AN ANALYSIS OF SIGNAGE ALONG MAJOR ROADS

IN METRO MANILA

An Undergraduate Thesis Presented to the Faculty of the College of

Education
Rizal Technological University
Mandaluyong City

In Partial Fulfilment of the Requirements for the Degree

BACHELOR OF SECONDARY EDUCATION
Major in English

Presented by:

DULCESIMO ESPERA JR.

ESTIFANY F. FEJER
CIL GIE A. LOZADA
MARY JOY M. MINAY
 August 2015
CHAPTER I

THE PROBLEM AND ITS BACKGROUND

INTRODUCTION

Traffic signs are the integral part of the road system, and their general

function is to display information to road users to facilitate efficient and safe

movement of goods and vehicles. A thorough knowledge of traffic signs, signals

and pavement markings are necessary to all drivers. Every motorist must be able

to recognize and obey them without hesitation even without the presence of an

officer.

According to Statistics and research conducted by University of the

Philippines-Diliman (2010), pedestrian cases are the most vulnerable but the

most rapid occurrence on the roads. Accidents are inevitable. The fault is either

on the citizen or the lack of action and precautionary measures from the local

government.

EDSA and Commonwealth Avenue are among the established roads not

only popular with their million passers but also to the daily long list of accidents

occurring.

The brand traded to Commonwealth Avenue being the killer highway and

EDSA has been dealt thoroughly by the Local Government especially the

Metropolitan Manila Development Authority (MMDA). However, the actions seem

to be ineffective since these roads continue to steal the lives of the passers both

the motorists and the pedestrians.

To be declared as the ‘Killer Highway” has to list down so many reasons

and factors. Except for the over speeding in the Avenue, Jaywalking is the peak

of the roots. Ironically, warning signs for anti-jaywalking and other road concerns

are posted rapidly on these roads. Warning signs are everywhere but there are

just few who read and obey the content.

Signs and signals are placed on our highways to inform, to warn

and to regulate motorist and pedestrians. They must be obeyed all the time as

violators are apprehended. Warning and Road signs shall be erected in

accordance with the general requirements for sign position as described in

Section 2A-21 to 29, since the road signs are primarily for the benefit of vehicular

motorist, commuters, and pedestrians who are not acquainted with the road.

Road Signage should provide adequate time that readers could perceive,

identify, decide, and perform any necessary maneuver.

A broader used of symbols in preference to word messages is a desirable

and important step toward the greater safety and facilitation of traffic. Sometimes

a change from messages to symbols requires significant time for public

education and transition.

Signage are significant factors in traffic advisory and warning signals that

gives proper information and order to the motorists, passengers, and pedestrians

to adhere with city memorandum and ordinance regarding to road signage.

 The study aimed to make possible actions and recommendations for the

government authorities regarding road signage construction to make road and

danger signs to the extent of its effectiveness. The researchers conducted this

study to analyze and to have a concrete explanation and result to the problem

which arose from why Filipinos continue violating the vast road signage without

hesitation. Results of this study will give background and understanding to the

local and national authority in terms of signage revision and implementation

without risking the standard of road signage in the adherence of Vienna and Draft

Convention.

Statement of the Problem

This study aimed to present and analyze the issues on the effectiveness

of road signage. It also intends to reveal the behaviour of the motorists and

pedestrians toward the signage. Specifically, the study sought to answer the

following sub-problems:

1. What are the features of the road signage on the major roads?

2. What is/are the content of the warning signs on the major roads?

3. What is/are the characteristic(s) of Filipinos revealed through this road

signage?
Significance of the Study

The researchers believed that findings of this study may serve as a

springboard in providing a better understanding on the relevance of signage

along major road in Metro Manila. It is further expected that this research could

provide a vital proof that the result of the study will be useful to future

researchers. Furthermore, this research may benefit:

Students: ​As the soul of the academe, this study will benefit the learners

in their study regarding road signage, activating their consciousness in obeying

road guidance and regulation to maintain the power of the policy and to be a

responsible citizen.

Teachers: ​The study will help the teachers in facilitating learning by

utilizing this study as reference in their teaching in any relation to road signage

as basis in transferring knowledge to the classroom.

School: ​This study will provide the academic institution a unique and

novelty researches with valid fundamental principle for further production of world

class researches.

Future Researchers: The result of this study can be used as a

springboard for future researchers who would conduct a study along this line.
Objectives

This study sought to present the major features of road signs, as well as

the in-depth analysis of the subjected signage along Metro Manila area. The

purpose of this study was to determine its content background to identify the

principal structure of signage along major highways and avenues in the Metro.

The study also intended to discuss the effect of signage and its construction that

lead to reveal some characteristics of the Filipino people.

Results of this study will be forwarded to the government agency who is

responsible for managing road signage. Implementers will benefit from this study

as it expands the knowledge and data on different rationale on why Filipinos

possess such negative behavioural characteristics that urged them to violate

certain road signage regardless of the presence of authority.

Recommendation and Conclusion from this study provided concrete

answers and evidences that may be used by the government agency to devise

certain actions, programs, changes in signage, construction and other related

issues that manifests in this study.

Conceptual Framework

Based on the Vienna Convention and Draft Convention of 1968, all road

signs and road markings shall apprehend to international standard in terms of

design, size, color, placement and the like. All of the gathered materials and

other related literature were used as valid basis throughout the study especially

conducted researches concerning the study.

The nature of this study is to analyze the signage along major roads and

highways in the Metro Manila area, the researchers utilized manuals, criteria,

articles, and basic knowledge such as memoranda and ordinances about the

signage implementation of the two major departments of the government namely

the DPWH and MMDA.

The researchers utilized a flow chart as a representation of the research

paradigm for the extraction of the gathered data. A flow chart represents a large

some of data scrutinized and evaluated by the researcher to prove signage

effectiveness through the use of stylistic and content analysis. The data gathered

consist of the authentic printed materials based on the book of A.M. Mackie, the

“Progress in learning the meanings of symbolic Traffic Signs” and “Highway

Safety Design Standards Part 2: Road Signs and Pavement Markings Manual

(2012)” of DPWH was translated by the researchers.

After series of analysis and evaluation, the researcher then identified and

categorized the negative behaviours observed among Filipinos.The subjected

road signage were probed through the use of essential and significant methods

of language and structure for deeper analysis. The analysis of the behaviour was
discussed subjectively and qualitatively in the latter part of this paper. This paper

provides an analysis of signage along major roads in Metro Manila.

Figure 1. Conceptual Framework

Scope and Delimitation

The study was conducted at the College of Education of Rizal

Technological University the second semester of academic year, 2014-2015. The

study covers the road signage along major roads in Metro Manila specifically the

warning and danger signage. This study delimits the coverage of the road

signage in Metro Manila specifically the collected road signs are gathered mostly

in Epifanio Delos Santos Avenue and Commonwealth Avenue where a number

of road signs can be collected. The study mainly focused on the collection and

analysis of warning signage among the road signs in Metro Manila.

The researchers searched other images of signage from the interest due

to the dangerous highways, restrictions and the road rules and regulations.
Definition of Terms

For further understanding of the study, the researchers defined the

following terms within the operational use or the way they were presented in this

research.

DPWH ​– Department of Public Works and Highways.

Driver​- – shall mean any and every licensed operator of a motor vehicle.

Guide Signs (Informative Signs​)-inform and advise road users of directions,

distances, routes, the location of services for road users, and points of interest.

Highway – shall mean any public thoroughfare, public boulevard, and avenue,

but shall not include roadway upon grounds owned by private persons, colleges,

universities, or other similar institutions.

Intersection​-means any level crossroad, junction, including open areas formed

by such crossroad.

Lane ​– means one of the longitudinal strips from which the carriageway can be

divided, whether or not defined by longitudinal road markings.

MMDA​ – Metropolitan Manila Development Authority.

Motor Vehicle​- shall mean any vehicle propelled by any power other than the

muscular power using the public highways, except heavy construction

equipment, trolley cars, street sweepers, sprinklers, lawn mowers, amphibian

trucks, and tractors, trailers and traction engines of all kinds used exclusively for

agricultural purposes.
Overhead Signs​-signs which provide means of displaying essential traffic

information on wide multi-lane roads, where some degree of lane use control is

required, or where side-of-road clearance is insufficient to accommodate a road

side sign.

Regulatory Signs​- signs that inform road users of traffic laws and regulations

which, if disregarded, will constitute an offense.

Road ​– means the entire surface of any street open to traffic, including shoulder

and sidewalk.

Road Markers – means any traffic control device marked on the surface of the

carriageway used to regulate traffic or to warn or guide road users. They are

used either alone in conjunction with the other signs are signals to emphasize or

clarify their meaning. Median Islands are not classified as road markers.

Road Users – shall mean any persons using the road including drivers,

pedestrians, cyclists, and commuters.

Special Instruction Signs​- signs that instruct road users to meet certain traffic

rule requirements or road condition.

Traffic Signs​-device mounted on affixed support whereby a specific message is

conveyed by means of words or symbols placed or erected for the purpose of

regulating, warning or guiding traffic.

Vienna Convention on Road Signs and Signals - is an international treaty

designed to increase road safety and aid international road traffic by

standardizing the signing system for road traffic in use internationally.

Warning Signs​- warn road users of condition on or adjacent to the road that may

be unexpected or hazardous.
 CHAPTER II

REVIEW OF RELATED LITERATURE

This chapter includes synthesized readings in line with the topic of the

study which includes different related researches and readings and is designed

to point out the different views of researches, studies, concepts and criterion

towards the analysis of road signage to serve as a support to the whole study.

