Traffic 123

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DON JOSE ECLEO MEMORIAL FOUNDATION COLLEGE OF SCIENCE

AND TECHNOLOGY
P-5 Justiniana Edera, San Jose, Dinagat Islands
LEARNING MODULE
In
TRAFFIC MANAGEMENT OPERATION AND

ACCIDENT INVESTIGATION
WITH DRIVING
(CDI 304)
Compiled by:
JOEL JR. L. SIAREZ, Rcrim.

College Instructor
Course Outcomes-based Syllabus
In
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Traffic Management and Accident investigation with Driving
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Traffic Management Operation and Accident Investigation with Driving
INSTITUTIONAL VISION: DJEMFCST envisions to be the leading frontier of learning

and innovation in instruction, research and extension to transform students into an
empowered, holistically developed and locally- globally competitive graduates.
INSTITUTIONAL MISSION: DJEMFCST is committed and dedicated to:

 Foster a safe, secured and supportive academic environment that promotes diverse
education;
 Mold students the value of self- discipline, integrity, compassion for others and
loyalty to Alma Mater.
 Develop students with active and creative minds through discovery, intellectual
simulation and research;
 Practice professional career to uphold the value of learning, leadership and service,
and
 Build strong, positive linkages with industries, communities and others stakeholders
for them to be actively involved in our students learning.
PROGRAM VISION: To be a leading and ideal Criminology School in CARAGA Region.
PROGRAM MISSION: To produce criminology graduates who are equip with knowledge
and skills in the field of law enforcement, bringing its core values and excel globally to face
diverse challenges.
COURSE CODE: CDI 304

COURSE TITLE: Traffic Management Operation and Accident Investigation
COURSE UNITS: Three (3) units
Course Description:
The course includes fundamentals of traffic safety education, enforcement,

engineering, techniques in vehicular and pedestrian direction and control, techniques in point
and inter-sectional vehicle volume determination for emergency and priority control; study of
different traffic decrees, codes in national and local levels; techniques in the preparation of
selective enforcement plans and policies for special and emergency traffic situations, methods
and procedures in the use of the hand signals and electric signal lights; techniques in accident
investigation; determination of reaction-time break-in-time, and application of scientific aids
in hit-and-run cases.
COURSE  know the importance, purpose, nature, and scope of traffic as a field
INTENDED of interest;
LEARNING  define traffic, vehicles, traffic rules and regulation criminology, ;
OUTCOMES  trace the development and history of transportation and its
innovations;
 recognize the contributions of the pioneers and contributors of traffic
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education;
 explain the 3 T’s in studying traffic management and accident
investigation;
 appreciate the importance of knowing traffic rules in our country;
 comprehend the means and concept of traffic management and
 how to investigate traffic violations;
 familiarize the different traffic control and devices; accomplish the
specific objectives of the course
Learning  Lecture
Activities  Articulation of the reporting made
 Interactive discussion
 Multimedia presentation
 Demonstration on the traffic board instrument
 Film/Video viewing and analysis related to topic
 Case analysis
 Creative and visual presentation related to topics
Assessment  On the spot questioning
(Evidence of  Quiz
Outcomes)  Oral Recitation
 One Minute Paper Essay
 Assignment
 Written and oral examination
Med- Term (1-2 weeks)
CHAPTER I
 BRIEF HISTORY OF TRANSPORTATION
Topics  EARLY OF TRANSPORTATION
 DEVELOPMENT OF LAND TRANSPORTATIONS
 TRANSPORTATION
CHAPTER II
 THE PILLARS OF TRAFFIC
 TRAFFIC ENGINEERING
 TRAFFIC EDUCATION
 TRAFFIC ENFORCEMENT
 TRAFFIC ENACTMENT
 TRAFFIC ECOLOGY/ENVIRONMENT
 TRAFFIC ECONOMY
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Final (3-4 weeks)
Topics CHAPTER III

Grading Mid-term (50%)

System Written Works- 15%
Attendance 10%
For Project- 15%
Mid-term Oral- 20%
(50%) Major Exam.- 40%
Final (50%) Final (50%)

Written Works- 15%
Project- 25%
Oral- 20%
Major Exam.- 40%
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CHAPTER I
Introduction
The design and management of urban traffic transportation facilities have been
primarily aimed at the efficient movement of vehicles on the surface street. Today, the
management of these facilities has undergone a makeshift towards a new set of goals which
emphasizes the movement of people and goods rather than vehicles and takes account of the
various effects of traffic on urban life. The causes of this change can be seen in the increased
motorization and urbanization which has occurred in most advance countries during the past
years, and which has been accompanied by growing public concern about the undesirable
effects of large volumes of traffic.
The first law concerning driving behaviour resulted from custom and common usage.
When automobiles first appeared on the highway it becomes necessary to establish certain
rules as to how individual drivers should use the highway. Since most conflicts occur because
two vehicles attempt to occupy the same space at the same time, it is not surprising who had
the immediate right to use the road. As motor vehicles become numerous, highway system is
more extensive and people learned more about the problems involved in driving. Additional
laws were developed to define safe driving in general.
Under this consideration, the purpose of traffic law enforcement like that of general
law enforcement is to offset selfish motivation and to condition community habits through
conditioning of habits of individuals.
Brief History of Transportation
Traffic was a problem long before the invention of the automobile. The ancient
Romans built an advanced highway system throughout their empire and soon had to deal with
the traffic congestion. In the first century B.C., traffic in Rome was so heavy that the Roman
leader Julius Caesar ordered the city’s central areas off-limit to all vehicles except those of
public officials and high ranking citizens.
The first widely used traffic control signals were semaphore flag-like devices
operated by hand. In 1908, Toledo, Ohio, became one of the first cities to install them.
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During daytime, the semaphores had movable panel with words “stop” and “go”, while
during nighttime they had red and green lenses illuminated by kerosene lamps.
The first electric traffic signal was installed in Cleveland, Ohio in 1914. The familiar
four-way signal that we use today with its red , yellow and green light was designed in about
1920 and by 1931, traffic –actuated signal were widely used.
Early Transportation
In pre-historic times, when people wanted to travel from one place to another, they
had to walk. When they had a heavy load to move, they carry it. Then they found it was
easier to drag a load on branches or sticks that were tide together. Later, they learned to build
a sled by tying beams across two runners with tips of hide. Next, came the litter may have
been the first vehicle designed to carry people. Litters were made by stretching animal skins
across two poles.
Later, people domesticated animals and used them to carry packs and pull sleds. In the
Middle East, the ox, donkey, camel, were trained to be beast of burdens. In the cold Arctic
region, dogs and reindeer were used. In India, humped cattle and elephants were the burden
bearers. The horses which became the most common transport animal, was one of the last to
be trained.
People discovered that traveling on water could be faster and easier than travelling on
land. A floating log may serve as the first boat. It was later found that heavier loads could be
carried on rafts made by lashing several logs together. In the Middle East, rafts were kept
afloat by sheepskins filled with air.
Whenever people could find large trees, they followed out logs with fire or a chisel
and made long, narrow boats called dug out canoes. These boats were propelled with long
poles and later with paddles and ears. An important discovery was made when it was that the
wind could be harnessed and used as power to drive boats. Different materials such as mat
grass, animal hides, or cloth, served as sails in different countries.
DEVELOPMENT OF LAND TRANSPORTATIONS
The Sumerians, who lived in Western Asia about 3000 B.C. may have been the first
people to use the wheel. The earliest wheels were probably made of wide three planks held
together by cross-pieces with a hole in the center for the axle. In some places, a solid disk cut
from a log was used.
For many centuries the invention of the wheel had little effect on transportation, for
there were few roads. Those that existed were too rugged and bumpy for long trips of cart or
wagon. Early wheeled vehicles were used as funeral, wagons, military carriages, and farm
carts.
Wheeled vehicles came into general use in Egypt about 1675 B.C. At the time, Egypt
was invaded by people from Asia called the Hyksos. The Hyksos brought with them a vehicle
the Egyptians had never seen before. A spoke-wheeled chariot drawn by a horse. The
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Egyptian copied this designed, and routes in order to trade goods between. Most of this route
were not proper roads, but merely unpaved, worn-down trails. Only cities had paved roads.
In the first century B.C., the Chou dynasty of China was known for its fine road
system. There were so many carriages on the roads that it became necessary to establish
speed limits and other traffic regulations. The Great Wall of China, one of the Seven
Wonders of the World, is a prominent structure of the roadway. It was built to protect
Chinese traders from bandits. Chinese traders then travelled by foot and a pole to carry their
goods.
Of all the ancient peoples, the Romans were the first road builders. Beginning in the
fourth century B.C., the Romans built smooth, hard surfaced roads wherever they ruled, from
England they built roads that have many sections & are still in use today.
Progress in land transportation came into a half after the fall of the Roman empire
400’s A.D. For the next several hundred years during a period known as the dark ages,
Europe was torn by wars which brought an end to trade and commerce. People traveled little,
and fell into despair. Carriages were not used frequently and riding on horseback became the
chief means in transportation.
There were few developments in the land transportation until the rigid horse cellar
and iron horse shoes were invented in the 900’s. Before then, a horse was harnessed by straps
that crossed its breast. When the horse moved forward, the straps pressed on its windpipe and
choked it. Thus, the job of pulling heavy loads fell to the more solidly built oxen, which were
strong but slow. With the improved horse cellar, the horse could pull it to travel a heavy load
without being choked. In addition, the new shoes protected the horses’ enabling it to travel
faster and for longer distances. These two inventions greatly speeded up transportation on
land.
In Europe toward the end of the middle ages, trade and commerce increased, bringing
about the need for a better roads and improved vehicles. As a result, the coach was invented
in Hungary in the 1400’s. The coach which enabled groups of people to travel together was a
closed carriage supported by leather straps between four wheels. The straps acted as springs
to make ride more comfortable. The driver sat away from the passenger in an elevated seat at
the front of the coach. Stagecoach service began in Europe in the 1600’s. The stagecoach
traveled a regular route, stopping at set points or stages to change horses and allow passenger
to eat and rest. Stagecoaches came into use in the American colonies about 1756 with the
setting up of a stage coach service between Philadelphia and New York. A little more than
150 years earlier, the first settler in the new world had found a land unmarked by roads.
Wheels were unknown in America before the European settlers arrived. On farms, the settler
used oxen to drag their crude two-wheeled carts. In the northern colonies, where snow
winters takes place, sleighs and sledges were common. Snowshoes, an Indian invention, were
often used by foot travelers.
The early colonist cleared and widened traits so that goods could be transported.
Slowly the settlers worked their way through forest and prairies on foot, on horseback, and in
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wagons. The conestoga wagon, first built in Lancaster Country. Pennsylvania, came into use
in about 1750. It was the most dependable freight carrier until the railroad era began. The
body of the Conestoga wagon was designed with an upward slope and each end keeps the
cargo from spilling out when the wagon travelled uphill or downhill.
A large canvas cover over a hoop frame protected the passenger and their goods from
the rain. The wagon was drawn by two, six horses or mules and could held from 2 to 4 tons of
cargo.
Roads developed slowly in the colonies because large town were on or near seacoasts
and ships furnished the transportation between them. The roads were so bad that coaches
often overturned, injuring passengers. Better methods of construction were not introduced
into the United States from England until the late 1700’s.
John L. Macadam, England, 1815 constructed “feeder roads” which were known as a
macadamized road spurred the development of land transportation.
TRANSPORTATION
For thousand years, people knew very little of the world in which they lived.
Mountains, deserts, jungles, oceans, ad frozen expanses of lands made travel difficult. With
travel slow an uncertain, different groups of people were isolated from one another.
Modern developments in transportation, however, have conquered distances and

