MOTOR VEHICLE ACCIDENTS

Bachelor of Science in Criminology__________PHILIPPINE COLLEGE OF CRIMINOLOGY

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CHAPTER 1

THE PROBLEM AND ITS SETTING

Introduction

Today, most particularly in our country, traffic accidents are really big

problems that result in uncertain trouble. They cause not only financial problems

and even worse unexpected deaths of some people. Of course, there are many

other causes that resulting accidents. These can be about the faults of drivers

like violation of the traffic rule’s, they can be about road factors and also lack of

knowledge or sometimes bad vehicle conditions. Therefore, this particular is

about what cause traffic accidents.

Let’s take Commonwealth Avenue Quezon City, which has been called

the “Killer Highway” due to the numerous of accidents that have occurred there,

ranging from car-on-car collisions to pedestrians being killed while crossing.

These accidents can be fatal or non-fatal. The Metro Manila Development

Authority (MMDA) has implemented laws regulating traffic, specifically on

motorcycles. Motorcycles-related accidents have been declared as one of the

leading causes of deaths in the Philippines. Motorcycles are more prone to

accidents as they expose their drivers and passengers to twice as much risk than

in four-wheel vehicles.


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One of the most important factors about the traffic accidents in

Commonwealth Avenue, Quezon City is the violation of the Traffic rules and

regulationslike exceeding speed limit, reckless driving, drunk driving, driving

while driver is sleepy or sleepless or beating the red light. Exceeding speed limit

causes numerous accidents because with this speeding driver loses control of

his driving and then naturally, accidents take place even resulting in deaths.

Reckless driving is one of the factors, drivers who speed, change lanes too

quickly or tailgate before causing a car accident. Reckless drivers are often

impatient in traffic and so are aggressive drivers. Violation of the rules can also

occur, with the driver using alcohol before driving. Although there are strict legal

punishments about this issue, drivers keep doing it. Unfortunately, this also

causes traffic accidents because, after taking alcohol, the driver can no longer

pay attention to the road. The other factor is sleepless drivers. They, like the

others cannot pay attention to the road and they sometimes even fall asleep

while driving. Drivers, beating the red light, run the risk of causing wrongful death

because they often cause side-impact collisions at high speeds. To avoid a car

accident, drivers should look both ways for oncoming cars as they approach a

green light.

The other important factors about the traffic accident are road markings or

road signage(s) factors. As one can see in Commonwealth Avenue, some of the

drivers is lack of knowledge about road markings as to where and when are they

going to overtake and to slow down, and this also contributes to orcause the

accidents.


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Drivers’ lacking knowledgeabout roadsignage(s) is the other factor which

causes accidents in CommonwealthAvenue. Inefficient and ignorant drivers who

are not experienced enough cause real problems in traffic. The drivers who got

their licenses from bad driving courses or schools, cause traffic accidents

because they become drivers without actually having enough knowledge about

driving and also about traffic rules. Therefore, this also makes them become

responsible for the undesirable conditions on the road.

The other factor is bad vehicles conditions. Some of the drivers do not

check their vehicles before starting to operate them, which can eventually result

to road accidents. Defective breaks are one of the most serious and common

mechanical failures that cause car accidents. Break pads wear down over time,

and some drivers wait far too long to replace them. If a driver can't stop his or her

car safely, it won't be long until an accident ensues. Defective headlights and

taillights are a much higher percentage of accidents happening at night than

during the day, when visibility is down, and drivers depend on lights to help them

see the road. If a vehicle has dim or broken headlights, tail lights, brake lights or

blinkers, it would be very hard for a driver to see or even more dangerous and

harder for other drivers to see them.

In conclusion, traffic accidents do not occur without any reasons. They

come into being due to some factors: These can be the factors about drivers,

roads or about some rules. As one can now see, road accidents along

Commonwealth Avenue are mainly based on a man’s or driver’ faults.


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According to recent figures, Commonwealth Avenue boasts of one of the

highest road deaths in the region, with nearly 7,000 people dying due to various

road-related reasons every year. Motorists, pedestrians, bystanders, and cyclists

are not very safe while using this road. Even though the death toll is quite high,

hundreds of thousands of people use the Commonwealth Avenue every day as it

leads to various important locations within the city. The highway is connected to

main roads leading to Caloocan, Marikina, Bulacan, and Manila, which is why it

became an indispensable part of the Filipinos’ daily commute.The high volume of

vehicles passing through Commonwealth Avenue result in frequent road

accidents—Dump trucks, cargo trucks, buses, cars, and other vehicles regularly

using it, collide while traversing the length of the highway.

The purpose of this thesis is to identify what is the main reason or reasons of

road accidents along Commonwealth Avenue, and also to find out if there are

other factors that contribute to motor vehicle accidents along said

Commonwealth Avenue in Quezon City.


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Setting of the Study

Commonwealth Avenue formerly known as Don Mariano Marcos Avenue

named after the father of President Ferdinand Marcos, is a 12.4 km (7.7 mi)

highway located in Quezon City, Philippines, which spans from 10 to 18 lanes

and is the widest in the Philippines. It is one of the major roads in Metro Manila

and is designated as part of Radial Road 7 (R-7).

Commonwealth Avenue starts from the Quezon Memorial Circle inside the

Elliptical Road, and passes through the areas of Philcoa, TandangSora, Balara,

Batasan Hills, and ends at Mindanao Avenue in the Fairview area.

The Commonwealth Avenue is divided to two portions, the 6–8-lane

Fairview Avenue and the 18-lane Don Mariano Marcos Avenue. The Don

Mariano Marcos Avenue was later renamed into two parts, the Commonwealth

Avenue and Quezon Avenue. Later Commonwealth Avenue regained the 8-lane

Fairview Avenue, which ends in the Jordan Plains Subdivision in Novaliches.

In the 1980s, the road was widened into a six-lane highway. During the

late 1990s and early 2000s (decade), the Avenue was prone to heavy traffic and

accidents due to the increase in number of public transportation vehicles plying

the highway, and sidewalk vendors crowding onto the road. In the late 2000s

(decade), the Metropolitan Manila Development Authority cleared the sidewalk

vendors, especially in the Tandang Sora area, which was prone to heavy rush

hour traffic. Fairview Avenue uses stoplights and center island splittings in its

https://en.wikipedia.org/wiki/Metropolitan_Manila_Development_Authority

https://en.wikipedia.org/wiki/Quezon_Avenue

https://en.wikipedia.org/wiki/Radial_Road_7

https://en.wikipedia.org/wiki/Metro_Manila

https://en.wikipedia.org/wiki/Philippines

https://en.wikipedia.org/wiki/Quezon_City

https://en.wikipedia.org/wiki/Highway

https://en.wikipedia.org/wiki/Ferdinand_Marcos


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intersections, while the Don Mariano Marcos Avenue uses interchanges in its

intersections.