Introduction

Commonwealth Avenue and EDSA are still regarded as a “killer highways”

despite the efforts to reduce road crash incidence along this thoroughfare. Many

of these crashes involve pedestrians who continue to cross the highway on

at-grade or on ground level at many points of the highway despite this being

prohibited or discouraged. To cross the avenue, pedestrian overpasses have

been constructed at strategic locations along the highway including those at

Fairview Market, at Ever/Shopwise and at Tandang Sora, at U.P. (2 overpasses

– one at AIT/CHK and another at Technohub), and at Philcoa. Despite these

facilities being constructed and possibly with a few more to be constructed in the

future, many people still choose to jaywalk. Among the reasons cited are stairs

being too steep and the long distances they have to walk to and from the

overpasses. (Doctrine weblog, 2011)

 With the width of the Avenue, people or the pedestrians tend to cross in

the dangerous road rather than to use the footbridge generously provided for

them. There are lots of factors why they prefer to gamble their lives in crossing

the killer highway. One of the factors is the lack of fear with the warning signage

on the road. As a matter of fact, people cross insistently at the very side of the

big warning board.

According to the National Cooperative Highway Research Program

(2001), liability of highway departments for negligence arising out of the

installation and maintenance of highway warnings, traffic lights, and pavement

markings is an important topic, given the expanding number of states in which

the department may be sued and held liable for negligence or the failure to

perform to its duties.

As seen, there is no general duty, in the absence of statue, for the

department to install and maintain signs, signals or markings. The department

may have no duty to provide such devices and, moreover, is usually immune

from liability where it has considered the necessity of a warning but decide not to

prove it. The courts, however, generally require the agency to maintain warnings

properly once they have been installed.

Particularly, dangerous highway situations may give rise to the duty,

pursuant to a statute or common law , to erect a sign , traffic light , or otherwise

in order to keep the roads reasonably safe for the prudent traveller. As seen,

liability is determined on the basis of the factual circumstances of each case, and
the question in most jurisdictions, except those with highway defects with

statutes, is whether the department has exercised ordinary and reasonable care

under the circumstances.

Depending on the jurisdiction, the highway department may raise the

defense that the highway department function involved is either governmental in

nature. At the state level, the defense which duty involves the exercise of

discretion and is, therefore, immune the law for the liabilities of public officials

and is now embodied in many tort claims acts as “discretionary function

exemption”.

Traffic signs are integral part of the road system, and their general

function is to display information to road users to facilitate the efficient and safe

movement of goods and vehicles. If a traffic sign becomes ineffective because of

the degradation in its visual properties, then the efficiency and safety of the road

system could deteriorate.

For a traffic sign to be effective, it must at least be able to be detected, to

be read, and to be understood by the road users. For a sign to be detected and

noticed by a road user it must be sufficient contrast between itself and its

surroundings designed by an international standard specifications for road signs,

the contrast between the sign legend and its background must be sufficient. The

levels of contrast found are a function of the type and color of the sign materials.
An Investigation into Bilingual (Welsh/English) Traffic Signs

According to A.M. Mackie on his book “Progress in learning the meanings

of symbolic Traffic Signs”, a considerable amount of research into traffic sign

design has been carried out over the last 15-20 years. From this research

principles of design have been evolved and in the main these are equally

applicable to bilingual traffic signs as they are to monolingual ones.

One of the basic facts about the sign design is that number of words or

names on the sign directly affects the time taken to read the sign. It is always

important therefore that the number of words or names on a traffic sign should be

kept to minimum. Making traffic signs bilingual will of course increase the number

of words on the sign; consequently in considering their provision this is one of the

major problems to be faced.

The time taken to read a direction sign depends on the order in which the

individual reads the names on the sign. On some occasions the name required

will be the last to be seen. The size and design of the sign should therefore be

such that it allows all drivers adequate time in which to find the name they want,

no matter in what order the names are scanned.

International Effort toward Uniformity on Road Traffic Signs, Signals, and

Markings

According to Jose M. Zuniga in the International Road Federation, in the

last three years, a great effort has been made by the United Nations and the

Organization of American States to achieve uniformity in the field of road signs,

signals, and markings. These efforts have culminated in three major

conferences: (a) the Highway and Highway Transport Subcommittee of the

United Nations Economic Commission for Asia and Far East (ECAFE) meeting in

Bangkok, Thailand at which the position of the Asian countries with regard to the

news draft the convention on road signs and signals determined and (b) Tenth

Pan American Highway Congress in Montevideo, Uruguay, which recommended

that governments of the countries of the Americans adopt as a guide to the

Inter-American Manual on Uniform Traffic Control Devices.

In view of the differences among languages, alphabets and meanings of

the words and symbols throughout the world, uniform signs present monumental

difficulties. Fully uniform international signs may never be reached, but significant

improvements of present situation seem possible, particularly elimination of direct

conflicts among the several existing systems. The decision must be based on

facts and in the results of objective research, for ethnocentrism and prejudice can

only increase the troubles. The proliferation of both vehicles and drivers

continues, and each day’s delay only makes the problem more difficult.
Comparison of Welsh Versions

According to A.M. Mackie (Progress in learning the meanings of symbolic

traffic signs, 4.4, page 7), nowhere are there clear indications as to which script

or color preferable for adding Welsh to the signs. Experiment one shows that with

green signs the shortest average reading time is obtained with the Welsh in the

same script as the English but colored yellow and situated below the English.

Welsh increased the reading time and the increase was great if the Welsh

plate was positioned above the English one.

Because increased reading times result in drivers having their attention

diverted from the task of driving safely along the road for longer periods of time,

then on the consideration if further traffic signs in Wales are to be bilingual the

Welsh should be added below the English. It is noted that of the existing bilingual

signs in Wales some have the Welsh uppermost and others the English.

In particular signs which displayed some bilingual pairs of names and

some single Welsh names is one of these. If their reading times had been solely

dependent on the number of names on the signs then one would expect the

reading times to fall somewhere between the monolingual signs and fully

bilingual signs.

If the sign is, for example, a guide sign, then a driver will read the sign and

then may need to make a lane change. This maneuver can be made as soon as

the sign is read, and no provision for the ‘dead space’ need be made.
Construction and Maintenance Signs

According to Draft Convention (1968) states that (1.) The limits of road

works on the carriageway shall be clearly shown. (2.) Where the extent of the

road works and the volume of traffic justify it, the limits of the works shall be

marked by setting up continuous or discontinuous barriers painted with alternate

red and white, red and yellow, black and white, or black and yellow stripes, and

in addition, at night, if the barriers are not reflectorized by lights and reflecting

devices. Reflecting devices and fixed lights used for this purpose shall be dark

yellow. However, (a) lights and devices visible only to traffic moving in one

direction and marking the limits of the road works on the opposite side of the

road from that traffic may be white; (b) lights and devices marking the limits of

road works separating the two directions of traffic may be white or light yellow.

Because these signs are in the category of signs that warn of danger, it is

recommended that the stripes of the barriers be yellow and black. And the

following features and criteria are the aligned with the 1968 Convention in

Uniform Traffic Controls (1988).

Road Markings

It is covered in every great detail in The Draft Convention (1968), which is

not usual for this kind of document, and should be very thoroughly studied before

final acceptance. It would have been preferable to have had a more general

coverage and a less detailed account of the technical procedures to be followed

in performing the actual job of road marking. The 1968 convention does, the U.S.

Manual on Uniform Traffic Control Devices is more comprehensive and should

be used as a guide for future discussions in the subject.

Road Signals

The provisions for road signals are in accordance with their normal use

throughout the world. There are two points to which we must pay some attention.

The first is the prohibition of the use of a single flashing red light for any other

purpose. Using a single flashing red light for railroad crossing is considered a

setback for the long-standing practice of using two flashing red light at these

crossings. A further complication is the fact that the flashing beacon is used in

western hemisphere for intersections or other locations that have special

conditions. These locations do not include railroad crossings. A very unsafe

situation may arise for an international traveler confronted with a single flashing

red light that has been given extra meaning. These are the reasons why the
western hemisphere and many other countries will not be complying with the

1968 Draft Convention.

The Design of Road Signs

Road signs provide drivers with appropriate warnings and information as

well as identifying legal requirements or instructions. To fulfil this function

efficiently and therefore safely, the signs must: 1) be easily recognizable and

locatable within a complex visual scene. 2) Clearly indicate the status of the

message (legal, warning or information). 3) Convey the message efficiently

thereby minimizing visual distraction. 4) Be comprehensible so that drivers can

recognize the action (or choice) to be taken. 5) Be located such that the driver

has sufficient time to act on the message.

Design, placement, operation, maintenance, and uniformity are aspects

that should be carefully considered in order to maximize the ability of a traffic

control device to meet the five requirements listed in the previous paragraph.

Vehicle speed should be carefully considered as an element that governs the

design, operation, placement, and location of various traffic control devices.

Design of Traffic Control Devices Section 1A.03​(​Manual on Uniform Traffic

Control Devices, 2009) stated that devices should be designed so that features

such as size, shape, color, composition, lighting or retro reflection, and contrast

are combined to draw attention to the devices; that size, shape, color, and

simplicity of message combine to produce a clear meaning; that legibility and

size combine with placement to permit adequate time for response; and that

uniformity, size, legibility, and reasonableness of the message combine to

command respect.

The perception and comprehension of a road sign (and indeed text in

general) can be broken down into three stages (Anderson 1990). The first stage

comprises the perceptual processes by which the text on the road sign is

encoded. The second stage is termed parsing whereby the words in the

message are transformed into a mental representation of the combined meaning

of the words. The third stage is the utilization stage, in which drivers actually use

the mental representation of the sentence’s meaning. If the message is an

assertion, the drivers may simply store the meaning in memory; if it is an

instruction, they may obey. Many studies of visual information processing have

involved determining what can be extracted from a brief visual presentation and

the resulting memory for this information (e.g. Sperling 1960). Displays of letters

are presented briefly to participants who are then asked to recall as many as

possible. Usually they are able to recall between three and six items, although

they report they saw more, but could not identify them, i.e. they faded away.