natural barriers. Today, a network of transportation lines covers the earth on and under the
ground, over water, and through the skies. Most of the things we eat, wear, and use day come
to us by trucks, train, ship, plane or pipeline. The people of the world are no longer isolated
from one another.
The used of bicycle was important in land transportation evolution. Its importance
could not be understood because it played as a nursery of automobile builders. Some of the
earliest automobiles ran on four bicycle wheels. In England about 1800, automobile was
invented. Frenchman Etienne Lenoir devised in 1860 an internal combustion engine that ran
on illuminating gas. The German inventors Nikolaus August Otto and Wilhelm Otto and
Eugen Langen made important improvements in Leinor’s engine in some application of the
Otto engine to locomotion. The invention of tire by Scot, John Boyd Dunlop in 1888 gave a
tremendous impetus to the early work of automobiles.
Cotemporary history tells us that canals, railways, steamboats, air balloons, airplanes
provided the human race to learn different cultures and shrunk the world. The unending
search for a better, safe and comfortable transportation continued to propel peoples to greater
heights. But not without a price that is traffic congestion.
Transportation was divided into period during which motive power was most
characteristically furnished by human and animal muscle, by which natural forces such as
wind, gravity and by fuel operated machine.
1. Manpower – during the Stone Age period, this is man’s means of transportation.
They used to carry firewood and animals by means of either pulling or carrying it through
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their shoulder. This led to the invention of the SLED – this was pushed or pulled by man;
later water craft, manpowered raft and the canoe-floating log was also invented by human.
SLED was invented in the Tigris-Euphrates valley sometime before 35000 B.C.
The blocks of stones used in building pyramids were floated in barges down the Nile
River and then moved over the land on sleds running in rollers. Even at present this is still the
most common and popular means of transportation especially in remote areas were vehicles
are very scarce or difficult to enter or penetrate due to terrain.
2. Animal power – in an ancient Egypt, animal muscle power was being widely
exploited in the other river valley civilization. The Ox, Ass, and Camel were tamed
somewhere in the Middle East by around 3000 B.C. Arctic Snows-Reindeer is still used, and
can carry about 130 lbs. (60kg).
Himalayas - the Yak and Ox are used as packed animals
India – Elephant
Peru – Llama
Central Asia – Horse
Horseshoe – was invented to let the horse walk or run in roads or stony places.
Iron Horseshoe was invented in Gaul about the time of Julius Caesar and taken to
Bretain soon afterwards.
3. Wind Power – the means of transportation which are propelled, move or operated
by means of wind, like Galleon ship, Kumpit and the like. An important improvement in ship
building took place about 1450 with the development of the Three-Mast ship. Thereafter the
story of sea transportation is largely the story of the conquest of the whole globe by the three-
mast ships.
4. Road and Vehicle – The Romans brought road building to its highest point of
perfection in ancient times, the road network reached a total of about 50,000 miles (80,000
km), with “Feeder” roads branching out from the main highways.
John L McAdam was the one who perfected the macadamized road in England in
1815. It was improvised then with the adaptation of coach spring about 1650.
5. Canal, Railways, and Steamboats – in order to meet the problem of transporting
heavy freight it leads to the development of canals. In 1761 the Duke of Bridgewater
arranged with an engineer, James Brindley, to construct a canal from his coal mines at New
Castle to Manchester, 7 miles (11km) away.
Stockton and Darlington Line – was considered as the first railroad and it begun in
1825.
Liverpool and Manchester – was second which followed in 1829.
Baltimore and Ohio Railroad Company in U.S.A.- began to work the first
American railroad in 1826.
6. Bicycle – is important in the history of transportation not only in its own right but
because of the part of the bicycle industry played as a nursery of automobile builders. Hobby
Horse or Dandy Horse was one of the ancestors of the modern bicycle. There was a steady
improvement in the bicycle throughout the 19 th century until safety bicycle with pneumatic
tires appeared.
7. Automobile – in England after 1800, mechanical transport lay with the steam
carriage, up to the end of 19th century.
- Combustion engine was attributed to the Frenchman Entiene Lenoir
- by 1865, there were 400 Lenoir gas engines in France
- Nicolaus Otto and Gottlieb Daimler – German inventor – pioneered the manufacture
of gas engine, and Daimler later becomes a successful manufacturer of automobile.
- John Boyd Dunlop-Scot- invented the pneumatic bicycle tire in 1888
- Rudolph Diesel- invented the Diesel engine.
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- Scot, John Boyd Dunlop in 1888 invented the pneumatic bicycle tire and it gave a
tremendous impetus (momentum) to this early work.
8. Air Transportation – not until the development of the internal combustion engine
can the era of air transportation be said to have begun. Men were making balloons and flights,
however, or more than a century before the two (2) Wright brothers who had made their first
flight at Kitty Hawk, North Carolina, U.S.A. in 1903, they were Wilbur and Orvilla Wright.
The progress of air transportation was hastened by World War I and II. An important
advances in air craft propulsion occurred with the invention of the jet engines.
The jet engine has made possible speed that could never had been attained by the
rotary action of the aircrew is effective only in the earth’s atmosphere, and its development
has opened up the era of space exploration and interplanetary travel.
Traffic
Traffic – is the movement of vehicles and pedestrians using the road or of a street.
Transportation – is the system of conveying man or things to transfer from one place to a
nother.
R.A. 4136 – These refers to Land Transportation and Traffic Code.
Motor Vehicle – is any vehicle propelled by any power other than muscular power using the
roads or a street, but exempting road rollers, trolley cars, sprinklers, lawn mowers,
bulldozers, graders and other farm instruments used exclusively for agricultural purposes.
Trolley – a pulley or block moving on the overhead wires to convey loads or electric current.
Trailers – having any number of wheels which are propelled or intended to be propelled by
attachment to another vehicle is considered or classified as a separate motor vehicle with no
power rating.
Traffic Management – is an executive function such as planning, organizing, and directing,

supervising, coordinating, operating, recording and budgeting traffic affairs.
CHAPTER II
THE PILLARS OF TRAFFIC
 TRAFFIC ENGINEERING
 TRAFFIC EDUCATION
 TRAFFIC ENFORCEMENT
 TRAFFIC ENACTMENT
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 TRAFFIC ECOLOGY/ENVIRONMENT
 TRAFFIC ECONOMY
PILLARS OF TRAFFIC MANAGEMENT
The pillars of Traffic Management or the 6E’s are EDUCATION, ENGINEERING,

ENFORCEMENT, ENVIRONMENT/Ecology, ECONOMY, and EN-ACTMENT.
TRAFFIC EDUCATION
Statistics indicate that human factor the willingness of drivers and pedestrians to take
unwise risks, is the cause of the large majority of automobile accidents. Defects in roadways
and automobiles, physical defects or motorist and pedestrians, and lack of driver and
pedestrian skill are contributory factors in some traffic accidents. The majority occur,
however, when there is no defect in the driver, equipment or roadway and they involve the
skilled rather than the unskilled driver. The contributing factor in these accidents may be
called attitude, it also aggravates congestion problems.
ATTITUDE. Attitude is the state of mind that influences conduct for good and bad.
Improper attitudes violations that represents and bad driving manners, the guilty motorist in
finally involved in an accident.
A driver with physical defects but with a proper attitude may drive a defective vehicle
through hazardous locations in relative safety, he may be a more successful motorist that the
man free from physical defects and possessing a perfect vehicle whose attitude results in bad
driving practices.
Some violations that cause accidents and congestions result from ignorance of the
regulation, some from lack of driver skill, but the great majority are the direct result of a
selfish attitude that causes the motorist to disregard the safety and convenience of others. The
most fruitful direction of police effort, therefore, is towards correction of the unsatisfactory
attitudes of drivers.
WINNING COMPLIANCE. Traffic control is affected by persuading motorist and

pedestrians to comply with the provision of traffic laws, safe driving practices are thus
ensured. Compliance with regulations is won by public support; the public must understand
and approve both the purpose of the regulation and the methods used in effecting observance.
The police should win compliance:
(1) By informing the public of the best practices of driving and walking, and of the
nature and purpose of the regulation and its effectiveness in reducing accidents
and congestions;
(2) By the use of admonitions as warning and instructions, but not as rebukes or
reprimands;
(3) Only if first who fails to accomplish the purpose, by punishment in the form of
revocation of license, jail sentence, or fines.
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EFFECTIVE OF EDUCATION. Public education offers greater immediate results in
preventing accidents than either engineering or enforcement. The use of different media
outlets informing the public of the traffic regulations will win public support. A well rounded
program of education reaches more people than does an enforcement program because it
affect every citizen in the community.
PUBLIC EDUCATION OBJECTIVES. Public education in traffic safety should be

directed at two objective: (1) winning publics understanding of police traffic problems and
support of the programs, policies and methods used in their solution, and (2) improving habits
of safety among individual drivers, pedestrians and school children. Educational programs,
designed to accomplish these purposes, should be specific and forthright; little is
accomplished by vague generalities.
EDUCATION FIRST, THEN ENFORCEMENT. Enforcement not preceded and

accompanied by a thorough of the public regarding the regulation is almost invariably
unsuccessful. Punishments for a violation that results from ignorance of the regulation
usually creates a more adequate signs and markings and the dissemination of regulatory
information. Disposition of these inadvertent violators should be directed primarily at their
education.
Public relations activities avoidance of “accordion affect”, public address system

(PAS) or equipment, creation of junior traffic patrols, public school assistance, seminars, high
school safety programs, tapping local safety organizations could be contribute immensely to
traffic education.
TRAFFIC ENFORCEMENT
The primary purpose of traffic enforcement is to induce voluntary compliance with

reasonable traffic regulations. It is not objective of such enforcement violators, serve
citations, or arrest offenders, these are means used to attain the objectives of voluntary
compliance.
Traffic law enforcement includes all police activities relating to the observation of
traffic violations the police action to be taken such as warning, reporting, summoning, and
arresting. Whenever possible, the form of enforcement user should be designed to educate the
person who has violated the law and others who may be influenced by his example so that
such unlawful and unsafe driving will not be repeated.
Public education will not win compliance from all motorists. Enforcement procedures must
be used in dealing with nonconformists who persist in improper driving practices.
Enforcement is not limited to punitive measures based on arrest and prosecution but includes
such non-punitive procedures as active conspicuous and is usually more acceptable to
motorist than fines and jail sentences. Punitive enforcement is justified when these methods
fail; the extend of punishment necessary to affect a favorable accident rate is somewhat in
inverse ration to the amount of non-punitive activity.
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Punishment by itself will not increase driving skill, and if unfairly applied, it may
create or aggravate an improper driving attitude. Rigid punitive enforcement will fail unless it
is based on a sound foundation of favorable public sentiment created by suitable public
education. No permanent good may be expected from a control based on fear when the
majority does not favor the regulation. Traffic law, therefore, should be enforced with a
minimum punishment so that the unfavorable effect of punitive treatment on the attitude of
the driver will not destroy the enforcement tolerance of the community.
ENFORCEMENT TOLERANCE
The enforcement tolerance of a community is the amount or degree of enforcement

that may be maintained indefinitely with public as quiescence. It is determined by such
factors as the general temperament of the community, its leaders the press, and the reputation
of the department.
Public disapproval of traffic enforcement arises from a lack of understanding of its purpose
and value or from a conviction that it is unnecessary, unsuited to its purpose, or directed
against individuals without justification. The police should carefully build protect the reserve
of tolerance so that public resentment will not at any time suddenly overwhelm it. Purpose
less arrest should be avoided, and warnings and non-punitive enforcement procedures should
be substituted for citations when the driving history and circumstances warrant such action,
especially in the case of inadvertent violations. The attitude, manner, and personality of the
other officer who takes the action also strongly influence the amount of resentment
developed.
MAXIMUM SAFETY WITH MINIMUM PENALTY
Maximum safety with a minimum public inconvenience, penalty, and resentment

should be the police goal. Maximum safety is obtained by the use of the most effective
control procedures directed at the group most likely to have accidents, resentment results
from procedures that are not acceptable to the general public.
ENFORECMENT POLICY
The policy of enforcement must be set by the top administration of the police unit.
Too much fence-straddling is firmly establishing policy has fatal results on the effectiveness
of an enforcement program. The officers should know just what is expected of them while at
work.
SELECTIVE ENFORCEMENT
Selective enforcement is based on prediction and prevention of future accidents from

past experience. Selective enforcement is defined as enforcement proportional to traffic
accidents with respect to time, place and type of violation. Selective enforcement may result
from the use of extensive studies and computer-based record systems, but it can also be based
upon a manual study of accident records, and accident location spot map, or a responsive
supervisor eager and ready to listen to the feedback from traffic officers working in the field.
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The contribution of selective enforcement to traffic control is that is planned patrol
work which creates an impression of police effectiveness in the minds of drivers using certain
area, and as a result, induces an unusual voluntary compliance with vehicle code regulations.
ENFORCEMENT TECHNIQUES
Principal enforcement techniques generally fall into the following classifications:
1. The enforcement effects by the uniformed officers on interest assigned to mobile

units for general duty police patrol. The voluntary compliance aspect of this type
of enforcement action exits only in the officer’s presence.
2. Patrol and enforcement by traffic officers in plainly marked cars or on
motorcycles. High-level deterrent value, but again only in presence of officers.
3. Enforcement at accident scenes for violations contributing to the accident. Usually
effected by the uniformed accident investigators, this enforcement has a value in
accident prevention, but it is believed to be high because of its great selectivity of
enforcement against the driver contributing to accident causation.
4. Patrol by uniformed officers in unmarked cars. A new technique with a high
voluntary compliance value that extends far beyond the presence of the officer.
5. Radar speed management by uniformed officers with plainly marked chase
vehicles, but unmarked radar-screen cars. Radar has a high voluntary compliance
ratio beyond the presence of the officer.
6. Speedometer operation by uniformed personnel. Another form of speed
management permitting speed enforcement in areas not suited to pacing, or
warranting radar speed management signing and enforcement. Effective deterrent
beyond the presence of the uniformed officer, but hardened violator’s soon learn
to look for the tubes in the roadway. New clear, plastic tubes are extending the
psychological range of this device.
7. Air-ground speed control by an airborn patrolman clocking violators with a
stopwatch over previously marked stretches of highway with support from
patrolmen in chase vehicles in the area. While aerial supervision is effective far
beyond the presence of the uniformed officers, this technique is expensive and
difficult to justify.
8. Safety checks or road blocks manned by uniformed officers in plainly marked
vehicles. Preventive influence rests mainly in the field of persons operating
without a license or while license suspended, auto thieves, and drunken drivers.
Effective, but it is presently lacking in public acceptance.
The effect of extending enforcement as a deterrent beyond the presence of the police officer
can be achieved, and should become an objective of police managers because it extends
police managers because it extends police coverage at little cost. It is used to extend the
driver’s belief in the omnipresence of the police.
The clientele of the law enforcement agencies of driver control can be loosely grouped into
two main classes (1) the occasional offender and (2) the chronic offender.
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The occasional offender is in the majority. This is the driver who races along the highway
with no greater need than the fact that time was running on an dental appointment, the
“weaver” who cuts in and out of traffic solely to appease an underlying desire for excitement,
and the drunken driver who escapes reality through alcohol.
The chronic violator is a social deviate who has been defined as an “accident riding around
looking for a place to happen.” This is the type of driver who way have previous speeding
violations recorded on his license but still violates the speed laws.
Possibly the only remedy for this type of driver is suspension or revocation before self-
destruction at the wheel of the car involves the good health of other users of the highway.
DRIVER CONTROL. An effective driver control program must encompass at least

three agencies (1) Police, (2) Courts, and (3) State licensing agency.
The mission of these three organizations is to keep the dangerous driver off the road and to
improve the habits of other drivers.
TRAFFIC ANALYSIS. An important part of the enforcement program is the

analysis of accident reports to determine the most appropriate times and locations for
enforcement. The traffic division should prepare memoranda and maps showing the location
of “hot” streets intersections. The memoranda should list the desired kind of enforcement
action, as well as the locations and times of accidents. These materials should be distributed
to the patrol division as well as to traffic officers.
TRAFFIC ENGINEERING
Traffic Engineering – that phase of engineering which deals with the planning and
geometric design of streets, highways and abutting lands, and with traffic operation thereon,
as their use is related to the safe, convenient and economic transportation of persons and
goods (Institute of Traffic Engineers, USA).
The objective of traffic engineering is to “…achieve efficient, free, and rapid flow of traffic,
yet, at the same time, to prevent traffic accidents and casualties.”
Traffic engineering is new and dynamic. Its procedures are based on engineering disciplines,
and while planning and geometric design are fundamental techniques, traffic engineering now
includes regulation and control among its tools for improving the performance of existing and
planed streets and highways.
General Traffic Engineering – builds safety and facility into highway system; it
includes large-scale, long range planning and construction of major improvements in the
streets and highway system.
Police Traffic Engineering – is primarily concerned with the discovery and remedy
of accident and congestion hazards. Survey, studies, compliance checks and the tabulation of
accident and enforcement facts provide data relating to accidents, traffic flow and volume,
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and parking and driving practices. These data must be analyzed to reveal physical conditions
that contribute to accidents and congestion.
Traffic engineering is a modern procedure for coping with the three elements of street and
highway traffic:
(1) The road user