The Avenue is 18 lanes at its widest, and is the widest road in the

Philippines, beating the old record set by EDSA


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Figure no. 1 shows the map of Quezon City where the Commonwealth

Avenue can be found.


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Theoretical Framework

The Swiss Cheese model of accident causation is a model used in risk

analysis and risk management. It likens human systems to multiple slices of

Swiss cheese, stacked side by side, in which the risk of a threat becoming a

reality is mitigated by the differing layers and types of defences which are

"layered" behind each other. Therefore in theory, lapses and weaknesses in one

defence do not allow a risk to materialize, since other defences also exist, to

prevent a single point of weakness.

The model was originally formally propounded by Dr.James T. Reason of

the University of Manchester, and has since gained widespread acceptance. It is

sometimes called the cumulative act effect.(Reason’s Model, 2000)

https://en.wikipedia.org/wiki/University_of_Manchester

https://en.wikipedia.org/w/index.php?title=Single_point_of_weakness&action=edit&redlink=1

https://en.wikipedia.org/wiki/Swiss_cheese

https://en.wikipedia.org/wiki/Risk_management

https://en.wikipedia.org/wiki/Risk_analysis_(engineering)

https://en.wikipedia.org/wiki/Risk_analysis_(engineering)


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Figure 1.The Conceptual Paradigm of the Study

This Swiss Cheese Model shows the accident causation. This model

adapted to the three factors that cause motor vehicle accidents along the

Commonwealth Avenue in Quezon City which are the human errors, road

markings/ signage(s) and road condition.

HUMAN ERRORS

ROAD CONDITION

ROAD MARKINGS/SIGNAGES

ACCIDENTSFACTORS THAT CAUSEMOTOR VEHICLE ACCIDENTS ALONG

COMMONWEALTH AVENUE IN QUEZON CITY

HAZARDS


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Statement of the Problem

The study discussed the Attributing factors of Motor Vehicle accidents along

Commonwealth Avenue in Quezon City: it’s implication to behaviour

Specifically, the following questions will be answered:

1. What is the degree of agreement of the respondents perceptions on the

attributing factors of motor vehicle accidents in terms of :

1.1 Human errors;

1.2 Road markings/ signage(s); and

1.3 Road Condition

2. What are the problems encountered by the traffic enforcers in the

implementation of traffic rules and regulations along Commonwealth

Avenue?

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

attributing factors of motor vehicle accidents along Commonwealth

Avenue in Quezon City.


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Scope and Limitation

The study aims to analyse the major causes of accidents. Primarily, the

researchers will be focused on accidents occurring in Commonwealth Avenue,

Quezon City.

The researchers will be focused on the preventive and safety measures of

the motorists in said location by formulating guidelines and by analysing safety

control system.

The Setting

The locale of the study is the Commonwealth Avenue located Quezon

City.

The Subject

The study will be focused on the attributing factors of motor vehicles

accidents along Commonwealth Avenue in Quezon City, the problems that may

be identified in the study and the proposed measures that may be forwarded to

enhance its safety.

The Respondents

The respondents of the study will be the drivers and Traffic enforces along

Commonwealth Avenue, Quezon City.


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The Time of Frame

The study covers Academic Year 2015 – 2016

Significance of the Study

The findings which this study will reveal may benefit certain groups and the

benefits they may be able to gain are as follows:

Road Users this study will help them to become aware about the possible

accidents along the road.

Traffic Enforcers this study will benefit them to know the perceptions of the drivers

about traffic accidents.

Criminology Students this study will help them to learn more in this research and

more knowledge.

Future Researcherthe finding of this study will be serving as a good source of

accurate and useful information for them.


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Definition of Terms

Driver.licensed operator of a vehicle

Motor Vehicle Accident. Event resulting in unintended injury or property

damage attributable directly or indirectly to the action of a motor vehicle and its

load.

Street or Highway. The entire width between the boundary lines of every

way publicly maintained when any part thereof is open to the use of the public for

purposes of vehicular travel

Skidmarks. A friction mark on a pavement by a tire that is sliding without

rotation sliding, may be due to braking or to collision damage.

Roadway. That portion of a highway improved , designed, or ordinarily

used for vehicular travel exclusive of the bum or shoulder.

Traffic Signage. A device mounted on a fixed portable support whereby a

specific message is conveyed by means of words or symbols, officially erected

for the purpose of regulating warning or guiding traffic.

Traffic. Refers to a movements of person, goods or vehicles either

powered by combustion system or animals drawn from one place to another for

the purpose of travel.

Traffic Accident. An accident involving travel transportation on a traffic

way.


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Transportation. Is an act or process of conveying from one place to

another.

Traffic law enforcer. A person duly deputized by an agency of

government authorized by law to enforce traffic laws, rules and regulations.

Vehicle. Every device in, upon, or which any person or property is or

maybe transported or drawn upon a highway except devices moved by human

power for purposes of travel

ACRONYM

MMDA – METRO MANILA DEVELOPMENT AUTHORITY

LTO- LAND TRANSPORTATION OFFICE

LTFRB- LAND TRANSPORTATION FRANCHISING AND REGULATORY

BOARD


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CHAPTER 2

REVIEW OF RELATED LITERATURE AND STUDIES

This chapter is a presentation of the different studies, both foreign and

local, that were read and assessed by the researchers and which was deemed

related to the present study.

Foreign Literature

Road danger is a man-made crisis, with human error accounting for over

90 percent of accidents, said Bob JoopGoos, chairman of the International

Organization for Road Accident Prevention.

“More than 90 percent of road accidents are caused by human error. We,

therefore, have to focus on people in our traffic safety programmes.” He stated at

the opening day of the international symposium on The Role of Media in Traffic

Safety’.

According to Jose Miguel, chairman of the Portuguese Society for Road

Accidents Prevention, a road accident is consequence of the quality of the road,

transport system, or a break in the balance between the environmental demand

and the driver’s ability to act.


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It is, therefore, imperative to “increase the ability of the road users to act in

accordance with the needs of the environment,” said Miguel

The key is focusing on the human element with the “objective of stimulating good

(driving) behaviour,” remarked Goos.