These basic perceptual experiments demonstrate that visual information

presented to drivers should be limited in length and be in a relatively uncluttered

environment. If information is presented too quickly in succession, drive the

overall pattern is decomposed into a set of 'mini' features, which are recognised

and then used to identify the pattern. Thus the letter 'H' consists of two vertical
and one horizontal line and a specification of how they should be combined. In

terms of recognition of the individual letters on a VMS sign, this would imply that

as long as the individual features are readily recognizable, drivers should be able

to interpret the message. Where problems might occur is where there are

limitations in the sign design that do not allow the display of the features naturally

used in text processing. A further important consideration in sign design is that of

context. When context or general world- knowledge guides perception,

processing is known as top-down processing, because high-level general

knowledge determines the interpretation of the low-level perceptual units (Tulving

et al. 1964). With context, less information needs to be extracted from the word

itself in order to identify it. These results strongly suggest that signing should be

as context-relevant as possible and use familiar phrases or symbols. As drivers,

we are faced with enormous amounts of information to process in such a way

that the environment makes sense. The more frequently processes have been

practiced, the less attention they require. Highly practiced processes, which

require little or no attention, are referred to as automatic, while those processes

that require attention are known as controlled (Schneider et al. 1977). With

reference to the driving task, and in particular the reading of road signs, a

designer should aim to implement a message or pictogram that is already known

to the driving population or is already used in another context. This limits the time

needed to perceive and parse a text message. Some attempts at producing

design guidelines for signs have been made, based on the time taken for drivers
to read traffic signs (Forbes et al. 1965, Johansson et al. 1970). Research

indicates that reading times typically increase in a linear manner with the number

of names on a sign (Hall et al. 1991). This has implications for the design of

bilingual signs, as they inherently display more information than their monolingual

counterparts.

Sign Readability

There are a number of methodological issues relating to the evaluation of

sign readability. Luoma (1991) and Martens (2000) provide an overview of a

number of techniques that could be used and their limitations. Such techniques

include the recording of eye movements, the use of verbal reports, behavioral

responses and sign recall. The review suggests that each of these

methodologies has its drawbacks and that, if possible, more than one method

should be used. For example, whilst eye movements can pinpoint the direction of

gaze, they do not necessarily measure attention. Verbal reports could be used as

a supplementary measure although under high workload conditions these may

be dispensed with by the driver. The study was designed to evaluate if drivers

were able to maintain their normal level of driving performance whilst

encountering different types of mono and bilingual VMS. A driving simulator was

used to ensure repeatability of scenarios and the collection of detailed driver

behavior. While driving a simulated section of rural motorway, participants were

presented with a range of VMS signs and instructed to read aloud the text in their
preferred language as soon as they were able. They were also asked to carry out

any instructions indicated on the signs. The complexity of the signs was varied by

increasing the amount of information available to the driver. This allowed the

direct comparison of, for example, a four-line bilingual sign with a four-line

monolingual one. The VMS were presented to drivers under varying workload

conditions and their behavior compared using measures of speed, lateral position

and headway to a lead vehicle. In addition to measuring driver performance, it

was thought useful to try and quantify the actual amount of time it would take a

driver to process the VMS. This was achieved by including a number of signs

that gave drivers an instruction. The time taken for them to respond to this

instruction was taken as a measure of response time. Both monolingual and

bilingual participants were recruited for the study, as little is known about how

bilingual drivers use bilingual signs. For example, as they are able, do they read

both languages - or can they 'limit' themselves to reading just one of them.

Linguistics research suggests that bilinguals never fully disengage from the other

language (Green 1998), thus creating cross-language competition (Kroll et al.

2001).

Drivers were able to read one and two-line monolingual signs and two-line

bilingual signs without disruption to their driving behavior. However, both four-line

monolingual and four-line bilingual signs impacted on driver performance, when

compared to the baseline condition. Drivers reduced their speed by

approximately 11 kph (7 mph), over a distance of 250m, in order to read these

types of signs, achieved by engine braking. The fact that this speed reduction

was the same for each of the four-line signs, suggests that drivers are perhaps

reading, or at least searching, the irrelevant text on the bilingual sign. In addition,

whilst drivers were able to recover from the monolingual sign (i.e. they returned

to their previous speed), drivers were still travelling slowly after they had passed

a four-line bilingual sign. This suggests that the drivers were perhaps still trying

to process the information and work out whether they had missed something

vital. This type of effect has been observed in a number of studies, whereby

increases in cognitive load have led to speed reductions, e.g. whilst using a

mobile phone (Burns et al. 2002, Haigney et al. 2000, Reed et al. 1999) or a

navigation system (Srinivasan et al. 1997). Researchers have interpreted this in

different ways; some believe it is a compensatory process that drivers engage in

to reduce their accident risk, whilst others purport that drivers are simply paying

less attention to the task of speed regulation. With regards to response times,

these increased with the number of lines of relevant text. Drivers were able to

read and respond to signs that were one or two lines in length within a relatively

similar timescale. However, when drivers were required to read four lines of text,

their response time was significantly higher. This suggests that drivers had to

'chunk' the information, using several glances to the sign, in order to complete

the task - although this could only be confirmed using additional data collection

techniques (eye- movement recording). This chunking technique is a reasonable

one to adopt, as long as the sign is within the driver's sight distance for long
enough. For example, based on the response time of 6.43s, driver would require

a four-line sign to be in legible view for approximately 200m (at motorway speed).

Shape

Standard sign shapes are as follows (Highway Safety Design Standards

Part 2: Road Signs and Pavement Markings Manual, 2012): 1) The octagon is

reserved exclusively for the stop sign. 2) The equilateral triangle, with one point

vertically downward is reserved for the Give Way sign. 3)The circle symbol is

mainly used for regulatory sign. 4) The circle symbol may sometimes be mounted

on a rectangular base either for easy recognition or for additional information. 4)

The equilateral triangle with one point vertically upward is used for warning signs.

5) The rectangle, usually with long axis horizontal is used for directional signs,

service signs, road work signs, signs for special purposes, and supplementary

plates for warning signs. 6) The rectangle, usually with long axis vertical is

generally used for facility information signs, instruction signs, guide signs, and

destinations of point interest, and; 7) The pentagon, with point up is used for

pedestrian and school crossing sign.

Color

The standard color for signs according to (Highway Safety Design

Standards Part 2: Road Signs and Pavement Markings Manual, 2012) are as

follows:
Red is used as background for STOP signs, as border color on Give Way signs,

warning signs and prohibitive signs in the regulatory type.

Black is used as legend color for signs having white, yellow, orange, fluorescent

orange, fluorescent yellow green background and as chevron for hazard

markers.

Yellow​ is used as background color for roadwork signs.

White is the background color for most signs and legends for some colored

background.

Fluorescent yellow green is used as background color for signs related to

pedestrian movement, school zones, and road work hazard markers to give

additional emphasis and guidance to vehicle operators.

Fluorescent orange is used as background color for roadwork signs whose

legends relate to personnel working.

Green​ is used as background color for direction signs.

Blue​ is used as background color for service signs.

Brown is reserved as background color for all tourist facility directional and

information signs.

Letter Series

There are six series of letters and numerals, ranging from the narrow

series A to the broad series F.

Series A and B letters are not used on signs which, have to be used for

moving vehicles as the legibility distances are small. Series C is only used in
special cases. Series D and E are commonly used as they provide the best

legibility and aesthetics. Series F is not often used on large signs due to the wide

space required.

Use of Filipino worded signs

Generally, signs with Filipino legends tend to be larger due lengths of

equivalent words. Filipino legends are not generally recommended unless it is

absolutely necessary and useful.

Filipino worded signs are intended mostly and specifically to local use.

There are only few localized road signage but those do not follow the

international standards. Their proper significance is to give an immediate action

or response to the reader because those are written or printed in local language

which common people could easily understand.

Location

As warning signs are placed primarily for the protection of the driver who

is not familiar with the road. Although guidelines for their positioning are given

below there will be instances where local conditions require different treatment.

However, in special circumstances the sign or a duplicate sign may be erected

on the left side of the road. Duplicate signs on the left side usually be required on

one-way roads.
Placement

Since warning signs are primarily for the benefit of the drivers and

pedestrians who is unacquainted with the road, it is very important that care be

given to the placement of such signs. Warning Signs should provide adequate

time for the motorist and pedestrians to perceive, identify, decide, and perform

any necessary maneuver. This total time to perceive and complete a reaction to

a sign in the sum of the times necessary for Perception,

Identification/understanding, Emotion/decision making, and Volition/execution of

decision and is here referred to as the PIEV time can vary from about three

seconds for general warning signs to ten seconds for high drive judgment

condition warning signs.

Placement and Operation of Traffic Control Devices Section 1A.04​(​Manual

on Uniform Traffic Control Devices, 2009) stated that placement of a traffic

control device should be within the road user's view so that adequate visibility is

provided. To aid in conveying the proper meaning, the traffic control device

should be appropriately positioned with respect to the location, object, or

situation to which it applies. The location and legibility of the traffic control device

should be such that a road user has adequate time to make the proper response

in both day and night conditions. Traffic control devices should be placed and

operated in a uniform and consistent manner. Unnecessary traffic control devices

should be removed. The fact that a device is in good physical condition should

not be a basis for deferring needed removal or change.

 According to the Authority for Placement of Traffic Control Devices

Section 1A.08​(​Manual on Uniform Traffic Control Devices, 2009)traffic control

devices, advertisements, announcements, and other signs or messages within

the highway right-of-way shall be placed only as authorized by a public authority

or the official having jurisdiction, or, in the case of private roads open to public

travel, by the private owner or private official having jurisdiction, for the purpose

of regulating, warning, or guiding traffic.

When the public agency or the official having jurisdiction over a street or

highway or, in the case of private roads open to public travel, the private owner

or private official having jurisdiction, has granted proper authority, others such as

contractors and public utility companies shall be permitted to install temporary

traffic control devices in temporary traffic control zones.