(2) The vehicle and its load, and
(3) The road itself
A city engineer may be able to initiate a comprehensive classification plan providing
a street and highway network so integrated as to provide satisfactory access flow in
full recognition of the tree factors entering into the selection of a street and highway
system:
(1) Location of traffic generators

(2) Access to properties, and
(3) Land use areas
The high volumes attendant to city growth usually present a problem for police traffic control
to hold the fort until the traffic engineer can plan and design improvements and secure funds
for their construction and operation.
Road facilities are improved in three ways: (1) applying traffic engineering skills to existing
roadways, (2) physical improvement of existing facilities and (3) construction of new
facilities.
Types of Roadways
The function of local streets is to provide access from a collecting street to abutting land and
properties. The characteristics of local streets are (1) low speeds, (2) low volume (3) provide
access to abutting lands, (4) provide for turning moves to give access to local
establishments and (5) curb parking.
Collecting streets provide access from a local street to a major arterial system. Such
streets must provide access to business establishments and local residence while at the same
time providing for through traffic movement and more efficient operation than local streets.
While speeds are as low as local street, a collecting street handles a greater volume of traffic
though providing only limited curb parking.
Major arterial streets provide for the through movement of large volumes of traffic.
While streets in this category may serve abutting property, the primary purpose of these
roadways is to provide uninterrupted movement of a high volume of a through traffic. They
are characterized by access control and no parking.
Expressways or thruways provide for the through movement of large volumes of

traffic between major traffic generating areas. Characterized by the uninterrupted flow of
large volumes of traffic between major traffic generating areas or through a city or other area
of congestion. These roadways do not only have limited access and no parking, but also have
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adequate deceleration and acceleration lanes as well as adequate shoulder or turn-outs for
emergency parking of disabled vehicles.
CAPACITY CRITERIA
Capacity is a generic expression pertaining to the ability of a roadway to

accommodate traffic.
Capacity criteria must also include the speed of vehicles, spacing between vehicles,
the relative interference between vehicles, as well as the number of vehicles that can pass a
point on a roadway in a specified period of time.
ROADWAY CAPACITY depends primarily upon (1) Composition of traffic (2) Alignment
of the roadway (3) Number and width of lanes and (4) Speeds of vehicles using the roadways.
(1) Prevailing Roadway Condition. These conditions are determined by the

physical characteristics of the roadway, and do not change unless some
construction or reconstruction work is performed. Poor planning and design of a
highway may result in a roadway whose prevailing roadway condition make it
difficult to move traffic without accidents when the roadway is operated well
within the limits of planned capacity.
(2) Prevailing Traffic Condition. The conditions of traffic are dependent upon the
vehicles and pedestrians using the roadway. These conditions may change during
various seasons of the year, periods of the day, and in some locations from hour to
hour. Prevailing traffic conditions are also affected by holidays, parades, sporting
events, construction and other traffic generators or hindrances.
(3)
CAPACITY LEVELS
BASIC CAPACITY is the maximum number of vehicles that can pass on a given
lane or roadway during one hour under the most nearly ideal roadway and traffic conditions
which can possibly be attained. Actually this is a theoretical measure, as it is most difficult to
secure ideal conditions when roadways are subject to maximum use.
POSSIBLE CAPACITY is the maximum number of vehicles that can pass a given
point on a lane or roadway during one hour under the prevailing roadway and traffic
conditions. This is a positive measure of quantity. It cites a traffic volume that cannot be
exceeded without changing one or more of the prevailing conditions.
PRACTICAL CAPACITY is the maximum number of vehicles that can pass a given
point on a roadway or in a designated lane during one hour without traffic density being so
great as to cause unreasonable delay, hazard or restriction to a driver’s freedom to maneuver
under the prevailing roadway and traffic conditions.
SATISFACTORY CAPACITY is the great range between possible and practical

capacities. Generally, local traffic engineers develop the intermediate term, satisfactory
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capacity. This term denotes the level of operating conditions acceptable as satisfactory by the
majority of local motorists.
The most important factors that may reduce practical capacity are the following:
1) Lanes less than twelve (12) feet long have a lower capacity.
2) Retaining walls, bridge abutments, parked cars, etc. all reduced the effective
width of a traffic lane, it causes lane- straddling and result in lower capacity.
3) Lack of adequate shoulders also reduces the effective width of a traffic lane by
causing vehicles to shy away from the edge of the pavement and travel towards
the center of the roadway. Greatest reduction in capacity is when the width of the
shoulders of the road will not permit parking of disabled vehicle out of the traffic
lane.
4) Commercial vehicles occupy a greater road space and influence other traffic more
than other passenger cars. They are slow moving especially on grades, and are
slower to close gaps.
5) When drivers are restricted in their freedom of movement by restricted sight
distances the capacity of the road will be lowered. Sight distances of from 1,500
to 2,000 feet are necessary on two (2) and three (3) lane rural highways.
6) Controlled intersections impair highway capacity by depriving the traffic stream
of a portion of the time during which it would otherwise be on the move.
ONE WAY STREETS
Extensive one-way street or avenue application is within the province of traffic engineer. The
far reaching advantages of one-way streets to the community as a whole in increasing
capacity and reducing conflict more than offsets the often theoretical disadvantages to
individuals and firms in the affected area resulting from loss of traffic in one direction.
There are three (3) types of one-way streets:
Class I: One way direction at all times;

Class II: One way direction reversed during certain hours of the day;
Class III: One way directions during peak periods reversed to meet commuter traffic
demands and returned to normal two-way operation during off-speak hours.
INTERSECTION
Signalization of an intersection reduces capacity as much as 25 percent and possibility more.

Generally, the factors that influence basic capacity at intersections are (1) turning
movements, (2) commercial vehicle, (3) pedestrians interference, (4) weather and other
environmental conditions.
Practical capacity of any intersection approach is the maximum volume that can enter the
intersection from that approach during on hour with most of the drivers being able to clear the
intersection without waiting for more than one complete signal cycle.
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STEPS IN POLICE TRAFFIC CONTROL
The objective of the police traffic control is to “secure compliance with the law, expedite
the flow of traffic and promote the safety of motorist and pedestrians.”
The basic objective of police traffic control is the movement of traffic with safety.
Control of Traffic is accomplished in (3) steps:
1. The causes of accident and congestion must be discovered; facts are gathered and
analyzed for this purpose.
2. These causes must be remedied; changes must be made in the physical conditions that
create hazards and legislation must be enacted to regulate drivers and pedestrians.
3. The public must be educated in the provisions of traffic laws and motorists and
pedestrians must be trained in satisfactory movement habits; compliance with
regulations must be obtained – if need be by enforcement. The police should initiate
and coordinate the efforts of other agencies that are also concerned with these
activities.
Traffic Control includes devices and aids:
a. Elementary requirements
1. They should compel attention
2. They should convey a simple, clear meaning at a glance
3. They should allow time for response
4. They should command respect
b. Fundamental traits
1. Design and outward aspect of the device

2. Position or placement with respect to the normal line of vision of road users
3. Maintenance of the condition appearance and visibility
c. Types of Traffic Control Devices and Aids
1. Traffic signs
2. Pavement Markings and Markers
3. Traffic Lights Signals
4. Traffic Islands
TRAFFIC SIGNS – a device mounted on a fixed or portable support whereby a message is

conveyed by means of words or symbols, officially erected or installed for the purpose of
regulating, warning, or guiding traffic.
Function: To control, safeguard, expedite or guide traffic
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Types of Traffic Signs
1. Regulatory Signs
2. Warning Signs
3. Guide Signs
REGULATORY SIGNS
Functions. (a) To impose restrictions applicable at particular location usually enforceable in

the absence of such signs.
(b) To inform road users of certain laws and regulations the violation of
which constitute a misdemeanor.
Classification:
(a) Pedestrian Islands
1. Loading Islands
2. Refuge Islands
(b) Traffic Islands
1. Division Islands
2. Channelizing Islands
3. Rotary Islands
4. Pedestrian Island
Division Islands; Function: To separate opposing flow of traffic in a Highways.
Rotary Islands; Functions: (1) Constructed at intersections to guide motor vehicles with
orderly courses; (2) To prevent or reduce weaving and maneuvering (3) to protect turning
vehicles for thru traffic (4) to minimize possible conflicts (5) to provide convenient space for
traffic control devices (6) to serve as refuge islands for pedestrians.
Rotary Islands; Functions: To merge traffic into and emerge from one-way movement
around the central islands.
Pedestrian Barriers; Function (1) Prohibit pedestrian crossing on major thoroughfares at
points where such crossing are exceptionally hazardous (2) to minimize impedance and
delays to vehicular traffic movement.
(a) Stop signs (d) Parking series
(b) Speed series (e) Pedestrian series
(c) Movement series (f) Miscellaneous series
WARNING SIGNS
Functions: (1) To warn traffic of approaching hazardous conditions either on or

adjacent to the road ;(2) To seek caution on the part of the motorist of the approaching hazard
;(3) to call the reduction of speed.
GUIDE SIGNS
Functions: (1) To guide motorist along established routes ;(2) to inform him of the
proper routes ; (3) to help him along his way in the most simple and direct method
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Types of Guide Signs

1. Route Markers
2. Destination and Distance Signs
3. Informative Signs
PAVEMENT MARKINGS. All lines, patterns, words, colors or other gadgets except signs
set into the surface or applied upon or attached to the pavement or curbing, or to objects
within or adjacent to the roadway officially for the purpose of regulating, warning or guiding
traffic.
Functions: To convey warning on information to the roads users without diverting his
attention from the roadway under favorable conditions.
Types of Marking
1. Pavement 3. Object Markings
2. Curb marking for restrictions 4. Reflectorized Marking
Pavement Center lines, lane lines, pedestrian lanes, stop lines, parking space limits, no
passing zones Curb Warning for Restrictions, corner markings which prohibits parking or any
obstruction.
Object Marking: painted fixed poles, vertical ends of bridges and piers.
Reflectorized Marking: Road delineators, metal inserts with or without reflective buttons.
TRAFFIC LIGHT SIGNALS – a power operated traffic control device by which traffic is
warned or directed to take specific actions.
Functions. To control and facilitate safe movement of vehicles or person being
controlled.
Classifications:
1) Traffic Control Signals (Stop and GO)
a) Fixed time signals

b) Traffic actuated signal
2) Special Pedestrians Signals
3) Other special traffic Signals
a) Flashing beacon and signals

b) Lane direction traffic signals
c) Traffic signals and drawbridge
4) Train approaching signals and gates
a) Flashing red and wigwag signals

b) Automatic crossing signs
Fixed time signals – a traffic control signal by which traffic is alternately commanded to
stop and permitted to proceed in accordance with a pre-determined time schedule.
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WARRANT FOR INSTALLATION