“Ninety percent of our road accidents are related to bad driving behaviour, –

driving recklessly, speeding under the influence of alcohol, changing lanes

without signalling, driving on the hard shoulder and passing through red lights. I

can count 55 behaviours that control driving. If we can influence these, we can

modify driver’s behaviour,” Lt. Gen DahiKhalfan, Commander-in-chied of the

Dubai Police. He cited an incident where a young man asked for a

“consideration’ for his traffic violations, which amounted to Dh 100,000.

“We havereckless young people. I toldhim to pay his fines. And in full, not in

instalments as a way to teach him a lesson,” Lt. Gen. Khalfan related.

According to Goos, 1.3 million road deaths occur worldwide every year and more

than 50 million people are seriously injured.

There are 3,500 deaths a day or 150 every hour, and nearly three people get

killed on the road every minute.

And if wecontinue with the present efforts’, the number of traffic fatalities

worldwide will rise by 67 percent over the period of 2000 to 2020, 68 percentin


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the Middle East and North African region, and 144 percent in Southeast Asia and

Middle to low-income countries by 83 percent, according to the World Health

Organization(WHO) prediction.

“Road danger is not just statistics, it causes a great deal of suffering for the

people who have lost a loved one or who are handicapped. Road danger has a

big impact in our lives,”Goos pointed out.

He called on the media to partner with the government bodies and International

Organizations in communicating the message of traffic safety.

“Here comes the important and indispensible role of media in our fight against

road crashes. The objective is to bring and to keep road safety on the centre

stage and the first step is to raise awareness, to make people see that there’s a

huge challenge to solve. Many people do not know the extent of the disaster

which takes place on our roads everyday,” he said.

According to him, the second step is to tell people that the challenge of road

safety can be overcome, that the danger on the road is a man-made crisis which

can be solved. “The sure step is to discuss how we can solve the problem and to

implement adequate measures,” Goos explained. He added that the media can

help soread awareness by running specific messages about speeding, drinking

and driving, seatbelts and traffic distractions, and through broadcasting and

hosting programmes and talk shows with experts to speak on the issue of road

safety. “This way we are building a kind of road safety culture in society,” said

Goos. “The important tool is to reach to their hearts and in their lifestyle and


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inform young people through the use of social media such as facebook and

twitter. For young people, traffic is killer number one,” he stated.

Changing one’s behaviour is possible, said Goos, citing the WHO forecast for

Europe and other high-income countries – a decrease of 27 percent of traffic

deaths over the period of 2000 to 2020.

The United Nations has proclaimed 2011 to 2020 as the Decade of Action for

Road Safety and the official launch of the decade will be on May 11, 2011,” Goos

said.

The UN goal is to halve the number of road victims by 2020. Achieving this

means preventing five million traffic deaths and 50 million seriously injured

people, saving $3 trillion (USD)

“With the UN and the WHO and other organizations, we are building a global

alliance on road safety to fight road crashes. I invite the media to come on board

and be a part of it. Road safety needs you and together we can make a

difference,” Goos urged.

Global Figures

- 1. 3 million road deaths occur every year

- More than 50 million people are seriously injured every year

- There are 3,500 deaths a day or 150 every hour, and nearly three people

get killed on the road every minute.


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- The number of traffic fatalities will rise by 67 percent over the period of

2000 to 2020, 68 percent in the Middle East and North African region and

144 percent in Southeast Asia.

- Middle and low-income countries to see an increase in traffic deaths of 83

percent by 2020

- Europe and other high income countries to decrease traffic deaths by 27

percent over the period 2000 to 2020.

- The UN goal is to have the number of road victims by 2020

- $3 trillion (USD) is the cost of road crashes every year

Local Literature

According to Manila Bulletin, Commonwealth Avenue in Quezon City continues

to be the most deadly thoroughfare in Metro Manila with 25 fatalities recorded

last year due to vehicular accidents.

This was disclosed by Metropolitan Manila Development Authority (MMDA)

chairman Francis Tolentino who reported that at least 65 road accidents occur

daily in the major thoroughfares in Metro Manila.

“Most common cause of recorded collisions and other unfortunate road accidents

are self-inflicted and caused by driver error,” said Tolentino.

In 2013, total of 86, 565 road accidents were recorded. Of the said figure, 411

are fatal while 16,774 were non-fatal, 69,414 have caused damage to property.


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He said most number of accidents occur in the traffic-prone and heavy traffic

volume areas such as Epifanio Delos Santos Avenue and C5 Road.

Of the 18,398 recorded accidents in Metro Manila, 7,693 or 41.81 percent

occurred in Edsa, 3.670 or 19.95 percent was recorded in C5 and 2,993 was

recorded in Commonwealth Avenue in Quezon City.

The most number of fatal accidents was on Commonwealth Avenue with 25.

Cars and motorcycle involvement has the highest accident rates, with a total of

79,918 accidents.

Tolentino said traffic enforcers usually get all the blame whenever there is traffic

gridlock in the metropolis.

However, Tolentino said, in most cases, motorists did not know that an accident

occurred ahead of them that affected the traffic flow.

This was one of the reasons why the MMDA developed its own Accident Alerts

Application to inform motorists of traffic accidents in the metropolis and warn

them of potential traffic problems along the routes.

Using the app, motorists can see road accidents in street and map views as well

as a list and history of accidents so that they can plan their trips to avoid possible

congestion.


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Some of the areas covered by the app are Edsa, C-5 road, SLEX, Roxas

Boulevard, Quezon Avenue, España, Ortigas Avenue, Commonwealth Avenue,

and Marcos Highway.

“Apart from accidents and stalled vehicles, other incidences such as fire, rally

road reblocking activities that usually snarl traffic will be plotted in the app,” said

Tolentino.

The app will also alert the motorists once the affected area has been cleared.

“No one wants accidents to happen. The most that motorists can do is drive

safely, defensive driving and endure the road worthiness of their vehicles,” said

Tolentino who cited an instance last week that a vehicle caused heavy traffic last

week just because it got stalled when it ran out of gasoline.

Other factors that led to road accidents, Tolentino added, are condition of the

weather, driver, roads, and even the condition of their vehicles.

“When accidents occur, traffic problems begin… affected motorists have to wait

for police for investigation and questioning. Also, clearing the area usually takes

time,” Tolentino said.

Every year, nearly 1.2 million people die worldwide due to road traffic crashes —

an average of 3,000 daily. In addition, about 50 million more are injured or

incurdisabilities as a result of road accidents. Ninety percent


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of road traffic deaths take place in low-income andmiddle-income countries

where 81% of the world’spopulation live and own about 20% of the world’s

totalvehicles. (Source: Road Traffic Injury Prevention, WHO,

2006)

More than half of all global road traffic deaths or casualtiesare young adults

between 15 and 44 years of age. Seventy-three percent of fatalities are males.