Symbols

Symbols are the approved design of a pictorial representation of a specific

traffic control message for signs, pavement markings, traffic control signals, or

other traffic control devices.

Symbols designs shall in all cases be essentially like those shown in

Manual and Standard Highway signs. A broader use of symbols in preference to

word messages is a desirable and important step toward the greater safety and

facilitation of traffic. Sometimes a change from word messages to symbols

requires significant time for public education and transition.

Criteria of the Warning Signage

Design

Characteristics that will help you classify warning signs are they are

usually triangular in shape and have a red band that outlines them. There are,

however, green versions, which are for pedestrian and animal crossings.

Warning signs can indicate any potential hazard, obstacle or condition requiring

special attention.

Most warning signs display a black symbol on a white background within a

red-bordered equilateral triangle. Since 2012, however, a more visibly distinctive

design has been adopted for pedestrian-related signs: these consist of a

fluorescent yellow-green pentagon with black border and symbol. Additional

panels may be placed below signs to supplement their meanings.

A standard sign shall be selected when choosing a sign for a particular

purpose. If no standard sign meets the conditions encountered, a special sign

may be used, provided it is designed in accordance with the same principles as

the standard signs in the appropriate classification.

In general, warning signs are triangular in shape (with one angle vertical),

with black symbol, reflectorized red border on a retro-reflective white, or

fluorescent yellow green background. Where conditions require greater visual

impact or emphasis, the larger size signs should be used with the

correspondingly larger symbol or legend.

 The size of one side of the equilateral triangular shaped signs shall not be

less than 600mm. For high-speed expressways, larger signs (up to 1200mm) are

usually adopted.

Sizes of special signs with other shapes can sometimes be selected to

give comparable warning to drivers if the standard sign is found inadequate.

Minimum dimensions depend upon applications. Larger sizes are required for

wider roadways and on high-speed facilities (Highway Safety Design Standards

Part 2: Road Signs and Pavement Markings Manual, 2012).

Uniformity in the design of signs facilities identification by the road user.

Standardization of shape, color, dimensions, legends and illumination is

important so that various cases of signs can be easily recognized. The following

general design principles have evolved. Highway Safety Design Standards Part

2: Road Signs and Pavement Markings Manual (2012) states that: 1) The driver

should not be unduly distracted from his task of driving by reading a traffic sign.

2.) A traffic sign should be perceived and understood by the driver travelling at

the 85% percentile speed of the traffic on the road, in sufficient time for him to

safely take any action necessary.

Application of Warning Signs

Warning signs are used to warn motorists of potentially hazardous

conditions on or adjacent to the road. The warning signs advise motorists of road
conditions that require caution and may call for a reduction in speed, in the

interests of safety and that of other road users.

Warning signs tend to lose their effectiveness if used unnecessarily or too

frequently. Their use should be restricted to the minimum, consistent with safety.

A warning sign should not be used when drivers can observe and appreciate the

potential hazard ahead under normal conditions.

To avoid ambiguity, supplementary messages can sometimes be used.

Some of the commonly used messages also listed in this category under the

Auxiliary series. Warning signs at road construction and maintenance sites are

separately dealt with in the Road Works Safety Manual.

Standard Application of Warning Signage

Uniformity of application is as important as standardization with respect to

design and placement. Identical conditions should always be treated with the

same type of signs so that road users can readily anticipate the course of action

required.

To be effective, the road sign should meet the five basic

requirements(Highway Safety Design Standards Part 2: Road Signs and

Pavement Markings Manual, 2012); 1) Fulfil a need. 2) Command attention. 3)

Convey a clear, simple message. 4) Command respect; and; 5) Give adequate

time for proper response.

 In the US 2009 debates as to significance of enhancing pedestrian safety

on roadways should be a prime concern in both the public health and roadway

engineering realms. A US study found out that pedestrians were more likely to be

at fault. A result of a study by Kim et al (2008) provides useful information

regarding the breakdown of fault between pedestrians and motorists. Fault was

determined by violations of legislations (jaywalking) and non-legal considerations

(misjudgement and inattention). Police crash data were coded including legal

violations by pedestrians (crossing against the light) and motorists (failure to stop

for red lights or stop signs). Pedestrians alighting from one bus or jeepney and

then rushing across the street to board another might provide an explanation for

the very high proportion of pedestrians violations crossings observed.

Harbluket. al. (2002) states that modern distractions such as mobile

phones and personal music players may also be responsible for pedestrians not

complying with road rules. With regard to pedestrians, an obvious target for

intervention is choices made at the side of the road, including where and when to

cross an intersection.

In addition, a recent study has suggested that pedestrians are more to

likely become impatient and engage in risky crossing behaviors as outdoor

temperatures decrease.

According to Cinnamon et al (2014) active countermeasures include- for

both drivers and pedestrians- education regarding the safe use of the road area

and enforcement of road-rules, while passive countermeasures center on

engineering solutions, including, modification of the roadway and implementation

of traffic- calming solutions in the interests of pedestrians safety. In other words,

what has worked in one location at a specific point in time will not necessarily

prove effective in another location or at another point in time.

Probe looms over MMDA’s pink traffic signs

Based on an article of Philippine Daily Inquirer and posted by

GMANews.TV last January 31, 2009, an investigation by the House of

Representatives looms over the pink traffic signs put up by the Metropolitan

Manila Development Authority (MMDA).

Bayan Muna party list Reps. Satur Ocampo and Teodoro Casiño filed

House Resolution 916 directing the House Committee on Metro Manila

Development to conduct the investigation in aid of legislation.

"The MMDA is bound to abide by the Vienna Convention on Road Signs

and Signals because the Philippines is a state party to these conventions and

treaties. This convention specified the precise colors, sizes and shapes for each

traffic sign class, white, yellow, black, blue, green, orange, and grey are the

internationally accepted colors used by the 52 state parties to the convention,"

Ocampo said in an article on the House of Representatives website.

www.congress.gov.ph.

In their resolution, they said the pink signs allegedly violate both

international standards and local laws.

 They also urged the committee to look into the source of funding for the

pink traffic signs and to ascertain if this was authorized and approved by the

Metro Manila Council (MMC).

The two cited Republic Act 7924, which requires the approval by the MMC

of the policies and measures to be executed by the MMDA Chairman.

Ocampo and Casiño questioned the decision of the MMDA Chairman to

use the pink colored traffic signs, road signs, traffic information signage and

lanes, saying pink is not included in the international standard colors.

They said these MMDA traffic signs not only violate the country's

commitment to the international convention in Vienna, but are also a public

nuisance that violate Article 694, Title VII Book II of the Civil Code, that prohibits

any act, omission, establishment, condition of property, or anything else that

annoys or offends the senses.

Also, they described the pink traffic signs and road signs and all other

traffic management projects of MMDA as eyesores that worsen the visual blight

plaguing Metro Manila.

With the exception of the red, green and yellow traffic lights, Fernando

insisted that there are no color barriers involved in traffic directing rules, saying

that other cities worldwide have used other colors to guide motorists and

pedestrians.
 Fernando remained firm on his stance choosing to stick it out with his

color preference, insisting that the unique shades have attracted the most

attention needed to get the focus and attention of road users.

AngelitoVergel de Dios, MMDA Traffic Operations Center executive

director, wondered what all the fuzz was all about stressing that the color "pink"

simply signifies rules pertaining to human beings.

De Dios noted that the color "pink" has been an effective tool for the

agency since in the local setting road users rarely read traffic signs adding that

the color is attractive enough to catch the attention of the pedestrians and

motorists.

Fernando said it will not come as a surprise if in the future other countries

even those included in the progressive list will adapt some of the MMDA's local

traffic innovations like the use of the color "pink."

MMDA General Manager Robert Nacianceno countered that the complaint

against the pink hue is justifiable if the grievance was made during the early part

of its inception to the traffic policies.

He added that by this time the public should have been generally

accustomed to the color scheme since it has long been used in the agency's

traffic management regulations for motorists, pedestrians and other road users.
Synthesis

This review of related literature discussed about warning signs and its

purpose, the significance of the road signs, its specific uses and full background

with other related studies.

The particular sign to be applied to a specific condition shall be selected in

accordance with the criteria set out in this section. The standard warning signs

listed in this manual cover most conditions that are likely to be met. If other

warning signs are needed, the signs shall be of the standard shape and colour

for warning signs, and the symbol used must self-explanatory.

Behavioural responses are considered to be the most useful measure of

sign perception and comprehension; however these rely on using signs that are

instructional in nature in order to provide measurable responses. Overall, a

behavioural response is arguably the most ecologically valid measure for road

safety evaluations and this provides the focus of this study.

The gathered resources are indeed of high relevance for these serve as

the point of analysing this study as well as validating the study’s reliability.
 CHAPTER III

RESEARCH METHODOLOGY

This chapter presents the materials and methods used in this study.

Research Method Used

The researchers subjected the study to Qualitative-Descriptive Research

and gathered sufficient data for the analysis. The research study utilized Content

Analysis to decode general meaning and its corresponding implication as it refers

to a general set of techniques useful for analyzing and understanding collections

of text.

Data Gathering and Procedure

Data was gathered from libraries, editorial articles and journals, and

concerned government departments such as Department of Public Works and

Highways and Metropolitan Manila Development Authority, and official websites.

Presentations of photos are included in the entire study to figure out the

visualized features of the warning signage in Commonwealth Avenue and EDSA

therefore pictures are taken from the said area. Visitation and interview of MMDA

officers, pedestrians, and other people close on the said area will be also

included in the process of study to personally view the situation in the Killer

roads.

Road surveys were done to have a deeper understanding about the

problem. The researchers crossed overpasses and examined the effects of

Yellow Lanes, U-turns and speed of the flow of vehicles. Likewise investigations

of the most frequently encountered problems were observed.