1. Minimum vehicle volume; 2. Interruption of continuous flow; 3. Minimum
pedestrians; 4. Coordinated movement; 5. Accident hazard; 6. Combination of 1 to 5.
TRAFFIC ISLANDS. Areas within the roadways construction in a manner to establish

physical channel thru which traffic is guided.
Functions. (1) To segregate pedestrians and vehicle. (2) to control streams of traffic in
order to minimize conflict; expedite traffic flow or increase safety; (3) to channelize and
control pedestrian movement.
APPLICATION
1. At pedestrians underpass or overpass locations to compel pedestrians use of the

overpass or underpass.
2. At complex intersections.
3. Along center of roadway where unusual traffic conditions require physical barriers to
pedestrians;
4. At other points to expedite the flow of traffic.
International Road Signs
These International Road Signs were adopted at the 1968 United Nations Convention
on Road Signs and Signals of which the Philippines is a signatory.
As explained in the convention, the system of signs and signals which it has
prescribed is based on the use of shapes and colors.
Characteristics of each class of sign, and whenever possible on the use of graphic
symbols rather than inscription with a few exceptions one of which is the STOP sign of the
United States. It has been adopted because it is understood practically by every motorist
regardless of nationalities.
SIGNS, SIGNALS, ROAD AND PAVEMENT MARKINGS
A thorough knowledge of traffic signs, signals and road and pavement markings is necessary
to all drivers. Every motorist must be able to recognize and obey them without hesitation
even without the presence of traffic police officer.
Signs, signals, roads and pavement markings are placed on our highways to inform,
warn, and regulate drivers. They must always be obeyed, violators will be apprehended.
There are five basic signs shapes. Some means only one thing, while others carry a
number of different messages, warning of hazardous conditions or stating the law. The most
familiar sign is the STOP sign. It is red and white and it is eight sided. It is understood
practically by every motorist regardless of nationalities. It means come to full stop proceed
only when it is safe. When you see the triangle red and black signs, it is a warning to alert
drivers to take the necessary precautions of the dangerous conditions ahead, such as
approaching a signal light ahead, men working, curves, hills and slippery roadways. Then we
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have the round ad red signs which denote regulation on the movement of traffic such as
turning and passing regulations and other rules. When you see the round black yellow sign it
is a warning that you are approaching a railroad crossing. Then we have the red equilaterals
triangle sign which is posted at an intersection directing every direction to yield the right of
way to the vehicles on the roadway being entered.
Pavement markings are important aids for safe driving especially on the highways.
The center lane tells you what part of the road should you stay and the no passing lines
warning you that you cannot see far enough therefore, you should not venture out of your
lane in order to avoid crashes on the coming and passing vehicles.
Never disregard or ignore traffic signs. You may be able to escape the danger or the
apprehensions, once; twice; or even thrice which convinced you that the signs are useless…
then suddenly on your next attempt…crash. Be a smart driver, learn to obey the signs all the
time in order to stay out of an accident. You will not only be saving your life but the lives of
others. As driver of the roads, we should learn the basic shapes and should know the meaning
of each. We should also learn the meaning of the other signals, pavement and road markings
and other regulatory devices.
Observe all speed limits and be ready always to adjust your speed to conditions.
Extend every courtesy to other motorist and pedestrians at all times when driving.
Courtesy and attention are not required by law. But they are probably the most
important driving habits you can develop and should practice whenever you drive a car.
PAVEMENT MARKINGS
The pavements of all main highways have certain marking to help you drive safely.
These include the center lane lines, barrier lines and directional arrows depending upon the
type of highway and the needs for such markings to make the road safe under the varying
traffic condition.
A knowledge of a purpose and use each type of marking is important in order for you
to drive safely. Failure either intentionally or by ignorance to observe the lines can prove
disastrous.
The following is a brief description of each marking usually on the pavement.
PAINTED CROSSWALK
Painted crosswalk on pavements are placed at intersections and other places where
there is considerable pedestrians traffic to provide pedestrians with safety zone when
crossing. You must never stop your car partly or wholly within the crosswalk.
Pedestrians should cross at these locations after looking both ways to make sure it is
safe to cross, they should obey any traffic light that may be in operation. Driver must
approach these zones cautiously.
LANE LINES, CENTER LINES, BARRIER LINES
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This broken line is used to define or separate traffic lanes. It permits crossing from
one lane to another if there is simple passing distance and if the opposing lane is clear of
traffic.
This solid white line is used to separate opposing streams of traffic. Crossing is unlawful
except where ample sight distances exits and where the opposing traffic lane is clear of
traffic.
A solid yellow line means that your driving lane prohibits you from passing other
vehicles.
Double yellow lines on the road or highway indicate two-way traffic where passing is
not allowed. It separate the opposite travel lanes, crossing double yellow line is not allowed.
Broken yellow line, two-way road/highway means no overtaking or passing is

permitted only when the road ahead is clear.
Traffic Circle a circular intersection, where traffic is maintained in all direction so

constructed as to allow vehicle to enter or leave it any of the converging road, or to change
course without interruption of the flow o traffic.
TRAFFIC ECONOMY
TRAFFIC ENVIRONMENT/ECOLOGY
This pillar of traffic involves all the steps undertaken by the concerned agencies &
individuals in helping prevent.
TRAFFIC EN-ACTMENT The necessary laws, rules, policies, city ordinances and the like
must be formulated in order to support all the efforts to be undertaken to facilitate an efficient
traffic management and administration.
CHAPTER III
ACCIDENT is described as an event, occurrence or happening which is unexpected

or undersigned, which has an element of chance or probability and which has undesirable or
unfortunate results.
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KINDS OF TRAFFIC ACCIDENTS
1. Motor vehicle traffic accident occurs when a motor vehicle in motion on a

public street or highway (traffic way) causes death, injury or property damage.
Example: Ordinary collision between automobiles on a highway.
2. Motor vehicle non-traffic accident is any motor vehicle accident which occurs
entirely in any place other than a traffic way. Example: accident on a private
driveway.
3. Non-motor vehicle traffic accident is any accident occurring on a traffic way
involving persons using the traffic way for travel or transportation, but not
involving a motor vehicle in motion. Example: pedestrian and cyclist in a traffic
way.
Police have learned that the anatomy of an accident in keyed to one significant event
in its happening, and contributing causes of accident can be developed from this event and
direct causes.
Accident investigation must serve two general purposes:
1. Securing facts upon which to base an accident prevention program;

2. Determining responsibility for accidents when possible
The technique of investigating accidents is to go back in reconstructing the
accident as far as possible from the position of final rest of the traffic unit involved
and determine the multiple causations and circumstances leading to the accident
situation. What are the causes that created the effect? What were the circumstances
that created the environment in which the event took place? Briefly, how and why did
the accident occur?
To mount and direct a specific attack on the causes of traffic accidents, the police
accident investigator attempts to fix responsibility on or more of the following:
(1) The vehicle

(2) The highway, and
(3) The road user
The investigator is presumed to be competent and diligent individual who will
disclose and record all available facts in the course of his investigation and dissect an
accident into its major parts-the chain of events.
In every accident one event in the chain of events is the key event. This is the event
that fixes a time and place for the accident. From this time and place the assigned investigator
can measure other events. The major links in the chain of events making up an accident are
the following:
1. Key event
2. Perception of hazard
3. Possible perception
4. Point of no escape
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The key event is an event on the road characterizing the manner of occurrence of a
traffic accident involving motor vehicles. It is whichever of the following events occurs first:
(1) running off the road, (2) non collision on the road, or (3) collision on the road.
Once the investigator has established the time and place of the accident from
determination of the key event, he must work back along the path of the vehicles involved
and ascertain the location at which the operator sensed the approaching hazard in all of its
implications at this point perception, but there is a warning. The normal routine is perception,
realization or recognition, decision and action.
Possible perception is a link in the accident chain dealing with the reaction of a
normal person. Prompt perception occurs when possible and actual perception are very
closed. Maximum delayed perception occurs when the actual perception is delayed until
impact shock alerts the driver.
The point of no escape is that location and that time after or beyond which an accident
cannot be prevented by the driver or pedestrian (traffic unit) under investigation.
There are three or more links in the chain of events of an accident which must be
studied for a comprehensive investigation when they are present situation.
1. Initial behavior
2. Maximum engagement
3. Final rest
INITIAL BEHAVIOR is the movement, position or failure to signal intent of a driver or

pedestrian that creates an accident-prone situation and is characterized by either unusual,
illegal, improper or hazardous behavior by the traffic unit under investigation. It is the
beginning of the path of a vehicle or a pedestrian to its position of final rest.
POINT OF MAXIMUM ENGAGEMENT and PLACE OF FINAL REST of the traffic

units involved serve mostly to track the paths of the vehicles and give some information on
the impact speed. Many investigators, however, fail to develop the path of vehicles before
and after engagement as a source of the how factor in accidents; a lesser number use these
paths to assist in estimating the energies at impact; from this energy they develop the speed of
one or more of the traffic units involved.
CHAIN OF EVENTS IN A VEHICULAR ACCIDENT
1. Perception of hazard – is seeing, feeling, or hearing and understanding the usual

or unexpected movement or condition that could be taken as a sign of the accident
about to happen. Or point of possible perception – is the place and time at which
the unusual or unexpected movement or condition could have been perceived by a
normal person.
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2. Start of evasive action – is the first action taken by a traffic unit to escape from a
collision course or otherwise avoid a hazard.
3. Initial contact – is a first accidental touching of an object collision course or
otherwise avoid a hazard. Or point of No escape – is that place and time after or
beyond which the accident cannot be prevented by the traffic unit under
consideration.
4. Maximum Engagement – is greatest collapse or overlap in a collision. The force
between the traffic unit and the object with are the greatest at maximum
engagement.
5. Disengagement – is separation of a traffic unit in motion from an object with
which it has collected. Force between the object cease at this time.
6. Stopping – is coming to rest. It usually stabilizes the accident situation or Final
position – is the place and time when objectives involved in an accident finally
come to rest without application of power.
In accident investigation, there are factors to be looked into in order to get the
entire picture of the incident.
DRIVERS FAILURE
To fully investigate driver failure as a contributing circumstance of an accident. It is

necessary to first back down a driver’s self-confidence. Most drivers make little self-
identification. “I’ve been driving thirty years and never had an accident.” “Yes, I drive fast,
but I do not have accidents”.
Emotional distress, suicidal tendency and the like contribute to driver’s failure.
VEHICLE DEFECTS
Accident reconstruction has not been very successful in isolating mechanical failures
in a vehicle as contributing to an accident. Mechanical fault or malfunction is often hidden by
the damage wrought in the accident. Some vehicles without apparent defects are unsafe at
any speed flat tire, defective steering assembly, defective brakes, defective lights, defective
wheels.
ROAD CONDITIONS
Investigators may conclude that the presence of type of road, and geometry, dry or
wet road condition, weather, light condition, traffic control, and sight distance may have
contributed meaningfully to the accident. The absence of another road factor may have been a
contributor, or some combination of environmental factors might be classed among the
multiple causes of a single accident.
CLASSIFICATION OF ACCIDENTS
The investigator must classify an accident in accordance with collision and non-
collision grouping, utilizing his determination of key for this purpose.
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All accidents are classified as a fatal when a person is killed, as a critical accident
when the personal injury is serious and the victim likely to die; as serious when
personal injuries are extensive and serve; as minor in cases of lesser personal injuries;
property damage only when no one is injured in the accident.
Classification of Accident according to severity
Property damage ………………………………….. 1
Non-fatal (slight) ……………………………………. 2
(less serious) ……………………………………. 3
(serious) ……………………………………. 4
Fatal ……………………………………………………….. 5
THE ACCIDENT INVESTIGATOR is concerned with drivers and pedestrians involved in

accidents, witness, physical evidence, vehicular defects, and road and weather conditions.
In an accident investigation the assigned police investigator must get to the scene of the
accident, administer first aid, make appropriate requests for assistance, direct traffic,
interview principals and witnesses, examine and safeguard the scene, collect and preserve
evidence, and the appropriate photographs and measurements. He has to prepare necessary
sketches and reports and take appropriate police action. HE closes out his investigation by
filing in the police records division and participating in the criminal action arising from an
on-scene arrest, citation or complaint.
SERVICING ACCIDENTS
Preparing for the Investigation. Travel time to the accident scene from the point at
which the radio notification was received will be shortened if the accident investigator has a
thorough knowledge of the main arteries of the area and the obstacles to shortcuts. A well-
planned route, traveled at normal and legal speeds, insures a prompt arrival without accident
to the investigator’s car.
Upon arrival at the scene, the investigator should promptly park his police vehicle
safely and in a position oriented to the accident (1) the warning lights of the police vehicle
should be used to warn approaching traffic and help to protect the integrity and safety of the
accident scene, (2) The white light illumination of the police vehicle’s headlights should
contribute to the safety aspect of the scene, (3) The officer parked police vehicle should be in
a position to facilitate the use of the police radio and not to expose the officer to the hazard of
crossing any moving traffic stream in moving from or to the car.
Service Procedure: The first police officer at the scene of an accident should proceed
as follows:
1. Survey the scene-determine the type of aid and assistance required.
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2. Attend to injured person or persons-make them comfortable physically and
mentally, keep them warm and assure injured persons that aid is on the way-and
administer first-aid procedures.
3. Call for, or have a responsible person call for necessary assistance.
4. Locate operator(s) involved and obtain license.
5. Request capable volunteers to help safeguard are to prevent fire, secondary
accidents, movement of injured by unskilled individuals and eradication of skid
marks or the destruction of other physical evidence at the scene. Stop or detour
traffic, if necessary.
6. Prevent theft of the personal property of accident victims and participants.
TESTIMONY. The accident investigator should locate the operator(s) of the vehicles
involved as soon as he arrives on the scene. If he is the first officer to arrive, then he should
do this as he pursues the necessary duties of servicing the accident scene. Witness should also
be located by skilled observation and diplomatic questioning at this time or immediately
following the tentative identification of the operator(s) of the vehicles involved.
Before any questioning the accident investigator must survey the scene of the accident
and call upon his individual expertise for a working theory of the cause of the accident, the
contributions of the participants, and the likely violations of the law.
Interviews should be on a one-on-one basis and should be conducted with as mush

privacy as is possible at an accident scene. Structured interview does not mean that the person
being interviewed is not given an opportunity to relate what they observed in narrative
fashion.
A follow-up interview may be required because of conflict between the stories of

persons interviewed.
PHYSICAL EVIDENCE
Physical facts. Accident investigators thoroughly examine the scene of an accident

for physical facts which will contribute to the investigation of the accident.
The accident should be reconstructed in sequence, with the investigator working from
the position of final rest to the approach path of the traffic units involved. The key to accident
reconstruction is two P’s. position and path.
Highly perishable items of evidence (blood, flesh, dust and dirt etc.) should be
collected, properly, marked, tagged, wrapped and prepared for transport. Other evidence,
such as gloss from headlight lenses, front grill fragments and the shoes of pedestrians’
victims, is collected and preserved and prepared for transport. The examination and search
for physical facts is then extended to the vehicles.
WRITTEN REPORTS
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Since a sketch of an accident scene and the photographs of an accident reproduce
scene conditions, a written report must correspond with such evidence. All too often a
written report disagrees with photographs or the scene sketch, or both. This is
particularly true of the narrative portion of a report. This story of the accident must be
aligned with the facts indicated in scene photos or in accident diagrams.
ENFORCEMENT ACTION. Enforcement action is a primary objective of accident

investigation. The effectiveness of the traffic control program can hardly be criticized
when police action shortly after an accident is directed at the person causing the
accident.
Prosecuting of Offenders. The police shall file the necessary charge before
the prosecutor’s office as soon as all the facts and evidence are gathered.
Closing Case. The police accident investigation is closed when the accident
has been serviced, the accident investigation completed, the police action taken and
related administrative work conclude.
PNP’s practice is that once the case is filed in court it is considered

closed/solved.
What to look for on the road: marks on the road help tell what happened
Six classes of marks left on the road by accident:
1. Debris
2. Damages to roadside objectives and miscellaneous marks on the road
3. Marks by metal on road surface
4. Tire imprints (tire rolls-no sliding)
5. Skid marks (tire slides-no rolling)
6. Scuff marks (tire rolls and slides)
DEBRIS – is the accumulation of broken parts of vehicles, rubbish, dust and other
materials left at the accident scene by a collision.
Nine varieties of debris:
1. Underbody debris; dirt, paints, rust, tar, etc.

