices and basic commodities. Delay resulting from traffic congestion affects not
only not the time of travel but the productivity of an individual as well.

LESSON 4
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OBJECTIVE: at the end of the lesson, the student shall be able to:

 Understand clearly the concept of traffic safety education

 Discuss the concept of traffic safety education

TRAFFIC SAFETY EDUCATION

WHAT IS TRAFFIC SAFETY EDUCATION? It is the process of training road users in the avoidance and
prevention of traffic-related accidents.

It is already identified that one if not the major causes of traffic accidents is human factors
which include but not limited to ignorance, lack of skills, and/or erratic attitude and behaviors of drivers,
pedestrians and passengers. This can be corrected by traffic safety education.

ROAD SAFETY. It refers to reduced risk of accident or injury on the roads, achieved through
multidisciplinary approaches involving road engineering and traffic management, education and training
of road users and vehicle design.

A. FACTORS CONTRIBUTING TO ACCIDENTS. Research studies in the United Kingdom have shown
that human factors contribute to 95 percent of accidents, road factors to about one quarter of a
percent and vehicle factors to fewer than five percent.
1. HUMAN ERRORS INCLUDE:
A. GOING TOO FAST OR EXCESSIVE SPEED;
B. FAILING TO GIVE AT JUNCTIONS;
C. FOLLOWING TOO CLOSELY;
D. OVERTAKING IMPROPERLY;
E. MISPERCEIVING OR MISJUDGING THE ROAD SITUATION AHEAD;
F. INTOXICATION OF ALCOHOL OR DRUG; AND
G. LACK OF SKILL
2. ROAD DEFFICIENCIES THAT ARE MAIN CONTRIBUTORY FACTORS ARE:
A. POOR DESIGN OF LAYOUT AND CONTROL OF JUNCTIONS;
B. INADEQUATE SIGNING, ROAD MARKING, AND LIGHTING;
C. SLIPPERY ROAD, AND;
D. OBSTRUCTION ON THE ROAD SUCH AS PARKED VEHICLE, ON GOING ROAD
CONSTRUCTION AND ETC.
3. MAIN VEHICLE FACTOR ARE:
A. DEFECTS IN TIRES, BRAKES, AND LIGHTS;
B. ABSENCE OR NON-USING OF SEAT BELTS; AND
C. POORLY MAINTAINED MOTOR VEHICLES.
B. THE THREE (3) PRINCIPLES that have been emphasized as effective in the prevention of traffic
accidents are known as the three (3) “E’s” or pillars of traffic. Recently, however, traffic
environment and traffic economy were added to complete the five (5) pillars of traffic.
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I. ENGINEERING (TRAFFIC ENGINEERING). Effective construction and maintenance of