Selected road signage in Metro Manila was deconstructed to build specific

features, especially its prominent characteristics, similarities, commonalities and

what made it unique. It was also subjected to different impacts of a specific

feature to all the motorist and pedestrians.

 Deconstruction was used to discover features and similarities that road

signage shared as an integral system in road safety.

Major basis of this study is the Vienna and 1968 Draft Convention on road

signs which the researchers utilized and studied to understand the standards,

policies, formats and restrictions of the international arena towards road safety,

markings and proper signage format construction.

According to Bernard Berelson (1990), Content Analysis is a research

technique for the objective, systematic and quantitative description of manifest

content of written text.

The researchers collected underlying theories and studies related to the

manifestation of Filipino characteristics and behaviours through road signage

violation. Specifically, the negative feedback and action that rebounds to

laziness, disobedience, and negligence of local subjects, secondary form of

articles are presented to support the following claims mentioned in this study that

strengthen the result and conclusion of this research.

CHAPTER IV
 RESULTS AND DISCUSSION

This portion shows the presentation, analysis and interpretation of data

following the sequence of sub-problems of the study. The analysis and

interpretation of data were based on the computed percentage. The

presentations of data are sequenced according to the order presented in the

statement of the problems.

Features of the road signage on the major roads along Metro Manila

The use and adequacy of highway warning signs, traffic lights, or

pavement markings are increasingly important tasks for the transportation

departments in providing safe roads and highways. In recent years the

departments have been held liable for negligence in providing, or in failing to

provide, highway warning signs, traffic signals, or other roadway markings. The

courts have held that it is reasonable to expect highway agencies to use advisory

signs depending on the circumstances.

Warning signs are used when it is deemed necessary to warn the

motorists and pedestrians of existing potentially hazardous conditions on or

adjacent to a highway or trail. The use of them to warn of conditions which are

apparent tends to breed disrespect for all signs. Warning signs specified herein

cover most conditions that are likely to be met. If other warning signs are needed,

the signs shall be brief and easily understood. The following are the features of

signage that are evident in every road signs along major roads in Metropolis:
Intensifier

Intensifiers are adverbs or adverbial phrases that strengthen the meaning

of other expressions and show emphasis. (​http://dictionary.cambridge.org/​)

Majority of the subjected road signage started with “BAWAL”, “HUWAG”,

“NO” and “PAALALA” are evident on the wide highway of EDSA agreed with

uniform intensifier that made the set of characters to become strong and in

extreme tense that made pedestrians and vehicle motorist to retrogress from

crossing and apprehend the message of the signage which has the will to follow

the memorandum.

The signage along the major roads in Metro Manila, specifically in Epifanio

Delos Santos Avenue where the collection of road signs posted and erected by

the Metropolitan Manila Development Authority (MMDA) agreed by a unified

standard in terms of signage construction.

The following are intensifier used in subjected road signage:

BAWAL
 A five letter Filipino word which literally means to prohibit from doing an

action. Connecting “BAWAL” in the signage such as BAWAL TUMAWID, BAWAL

MAGTAPON NG BASURA, BAWAL MAGTINDA, BAWAL MANIGARILYO, etc.,

only mandates every concerned individuals to respond to the signage because of

the intensifier “BAWAL”. In one’s perspective, a concerned person may remind

the other person by telling him/her with an added BAWAL in his/her statement,

affecting its decision and will to do such act resulting to respond and follow the

person’s instruction just like a signage with a “BAWAL” word in the signage.

NO
 Mostly connected intensifier to vastly posted and printed signage along

major roads and highways in the metro. A two letter word which intensifies every

word in the road sign. Intensifier “NO” is to give a negative response and it is

utilized in notices and instructions to say that a particular activity and thing is

forbidden. Intensifier “NO” is always seen in NO U-TURN, NO PARKING, NO

LITTERING, NO JAYWALKING, NO LOADING/UNLOADING and etc. It

implicates that doing such activity is a violation of the regulation imposed by the

authority. A reason why MMDA and DPWH added “NO” in every signage for easy

comprehension of each individual towards the particular signage.

PAALALA / ADVISORY

Obvious in every word “PAALALA” is the connected exclamation point

which connotes strong implication of command. This punctuation mark added an

immediate action to the readers to read the following message upon seeing the

“PAALALA”.

“ADVISORY” on the other hand denotes an advice to the intended and

specific audience in which the message of the signage is intended. This word

has the power to advise and recommend a course of action with regards to

safety precaution and instruction.

DO NOT or DON’T

Intersection is a two intersecting roads or two crossing lanes. The sign

“DO NOT BLOCK INTERSECTION” literally means not to obstruct the lane on

either side of the intersection. It is intensified by “DO NOT”, a prohibition of doing

the action being written in the signboard.

Evident from signage DO NOT BLOCK INTERSECTION, DO NOT

CROSS, HUWAG MAGKALAT and etc. is that the intensifier usually put before

an adjective or an adverb to make its meaning stronger. For example: “DO NOT
BLOCK THE DRIVEWAY”. “DO NOT” is the negative form of the auxiliary verb

“DO”, making the sign negative as a whole.

This warns drivers not to stop on these lines; it means DO NOT

BLOCK the intersection/driveway. Usually this is found at the entrances to

emergency vehicle driveways, although one should avoid blocking any

intersection.

Vulgarity

Vulgarity is describing of something in bad taste or poor artistic quality

(Merriam-Webster’s Dictionary). Along major roads in Metro Manila, peculiar

signage are vastly posted. Vulgarity of the content makes signage peculiar for

others are formally based on the international standard. Use of vulgar words

meant to threaten or tried to force people to follow the intent of the signage. With

this phenomenal change of the usual content, discipline and disobedience was

then concluded a real issue on the Filipinos. According to MMDA, these word

constructions seek to catch passer-by’s attention and let them feel the intensity of

consequence of violation.

Vandalized road signs endangers the motorists plying the thoroughfares.

Last 2012, a local news network did a report regarding the condition of road
signs in Metro Manila. Based on their report, vandalism has left many street and

road signs almost useless.

In a separate study, the Department of Public Works and Highways

(DPWH) said that a total of 42,558 road signs have been stolen and vandalized

last January 2013. To date, vandalized road signs can still be seen in various

areas in the metro.

One of the examples is the old signage content "Bawal Tumawid Dito

Nakamamatay" sign was replaced with one that says "Bawal Tumawid, ​May

Namatay na Dito​". Vulgarity is reflected in the new signage to warn pedestrians

that a previous accident in the area has already claimed someone's life. This

move aimed to curb road accidents involving pedestrian concerns.

Uniformity

Uniformity of the meaning of traffic control devices is vital to their

effectiveness. Uniformity of Traffic Control Devices Section 1A.06 ​(​Manual on

Uniform Traffic Control Devices, 2009) stated that

uniformity of devices simplifies the task of the road user because it aids in

recognition and understanding, thereby reducing perception/reaction time.

Uniformity assists road users, law enforcement officers, and traffic courts by

giving everyone the same interpretation. Uniformity assists public highway

officials through efficiency in manufacture, installation, maintenance, and

administration. Uniformity means treating similar situations in a similar way. The

use of uniform traffic control devices does not, in itself, constitute uniformity. A

standard device used where it is not appropriate is as objectionable as a

non-standard device; in fact, this might be worse, because such misuse might

result in disrespect at those locations where the device is needed and

appropriate.

The responsibility for the design, placement, operation, maintenance, and

uniformity of traffic control devices shall rest with the public agency or the official

having jurisdiction, or, in the case of private roads open to public travel, with the

private owner or private official having jurisdiction.

Uniformity in terms of color, size and placement e.g. warning and

informing signage in red background, bigger size and higher placement intended

for easy visual of pedestrians while sidewalk direction with green background,

smaller yet wider size and lower placement intended for sidewalk people and

vendors in the area.

 One feature of MMDA’s signage are the imposed regulation code,

possible punishments, fines, and its signature in the lower right side of the

signage.

( Uniformity in signage in terms of the presence of resolution, regulation, including fine )

Across the famous highway and avenue around the metropolis where road

signs adheres with the Vienna Convention on Road Signage. MMDA as the sole

authority in the said task provides a uniformity in appearance of the road signs

form MMDA such as the presence of MMDA logo and what the signage covers

as a law.
 Signs are normally located on the right side of the road. In special

circumstances, signs may be duplicated on the left side or mounted over the

road. If the design is located at an exposed position, consideration may need to

be given the use of breakaway type of construction or other means of safety

protection for the road user at the sign supports.

Vandalism

Anywhere in Metro Manila, you can find vandalized zones and properties.

Therefore government properties are not an exception. Majority of signage in

Metro Manila are marred especially in EDSA -Cubao Area where mass of people

fill the overpasses, sidewalks and other public areas.

One recognizable and catches the attention of all by passers is the

vandalized signage either on lower or higher placement, bigger or smaller type of

road sign. It made the signage unreadable due to doodle writings, tampered

stickers that defaces and destroys the MMDA’s property. Most signage has blank

ink writings, spray paints, used sticky chewing gums, grease, stickers or anything

that can make signage messy.

Vandalism is the intentional defacement or destruction of property. It is a

persistent problem. A common act of vandalism includes graffiti, breaking

windows, dumping trash from receptacles and removing statues or signage.

Apart from the monetary loss that can result, vandalism can be quite

demoralizing. Substantial resources and energy have been directed and

understanding this problem and formulating preventive schemes. And though it is

impossible to prevent it, there are measures that schools, parishes, roads and

service organizations that can implement to help prevent acts of vandalism.

Prevention starts with understanding where and when vandals normally strike.

Most of the time, vandals used to destroy and deface road signage as an

act of revenge on a certain individual or several people, though sometimes it is a

way of expressing a political opinion (World Book, page 1502). Although most

vandals do not have a clear motive for their acts, studies show that basic social

problems and attitudes are at the root of the vandalism. Among the many

explanations for the crime are anger against society, boredom, drug and alcohol

abuse, disciplinary problems, personal problems and racial/political conflicts, this

study is according to BristolPolice.com ​(​http://www.btpolice.com/Vandal.cfm​).