2. Vehicles parts: grease, body parts, chassis parts, tires
3. Vehicles fluid, coolant, oil, brake fluid, transmission fluid, battery acid
4. Liquid cargo
5. Granular cargo (loose material such as gravel, grain, feed, fertilizer, coal, Portland
cement or salt)
6. Other cargo (livestock, luggage)
7. Road material
8. Clothing
9. Blood (human or animal)
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DAMAGE TO ROADSIDE OBJECTIVES AND MISCELLANEOUS MARKS
ON THE ROAD:
1. Broken roadside objects

2. Scraped roadside objects
3. Broken guardrails and barricade
4. Pedestrian slide marks
5. Holes in roadside or snow
6. Piles of dirt or snow
7. Footprints
MARKS BY METAL ON ROAD SURFACE
1. Scratches of surface
2. Scrapes of surface
3. Chips in pavement
4. Chops in pavement
5. Grooves in pavement
6. Furrow in soft material
CORNERING – is turning vehicle in a curve of short radius for its speed or driving
around a curve at a high speed for its radius.
IMPRINTS OF TIRES
Imprints – are any mark on the pavement or ground left without sliding by
tires on rotating wheels.
TIRE IMPRINTS:
1. Prints of wet substance by tire tread

2. Impression of soft materials by tire tread
3. Deposits from collision debris
4. Ruts in soft material
TIRE PRINT – is made when wet or sticky substance is picked up by a tire in one
place and deposited in another place.
RUTS – are deep, firm, grooves or tracks on snow or moist earth left by wheels of
vehicle rolling backward or forward.
SKIDMARKS – are marks left on the road by tires that are free rotating usually
because brakes are applied strongly enough to lock wheels.
KINDS OF SKIDMARKS
1. Pavement grinding
2. Tire grinding by rough pavement surface
3. Erasing
4. Squeegee of wet pavement
5. Smear of soft material
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6. Smear of warmed bituminous material
7. Smear of warmed tire
8. Scrub of tire during collision
9. Furrows of soft materials
SCUFF MARKS – are sign left on the road by tire that are sliding or scrubbing while
the wheel is still turning.
KINDS OF SCUFF MARKS
1. Decelerating scuffs
2. Accelerating scuffs
3. Side scuffs-cornering
4. Combination scuffs
5. Scrub of tire during collision
6. Flat tire scuffs
7. Furrows in soft materials
HIT AND RUN INVESTIGATION IS A COORDINATED ACTIVITY
Individual action at the time and place of accident
1. Investigator gets the best possible description of

a) The car
b) Probable damage to it
c) The drivers
d) Passengers
a. Positive identification not possible, Investigator immediately gives

description to station or headquarters to start group action.
b. Positive identification possible because driver
i. Recognized
ii. Complete registration number observed
iii. Ownership of vehicle established by name on it.
1. Investigator may clear case within the matter of minutes or hours.
2. Investigator may turn information over to others to clears case because the
violator is:
a. Out of his jurisdiction
b. Cannot leave present assignment
c. Has other more urgent duties such as investigation of another accident.
Investigator finds and preserves clues to prove identity of vehicle especially broken
parts.
GROUP ACTION TO ESTABLISH WIDE NET (may include other jurisdiction)
1. Immediately established widest possible search net by alerting patrol units and
others to look for vehicles like that described.
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2. Canvas garages, parking lots, etc. start automatically after about half an hour on
the theory that if the car was not caught in not it may have been gone somewhere.
Canvas may be repeated later.
3. Forms letters sent to garages or canvass repeated to close gap left by possibility
that car was brought in after first canvass.
4. Form letter sent o parts distributors, repairs, shops, etc. for information on persons
ordering parts such as those damaged. Start day following accident.
5. Continue lookout by all patrol cars for several days. Description and other data at
roll calls, etc.
6. Use press, radio, TV, print asking information
7. Special search for registration records.
INDIVIDUAL FOLLOW-UP ACTION
1. Regular return to scene looking for witness or additional evidence.

2. Canvas neighborhood, route of travel and other possible areas for new witnesses.
FINAL INDIVIDUAL ACTION TO CLEAR CASES:
1. Identity vehicle when loaded

2. Confront suspect owner or driver, should lead to confession. May be most
important single step in clearing case.
3. Make arrest
Different violators have different personalities, and may react differently on
certain situation, and is particular manner depending upon the varied reasons behind
the commission of a specific violations in the traffic, so that the police officer must be
able to adjust with the different situation and personalities of their subject.
PROCEDURES FOR HANDLING VIOLATORS
1. Get your emotions under control

2. Know what you are going to do
3. With friendly solutions
4. Tell him why you stopped him and what are going to do about it
5. Don’t ask question which will encourage him to lie. How fast do you know the
speed limit?
6. Don’t put the violator in the police vehicle (argument starts)
7. Don’t argue with him (increase tension)
8. Be tactful (understand him with enthusiasm)
9. don’t be talked into or out of anything
10. Don’t lecture or scold (making him mad)
11. Never discuss fines or bonds
12. Avoid any action that could be mistaken for solicitation as a bribe
13. Be courteous and respectful
TERMINATING THE INTERVIEW
1. Explain how he could avoid future difficulties

2. Thank him for his future cooperation
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3. Don’t apologize for the ticket. Its for your own good not yours
4. Help him back to traffic
5. Bid him “good day” etc.
6. Don’t follow his direction, change your direction
CHAPTER IV
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KINDS OF TRAFFIC SIGNS
 REGULATORY
 WARNING
 GUIDE OR INFORMATIVE
Regulatory signs-intended to inform road-users of special obligations, instructions or

prohibitions which must be complied by the driver. A round shape is used for regulatory
signs with exceptions of STOP & YIELD signs.
Warning signs- are intended to warn road users of the danger on the road and to inform them
of its nature. It has an EQUILATERAL TRIANGULAR shape with one side
HORIZONTAL.
Regulatory Sign
All the compulsory signs are indicated in a circular form. The violation
of traffic or road regulations indicated buy these signs is a legal offenses!
Vehicle
All motor
Prohibited in Truck Bullock cart Tonga
No Entry One Way One Way vehicles
both prohibited prohibited prohibited
prohibited
directions
Hand cart Cycle Pedestrians Right turn Left turn U-turn Overtaking
Horn prohibited
prohibited prohibited prohibited prohibited prohibited prohibited prohibited
Right hand Left hand Hair pin bend Hair pin bend Right reverse Left reverse
Steep ascent Steep decent
curve curve right left bend bend
Narrow road Wide road Narrow Cycle Pedestrian

Slippery road Loose gravel School ahead
ahead ahead bridge crossing crossing
Gap in Side road

Men at work Cattle Falling rocks Ferry Cross road Side road left
median right
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Staggered Staggered Major road Major road

Y-intersection Y-intersectionY-intersectionY-intersection
intersection intersection ahead ahead
Mandatory signs
Mandatory signs are road signs which are used to set the obligations of all traffic
which use a specific area of road. Unlike prohibitory or restrictive signs, mandatory signs
tell traffic what it must do, rather than must not do.
Permitte Seatbelt Snow

Segregate
Proceed Turn d Buses Bicycle s chains
d
straight right direction only path require require
pathway
s d d
Types of Traffic signs and symbols
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Warning sign is a type of traffic sign that indicates a hazard ahead on the road that
may not be readily apparent to a driver.
In most countries, they usually take the shape of an equilateral triangle with a white
background and a thick red border. However, both the color of the background and the color
and thickness of the border varies from country to country.
Warning sign
INFORMATIVE SIGN
Guide or Informative Signs-intended to guide road users while they are travelling and
to provide them with other useful information.
TYPES OF GUIDE SIGNS
1. ROUTE MARKINGS
2. DESTINATION AND DISTANCE SIGNS
3. INFORMATION SIGNS
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Light
Public telephone Petrol pump Hospital First aid post Eating place Resting place
refreshment
No thorough Parking both Scooter and Auto rickshaw

Park this side Cycle stand Taxi stand
side road sides motorcycle stand stand
Types of Pavement Markings

Road markings across the road
This is called a STOP LINE. Stop Line
painted before the edge of the road
intersection and it meant whenever the
traffic is expected to stop, you should
have to stop your vehicle just before the
stop line. The jumping or crossing of the
stop line is an offence.
The alternate black and white lines
painted across the road are called
zebra-crossing or PEDESTRIAN
CROSSING. This is the place through
which pedestrians used to cross the
road. Be careful and stop your vehicle
before such pedestrian crossing
whenever necessary.
These parallel broken white lines are

called GIVE WAY LINE and it meant
that you have to give way to oncoming
traffic on major road ahead of you.
Road Markings along the road
This continuous white line is called

BARRIER LINE. It indicates that driver
should not overtake in this area.
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These broken white lines separate a

road in to a two lane road. These lines
generally used as centre line in two-way
roads. It is very essential for traffic
safety.
These broken white lines are called lane

separators. It is used as lane markings
in a road on same direction.
This type of continuous parallel two white

lines means that driver is not permitted to
overtaking.
A continuous yellow color line at the edge

of road indicates that no vehicle will be
allowed to park on the side of the road.
A broken white line if changing in to a

solid continuous white line it indicates
that no lane changing will allow till the
continuous white line becomes a
broken line again.
• Curve markings
• Object markings
• Reflectorized markings
• Striped curve markings
• Painted crosswalk
• Broken White line
• Solid White line
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• Solid yellow line
• Double yellow line
• Broken yellow line
• Stop line
• Curve markings-shows where parking is legally prohibited or allowed. Ex. Hydrants,
bus stop.
• Object markings-painted on fixed poles & on vertical ends of bridges and ports to
avoid accidents.
• Reflectorized markings-used to mark hazardous areas & used as delineators or road
limits, delineators aid night driving particularly when the alignment of road changes
and might confuse the operator of the vehicle.
• Striped curb markings- markings used in traffic islands in order to warn the driver
of the traffic island on the road and aid the motorist on to its traffic lane.
• Painted crosswalk-located near the intersection and on other places where there is
considerable pedestrian traffic to provide pedestrian with safety zone when crossing
the street.
• Broken white line-used to define or separate traffic lanes. It permits crossing from
one lane to another if there is ample passing distance and if the opposing lane is clear
of traffic.
• Solid white line-used to separate opposing streams of traffic. Crossing is unlawful
except where ample distance exist and where the opposing traffic lane is clear of
traffic.
• Solid yellow line-a driving lane that prohibits from passing other vehicle.
• Double yellow line-indicates two way traffic, where crossing of pedestrian and
motorist is not allowed. It separates the opposing flow of traffic.
• Stop line
CLASSIFICATION OF TRAFFIC ISLANDS
• ROTARY ISLANDS
• CHANNELIZING ISLANDS
• DIVISIONAL ISLANDS
• REFUGE ISLANDS
• PEDESTRIAN BARRIERS
• Rotary islands-used as a circular intersection where all traffic merges and immerges
from a road around a central island.
• Channelizing islands-used generally at intersections to guide traffic flow into proper
way within intersection.
• Divisional islands- used to separate opposing flow of traffic in a multi-lane highway
with four or more lanes.
• Refuge islands- are characteristically a channelizing island but its usage is for
pedestrian safety crossing the traffic stream.
• Pedestrian barriers-prohibits pedestrian to cross into major thorough fare where
such crossing is exceptionally hazardous. Another reason of this barrier is to prevent
delay of vehicular traffic movement.
CHAPTER V
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1. GENERAL
To know what question to ask and what to look for, you must have some fundamental
bearing on accidents and their causes. When you speak of a traffic accident, everybody
knows what you mean - something went WRONG on the highway, either a car wrecked,
somebody injured or possibly killed. In this relation, as traffic law enforcer you should have
knowledge of traffic accidents and their investigations.
TRAFFIC ACCIDENT INVESTIGATION
• Means SOMETHING WENT WRONG on the highway, either a wrecked car,