Vulnerable road users– pedestrians, cyclists and motorcyclists – account for

amuch greater proportion of road traffic collisions in low-income and middle-

income countries. (Source: WorldReport on Road Traffic Injury Prevention, WHO,

2004)

It is estimated that the cost of road traffic crashes reachesbetween 1% - 1.5% of

gross national product (GNP) inlow-income and middle-income countries. Road

accidentsthat claim lives and cause disabilities put significant strain von families.

For every person killed, injured or disabled,many others are deeply affected.

Affected families aredriven into poverty as a result of the high cost of

prolongedmedical care, the loss of a family breadwinner, or theextra funds

needed to care for people with disabilities.Road crash survivors, their families,

friends, and othercaregivers also often suffer adverse social, physical,

andpsychological effects. (Source: Road Traffic InjuryPrevention, WHO, 2006)

In the Philippines, accidents of all types - including roadtraffic crashes - rank

fourth among the causes of mortalityin all ages. Road traffic crashes constitute


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the secondleading cause of injury death with a mortality rate of 7.8/100,000.

(Source: Philippine Health Statistics, 2003).

Among children 0-17 years of age, it is the second leadingcause of injury death

(with mortality rate of 5.85/100,000),next to drowning. (Source: Philippine

National InjurySurvey, published, 2003).

Along national roads andhighways, 1,185 deaths and 5,870 non-fatal injuries

werereported in 2006.

(Source: Traffic Accident ReportApplication System, Department of Public Works

andHighways, 2007)

According to police records, traffic accidents are causedmainly by driver’s errors

(28%), vehicle’s mechanicaldefects (16%), over speeding (13%), and self-

accident (7%).Traffic accidents in 2006 involved mostly automobiles(27%),

followed by motorcycles (21%), jeepneys (19%) andtrucks (11%). (Source: PNP

Traffic Management Group,2007)

But it is likely that underreporting occurs in the abovementioned police reports as

separate reports from TrafficAccident Report Application System (TARAS) of

theDepartment of Public Works and Highways (DPWH)and the Metro Manila

Accident Reporting and AnalysisSystem (MMARAS) of the Metropolitan Road

Safety Unitof the Metropolitan Manila Development Authority(MMDA) are citing

higher figures. An Asian DevelopmentBank (ADB) Study on Ro ad Safety in 2004

alsoacknowledged this underreporting of accident data.


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In Metro Manila, the most common vehicle types involvedin traffic accidents in

2006 were: cars (52.6%), jeepneys(9.6%), motorcycles (9.0%), and vans

(8.69%). (Source:Metro Manila Accident Reporting and Analysis System,MMDA,

2006). Motorcycles have the highest fatalityaccident rate, accounting for 23% of

all fatalities from roadcrashes in 2006. They are also the 2ndmost common

causeof injury from road crashes, attributed for 29.59% of allroad traffic injuries in

the same year, approximating injuriesfrom cars crashes which comprised

30.22%. (Source: MetroManila Accident Reporting and Analysis System,

MMDA,2006)

The last ten years saw a three-fold increase in the numberof motorcycles in the

Philippines. There were 821,599motorcycles (including tricycles) in 1996, and the

figurewent up to about 2.41 million in 2006. Motorcycles, thus,accounted for 45%

of all registered vehicles in 2006(Source: Land Transportation Office, 2007).The

economic cost of road traffic injuries annually wereestimated at: PhP 3.5 million

per fatal accident; PhP734,867 per serious injury; and PhP 71,483 per

minorinjury (Source: “Estimation of Socio-Economic Cost ofRoad Accidents in

Metro Manila” by de Leon, Cal, andSigua, 2005).

The 2006 data from the Metro Manila Accident Reportingand Analysis System

(MMARAS ) reports 0.27% of allfatal road traffic accidents are due to suspected

alcoholuse. Similarly, road traffic accidents registered by theTraffic Management

Group of the Philippine NationalPolice in 2005 revealed that 1.16% of road traffic

accidentswere due to drunk driving.


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While drunk driving is not among the frequentlycommitted traffic violations as

reported by the LandTransportation Office (LTO), it is a growing concern asfar as

road safety is concerned. Even if there is a penaltyof driving under the influence

of alcohol of Php 2000,law enforcement finds it an impossible task to

determinelegally and instantly the amount of alcohol or drugs inthe person’s body

at the time of an accident (Source:Johnny Angeles of Manila Times).

Instruments likebreath analyzers remains a luxury for the police and itmight take

time and a sizeable chunk of their budgetbefore they can enforce random blood

alcohol checkson the streets. Drunk driving in the Philippines is thusunder-

reported. (Source: Powerpoint presentation of DrMarina Baquilod, DOH, 2007).

There is also no national helmet legislation at present.However, some cities/local

government units haveordinances on helmet use. A national bill on helmet

usehas been filed but still pending in the House ofRepresentatives and the

Senate. A Department of Health(DOH) survey conducted in 2000 pegged helmet

use at34%. (Source: Baseline Survey for National Objectivesfor Health,

Department of Health, DOH, 2000).

Pre-hospital care system is available only in selected sites/cities like Makati and

Marikina to attend to road accidentsvictims. The MMDA also provides pre-

hospital care inMetro Manila.

National Road Safety Initiatives


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In 2003, the Multi-Agency Road Safety Committee headed by the Department of

Transportation and Communication (DOTC) came up with the 2004-2008

Philippine Road Safety Action Plan (RSAP). The plan

aims to save more than 10,000 lives by halving the anticipated increase in deaths

per year and reducing the death rate (deaths per 10,000 vehicles) by 20% over a

five year period. (Source: Philippines Road Safety Action Plan

2004-2008)

In 2007, the plan was updated with the same targets extended up to 2010. This

is now reflected in the national strategic plan for 2007-2010. The revised plan

aims to establish a clear delineation of responsibilities among all stakeholders,

with adequate technical and financial support in managing road safety activities;

and to harmonize these activities towards an integrated and well-coordinated

national road safety action plan and its program implementation. (Source:

Philippine Road Safety Plan 2007-2010).

The DOTC coordinates road safety by virtue of Administrative Order 184 in 2007.

Funding for this effort is sourced from the motor vehicles user’s charges (MVUC)

as provided by Republic Act 8794 or Road Users Tax

Law of 2000. MVUC fees collected are allocated as follows: Special Road Safety

Fund (7.5%); Special Road Support Fund (80%); Special Local Road Fund (5%);

and Special Vehicle Pollution Control Fund (7.5%).