Maintenance of Traffic Control Devices Section 1A.05 ​(​Manual on Uniform

Traffic Control Devices, 2009) affirmed that

functional maintenance of traffic control devices should be used to determine if

certain devices need to be changed to meet current traffic conditions.Physical

maintenance of traffic control devices should be performed to retain the legibility

and visibility of the device, and to retain the proper functioning of the device.
Clean, legible, properly mounted devices in good working condition command the

respect of road users.

Excessive Use of Signage

Certain types of signs and other devices that do not have any traffic

control purpose are sometimes placed within the highway right-of-way by or with

the permission of the public agency or the official having jurisdiction over the

street or highway. Most of these signs and other devices are not intended for use

by road users in general, and their message is only important to individuals who

have been instructed in their meanings. These signs and other devices are not

considered to be traffic control devices.

The proper use of traffic control devices should provide the reasonable

and prudent road user with the information necessary to efficiently and lawfully

use the streets, highways, pedestrian facilities, and bikeways.

According to research conducted by University of the Philippines-Diliman

(2010), care should be taken not to install many signs. A conservative use of
regulatory and warning signs is recommended as these signs, if used to excess,

tend to lose their effectiveness.

Road Signage has become a prevalent problem in the Metro

Manila. However, people do not somehow realize the grievance of this issue that

can bring about many other inconveniences and problems in the future. If the

proposed solutions mentioned are implemented by the government then it is

guaranteed that the problem will be lessened. Although it is the government’s

responsibility to help reduce the problem, we as citizens should help as well

because it is we who created the problem in the first place thus it is we who have

the power to solve it as well. Cooperation, discipline, and initiation are needed for

this ideal to happen.

Categories of Road and Traffic Signs

Traffic control device is the medium used for communicating between

traffic engineer and road users. Unlike other modes of transportation, there is no

control on the drivers using the road. Here a traffic control device comes to the

help of the traffic engineer. The major types of traffic control devices used are-

traffic signs, road markings, traffic signals and parking control.

This chapter discusses traffic control signs. Different types of traffic signs

are regulatory signs, warning signs and informatory signs.

Traffic and road signs tell us to stop, watch out for pedestrians, be aware

of curvy roads and slow down. They are different shapes, sizes, color and
heights. There are several hundreds of traffic signs available covering wide

varieties of traffic situations. And they can be classified into three categories:

Regulatory

It regulates the flow of traffic and movement. They come in an assortment

of shapes in an assortment of shapes and colors. The most common regulatory

signs are stop, yield, and do not enter, one way, speed limit and school zone

signs.

These signs are also called mandatory signs because it is mandatory that

the drivers and pedestrian must obey these signs. If the driver fails to obey them,

the control agency has the right to take legal action against the driver. These

signs are primarily meant for the safety of other road users.
(International Standard on Road Signage in terms of physical aspects and specific use.)

These signs are generally circular (except for yield which means give

way), with (for prohibitions) a black symbol on a white background within a red

border, or (for mandatory instructions) a white symbol on a blue background.

These are the regulatory signage in the vicinity of Metro Manila that adheres with

the Vienna Convention on Road Signs.

(Adopted local signage that

adheres with the international

standard on road design.)

( MMDA version of Regulatory Signage )

 In some cases circular regulatory signs are placed on white rectangular

panels together with text supplementing their meanings. The above road signs

are MMDA versions of Regulatory Signage. These only show that the

international code and design of regulatory sign were changed and revised by

the national authority to become its authentic design. Evident in the presented

signs that MMDA designed road signs are well presented with supplementary

text and made simple words for easy cognition and unbiased approach towards

local and foreign motorist and pedestrians. The national authority made fines and

favourable punishment to those who will violate the signage.

Informative

These signs are legibly printed and very noticeable signage that informs

people of the purpose of an object or an action. It gives them instruction on the

use of something about road regularities and organization.

Informative signs also called guide signs are provided to assist the drivers

to reach their desired destinations. These are predominantly meant for the

drivers who are unfamiliar to the place.

 Some of the examples for these types of signs are route markers,

destination signs, mile posts, service information, recreational and cultural

interest area signing etc. Route markers are used to identify numbered highways.

They have designs that are distinctive and unique.

Destination signs are used to indicate the direction to the critical

destination points, and to mark important intersections. Information signs are

usually blue and/or reflected yellow or green as they come in boxy shapes. The

following signs are local signage in the Metropolis which under the Directional

signs. It uses a green background with white letters and arrows.

Service area signs use a blue background with white letters, arrows, and

symbols. It shows in the following road signs:

(Philippine adaptation and design of Directional Informative Signage.)

 Informative signs in the country are bigger depending on the placement or

area it was erected. This is usually situated to landmarks especially to

establishments like malls, restaurants, public or private residences where a

directional signs is widely spread and used advantageously for the convenience

of each citizen. Informative signs in Metro Manila were rampantly seen in a

classier and modern way of living which the Metro offers. It simply means that

these signages are well enhanced and maintained to feel the social climate in a

particular area which more progress are practiced and innovated.

Warning

It warns motorists and pedestrians of upcoming traffic hazard, dangerous

roads, and other situations that require caution. These are signs that give

information to the driver about the impending road condition. They advise the

driver to obey the rules. These signs are meant for the own safety of drivers.

They call for extra vigilance from the part of drivers. The following are the

standard warning road signage in terms of color, shape, design and background.
 Characteristics that will help you classify warning signs are they are

usually triangular in shape and have a red band that outlines them. There are,

however, green versions, which are for pedestrian and animal crossings.

Most warning signs display a black symbol on a white background within a

red-bordered equilateral triangle. Additional panels may be placed below signs to

supplement their meanings.

The above signages are only some of the utilized road signs in the

metropolis, whether it is provided by a private establishment, national or local

authority. These warning signs are common in streets in which hazard are

frequent, the erection of these signs is to avoid road accidents especially to

pedestrians who unconsciously paved the way. In the local setup, the authorities

provide signages with supplementary text that is printed in a local dialect which is
shorter and simpler, in effect that everyone will easily understood by the

pedestrians and for the motorist to be cautious.

The analyses sums up that modernization greatly affects the change in

everything and the countries signage were not excused, especially the

regulatory, informative and warning signs, that it was also altered intentionally for

some certain reason. Somehow, the re-enacting authority provided revised road

signages that showcase our Filipino based customs which is transparent

between the discipline of the constituents and the road signs. Therefore, road

rules like the agreed convention cannot compete with progress as is drastically

change how people think and how would they would react to the countries traffic

system.

Analyses of the Signage on the Major Roads along Metro Manila

The Philippines follows its rules towards traffic signs from the Vienna

Convention on Road Signs and Signals, alongside with other countries such as

India, Greece and Italy. The Vienna Convention on Road Signs and Signals is an

international treaty designed to increase road safety and aid international road

traffic by standardizing the signing system for road traffic (road signs, traffic lights

and road markings) in use internationally.

Road signs in the Philippines are standardized in the Road Signs and

Pavement Markings Manual, published by the Department of Public Works and

Highways. Philippine road signage practice closely follow the Vienna Convention,
but with local adaptations and some minor influences from the US MUTCD and

Australian Road Signs. However, some road signs may differ by locale, and

mostly diverge from the national standard. For example, the Metropolitan Manila

Development Authority (MMDA) has used pink and light blue in its signage for

which it has been heavily criticized.

Word messages should be as brief as possible and the lettering should be

large enough to provide the necessary legibility distance. Abbreviations are kept

to a minimum, and should include only those that are commonly recognized and

understood, such as Ave. (for Avenue), Blvd. for (Boulevard), N. (for North) or

Jct. (for Junction) Since long name can often be partially recognized by their

length, it is sometimes permissible to put them in slightly smaller lettering than

would otherwise be required.

Along the major roads in Metro Manila are peculiar signage such as

“BAWAL TUMAWID NAKAMAMATAY”, “BAWAL TUMAWID MAY NAMATAY NA

DITO” and “BAWAL ANG TAO DITO, DOON KA SA BANGKETA” are just one of

the examples of many signage in the Metro Manila posted, erected and managed

by the Metropolitan Manila Development Authority (MMDA).

BAWAL TUMAWID MAY NAMATAY NA DITO

 The above photo was taken along Commonwealth Avenue. This sign is

rectangular in shape, with the long axis vertical, written in white bold letters and

has red background. It was the new replacement signage for “NO JAYWALKING”

in prohibited crossing area.

The said signage is just the second version of the anti-jaywalking signs

posted during the time of MMDA Chairman Bayani Fernando. The original

signage was: "Walang Tawiran. Nakamamatay" but due to its ineffectiveness it

was changed to “Bawal Tumawid May Namatay Na Dito”.

The signage was modified to put emphasis that the area is really deadly

and that someone was already victimized by a motor accident. Written in Filipino

context, foreigners will not understand the sign that may result of violating the

said signage. Revision of this signage is necessary to lessen foreign and local

violators.

NO JAYWALKING
 Jaywalking is the act of walking across the street carelessly or not at the

proper place. The above signage can be seen beside the road and highways,

this kind of signage is erected especially in busy streets where there are illegal

loading and unloading of passengers occurring. Semantically, the signage

implied that people are not allowed to cross the roads or highways because of

safety precautions such as vehicular accidents.

The violators would also have a penalty in doing those act, as it is stated

in the lower part of the signage, it is already implemented as a MMC Resolution,

which means it is strictly implemented as it conforms to national policy. In the

higher part of the signage where a red circle with slanting vertical line which

according to the international standard of symbols means “Not Allowed”, is very

much visible from a distance.