somebody is injured or possibly killed.
• WHAT TRAFFIC ACCIDENT INVESTIGATION DETERMINES? (5W’S & 1
H)
• 1. What happened?
• 2.Who and what was involved?
• Where did it happened?
• Why did it happened?
• How did the accident occur?
• When did the accident happened?
PURPOSE OF TRAFFIC ACCIDENT INVESTIGATION
• Everyone involved is curious about the causes and circumstances of the accident.
• For the police-to find out whether there is enough evidence of law violation in the
accident
• Claims attorneys and adjusters want to determine negligence on the part of the drivers
involved in the accident so that damage claims can be properly adjusted.
• Officials and others want specific information about how to prevent future accidents.
TERMS INVOLVING TRAFFIC ACCCIDENT
• ACCIDENT-is that occurrence in a sequence of events which is resulting to

unintended injury, death or property damage.
• TRAFFIC ACCIDENT- an accident involving a traffic unit on a traffic way.
• MOTOR VEHICLE TRAFFIC ACCIDENT-is any motor-vehicle accident
occurring on a traffic way.
• MOTOR VEHICLE NON-TRAFFIC ACCIDENT- is any motor vehicle accident
which occurs entirely in any place other than a traffic way. Ex. Accident on a
driveway.
• NON MOTOR-VEHICLE TRAFFIC ACCIDENT- is an accident occurring on a
traffic way involving persons using the traffic way for travel or transportation, but not
involving motor vehicle in motion. Ex. Collision between pedestrian & bicyclist on a
sidewalk.
• MOTOR-VEHICLE ACCIDENT- is any event that results in unintended injury or
property damage attributable directly or indirectly to the motion of motor vehicle or
its load.
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• MOTOR VEHICLE-is every device which is self-propelled and every vehicle which
is propelled by electric power obtained from overhead trolley wires, but not operated
upon rails.
• TRAFFIC WAY- is the entire width between boundary lines of every way or place
of which any part is open to the use of public for purpose of vehicular traffic as a
matter of right or custom.
• ROADWAY-is that portion of traffic way which is improved, designed, or ordinarily
used for vehicular travel, exclusive of the shoulder.
A) TRAFFIC CONTROL & SAFETY - Control of Highways and major thoroughfares, and
facilitates the safe and rapid movement of vehicles, people and goods. The inconveniences,
dangers and economic losses arising from this movements, delays/congestion and
unnecessary exposures to any forms of traffic safety infringements were being minimized
through.
1) Study of causes of accidents, gathering of data and analysis of facts related or interrelated
with driver's behaviour, roads and weather condition, and mechanical factors. 2) Discovery
of remedies to the causes of accidents and other safety infringements that may involve
changes in the physical conditions that create hazards. 3) Effective Traffic Management in
highly urbanized Cities and Municipalities.
Necessarily, it involves three strategic concepts:
i) Police Traffic Engineering - While General Engineering being discharged by DPWH deals
on structural, this function is intended to discover and remedy the causes of accidents and
congestion hazards. It includes the conduct of road surveys and studies, and develops
database relating to accidents, traffic flow and volume, parking, and driving practices. It also
includes but is not limited to the design of remedies for traffic accidents and congestion
through the use of signs, signals, road/ lane markings, channellization of intersections,
loading and parking facilities and street/highway lighting. ii) Traffic Safety Education - in
cooperation with different government functionaries, traffic safety education and information
programs, projects and activities were being carried out for juveniles and drivers for traffic
signal light and signage’s recognition; proper use of walkways and crossing lanes; and
prohibitive, regulative and informative acts embodied under RA 4136 and other traffic related
special laws. It includes but is not limited to the organization of community oriented traffic
safety clubs and associations down to the City and Municipal levels and creation or
modification of city municipal parks and school compounds as instruments of safety
education. iii) Traffic Law Enforcement - enforcement is not being limited to punitive
measures based on arrest and prosecution but includes non-punitive procedures such as active
and conspicuous patrol, warnings, workshops and other enforcement techniques such as
community service. Unreasonable arrest are avoided, and warning and non-punitive
enforcement procedures are substituted for citations when driving history and circumstances
warrant.
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B) CRIME PREVENTION - active operations along the highways and thoroughfares are the
responsibility of the chief of units and the subordinate commanders in charge in a particular
area which are directed at the following primary task to minimize or deter any forms of
lawlessness and ensure safe travel. 1) Patrol - The patrol force safeguard and protect persons
and properties, preserve the peace, maintain order, prevent the commission of crimes,
suppress criminal
activities and apprehend criminals victimizing motorist along the highways and
thoroughfares. 2) Investigation - the investigating force inquiries and clears the crimes
committed along the highway by the recovery of stolen/hijacked property and/or the arrest
and prosecution of the perpetrators.
The programs, projects and activities that are being launched to operationalize the thrusts
pertaining to the above strategic functions are the following to name a few:
a) Education
1. Design of a Traffic Safety campaign messages depending on the season (wet/dry) being
launched through tri-media. The assistance of civic Organization and the business sectors for
the necessary Billboards and Campaign paraphernalia’s/materials are often tapped. 2.
Conduct of Interpersonal/Face-to-face education campaign through seminars & dialogues. 3.
Coordination with Radio/TV Stations for an airtime on traffic safety campaign messages.
b) Engineering
1. The conduct of periodic patrols and surveys of all major thoroughfares/highways within
respective AOR or different RTMO'S and rendering of reports to DPWH for the presence of
pot-holes, eroded banks, collapsed road shoulders, construction debris or any observation of
impediments and defects that may pose danger to motorist. 2. The different RTMO'S
canvas/inventory the completeness of road signages in the highways and submit report to
DPWH for their action. 3. Require construction firms doing road repairs to hire traffic aids
and ensure that construction areas are provided with necessary barricades and warning
systems, (signage’s & lighted warning system). 4. The RTMO'S scout and recommend blind
curves and dangerous curves that are considered accident prone areas for the establishment of
necessary signages & Bill Boards.
c) Enforcement
1. Different RTMOs conduct periodic law enforcement campaign (RA 4136) with emphasis
on driver's associated violations such as over speeding, recklessness, intoxication, fatigue,
etc. 2. Conduct a campaign against vehicle associated violations such as defective brakes,
headlight & taillights. 3. Conduct a campaign to strictly enforce the above tasks and require
drivers to undergo seminar/dialogue before their driver's licenses are remitted to LTO for
collection of fines, or released. Drivers involved in accidents being investigated were
likewise made to undergo seminars before their licenses were released.
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The Traffic Management Group is one of the operational support units of the Philippine
National Police that are tasked to ensure road safety, to prevent and control crimes along the
highways with the use of motor vehicles. Specifically, the TMG is tasked to conduct
operations on anti-camapping, anti-hijacking and anti-hiway robbery. These are highly
mobile crimes that transcend municipal and provincial boundaries and call for immediate
police operations and order to prevent the disposal of the objects of the incident. In view of
the said functions, the Group's organizational structure was. Tailored in such a way that
offices perform complimentary roles for a more efficient dissemination of information and
immediate police operations. Corrolarily, there are three important special laws, aside from
RA 4136 and more or less 30 other traffic related special laws, being implemented by TMG
namely; RA 6539 known as the Anti-Carnapping Act of 1972, PD 1612 known as Anti
Fencing Law for the conduct of Visitorial Powers in connection and in relation with RA
6539, and PD 532 known as Anti-Hijacking Law. All of these violations involve extensive
use of motor vehicles in the commission of the crime and are also technically complex. By its
nature, the rapid movements of stolen/hijacked motor vehicles/goods requires a database that
is nationwide in scope. In relation with the two functional components to the promotion of
Road Safety, TMG National Headquarters and its different RTMOs are maintaining two
important technical systems that require regional and provincial presence nationwide. The
first one is in connection with Traffic Safety, which is the Traffic Accident Reporting and
Collection System (TARCS), an IBRD assisted Highway Management Project Road Safety
Component that collates and analyzes the nature of accidents through the aid of computers so
that proper remedy and solutions maybe formulated. The other one is in connection with
crime prevention against any forms of lawlessness involving the use of motor vehicles along
the highways which is the computerized Wanted Motor Vehicle Information System
(WMVIS) which treats on the nature of Carnapping and Hijacking situation nationwide. The
following are the specific description of the technical functions of the different TMG offices:
a. MOTOR VEHICLE CLEARANCE OFFICE
1. Maintains and manages the Motor Vehicle Information System (MVIS) which serves as
the database of all the reported carnapped motor vehicles. This database is also being used by
the Land Transportation Office (LTO) and Insurance companies. 2. Issues Motor Vehicle
Clearance which form part of the legal documents required by LTO, and 3. Causes the
nationwide dissemination of information on carnapped vehicles.
b. REGIONAL FIELD OFFICES
1. Issue Motor Vehicle Clearance in their respective AOR. 2. Receive and process
complaints of Carnapping incidents for the nationwide alarm; 3. Maintain and manage the
MVIS and cause the dissemination of all information therein to other PNP units and the LTO.
4. Maintain and manage the collection, collation, encoding and analysis of Traffic Accidents
nationwide. The data gathered and collated support the planning
requirements of DPWH; DOTC and other Government agencies that have traffic functions.
5. Conduct anti-Carnapping operations along National hi-ways; and 6. Enforce the following
special laws:
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a. RA 4136 (Land Transportation and Traffic Code); b. PD 96 (Unlawful use of sirens,
dome lights, blinkers and other unauthorized attachments on motor vehicles); c. PD 532
(Highway Robbery / Brigandage); d. RA 6539 (Anti-Carnapping Act of 1972);
TRAFFIC ENFORCEMENT ACTION
1. INTRODUCTION
(a) Traffic law enforcement action is part of enforcement involving the arrest, issuance of
Temporary Operator's Permit (TOP) or Traffic Violation Receipt (TVR, in Metro-Manila
only) or Inspection Report Summons, or warning of any person to the use of traffic roads.
Traffic enforcement action may prevent such violation from endangering persons, property or
inconveniencing other users of traffic roads, prevent continued violation, or discourage future
repetition. (b) As traffic law enforcement, you must decide the kind of action you will take in
case you have knowledge of any violation. Drivers are guided more by the enforcement
actions of traffic law enforcement than by the way the law is written. It is therefore important
that you should know what to do and be consistent in your actions so that drivers may know
exactly what to expect. Take note that your consistency in the enforcement of traffic laws
builds respect and compliance with the law.
2. KINDS OF ENFORCEMENT ACTIONS
(a) Traffic Arrest — takes place when you take a person in custody for the purpose of
holding or detaining him to answer a charge of traffic law violation before a court. (b)
Issuing Temporary Operator's Permit or Traffic Violation Receipt — is done when you find
that the violation of person charged contemplates a trial adjudication or disposition to
determine his guilt. (c) Traffic Warning — is done when you find that the violation does not
contemplate an assessment by the traffic court.
3. ARREST
(a) An arrest can be effected even without warrant if the offense is committed in the presence
of an arresting officer. (b) The officer making an arrest must intent to take the violator into
custody for the purpose of bringing before a court. (c) Detention of the arrested person may
take place. (d) Officer making an arrest must act under legal authority when taking the
arrested person into custody. (e) The person being arrested must understand that he is being
arrested. (f) The purpose of arrest is to bring a suspended violator before a court to answer a
charge of law violation.
4. RECORDING THE DATA OF ARREST
Whichever action is used by the Agency, the following information is necessary: (a)
Data/Time of Arrest (b) Place of Arrest (c) The common name of the offense for which the
person is arrested.
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(d) The full name of the arrested person, his home address, his business address and his
telephone number. (e) Physical description of the arrestee, including his date of birth,
nationality and marital status. (f) Name of witnesses to the arrest. (g) Name and badge
number of arresting officer.
5. WHEN TAKING PERSON INTO CUSTODY
(a) Always consider the possibility that the person you are arresting may attempt to injure or
kill you. (b) Inform him that you are placing him under arrest. (c) Explain to him why you
are placing him under arrest. (d) Reasonable search may be carried out in connection with
the lawful arrest.
6. WHEN TRANSPORTING ARRESTED PERSONS (a) If your unit equipped with

radio, request for a transportation unit and maintain custody of your prisoner until it arrives.
(b) Give instructions to the transporting officer about the place where the arrestee is to be
delivered. (c) Have the necessary information and instructions written out so that the
transporting officer will not err in delivery. (d) In certain conditions, direct the arrested
person to drive his own vehicle to your Headquarters and follow him with your police
mobile. However, if the driver is not in good condition or the vehicle is in bad shape, let
someone drive the vehicle to the Headquarters.
7. HOW TO USE THE TEMPORARY OPERATOR'S PERMIT (TOP) OR THE