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The MMDA collects road traffic injury data in Metro Manila while the DPWH

collects data of road traffic injuries along national highways and roads. The PNP

through its Traffic Management Unit collects and analyzes

reported road traffic injuries. The DOH piloted and established in 10 sentinel sites

in July 2008 a hospital- based national electronic injury surveillance system. The

current Philippine Health Statistics data include transport injuries, collectively

including those from road, water, and air transport crashes. Disaggregated data

for road traffic accidents is not routinely available. The DOH as part of its public

advocacy and education efforts developed and distributed a drivers’ health

manual containing advisory messages for prevention of common diseases and

road safety among drivers. “Road Safety is NO Accident” is the persistent theme

commonly used in

media campaigns. In 2004, it conducted a media launch of the World Report on

Road Traffic Prevention and emphasized the need for a systems approach to

road safety – one that addresses the road, the vehicle, and the user.

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

campaign to celebrate the first United Nations Global Road Safety Week in

collaboration with partner organizations and stakeholders. Coordination and

collaboration with government and non-government agencies for various road

safety activities is continuously done as appropriate.


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Foreign Studies

According to preliminary figures from the U.S. Department of

Transportation, in 2012 there were 34,080 fatalities on U.S. highways and roads,

including drivers, motorcyclists, cyclists, and pedestrians. Worse, the figure

represents a 5.3% increase over 2011’s total of 32,367, reversing a long-time

trend in the United States of declining deaths from motor-vehicle crashes.

The estimated annual cost of traffic fatalities and injuries in the U.S. exceeds $99

billion, according to the Centers for Disease Control and Prevention. A number of

groups are particularly at risk for traffic accidents and fatalities. In 2011, there

were 1,987 traffic deaths of drivers between 15 and 20 years old, while 5,401

people 65 and older were killed in crashes. Motorcyclists accounted for 4,612

fatalities in 2011: “Per vehicle mile traveled in 2011, motorcyclists were more

than 30 times more likely than passenger car occupants to die in a motor vehicle

traffic crash,” the CDC writes. Personal behavior has a role: Of motorcyclists or

their passengers who died, 40% were not wearing helmets at the time of the

crash. According to the CDC, 16% of traffic crash fatalities were vulnerable road

users — pedestrians (4,432), bicyclists (667), and others (198).

Driver behavior is a significant contributor to road deaths. In 2011, 31% of total

traffic fatalities — 9,878 — involved alcohol. Texting and cell phone usage is also

on the rise, contributing to 3,300 traffic deaths, according to the U.S. Department

of Transportation. Research has shown that drivers who use a cell phone while

driving can exhibit greater impairment than intoxicated drivers. In addition,

http://journalistsresource.org/studies/environment/transportation/cell-phones-and-driver-performance

http://www-nrd.nhtsa.dot.gov/Pubs/811737.pdf





http://www.cdc.gov/media/pressrel/2010/r100825.htm

http://www.cdc.gov/media/pressrel/2010/r100825.htm


http://journalistsresource.org/studies/environment/transportation/comparing-fatality-risks-united-states-transportation-across-modes-time


Page|29

hands-free systems were found to cause the same amount of impairment as

hand-held phones.

The worldwide prevalence of traffic deaths has prompted the United Nations to

declare 2011-2020 the “Decade of Action for Road Safety.” As more countries

work to adopt policies to curb the rising issue of traffic fatalities and injuries, more

research must be done about best practices and policies to reduce such fatalities

and injuries. Advanced technology such as Google’s “driverless cars” may

eventually make driving less susceptible to human error, but until then, much

work remains to be done finding real-world solutions rather than high-tech

distractions.

A 2013 report by the World Health Organization (WHO), “Global Status Report

on Road Safety 2013: Supporting a Decade of Action,” examines the frequency

of road traffic fatalities and the public safety interventions made to reduce them

globally. The study utilizes country-level data based on datasets consolidated by

WHO-trained National Data Coordinators working with road-safety experts from

the health, police, transport sectors as well as NGOs and academia. The

methodology is based on the first WHO Road Safety study of 2009, and

improves upon it by including data on cell phone use while driving and fatalities

by age group, among other updates in the questionnaire.

The study finds that while some progress has been made in road safety

legislation, road traffic deaths continue to be a major public-safety issue. The

study goes on to make three key suggestions for the future of global road safety.

http://www.who.int/violence_injury_prevention/road_safety_status/2013/en/index.html

http://www.who.int/violence_injury_prevention/road_safety_status/2013/en/index.html

http://www.economist.com/news/special-report/21576224-one-day-every-car-may-come-invisible-chauffeur-look-no-hands

http://www.fiafoundation.org/our-work/road-safety-fund/un-decade-of-action/


Page|30

First, “countries need to increase adoption of comprehensive legislation related

to key risk factors for road traffic injuries.” Second, more resources need to be

dedicated to the enforcement of road safety laws, given that “enforcement of

laws relating to key risk factors is considered poor in most countries.” Finally,

more attention must be given to pedestrians, cyclists and motorcyclists, as they

begin to comprise more of the world’s road traffic, and subsequently its fatalities.

Local Studies

MANILA, Philippines - There was at least one fatal road accident in Metro

Manila per day in 2013, according to figures released by the Metropolitan Manila

Development Authority (MMDA).

The agency said while it recorded an average fatal accident rate of 1.13 per day

in the metropolis, May 2013 had the most number of fatal road accidents at 41

while the least number of fatal road accidents – 23 – was recorded in October.

The agency did not release fatal accident rate figures for this year or for previous

years.

There were 141 fatal road accidents in Quezon City in 2013, the highest among

local government units, while no fatal road accidents were reported in Pateros,

Metro Manila’s last remaining municipality.

The number of fatal road accidents per city in 2013 were as follows: Manila, 56;

Caloocan, 37; Parañaque and Taguig, 25; Makati, 23; Valenzuela, 18; Marikina,


Page|31

17; Pasay, 15; Muntinlupa and Pasig, 13; Las Piñas, 9; Mandaluyong, 8;

Malabon, 4; Navotas, 6; and San Juan, 1.

Nation ( ArticleMRec ), pagematch: 1, sectionmatch: 1

The MMDA recorded a total of 1,458 road accidents last month, with 553

incidents reported along EDSA alone.

According to the MMDA, 158 road accidents were also reported along C5 Road,

77 on Commonwealth Avenue in Quezon City and 670 on other major streets

and roads of Metro Manila.