The sign is written in red bold letters with white background and a legend

picture above the warning. These signage are posted to the designated restricted

areas in which pedestrian are prone to accidents while waiting for a public

transportation. “NO JAYWALKING” is one of the most vastly violated warning

signage among the road ordinance. Everyday accident reports from DPWH

record of 2013 show that there are numerous classified incident due to violation

of pedestrian rules. The act of violating the said restriction becomes habitual and

tolerable due to inconsistent monitoring and unpunished violations.

On the previous observation to the performance of MMDA, following

issues are emphasized such as; the improper postings, overcrowded postings
and disregarding the international standard in traffic sign. In the issue of

accountability in the road ordinance like Jay walking is still a detrimental or great

highlight to the peculiar behaviour of Filipinos toward the issue of disobedience

and ethical values.

NO LITTERING / BAWAL

MAGKALAT

This signage has short message but obeying it makes a big difference. It

is translated and also illustrated as shown. The all red warning signage has

symbol illustrated by black shadow like hand throwing a piece of thrash inside a

red circular symbol with diagonal line. It is direct symbol which clearly implied

littering is prohibited, as shown in the big and bold all capitalized word “NO’’.

Lower to “NO” is the word “LITTERING” also in red but in thinner font style

which either wants to emphasize the word “NO” or just to keep it inside the

border, for the word “LITTERING” is a bit longer to fit in one line.
 Lowest of the three is the Filipino translation “BAWAL MAGKALAT” also in

red capitals provided for easy comprehension of the signage. People who do not

know the word “LITTERING” has been considered in this signage and this has

implications for the design of bilingual signage (Hall et.al., 1991).

NO U-TURN

A warning sign written in black bold letters with white background and a

picture above the warning, it is a warning for the drivers not to take U-turn or

turning in a half circle to go to the opposite area. ‘​NO​’ indicates that it is

prohibited to take turn to the other side of the road that may cause accident to do

so. Like the other signage, the picture also implicates to the behavioral

disputations to road ordinance. Motorists are always found disobeying majority in

the same reason though the sign are very recognizable. In these matter, possible

causes that a violators did an offense with the road ordinance. First is avoiding

the long route of the travel, second, the person is in a hurry, and third is

disregarding the sign and did not recognize the signage. The serious effect of
these negative facts drives to a tragic accident, damage of property and sudden

death for worst.

Driver’s become an official licensed driver if they have a training and

orientation in proper driving and road signs. However because of the continuous

violations, this is not followed even with the trainings they had. This also

subjected to the level of ineffectiveness of conduct and ethical values among

Filipinos.

NO VENDORS ALLOWED

The sign was a one line signage written in red bold letters with a white

background. The signage provides proper spacing for easy reading. The warning

simply connotes that vendors are not allowed in the area where the sign was

posted. “NO” act as intensifier of the warning as it acknowledge a negative

statement for the readers.

 The sign means that selling anything is not allowed in the area. This is a

strategy of catching one’s attention especially vendors who occupy the space

and exercise the respective spirit of Filipinos in private property.

Another thing the text size of the signage gives the level of insistence

through the use of large sizes of letters, bold and in colour red which means, that

the signage is in a high violation among the vendors. But due to the disobedience

of the people still the signage disregard from its imposing policy within the

parameter area.

The researchers at tried to touch the nearest possible reason why these

warning signs had been violated, to analyse in its cause, observation and

interviews was utilized to create a valid analysis. The researcher found out that

the above signage makes more than the degree of disputation in jaywalking. One

best reason why this violation rated as more disputed policy compared to other

signage is because it concerns business among the ordinary people seeking a

regular support for daily income.

The violators insist to settle in the very restricted area because these

serve as the best place for them to have a business venture and it isthe only

option they have. That’s why it is hard for them to leave the place.

ANG HINDI PAGTATAPON NG MALIIT NA BASURA SA KALSADA O

BANGKETA AY MALAKING TULONG NA

 The signage above written in capital letters, blue in color are the main idea

of the signage. The implication is “Bawal Magkalat” or “No Littering” but the local

government used an artistic style wherein the capitalized words in red color are

the description and to indicate the intensity of the message. It also noticeable

that “Maliit” and “Malaki” are two contrasting adjectives in Filipino. It is implied

that small deed can be a big contribution to the surroundings.

Rhyming is also considered to have an appeal to the readers. Yet it is too

long to be given a time to read, considering the lifestyle people have in Metro

Manila, where people are always in a hurry and will not spare time to read the

long lined signage which only means no littering.

On the lower part, there are traditional details written in smaller font size.

“Kaparusahan” is in red color to with colon to indicate that there are following

enumerated data such as fines and conditions.

The “Kaparusahan” or “Punishment’ in English is enumerated according to

the degree of intensity from light, moderate to heavy. It starts with the indicated

“fine” if one commits littering. It is written in exact amount of Php. 1,000.00 to

Php. 5,000.00, next is the imprisonment extended to a year. Lastly is the

combination of the two punishments with court intervention.

BAWAL BUMUSINA

This signage is equivalent to “Do not Blow Horns” or “No Blowing of

Horns” in English. This signage consists of black horn shaped symbol inside the

red circular symbol with diagonal line. Putting the diagonal line means “Don’t” or

Not allowed. Under the symbol is the warning “BAWAL BUMUSINA” printed in

red all capitalized letter but written in smaller size and in a high placement. This

type of signage is common in church zones, hospitals and schools, places where

silence and concentration is practiced.

The signage above is also one of the most violated signage due to the

misconduct of the drivers. The exclusive area like school and hospital are very in

need in these policies because of the noise from vehicles that can distract among
student and patients. Drivers always forgot or sometimes didn’t notice the

restricted area within the vicinity of the school and hospitals.

NO CARGO LOADING/UNLOADING WITHIN ROADWAY

The signage is only intended for those cargo vehicles, these sizes are

uniform to each other, written in red font, white background and capitalize letters,

the wordings are simple, the “or” is simply change to “/” in order to save space

and for easy reading of the particular signage.

The signage means that cargo vehicles are not allowed to load and unload

within the roadway. The signage gives a specific area where the order is

intended. It simply instructs that loading and unloading is prohibited within the

roadway to avoid inconvenience to those motorist that would like to use the

roadway and highway.

 Presence of the legend is also observable, an illustration of a black bus in

a red circular symbol with a red diagonal line. The signage shows that any motor

vehicle could not do its service on the area the signage was posted.

PAALALA! MAHIGPIT NA IPINAGBABAWAL ANG UMISTAMBAY SA

KAHABAAN NG EDSA AT SA HAGDANAN NG FOOTBRIDGE NG EDSA/

MEGA Q-MART. UMIWAS PO TAYO SA ABALA.

The above signage is located along EDSA, the signage is posted in

barangay outpost in Cubao. The signage has many wordings. The word

“PAALALA” is bigger font written in yellow color, then the succeeding words are

smaller and similar lettering to each other but written in green color, which the

researches discover that the color utilize in the signage is the color motif of the

area provided by the barangay council. Evidently, the names of the officials are

also printed in the signage. The signage literary states that staying in the

footbridge stairs and along EDSA is not allowed to avoid inconvenience to

motorists and by passers for easy access of public transportation for those

people in a hurry and also to avoid accidents in footbridge and along highways.

Whereas, the Local Government Code of 1991 empowers the local

government units to prescribe reasonable limits and restraints on the use of

property and to regulate the putting up of signs, signposts and awnings within the

territorial jurisdiction of the city/municipality.

The author of the signage is also provided to inform everybody that the

posted signage is well implemented in the vicinity of their barangay through the

efforts of the council.

DO NOT BLOCK SIDEWALKS, SIDEWALKS ARE FOR PEOPLE

The sign is posted in the sidewalks along EDSA in the part of Timog. This

sign reminds the people not to block the sidewalk as it is intended for the

convenience of passer-by. Sidewalk is a pared walk at the side of a road as

termed by Merriam-Webster Dictionary (1995). Sidewalks are for people imply

that it is for the people not for car parking. It is also intended for the vendors who

put up their business along the walkway that results blockage of the sidewalk.

The signage clearly explains that the space provided known as sidewalk

must free from any contributing factors that could add to the sidewalk blockage.

WALANG SAKAYAN DITO

“WALANG SAKAYAN DITO” which is “NO LOADING” in English means

loading in the area is prohibited. The signage printed in white, all in capital letters

and has red background, written in Filipino language implies that the sign is

intended for local audience and it does not provide translation for foreign

use.“WALANG SAKAYAN DITO” may create confusion to the drivers and

commuters as the signage may imply that “UNLOADING” is prohibited in the

area. It clearly states that loading is prohibited but not unloading. The tendency,

public utility vehicles may unload commuters below the signage.

 This sign is one sided in nature, it may not be effective as the drivers may

unload, thus making the sign useless. The sign is one of the most violated

signage as Filipinos tend to ride where they are convenient.

The signage is divided in two messages. The upper part provides an order

that loading in the area is not allowed considering the scenario to where the

signage is erected. The lower part where “SAKAYAN” is printed in an arrow

pointing to the other left side of the lane, to the nearest pedestrian lane. The

signage logically instructs road users like drivers to load and unload passengers

beyond where the signage is placed and to give information to pedestrians and

passengers on where the “SAKAYAN” is.

TRAFFIC ADVISORY: ALL MOTORCYCLES STRICTLY STAY ON FOURTH

LANE. VIOLATORS WILL BE APPREHENDED

 Written in bold letters with the first two words “TRAFFIC ADVISORY” on

top signifies that signage should be kept in mind, followed below by the warning

“ALL MOTORCYCLES STRICTLY STAY ON FOURTH LANE” means that the

sign was intended for motorcycles only. “ALL MOTORCYCLES” is written in

bigger font size than the rest to intensify that the warning is for motorcycles

alone. “VIOLATORS WILL BE APPREHENDED” is written in the bottom part of

the sign. The sign warns the motorcycles to stay on the fourth lane and anyone

who violates the rule will be apprehended. It also gives advice to other vehicles

and private vehicles that travels and uses the fourth lane to give the proper

space for motorcycles.