TRAFFIC VIOLATION RECEIPT (TVR)
The TOP is an official document designed for various purposes, namely:
(a) It serves as a receipt for the confiscation of a vehicle. (b) It serves as a temporary permit
to operate motor vehicles for seventy-two (72) hours without extension from the time of
confiscation or apprehension. (c) It is an official form of judicial or administrative citation to
administratively or judiciary. (d) It is a record for disposing a case cited therein, either
administratively or judiciary. (e) It is also a receipt for release of the confiscated items after
adjudication and termination of the case.
The Traffic Violation Receipt is issued only in Metro-Manila. It conforms with RA 7524
creating MMDA and calls for a single ticketing system in Metro-Manila. It serves as a receipt
for the driver's license or plate confiscated.
8. APPREHENSION
As an Apprehending Officer duly deputized by the LTO or MMDA, you may confiscate the
driver's license or certificate of registration of the vehicle for any violation of the Land
Transportation and Traffic Code and its rules and regulations, City and Municipal Ordinance.
You should fill out the blank space of TOP forms in order to provide a detailed report of
apprehension for the information, guidance and reference of all concerned. You should advise
the violator to report within seventy-two (72) hours, but not less than twenty-four (24) hours
to give allowance for proper transmittal from receipt thereof to:
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(a) City/Provincial Fiscal, if in other chartered cities or provincial capitals without traffic
courts, for violations of local traffic ordinances. (b) Municipal Court, in its municipalities,
for violation of local traffic ordinances.
In the case of the TVR, Apprehending Officers are required to transmit confiscated licenses
to the nearest MMDA Redemption Centers where the violation was committed within 36
hours.
9. PREPARATION OF INFORMATION/COMPLAINT
Within your tour of duty, prepare information or complaint by filling up the TOP for
processing of all traffic apprehensions at the appropriate offices.
10. FILING OF INFORMATION/COMPLAINT
Within twenty-four (24) hours from the time of apprehension, file the complaints, together
with the confiscated items, with the Clerk of Court, City or Provincial Fiscal or the court
having appropriate jurisdiction. When the driver is charged for violating the Land
Transportation and Traffic and Traffic Code or its rules and regulations, the traffic
enforcement unit forwards the confiscated license/ permit/certificate of registration plus the
original copy of the TOP to the Land Transportation Commission or to its nearest branch
office within twenty-four (24) hours form the time of apprehension.
11. PRELIMINARY FINDINGS AND DISPOSITION OF LICENSE
Within seventy-two (72) hours or three (3) days from the filing of the case with the
respective traffic enforcement offices, the hearing authority shall make immediate
preliminary findings on the basis of police or complaining witnesses reports as to whether or
not there is an imperative necessity of withholding the driver's license confiscated. Should
there be no such necessity, he shall promptly order the return of the confiscated license to the
owner without prejudice to recalling said license, it becomes necessary for the prosecution of
trial of the case, pursuant to Circular No. 44, dated July 17,1970 and Circular No. 53 dated
August 11,1970 of the Honorable Secretary of Justice. Where the violator fails to appear
before the court or the investigating official concerned, his license/permit shall be forwarded
to the LTC for its suspension or revocation pursuant to Sec. 29, RA 4136.
12. RECORDS OF COURT PROCEEDINGS
When the violator appears in Court within fifteen (15) days and pleads guilty, the Clerk
shows the fine schedule and the violator pays the fine at the Treasurer's Office, receipt of
which is shown to Clerk of Court who records the same on the TOP, and his license, if
cleared for release, is now returned to the driver. If the violator appears after fifteen (15)
days, his license is forwarded to the LTC for suspension or revocation, he shows his TOP
copy to the LTC for proper disposition of his license. Clerks of Court, in every case, should
inform the LTC and/or the apprehending officer of the final disposition of the case. The
violator appears in Court and desires not to plead guilty to the charge, the Clerk of Court sets
the date of hearing and notifies the accused accordingly and sends a corresponding subpoena
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to the apprehending officer for his appearance. When the accused is found not guilty after the
trial, his license, if in the possession of the Court or of the LTC, shall immediately be
returned to him unless there is any other legal ground for its suspension or revocation.
DEFINITION OF TERMS
(a) Motor Vehicles — Any vehicle propelled by any power other than muscular power using
the public highways, but excepting road rollers, trolley cars, streetssweepers, sprinklers, lawn
mowers, bulldozers, graders, forklift, amphibian trucks, cranes if not used on public
highways, including vehicles which run only on rails or trucks, tractors, trailers and tractor
engines of all kinds used exclusively for agricultural purpose. (b) Traffic Way — The entire
width between boundary lines of every way or place any part of which is open to the use of
public for purpose of vehicular traffic as a matter of right or custom. (c) Road Way — The
portion of a traffic way which is improved, designed or ordinarily used for vehicular travel,
exclusive of the shoulder. (d) Motor Vehicle Traffic Accident — Is any motor vehicle
accident occurring on a traffic way involving a motor vehicle in motion that results in death,
injury or property damage. (e) Motor Vehicle Accident — Any event that results in
unintended injury or property damage attributed directly or indirectly to the motion of a
motor vehicle on the road.
Included are: 1. Accidental injury from inhalation of exhaust gas 2. Fires 3. Explosions 4.
Discharge of firearms within the motor vehicle while in motion. 5. Collision between a motor
vehicle and a railroad train or streetcar on stationary rail or trucks. 6. Failure of any part of
the motor vehicle while vehicle is in motion.
Excluded are: 1. Collision of motor vehicle with an aircraft or watercraft in motion. 2. Injury
or damage due to cataclysms (flood or sudden physical change of the earth surface). 3. Injury
or damage while the motor vehicle is not under its power, is being loaded on or unloaded
from another conveyance.
(f) Motor vehicle Non-Traffic Accident — is any motor vehicle accident, which occurs
entirely, is any place other than a traffic way. Example: Motor vehicle accident is a farm or in
a private driveway. (g) Non-Motor Vehicle Traffic Accident — Is any accident occurring on
a traffic way involving persons using the traffic for travel on transportation, but not involving
a motor vehicle in motion. Example: Collision between a pedestrian and bicyclist on a
sidewalk. (h) Traffic Unit — Is any person using a traffic way for travel parking or other
purpose as a pedestrian or driver, including any vehicle, or animal which he is using
It applies not only to motor vehicle but also to: 1. Pedestrians 2. Cyclist 3. Street Car 4.
Horse -drawn vehicles 5. Farm tractors 6. Other road users in almost any combination
Example: A traffic accident could involve a cyclist and a pedestrian.
CLASSIFICATION OF MOTOR VEHICLE TRAFFIC ACCIDENTS (a) Running-off

road (b) Non-collision on road
1. Overturning 2. Other non-collision

(c) Collision on road with:
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1. Pedestrian 2. Other motor vehicle in traffic 3. Parked motor vehicle 4. Railroad train
5. Bicycle 6. Animal 7. Fixed objects 8. Other objects 5. SEVERITY OF MOTOR
VEHICLE TRAFFIC ACCIDENTS
(a) Fatal Accident - is any motor vehicle accident that results in death to one or more persons.
(b) Non-Fatal Injury Accident - is any motor vehicle that results in injuries other than fatal to
one or more persons.
(c) Property Damage Accident - is any motor vehicle accident where there is no fatal or
injury to any person but only damage to the motor vehicle or to other property including
injury to animals.
CAUSES OF MOTOR VEHICLE TRAFFIC ACCIDENTS
(a) Simultaneous Factors 1. Road conditions. 2. Driver's attitude or behavior. 3. Weather

conditions. (b) Sequential Factors 1. Speed is greater or less than safe. 2. Defective vehicle
(vehicle malfunction). (c) Operational Factors 1. Road hazards. 2. Driver's non-compliance
to traffic laws, rules and regulations. (d) Perception Factors 1. Driver's inability to react
promptly to a situation. 2. Driver's faulty action to escape collision course.
HAZARDS -A hazard is generated when a critical space-motion relationship between a

traffic unit and another object develops due to the movement of either or both. Example: A
curve in the path is a hazard. Another traffic unit in the path is also a hazard.
SAFE SPEED - The speed adjusted to the potential or possible hazards or the road and
traffic situation ahead. The road rather than the particular driver of a vehicle determine safe
speed on the road. Example: A curve ahead is a hazard and a safe speed for it is a speed at
which it can be taken comfortably.
PERCEPTION OF HAZARD - Seeing, feeling, or hearing and understanding the unusual

or expected movement or condition that could be taken as a sign of an accident about to
happen.
STEPS TO BE TAKEN BY THE POLICE AS A TRAFFIC LAW ENFORCER

DURING TRAFFIC ACCIDENTS:
(a) STEP ONE - Upon arrival at the scene of accident get the facts from bystander or
complainant: 1. WHAT happened? 2. WHEN did it happen? 3. WHERE (exactly where
was it)? 4. WHO and WHAT was involved? 5. WHY did it happen? 6. HOW did it happen?
Report the incident immediately to the Headquarters by radio or by telephone. If there are
injured persons, secure them immediately. (b) STEP TWO - When emergency is under
control:
1. Preliminary questions to drivers: (a) Who was driving which vehicle? (b) Look for
signs of nervousness, confusions and intoxication. 2. Gather clues for identifying hit-and-run
vehicles. 3. Question other witnesses. 4. Examine driver's condition. (a) Check license and
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record data. (b) Check registration certificate and record data. (c) Verify ownership. (d)
Account step-by-step what happened. 5. Position and Condition of Vehicles (a) Lights and
light switches. (b) Gear position and tires. (c) Verify ownership. (d) Account step-by-
step what happened. 6. Form preliminary opinion as to how traffic accident occurred. 7.
Photograph skid marks and location of vehicles, mark skid mark locations for later
measuring. 8. Record place to which injured persons or damaged vehicles were or will be
taken. (c) STEP THREE - After getting short-lived evidence: 1. Make test skid. 2. Decide
whether proof of violation is sufficient for arrest. If so, make arrest or issue TOP. 3.
Complete examination of vehicles. 4. Locate key event or point of impact of accident. 5.
Make additional photographs of: 1. Vehicle damage. 2. View obstruction. 3. Present
condition. 4. Control devices. 6. Measure for scale diagram if location is hard to reach. 7.
Get additional facts at the scene of accident. 8. Report to Headquarters by radio or telephone.
(d) STEP FOUR - After leaving the scene: 1. Get medical report or injured from hospital or
doctor. 2. Notifying the following: 1. Relative to dead and injured. 2. Owner of vehicle.
3. Have photographs developed. 4. Have specimen analyzed; if any were taken, have
chemical tests. 5. Complete the report of accident: (a) Have copies made, if necessary.
(b) File report and copies. 6. Complete factual data on investigation report if not completed
at scene. 7. Reconstruct the accident: a) Estimate speed of vehicles involved. (b) Draw
scale diagram. (c) Analyze angle of collision.
(d) Get technical help, if necessary. (e) Summarize opinions. 8. Complete report of
investigation (file reports and notes). 9. Inform other agencies or departments of any
condition at the scene, which needed attention for safety.
(e) STEP FIVE - If the case goes to Court: 1. Find out what the prosecutor wants further to
develop evidence. 2. Return to the scene, if necessary, for the following: (a) Additional
photographs. (b) Long-lived evidence. (c) Measurements for scale diagram for use of
court. (d) Look for additional witnesses and review their testimony. 1. Relatives and friends
who could confirm activities. 2. Technicians who developed pictures, made chemical tests,
etc. 3. Experts who could help. 3. Pre-trial conference with prosecution witness. 4. Testify in
court. 5. Organize papers and file permanently, if necessary, for future reference.
TRAFFIC ACCIDENT REPORT
(a) Uniform Traffic Accident Reporting System. (b) Preparation of Traffic Accident Report:
1. By a competent bonafide traffic accident investigator (Investigation Course Graduate). 2.
Requirements for an investigator in the submission of report such as evidence gathered,
diagrams, sketches as well as sworn statements of witnesses. 3. Traffic Accident
Investigation Report will be accomplished in five (5) copies: one (1) copy for the Court or
Fiscals Office; one (1) copy for CHPG: one (1) copy for the Investigator; one (1) copy for
Insurance Co. of Party-Involved #1; and another copy for Insurance Co. of Party-Involved #2.
STAGES OF PLANNING AT-SCENE INVESTIGATION
1. ON LEARNING OF THE ACCIDENT
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I. ON LEARNING OF THE ACCIDENT
Ask first. Exact when and where did the Start for the scene.
accident happen? How bad was the accident With use of the radio, the two previous things
and what vehicles were involved? Did you can be done while on the way. Choose best
see the accident happen and where can you approach. Consider time, possible route of
be found? Decide whether to go to the scene. drivers involved, and probable situation at the
Will the scene have been cleared by time of scene of the accident. Be alert for vehicles
arrival? Is it in the investigator's area? Should leaving the scene as possibly carrying w”
headquarters be informed or consulted? Then nesses or hit and-run drivers. Record
find out, if necessary. Is traffic blocked? Has registration numbers of any likely looking
ambulance, wrecker, or fire apparatus been vehicles. Looking for conditions confronting
called? Arrange for any needed help. a driver approaching scene: low / visibility,
view obstructions, and traffic controls. Note
hazards to approaching traffic. Place fuses,
etc.
2. ON ARRIVAL AT THE SCENE OF THE ACCIDENT
Select a parking place carefully. Is it safe? Care for injured.