A total of 2,876 vehicles also figured in road accidents in Metro Manila last

month, with private sedans figuring in the most number of accidents at 800.

There were only 297 buses that figured in accidents last year as compared to

257 taxis, 251 sport utility vehicles, 196 Asian utility vehicles, 280 vans, 271

trucks and 149 passenger jeepneys.

From Oct. 1 to 14, the MMDA recorded 664 vehicular accidents across Metro

Manila with 240 accidents on EDSA, 71 on C5 Road, 37 on Commonwealth

Avenue and 37 on other major roads and streets in Metro Manila.

The MMDA recorded a total of 1,297 vehicles involved in road accidents during

this period. Of this number, 387 are private sedans, 130 are buses, 116 taxis,


Page|32

114 sport utility vehicles, 110 Asian utility vehicles, 91 vans, 115 trucks and 55

passenger jeepneys.

Recognizing that vehicular accidents can trigger massive traffic jams, the MMDA

on Friday launched an android application, MMDA Accident Alerts, to give real-

time updates on road accidents along Metro Manila’s major thoroughfares.

“Motorists and even commuters will now be informed of all vehicular accidents

along the major roads through this application. As such, they can plan their

travel accordingly and avoid routes where accidents occur,” MMDA Chairman

Francis Tolentino said.

Users of the MMDA Accident Alerts app can view road accidents both in street

and map views as well as a list and history of road accidents.

The areas covered by the app will be based on the MMDA Traffic Navigator set-

up and will be updated hourly, Tolentino said.

Some of the areas covered by the application, Tolentino said are: EDSA, C-5

Road, South Luzon Expressway, Roxas Boulevard, Quezon Avenue, España

Avenue, Ortigas Avenue, Commonwealth Avenue and Marcos Highway.


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CHAPTER 3

METHOD AND DESIGN OF RESEARCH

This chapter presents the discussions on the methods of research to be

used in the study, population and sampling scheme, description of the

respondents, research instrument that were utilized, data gathering procedure

and the statistical treatment utilized, data gathering procedures and statistical

treatment that was employed in the interpretation of data.


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Method of Research

This study will use a descriptive survey method to assess socio-

demographic profile such as gender, age, address and profession of the selected

respondents. Descriptive research is purposive process of data gathering,

analysing and classifying and tabulating data about prevailing conditions,

practices, beliefs, process, trends and cause and effect relationship and an

adequate accurate interpretation about such data with or without aid of statistical

treatment.

Population and Sampling Scheme

The study is composed of two (2) groups of respondents. The first group is

composed of Public and Private Drivers consisting of 50 respondents while the

second group of respondents is composed of Traffic Enforcers assigned along

Commonwealth Avenue which consist of 50 respondents.

The researchers utilized a purposive sampling scheme for the first group of

respondents while on the second group of respondents convenient sampling


Page|35

method was used, wherein only traffic enforcers who were present during the

time the survey was conducted were chosen as respondents of the study.

Table 1

Frequency Distribution of the Respondents

Group of Respondents

Number of Survey

Questionnaire Distributed

Number of Questionnaire

Retrieved Percentage %

DRIVERS 70 70

TRAFFIC ENFORCERS 30 30

TOTAL 100 100

Table 1 presents the frequency distribution of the respondents.

The table depicts that there are 70 Drivers, and 30 Traffic Enforcers

respondents.

Research Instrument

The instrument will be use is a researcher made questionnaire checklist to

gather the needed data for the respondent’s profile. The draft of the study is

drawn out base on the researcher’s readings, published and unpublished

undergraduate thesis relevant to the study. In the preparation of the instrument,

the requirements in the designing of good data collection instrument were

considered.


Page|36

A series of interviews, observations, and hand-out questionnaires will be

given in this study. The questionnaires are in two forms, the English and Tagalog

version. The former is translated into vernacular so as to conform to common

people. Interview guide was also made to come up with an organized interview.

Data Gathering Procedures

The data for this research will be collected using a survey questionnaire.

The survey is created using suitable questions modified from related rese the

respondent’s perception regarding the factors that causes motor vehicles arch

and individual questions formed by the researchers. The survey is comprised of

30 questions which are related to accidents along Commonwealth Avenue in

Quezon City. The researchers assure confidentiality of their survey sheets and

since the identities are not important. The researchers also understand that

people’s consciousness may also affect their honesty and effectiveness in

answering the survey, and, so the researchers will give people the option of

being anonymous.

Statistical Treatment of Data

The data that will be obtained in the survey shouldanalyzed and evaluated

using the following statistical treatments:

The percentage technique will be used in analyzing and evaluating the

data on the profile of the respondents using the formula:

f


Page|37

P = ------------- x 100

N

where:

P - percent (%)

N - number of respondents

f - number of responses

100 - Constant value or factor

The average weighted mean (AWM) was utilized to measure the central

tendency in relation on the issues being discussed in the study that were

assessed by the respondents. The average weighted mean refers to the

accumulated responses which determined the corresponding weight using the

formula:

∑fx

WM = -----------

N

where:


Page|38

WM - weighted mean

∑ - summation sign

f - frequency obtained from the number of responses

x - weight of each value of the scale

N - total number of respondents

For the analysis of the Attributing factors of Motor vehicle accidents along

Commonwealth Avenue in Quezon City, the following scale was used:

(Halfin,2006)

Descriptive Rating Point Value Mean Scale

Strongly Agree (SA)

Agree (A)

5

4

4.20 - 5.00

3.40 - 4.19

Moderately Agree (MA) 3 2.60 - 3.39

Less Agree (LA) 2 1.80 - 2.59

Not Agree (NA) 1 1.00 - 1.79


Page|39

For the analysis of the problems encountered by the Traffic Enforcers in

the implementation of traffic rules and regulation along Commonwealth Avenue

in Quezon City.

Descriptive Value Point Value Mean Scale

Very Serious (VS) 5 4.20 - 5.00

Serious (S) 4 3.40 - 4.19

Moderately Serious (MS) 3 2.60 - 3.39

Less Serious (LS) 2 1.80 - 2.59

Not Serious (NS) 1 1.00 - 1.79

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

vehicle accidents along Commonwealth Avenue in Quezon City will be evaluated

using the descriptive rating and numerical scale below:

Descriptive Value Point Value Mean Scale

Highly Recommended (HR) 5 4.20 - 5.00

Recommended (R) 4 3.40 - 4.19

Moderately Recommended (MR) 3 2.60 - 3.39

Less Recommended (LR) 2 1.80 - 2.59

Not Recommended (NR) 1 1.00 - 1.79


Page|40

CHAPTER 4

PRESENTATION, ANALYSIS AND TREATMENT OF DATA

This presents the tabulated information of the gathered data which

includes the analysis as well as the interpretation of the results that specifically

answers the following questions:


Page|41

This chapter deals with the findings of the study according to the following

sequence: (1) the profile of respondents in terms of age, gender, residence,

profession and length of driving; (2) The factors that causes motor vehicles

accidents along Commonwealth Avenue in Quezon City, in terms of human

errors, road markings/ signage(s) and vehicle; (3) propose measures to ease

Motor vehicle accidents along Commonwealth Avenue in Quezon City.