traffic facilities which does not only expedite the movement of traffic but also prevent
the occurrence of traffic accidents. Successful treatments have included:
A. Changes in layout at junctions to define priorities more clearly (use of roundabouts,
or traffic circles);
B. More wide use of road markings to delineate traffic lanes and waiting areas for
turning vehicles.
C. Improvements in skidding resistance of wet roads;
D. More uniform street lighting; and
E. More highly visible and legible direction, information, and warning signs.
II. EDUCATION (IN TRAFFIC SAFETY). When road users are informed of the traffic laws,
rules and regulations, accidents are likely prevented. Further, there are strong
suggestions of benefits from pre-school schemes involving parents, and from road
safety education in schools where it is an integral part of the school curriculum. Included
are:
A. New approach in training and educating young drivers;
B. Training in hazard perception; and
C. Changing of altitudes.
III. ENFORCEMENT (OF TRAFFIC RULES). One of the causes of accidents is the blatant non-
compliance of motorists and pedestrians to traffic laws, rules and regulations. to
minimize the occurrence of accidents due to non-compliance of road users,
enforcement must be conducted. The following are highly recommended in areas of
traffic enforcement:
A. Strengthening and simplifying the application of the law;
B. New technology to aid enforcement;
C. Enhanced publicity;
D. Education of teenagers in school; and
E. The development of rehabilitation course like seminars for apprehended traffic
violators.
IV. ECOLOGY/ENVIRONMENT. People should be educated regarding the adverse effect of
traffic to our environment that directly or indirectly affects the population’s health.
V. ECONOMY. People should learn also to develop schemes and/or devices and programs
that do not only lessen expenses but also accident free.
C. LEVELS OF TRAFFIC SAFETY EDUCATION:
A. IMPARTING KNOWLEDGE CONCERNING TRAFFIC SAFETY;
B. TRAINING AND PRACTICE IN THE ACTUAL APPLICATION OF TRAFFIC SAFETY KNOWLEDGE;
AND
C. DEVELOPING TRAFFIC SAFETY MORALITY.
D. TRAFFIC SAFETY FOR CHILDREN. This is highly unsystematic and is usually carried out in the
home through parental education and in kindergarten and nurseries. This is how necessary to
make it systematic to lessen the number of children facilities and injuries.
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a) ELEMENTARY. Pupils are usually educated by stressing on the traffic safety and guides, and
classroom discussions of accidents, incidents and other traffic safety rules.
b) SECONDARY. This level initiates driver education program because students have reached
the age to drive, hence, proper driving habits should be stressed. It also includes the
establishment of school safety organizations.
c) HIGHER EDUCATION. Some universities and colleges offer to conduct courses to private and
public agencies regarding traffic safety subjects.
E. TRAFFIC SAFETY EDUCATION FOR ADULTS. Safety education for elder pedestrians and drivers is
relatively easier compared to the education designed for younger children since the former
group is in better position to understand what is being taught to them.
I. It is the general belief that by being a better driver, it follows that one becomes a better
pedestrian. By knowing the limitations of the driver and the vehicle as a driving student,
one learns to watch out for dangerous cues such as pedestrians. This is the basic reason
why traffic safety education for adults usually deals only with the foundations or basics
of driving.
II. Driving education is carried out in secondary schools and in private and government
sponsored driving school in a number of countries where people are expected to know
how to drive when they reach legal ages. The basic purpose of this education are:
a) To develop good traffic citizens who are equipped to live in a motorized society
and achieving traffic safety.
b) To develop citizens who are legally eligible to get a driver’s license.
F. DRIVER’S EDUCATION. In general, driver instruction aims primarily to teach the rudiments of
driving. Secondary aims are as follows:
i. To instill awareness of one’s legal and moral responsibilities in traffic, and
ii. To teach the abilities for one to be eligible for a driver’s license.
G. FOUR (4) BASIC TYPES OF INSTRUCTION METHODS used in Driver Education Programs:
I. COMPREHENSIVE. This method places the student into real life of driving situations
from the beginning.
II. TRADITIONAL INSTRUCTION. This type of instruction depends on instructor-student
communication.
III. COMMENTARY DRIVING METHOD. The student-driver accompanied by an instructor. As
the student-driver drives, the instructor has to give a commentary on his driving – what
he sees, what he does, why he does, what he proposes to do, what others are likely to
do, etc.
IV. SIMULATED CONDITIONS. ON AND OFF THE ROAD TRAINING. The premise of simulated
conditions training is that the behavior of the driver – subject placed in condition will
relatively analogous to normal behavior. Simulator is a static machine with all the
important features of a car used in driving method or driving training. There are two
methods of simulation presently adopted:
a) PARTIAL SIMULATION METHOD. This method has the specific aim of training for
the “subtasks” of the driving task.
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b) GLOBAL SIMULATION. It may be classified into two (2) specific groups which
are: training, simulated in traffic situations and conditions, with the use of
simulations. Simulators are most commonly used for the following types of
training:
1. TRAINING IN BASIC CAR-CONTROL SKILLS.
2. PERCEPTUAL TRAINING.
3. EMERGENCY TRAINING.
c) CLASSIFICATION OF FILMS as shown by the simulators:
1. The analytical film which provides an “objective” analysis of the driving
situation presented to the student.
2. The didactic film which aims to show good driving behavior.
3. The simulation film which offers “visual realism” to driving situations
and therefore a good aid in actual practice.
H. ESSENTIAL COMPONENT OF DRIVING TASKS. Drivers’ education includes:
1. Collection of information which includes:
a. Perceptual scanning and
b. Identification
2. Processing of information which includes:
a. Predicting and
b. Decision making
3. Action which is focused on:
a. Motor skills and control of vehicles and
b. Knowledge and subjective interpretation.
I. BIORHYTHM. It is the theory which asserts that man exhibits a constant variation of life energy
and mood states. Man’s theorized cycles and interpretations rhythm is peculiar characteristics
of most natural phenomena like:
I. The diurnal exchange of light and darkness.
II. The four seasons.
III. Our wet and dry season.
IV. The waxing and waning of the moon.
The observation of the rhythm mentioned and their possible correlation with the habits
of man has led to a host of different theories that tried to explain this correlation in
term of physical, psychological, etc. The following are the most controversial theory of
biorhythm:
1) 23 DAY CYCLE. A.k.a. our cycle of strength, endurance and courage (the male
component of a person).
2) 28 DAY emotional cycle equivalent to a female’s 28 day menstrual cycle. A.k.a.
our cycle of sensitivity, love and intuition (the female component of a person)
3) THE 33 DAY INTELECTUAL CYCLE.
All these cycles are present at the time we are born. When the curve is above
the center line, the biorhythm value is said to be “HIGH” or a person has more
energy to spare, i.e.:
 19