Will it block traffic? Can headlights Stop arterial bleeding, help injured from
illuminate scene? Look over bystanders and vehicles. As for emergency assistance from
others for drivers, possible witnesses and bystanders or others. Locate drivers.
volunteer helpers. Look for fire and Consider the possibility of a hit-and-run
electrical hazards. Get them under control. accident and need to alert headquarters. Look
Have spilled gasoline guarded. Look for for witnesses at scene. Arrange to question
traffic hazards. Put out flares; ask helper to and get names and addresses. Note numbers
direct traffic. Keep bystanders out of on vehicles at scene as leads to witnesses.
roadway. Look for physical evidence. Have Arrange for clearing roadway. Delay removal
it guarded until it can be examined, collected of vehicles, except to aid injured, until
or located by measurements. Look for positions are marked.
congestion. Direct traffic or have it directed.
3. WHEN THE EMERGENCY IS UNDER CONTROL
Preliminary question of drivers: Who was Question Driver more fully.

driving each vehicles and what was his travel Check license and registration; record data
plan? Note unpremeditated statements. Look from them, verify address and identity. Get
for signs of nervousness, confusion, step-by-step account of what driver saw and
intoxication. Gather clues for hit-and-run did. Observe vehicle condition. Note lights,
cases. Question other witnesses, especially light switches, gear position, and tires.
bystanders who may be anxious to leave. If Photograph tire marks and location of
important, get signed statement at once from vehicles. Measure to locate marks on road
any person who may be difficult to find later. and vehicle final positions. Record place to
Examine driver condition. Look for signs of which injured persons and damaged vehicles
intoxication and drugs; question about were or are to be taken. Have road cleared if
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drinking, get specimen for chemical test. traffic is obstructed.
Question about trip plan for possible fatigue
4. WHEN URGENT DATA-COLLECTION IS COMPLETE
Decide whether proof of violation is Complete examination of vehicles.

sufficient for arrest. If so, make arrest or Make additional photographs. View
issue citation. Tell drivers what reports they obstruction, vehicle damage, pavement
must make and dismiss them. Have involved condition. Get additional statements from
parties exchange names and insurance data. witnesses remaining at scene. Measure for
Determine exact location of accident and map if location will be difficult to revisit.
record it. Make test skids, if needed and not Clean up location or arrange to have it done.
later. Report to headquarters.
5. WHEN WORK AT THE SCENE IS FINISHED
Notify relatives of dead or injured and owner Complete factual data on report if not
of vehicle. Inform other agencies of completed at scene. Complete report. Submit
conditions needing attention. Identify all for approval and file. Present case summary
notes with place and title. to prosecutor.
DEFINITION OF TERMS:
ATTRIBUTE – any inherent characteristic of a road, a vehicle, or a person that

affects the probability of a traffic accidents.
CAUSE- the combination of simultaneous and sequential factors without any one of
which result could not have occurred.
CO-EFFICIENT OF FRICTION- a number representing the resistance to sliding of

two surfaces in contact; the drag factor of a vehicle or other object sliding on a roadway or
other surface required to keep the object sliding on that surface in motion, divided by the
force of the object against that surface, measured in inch per pound, often designated by the
Greek letter Mu.
CONTACT DAMAGE-damage to a vehicle resulting from a direct pressure of the

same foreign object in a collision or roll over. It is usually indicated by striations, rub of
material or puncture compared with induced damage.
DRAG FACTOR-a number representing the acceleration or deceleration of a vehicle

or other body as decimal fraction of the acceleration of gravity (a=f/g), the horizontal force
needed to produce acceleration in the same direction divided by the weight of the body to
which the force is applied. When the vehicle slides with all its wheels locked, the co-efficient
of friction and the drag factor leave the same value.
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FACTOR- any circumstance contributing to a result without which the result could
not have occurred; an element which is necessary to produce the result, but not, by itself
sufficient, operational factor or conditional factor.
FINAL POSITION-the location of the vehicle or body when it comes to rest after a
collision; final position may be controlled or uncontrolled.
FIRST CONTACT-the initial touching of the object in a collision; the time and place
on a traffic unit or traffic way where this touching occur.
FLIP- the movement of a vehicle without touching the ground from a place where its
forward velocity is suddenly stopped by an object such as a curb or furrow-in below its center
of mass with the result that the ensuring rotation lifts vehicle off the ground. A flip is usually
sidewise but if it is endwise, it is spoken of as a vault. Compare with fall.
GAP SKID- a breaking skid mark which is interrupted by the release and the
reapplication of brakes or which terminates by the release of brakes before collision.
HIGHWAY- the entire width between boundary lines of every way publicly
maintained way when any part thereof is open to the use of public for purposes of vehicular
travel. It is a street which is publicly maintained as a traffic way.
IMPACT-is the striking or contact of one body against another object or a collision
with another vehicle, pedestrian, or other objects.
INDUCED DAMAGE-a damage incurred by a vehicle other than contact. This is

often indicated by crumpling, distortion, bending and breaking. Induced damage done by
another part of the same vehicle
MAXIMUM ENGAGEMENT-greatest penetration of one body such as vehicle

during collision; instant of greatest force between objects in collision, time and place of such
occurrence; position of bodies with respect to each other at that instant.
MIDDLE ORDINATE-is the perpendicular distance between an arc and its chord at
the middle of that ordinate.
MODIFIER - a circumstance that alters an attribute permanently or temporarily.
MOMENTUM-mass or weight multiplied by velocity or speed; momentum is vector

quantity.
MOTOR VEHICLE ACCIDENT– an accident involving a motor vehicle in

transport, but not involving aircraft or watercraft.
MOTOR VEHICLE TRAFFIC ACCIDENT – any motor vehicle accident that

occurs on a traffic ways or that occurs after the motor vehicle runs off roadway but before the
events are stabilized.
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OPERATIONAL FACTOR– functional failure of the highway transportation
system that contributes to the cause of traffic accident. The failures may be malfunctions of
perceptions, decisions, or performance in trip planning driving strategy, or evasive tactics.
PEDESTRIANS – any person afoot, any person not in or upon a motor vehicle or
other road vehicle.
PERCEPTIONAL DELAY – the time from the point of possible perception to

actual perception.
POINT OF NO ESCAPE – the place and time after or beyond which the accident
cannot be prevented by a particular traffic unit.
POINT OF POSSIBLE PERCEPTION – the place and time of which the hazard
could have been perceived by a normal person. It precedes actual perception and is the
beginning of perception delay.
PRIMARY CAUSE – a misnomer loosely applied to the most obvious or easily

explained factor in the cause of an accident or the most easily modified condition factor.
PHYSICAL RECONSTRUCTION – the effort to determine from whatever

information is available, how the accident happened.. Reconstruction used to be referred to as
determining “behavioral” or “mediate” causes of an accident. Reconstruction is the fourth
level of traffic accident investigation. It involves studying the result of the accident
considering other circumstances, and applying scientific principles to form opinions relative
to events of the accident which are otherwise unknown or are a matter of dispute.
REACTION DISTANCE – the distance moved or travelled by a vehicle or other

traffic unit during reaction time.
REACTION TIME – the time from perception to reaction.
REFERENCE LINE - a line often edge of a roadway, from which measurements are
made to locate spots, especially along the roadway.
REFERENCE POINT – a point from which measurements are made to locate spots
in an area; sometimes the intercept of two reference lines. A reference is described in items of
its relation to permanent landmarks.
REPORTING – basic data collection to identify and classify motor vehicle traffic
and the persons, property and planned movements involved. Only strictly factual information
in wanted, no opinions. Reporting is the first level of traffic accident investigation.
ROAD – the part of trafficway which includes both the roadway, which is the
travelled part, and any shoulder alongside the roadway. Where there are uncountable curbs,
the road and roadway are the same. If there is guardrail, the road is considered to extend to
the guardrail.
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ROADWAY – that portion of a highway improved, designed or ordinarily used for
vehicular travel, exclusive of the term of shoulder. In roadway as used herein shall refer to
any such roadways collectively; if there is a curb, the roadway is considered to extend the
curb; here roadway may include lanes commonly used for parking. If there is a paved
shoulder, the roadway may be distinguished from the shoulder mainly by a painted line
marking the edge of the roadway.
SCUFF MARKS – a friction mark on a pavement made by a tire which is both

rotating and slipping; acceleration scuff yawmarks, flat tire marks.
SEQUENTIAL FACTORS – factors which must follow one another to contribute to

the cause of an accident, generally operational factors.
SIMULTANEOUS FACTORS – factors which must be present at the same time

contribute to the cause of an accident, generally condition factors.
SKIDMARK – a friction mark on a pavement made by a tire that is sliding without

rotation. Sliding of wheels may be due to braking to collusion damage, or rarely, to other
circumstances.
SKIP SKID – a braking skidmark interrupted at frequent regular intervals; the

skidmark made by a bouncing wheel on which brakes keep the wheel from turning.
STRATEGY – adjusting speed, position on the road, and direction of motion, giving
signals of intent to turn or slow, or any other action in situations involving potential hazards;
any maneuvers while on trip which make evasive tactics easier or increase the chance of
success in avoiding an actual hazard.
TACTIC - any action taken by the traffic unit to avoid a hazardous situation, steering,
braking, accelerating, etc. to avoid a collision or other accident. Often called evasive action.
TECHNICAL PREPARATION – delayed traffic accident data collection and

organization for study and interpretation. The data collected are essentially factual. Technical
preparation includes marking additional measurements and photographs, preparing maps and
diagrams, simple speed estimates matching damage areas, and making experiments to obtain
specific data. It is third level of traffic accident investigation.
TRAFFIC- this refers to the movement of vehicles, airplanes or pedestrians within a

place and another, the quantity, intensity or rate of such movement, pedestrian, ridden, or
herded animals, vehicles, streets, car and other conveyances either singly or together while
using any highways for purposes of travel.
TRAFFIC ACCIDENT – an accident involving traffic unit on a traffic ways.
TRAFFIC LANE – a strip or roadway intended to accommodate a single file of

moving vehicles.
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TRAFFIC UNIT – an element of traffic, a person using a traffic way for travel or
transportation, vehicle, pedal cyclist, pedestrian etc.
TRAFFICWAYS – the entire which between property lines or other boundary lines,
of every way or place of which any part is open to the public for purposes of vehicular travels
as a matter of right or customs. All highways are trafficways include also some areas on
private property such as shopping center.
TRAFFIC DENSITY – the number of vehicles occupying a length of the moving

lanes of a roadway at a given instant.
TRIANGULATION – a method of locating a spot in an area by measurements from

two or more reference points, the location of which are identified for future references.
VEHICLE – every device in upon or by which any person or property is or any be

transported or drawn upon a highway, excepting devices moved by human power or used
exclusively upon stationary rails or trucks.
VELOCITY – time rate of change of position in which direction as well as rapidity is

an element; distance by time if velocity is constant; a vector quantity measured in feet per
second (ft per sec)or meter per second (m per sec); v-d/t
VOLUME – the number of vehicles moving in a specified direction or directions on a

given lane or roadway which pass a point during a specified period of time.
WHEEL BASE – the distance from the center of the front wheels to the center of the
rear wheels or; if there is a tandem axle, the distance to the midpoint between the two tandem
lanes.
YAWMARKS – a scuffmark made while a vehicle is yawning the mark made on the
road by a rotating tire which slipping in a direction parallel to the axle of the wheel.
Traffic control – overshadows in magnitude every other police regulatory task.

Automobile drivers and pedestrians, the rich and the poor, the young and the old, the good
and the bad, all are inevitably affected by the diverse problems arising from the continuously
growing use of the automobile. More people are injured or killed in automobile accidents that
as the result of all other acts under police control combined. The economic loss from
automobile is greater that all other looses that police charged with preventing.
Traffic laws now cost the country about P15 billion (USD 580 M) a year in lost man-
hours and bills for repairs, maintenance and fuel, according to the study made by a mass
transit railways system.
THE END
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Traffic 123

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___________________________________________________________________________

DON JOSE ECLEO MEMORIAL FOUNDATION COLLEGE OF SCIENCE

TRAFFIC MANAGEMENT OPERATION AND

JOEL JR. L. SIAREZ, Rcrim.

INSTITUTIONAL VISION: DJEMFCST envisions to be the leading frontier of learning

INSTITUTIONAL MISSION: DJEMFCST is committed and dedicated to:

PROGRAM VISION: To be a leading and ideal Criminology School in CARAGA Region.

COURSE CODE: CDI 304

The course includes fundamentals of traffic safety education, enforcement,

Med- Term (1-2 weeks)

Topics CHAPTER III

Grading Mid-term (50%)

Final (50%) Final (50%)

Brief History of Transportation

DEVELOPMENT OF LAND TRANSPORTATIONS

Modern developments in transportation, however, have conquered distances and

R.A. 4136 – These refers to Land Transportation and Traffic Code.

Traffic Management – is an executive function such as planning, organizing, and directing,

THE PILLARS OF TRAFFIC

PILLARS OF TRAFFIC MANAGEMENT

The pillars of Traffic Management or the 6E’s are EDUCATION, ENGINEERING,

WINNING COMPLIANCE. Traffic control is affected by persuading motorist and

PUBLIC EDUCATION OBJECTIVES. Public education in traffic safety should be

EDUCATION FIRST, THEN ENFORCEMENT. Enforcement not preceded and

Public relations activities avoidance of “accordion affect”, public address system

The primary purpose of traffic enforcement is to induce voluntary compliance with

The enforcement tolerance of a community is the amount or degree of enforcement

MAXIMUM SAFETY WITH MINIMUM PENALTY

Maximum safety with a minimum public inconvenience, penalty, and resentment

Selective enforcement is based on prediction and prevention of future accidents from

Principal enforcement techniques generally fall into the following classifications:

1. The enforcement effects by the uniformed officers on interest assigned to mobile

DRIVER CONTROL. An effective driver control program must encompass at least

TRAFFIC ANALYSIS. An important part of the enforcement program is the

(1) The road user

(1) Location of traffic generators

Expressways or thruways provide for the through movement of large volumes of

Capacity is a generic expression pertaining to the ability of a roadway to

(1) Prevailing Roadway Condition. These conditions are determined by the

SATISFACTORY CAPACITY is the great range between possible and practical

ONE WAY STREETS

There are three (3) types of one-way streets:

Class I: One way direction at all times;

Signalization of an intersection reduces capacity as much as 25 percent and possibility more.

Control of Traffic is accomplished in (3) steps:

Traffic Control includes devices and aids:

1. Design and outward aspect of the device

c. Types of Traffic Control Devices and Aids

TRAFFIC SIGNS – a device mounted on a fixed or portable support whereby a message is

Function: To control, safeguard, expedite or guide traffic

Functions. (a) To impose restrictions applicable at particular location usually enforceable in

Functions: (1) To warn traffic of approaching hazardous conditions either on or

Types of Guide Signs

a) Fixed time signals

3) Other special traffic Signals

a) Flashing beacon and signals

4) Train approaching signals and gates

a) Flashing red and wigwag signals

WARRANT FOR INSTALLATION

TRAFFIC ISLANDS. Areas within the roadways construction in a manner to establish

1. At pedestrians underpass or overpass locations to compel pedestrians use of the

International Road Signs

SIGNS, SIGNALS, ROAD AND PAVEMENT MARKINGS