Table 2

Frequency and Percentage Distribution of Respondents According to Age

Group Respondent

Drivers Traffic Enforcers Total

Freq. % Freq. % Freq. %21 – 25

5 7.144 13.

339 9


Page|42

26 – 30 7 10 7 23.33 14 1431 – 35 11 15.71 9 30 20 20

36 – 40 13 18.57 3 10 16 1641 – 45 11 15.71 3 10 15 15

46 - 50 5 7.14 2 6.67 7 7

51 – 55 10 14.29 2 6.67 11 11

56 - 60 4 5.71 0 0 4 461 and above 4 5.71 0 0 4 4

Total 70 89.99 30 86.67 100 100

Table 2 presents the frequency distribution of the respondents according

to age.

Table 3

Frequency and Percentage Distribution of Respondents According to Sex

Group Respondent


Freq. % Freq. % Freq. %


Page|43

Male 70 100 23 76.67 93 93Female 0 0 7 23.33 7 7Total 70 100 30 100 100 100

Table 3 depicts the distribution and percentage of respondents according

to their sex.

Table 3

Frequency and Percentage Distribution of Respondents According to Length of Driving Experience

Group Respondent


Freq. % Freq. % Freq. %1 year below 3 4.29 4 13.33 7 7

2 - 5 8 11.43 14 46.67 22 22 6- 10 21 30 7 23.33 28 28

11- 15 11 15.71 2 6.67 13 43.3316- 20 15 21.43 1 3.33 16 16

21 years above 12 17.14 2 6.67 14 14

Total 70 48.57 30 20 100 57

Table 2 presents the frequency distribution of the respondents according

to age.

Table 4

Frequency and Percentage Distribution of Respondents According to Educational Attainment


Page|44

Group Respondent

WCPD Investigators

Brgy.Officials

Total

Freq. % Freq. % Freq. %Elementary Graduate

7 10 00

7 7

High School Undergraduate

27 38.57 00

27 27

High School Graduate

19 27.14 5 16.67

24 24

College Undergraduate

9 12.86 3 10

12 12

College Graduate 8 11.43 22 73.33 30 30MA

Undergraduate0 0 0

0 0 0

MA Graduate 0 0 0 0 0 0Doctoral

Undergraduate0 0 0

00 0

Doctoral Graduate 0 0 0 0 0 0Total 70 0 30 0 0 100

Table 5

Respondents’ Assessment on the Attributing factors of Motor vehicles accidents along Commonwealth Avenue in Quezon City in terms of Human

errors

Indicators

DriversTraffic

EnforcersTotal

WM VI WM VIGM

VI

1. Over speeding is the main reason why there is an accident occurred along Commonwealth Avenue, Quezon City.

4.53 SA

2. Drivers, who has lack of knowledge about traffic rules and regulations.

4.46 SA

3. Poor eyesight can cause the older road user 4.13 SA


Page|45

to be involved in collisions4. Drivers who not checking the brake pads of

their vehicle much prone to road accident4.6 SA

5. Lack of discipline, driving with an inappropriate manner and reckless driver is one of the reasons of accidents along Commonwealth Avenue.

4.73 SA

OVER ALL MEAN

Table 6

Respondents’ Assessment on the Attributing factors of Motor vehicles accidents along Commonwealth Avenue in Quezon City

in terms of Road markings/ signage(s)

Indicators

DriversTraffic

EnforcersTotal

WMVI

WM VI GM VI

1. Lack of understanding about road markings and road signage(s) is one of the causes of road accidents.

2. The road signage(s) along Commonwealth Avenue are not properly


Page|46

in place.3. The road markings along

Commonwealth Avenue are not visible.4. The Blue lane for Motorcycles in

Commonwealth Avenue is not properly utilized.

5. Some of the road reflectors are not working.

OVER ALL MEAN

Table 7

Respondents’ Assessment on the Attributing factors of Motor vehicles accidents along Commonwealth Avenue in Quezon City

in terms of Road Condition

Indicators


WM VI WM VI GM VI

1. Using inappropriate road materials in some of the roads can result to a bad road condition.


Page|47

2. Wet roads caused by rain can cause slipping wheels of the vehicle.

3. Unfinished road repairs can be cumbersome to motorists.

4. Lack of early warning device in the ongoing road repairs can cause danger to the drivers and constructors.

5. Lack of immediate action to repair the broken road along the Commonwealth.

OVER ALL MEAN

Chapter 5

SUMMARY, CONCLUSION AND RECOMMENDATION

This chapter presents the summary of findings, conclusions and the

recommendations proposed by the researcher.


Page|48

This study is about the attributing factors of motor vehicle accidents along

commonwealh avenue in quezon city.

Specifically the study would like to seek answer to the following questions:

1. What is the degree of agreement of the respondents perceptions on the

attributing factors of motor vehicle accidents in terms of :

1.1 Human errors;

1.2 Road markings/ signage(s); and

1.3 Road Condition

2. What are the problems encountered by the traffic enforcers in the


Avenue?

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

attributing factors of motor vehicle accidents along Commonwealth

Avenue in Quezon City.

Summary of Findings

After a thorough research process, the researcher arrived at the following

findings:

1. Demographic profile of the respondents in terms of age, sex,

occupation, length of driving experience and educational attainment.


Page|49

In terms of age, majority of the respondents belong to the age bracket of

31-35 with 12 respondents or 26.67 percent. It was followed by the age groups

36-40 and 41-50 both with 11 respondents or 24.44 percent. The age 26-30 has

5 respondents or 11.11 percent while the age brackets 21-25 and 51 and above

have 3 respondents or 6.67 percent.

In terms of gender, most of the respondents are male with 30

respondents 66.67 percent while the rest are female with 15 respondents or

33.33 percent.

In terms of occupation, 35 respondents or 77.78 percent; 7 respondents

or 15.56 percent are still single; 2 respondents or 4.44 percent are widowed and

only 1 respondent or 2.22 percent is separated.