a. PHYSICAL HIGH – we tend to be energetic, strong, full of vitality.

b. EMOTIONAL HIGH – we tend to be creative, artistic, cheerful
and happy.
c. INTELLECTUAL HIGH – we are able to think quickly and logically.

When the curve is below the center line, the biorhythm is said to be “LOW” or in a recharged period,
i.e.:

a) PHYSICAL LOW – we tend to tire quickly and to succumb to illness easily.

b) EMOTIONAL LOW – we feel moody, irritable, or depressed.
c) INTELLECTUAL LOW – concentrating or remembering is difficult or we are likely to use poor
judgment when any of the curves crossed the center line. This is called a critical day wherein our
systems seem to be in a state on transition. During a critical day, people tend to get sick easily,
seem to lack coordination and tend to be accident prone.
J. IMPORTANCE OF BIORHYTHM. In the field of study. It should be borne in mind that biorhythm
does not predict what actually will happen. All it does is to give us a hint on how we will tend to
feel in a certain day.
1) The theory asserts that people are accident prone if their biorhythm crosses the centerline
on a certain day or is totally below the line.
2) Theoretically, if we know our biorhythm for a certain day, we can psychologically cope up
with any situation. If we usually overcome any ill effect by awareness and will power.

This idea has been put into use in different countries in the world, and the result helps reduce accident
rates until it is totally refuted.

K. SAFETY CAMPAIGN. This is a mass publicity aimed to make road users behave more safely.
These focus on public information attitudes, and particular or specific behaviors or combination
of these.
SAFETY CAMPAIGN is also known as road propaganda which may be intended simply to inform
or it may be felt that the public is already aware of the recommended behavior by need to be
persuaded into adopting it. Traffic safety campaigns are usually published through the tri-media
including some internet websites dealing on traffic management.
1) SAFETY CAMPAIGN CLASSIFICATIONS:
a. According to purpose – may be categorized as informational, attitudinal and behavioral;
and
b. According to kind of appeal – used to reason by simply feeding the public with
authenticated factual data.
2) SAFETY CAMPAIGN DESIGN:
a. Initial campaign planning
b. Final campaign design
c. Campaign evaluation
3) PRIVATE AND GOVERNMENT ENTITIES RESPONSIBLE FOR SAFETY CAMPAIGN:
a. Newspapers
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b. Television Broadcasting Networks

c. Radio Broadcasting Networks
d. Public Information Agencies

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REFERENCES

DELIZO, DARLITO BERNARD G, Ph. D, CE (2014) “TRAFFIC MANAGEMENT AND ACCIDENT

INVESTIGATION” SECOND EDITION

HOLY CHILD REVIEW MATERIALS

WWW.SCRIBD.COM