In terms of length of driving experience, 35 respondents or 77.78

percent; 7 respondents or 15.56 percent are still single; 2 respondents or 4.44

percent are widowed and only 1 respondent or 2.22 percent is separated.

In terms of educational attainment, 25 respondents or 55.56 percent

are college graduates; 10 respondents 22.22 percent are college

undergraduates; 7 respondents or 15.56 percent are high school graduates; 2

respondents or 4.44 percent have units in the Master’s Degree Program; and

only 1 respondent or 2.22 percent has a Master’s Degree.

1. The attributing factors of motor vehicle accidents along commonwealth

avenue in quezon city in terms of human error; road markings/ road

signage(s) and road conditions.


Page|50

The Caloocan City Police Station is ‘Capable” in the investigation of

VAWC cases in terms of investigative equipment and resources, investigative

techniques and procedures, and investigative equipment and resources with a

grand mean of 3.97.

The highest assessment based on the average weighted mean is on the

variable Investigative Techniques and Procedures with an average weighted

mean of 4.22 interpreted as Highly Capable. It was followed by the variable

Police Personnel given by an average weighted mean of 4.00 interpreted as

Capable. The lowest mean assessment of 3.69 interpreted also as Capable is

found on the variable Investigative Equipment and Resources.

2. Problems encountered by the traffic enforcers in the


Avenue

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

vehicle accidents along Commonwealth Avenue in Quezon City.

The two groups of respondents Highly Recommended the proposed measures to

enhance the operational capabilities of the Caloocan City Police Station in the

investigation of VAWC cases with a grand mean of 4.71.

Conclusions

1. Majority of the respondents belong to the age bracket of 31-35, male,

married and college graduates.


Page|51

2. The Caloocan City Police Station is ‘Capable” in the investigation of

VAWC cases in terms of investigative equipment and resources,

investigative techniques and procedures, and investigative equipment and

resources.

3. The respondents Highly Recommended the proposed measures to

enhance the operational capabilities of the Caloocan City Police Station in

the investigation of VAWC cases.

Recommendations

1. Assign at least one (1) Psychologist in the Women and Children’s

Protection Desk for initial assessment of the emotional and

psychological state of the victims of violence against women and

children.

2. Allocate additional budget for an enhanced operations against violence

against women and children.

3. Procure additional investigative equipment to be utilized in the

investigation of violence against women and children.

CURRICULUM VITAE_______

CATHERINE ANN C. DE LUMINBLK 3 LOT 15 KANLAON STREET GROUP 2, PAYATAS B. QUEZON [email protected]

mailto:[email protected]


Page|52

09238077866

PERSONAL DATA_______

Date of Birth: April 2, 1991Place of Birth: Quezon CityAge: 24 years oldGender: FemaleHeight: 5’3”Weight: 50 kgs

EDUCATIONAL BACKGROUND_______

PHILIPPINE COLLEGE OF CRIMINOLOGYBachelor of Science in CriminologyPresent

JUSTICE CECILIA MUNOZ PALMA HIGH SCHOOL2008Secondary Education

PAYATAS C. MADJAAS ELEMENTARY SCHOOL2004Primary Education

TRAINING AND SEMINARS______

National Service Training Program Community Welfare Training ServiceDevelopment Training Seminar 2012“EARTHQUAKE, FLOOD & LANDSLIDE PREVENTIONS AND AWARENESS”July 22, 2012

CURRICULUM VITAE______

JEROME B. LUNAS2940 C CRUZ STREET BARANGAY 147, PASAY CITY


Page|53

[email protected]

PERSONAL DATA_______

Date of Birth: November 3, 1994Place of Birth: Bacacay, AlbayAge: 20 years oldGender: MaleHeight: 5’6”Weight: 51 kgs



PILI NATIONAL HIGH SCHOOL2010Secondary Education

SULA ELEMENTARY SCHOOL2006Primary Education

TRAINING AND SEMINARS_______

National Service Training Program Community Welfare Training ServiceDevelopment Training Seminar 2012“EARTHQUAKE, FLOOD & LANDSLIDE PREVENTIONS AND AWARENESS”


ALEXANDER H. ESPINA2495 C P. VILLANUEVA STREET BARANGAY 88 PASAY [email protected]




Page|54

PERSONAL DATA______

Date of Birth: November 23, 1992Place of Birth: Muntinlupa, PasayAge: 22 years oldGender: MaleHeight: 5’8”Weight: 50 kgs



PASAY CITY WEST HIGH SCHOOL2010Secondary Education

JOSE RIZAL ELEMENTARY SCHOOL2006Primary Education

TRAINING AND SEMINARS______

National Service Training Program Community Welfare Training ServiceDevelopment Training Seminar 2012“EARTHQUAKE, FLOOD & LANDSLIDE PREVENTIONS AND AWARENESS”


AVENGER R. DUCAYAG8284 ACENCION STREET CAPITOL PARKLAND CALOOCAN [email protected]



Page|55

PERSONAL DATA______

Date of Birth: September 29, 1995Place of Birth: ManilaAge: 19 years oldGender: MaleHeight: 5’7”Weight: 60 kgs



TABUK NATIONAL HIGH SCHOOL2012Secondary Education

AMPARO ELEMENTARY SCHOOL2008Primary Education

TRAINING AND SEMINARS_______

RELATED LEARNING EXPERIENCE (RLE)“EDUCATIONAL VISIT TO THE NEW BILIBID PRISON, MUNTINLUPA CITY”September 30, 2014


BRANDO BARDEF-080 AGHAM ROAD SAN ROQUE 1 BAGONG PAG-ASA, QUEZON [email protected]



Page|56

PERSONAL DATA______

Date of Birth: September 11, 1986Place of Birth: BATAD, ILOILOAge: 28 years oldGender: MaleHeight: 5’8”Weight: 90 kgs



SAN FRANCISCO HIGH SCHOOL2003Secondary Education

AMPARO ELEMENTARY SCHOOL1999Primary Education

BIBLIOGRAPHY

REFERENCES

http://journalistsresource.org/studies/environment/transportation/road-safety-motor-vehicle-accidents-surveying-global-us-data#sthash.jA6wRTxw.dpuf

Citation: “Global Status Report on Road Safety 2013: Supporting a Decade of Action,” 2013, World Health Organization.




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http://www.mb.com.ph/commonwealth-ave-remains-most-deadly-in-mm/#QKakj88dI7cFi9eM.99

Human Factors that causes road traffic accident in the Sultanate of Oman under Consideration of Road Construction designs, (2013)



Documents

MOTOR VEHICLE ACCIDENTS