STRICTLY NO SMOKING

This is one of the most posted signage in Metro Manila, but also one of

the most violated one. This reveals the high ratio of smoking Filipinos who smoke

in public areas. As the population of smokers continues to grow despite price

increase of cigarettes, multiple health warnings both from the health organization
and government which is shown in the cigarette label itself, still Filipinos continue

to puff and hit cigarettes sticks.

Whereas, Republic Act No. 7924 empowers the Metropolitan Manila

Development Authority (MMDA) to (B) formulate and implement policies, rules

and regulations, standards, programs and projects for the promotion and

safeguarding of the health of the region and for the enhancement of ecological

balance. Thus, the message of the signage promotes the health cause stated

above.

MMDA continues to enforce the anti-smoking policies in Metro Manila in

coordination with the 17 LGUs since 2011. Environmental enforcers are deployed

everyday at strategic places bound by provisions of the law. Signage are

displayed in places where smoking is prohibited but there are still 250 smokers

apprehended at an average daily. The MMDA encourage all to support in their

campaign by helping spread the message.

This simple signage with the aid of standardized symbol is a proof or

reflection of major Filipino behaviour- disobedience. Putting the word

“STRICTLY” before “NO SMOKING” directly stresses the weight of the warning.

The lower part is the penalty with the indicated fine upon violation. However, with

all the means to convey, people disregard the warning by smoking continuously

in public areas.
BAWAL MAGPALIT NG GOMA SA KALYE. PILITING MAKARATING SA

EMERGENCY BAY

This sign written in bold letters with red background and a picture of two

vehicles is barely visible in opposite direction. The sign is not big enough to be

noticed, thus making it not visible to the drivers. “BAWAL MAGPALIT NG GOMA

SA KALYE, PILITING MAKARATING SA EMERGENCY BAY” which means

changing of tyres along the road is prohibited. This sign directs the drivers who

got flat tyre to possibly reach the emergency bay to fix the broken tyre.

Whereas, Republic Act No. 7924 empowers the Metropolitan Manila

Development Authority (MMDA) to (A) formulate, coordinate and monitor policies,

standards, programs and projects to rationalize the existing infrastructure

requirements, the use of thoroughfares and promotions of safe and convenient

movement of persons and goods in Metro Manila.

The warning is a bit longer thus making it hard to be read in a glance as it

was placed in higher placement and covered by some factors such as leaves,

trees or posters. It was written in Filipino thus making it incomprehensible to

foreigners and could only understand selected words especially words in English

form, no translation is provided as many of the signage could be observed for

dual purposes.

NO PARKING THIS SIDE

The double face sign could be seen in public area especially in private

establishments. The peculiarity in the above signage is that in the lower part

there is an additional “​THIS SIDE​” which means that nobody is allowed to park in

that side of the road where the signage is posted. But the sign does not prohibit
to park on the opposite part of the road, so there might be an implication that it is

allowed to park on the other side. In the bigger picture, the “​NO PARKING THIS

SIDE​” is facing the pedestrian lane which indicates that the area is intended for

the people who wanted to cross to get to the other side of the road. But due to

the cars parking along the pedestrian lane, the sign was erected to discourage

the car owner in parking on the area.

Major Commonalities of Selected Road Signage along Major Roads in

Metro Manila

Font Color

Signage along the Commonwealth Avenue and along EDSA agreed with

the same format, beside it is printed in all capitals, the color of the signage is

printed in red.

The primary reason why the color red is used for danger signals is that red

light is scattered the least by air molecules. The effect of scattering is inversely

related to the fourth power of the wavelength of a color. Therefore blue which has
the least wavelength of all the visible radiations is scattered the most and red

which has the highest wavelength of all the colors we can see is scattered the

least. So red light is able to travel the longest distance through fog, rain, and the

alike. (​http://www.quora.com/Why-is-red-colour-associated-with-danger​)

Also, red is a color we inherently perceive as one that is associated with

danger. I guess it has been genetically programmed as hot objects are red in

color and also red is the color of blood. These reasons make danger signals the

most effective when they are painted in red. (AkashKothawale, 2012)

Background Color

Background color of a particular signage imposed a specific use for

signage. Red as background color signifies that a certain signage shall be

obeyed by all as it implicates strong command. It is commonly used in warning

and prohibitive signs in the regulatory type, while green background signage is

used for direction signs that motorists regard to avoid hazard and accidents.

White background is utilized if the signage has symbols, legends and pictures

resulting for easier comprehension of the text and illustrations.Color in a wide

purpose, contributes to effectiveness as it manipulate the eye process to do a

quick response upon seeing the signage.

( Background colors are commonly red with white printed letters or vice-versa )

Capitalization

Majority of signage along Metro Manila was printed commonly in all capital

letters to be easily seen by its audience and to project its direct purpose which is

to give direction, limitation and safety precaution.

Capitalization implicates that a certain signage should be given attention

and justice to be followed. Authorities came up in designing an all capitalize

signage in order to build a conditional awareness and explanation that a signage

is in full operation to give its specific use. But according to the New York Post

(2010): Studies have shown that it is harder to read all-caps signs, and those

extra milliseconds spent staring away from the road have been shown to

increase the likelihood of accidents, particularly among older drivers. And in the
Philippine setting, government authorities regard this factor as basis for signage

improvement.

Legend

Sign Legend are all word messages, logos, pictographs, and symbol and

arrow designs that are intended to convey specific meanings. The border, if any,

on a sign is not considered to be a part of the legend.

Legend as a term in Advanced English Dictionary is a brief description

accompanying an illustration. Some signs are written in monolingual (local) and

bilingual signage in the Philippines is in full text and corresponds to a unique

format and display. A common denominator of the signage is the international

standard sign to which the MMDA signage implementers used.

Government authority, specifically MMDA adheres to the Inter- American

Manual on Uniform Control Devices (1988), in the full utilization and

implementation of uniform signs.

(Legend used in No Blowing of Horns R6-1, No U-Turn R3-15, and No Parking R5-1S from

DPWH Manual Part 2)

The format of these signs above is evidently in uniform, the legend is

illustrated with red circular outline, diagonal bar and the prohibited action at the

center. The legend in the signage serves as prohibition symbol.

According to the DPWH Manual Part 2 (2012), legend fulfils its function

efficiently and therefore promotes safety. A certain legend is advantageous to all

its audience as it is easily recognizable and locatable within a complex scene.

The illustration present in the standard signage conveys the message

effectively thereby minimizing visual distraction. The legends are used to avoid

confusion and for better understanding the sign. Special features of road signs

are designed to make sure that every drivers, pedestrians and commuters are

kept safe. They help to create order on the roadways and are employed to

provide essential information.

Based on the analyses of features and its content, the following are the

direct and sole purpose of road signage:

a. Signage as Direction and Instruction – The MMDA erected the

signage as a purpose for giving direction and instruction with the

following subjected signage in analyses, majority of the road sign was

given an authority to direct and instruct people for their daily road life.
 b. Signage as Prohibition and Limitation – ​Exclusion and restriction

was one of the major use extracted from the collected signage

subjected in in-depth analyses. The study only shows that signage

along Metro Manila prohibits and limits the motorists and pedestrians

from violating road policy for the organization and character paradigm

of the people.

c. Signage as Safety Precaution - ​The policy of the MMDA in road

signage falls in one constructive implication, it is so protect people from

harmful effect on disobeying the policy. The erected signage literally

given the thought of safety insurance as its principal use as a signage,

and not to gamble another mortal life.

Negative Filipino Characters Revealed through the Analysis of Road

Signage Violation

Human behaviour is an under-studied factor in pedestrian injury. Human

behavioural factors such as failure to observe roadway regulations by both

pedestrians and motorists clearly contributes to accidents. (Cinnamon et.al,

2011)

The implementation and regulation of the signage by Metropolitan Manila

Development Authority is very evident in the vicinity of National Capital Region.

Signage along EDSA and other well-known highways are posted on the trees,
light posts, pedestrian lights, and over passes, where pedestrians are always

present. In everyday life of motorists, passengers, and by passers in the said

highways and well-known avenue in the metropolis have daily routine of

jaywalking and not using of overpasses and they tend to pass in the dangerous

EDSA instead. Others are littering used candy wrappers, plastic cups, and other

small-scale of trash which is the main reason of making another peculiar sign

“MALIIT NA BASURA, IBULSA PANSAMANTALA“ and the likes. Some of the

motorists parks in prohibited parking area, load and unload of commuters in

restricted areas, neglecting No U-turn, No Left and Right Turn, not attending to

No Smoking Policy, disregarding of street vendors for free side walking and

many to mentions. It will all fall as Violations, as it is a part of MMDA's

Memorandum and Resolution to provide constructive reminder to those people

who can read and see the posted signage in proper placement for organization of

traffic and distribution of proper knowledge. However, people treat those signage

like it is simple and not appealing to be given attention by the readers, resulting

to lessen its power to be obeyed by the people as it labelled as City Ordinance

with inclusion of fines and services as punishment deserve by policy violators

which results others signage to evolved and revised to strengthen its superiority

and command.

Disobedience
 Not only do the majority of the people killed and seriously injured

significantly affect the quality of life of the citizens, but traffic accidents also

negatively impact a nation's economic and social development. Statistics show

that far more people are injured or die in traffic accidents than are afflicted by any

of the most serious diseases.The following violations opens a new ground for

behavioural theory that interprets Filipino's vast and frequent disobedience in the

Metro Manila's signage, evident from past researches conducted and analysis of

related literature.

According to Stanley Milgram in his work behavioural Study of Obedience

(1963); he stated that obedience is as basic an element in the structure of social

life as one can point to. Some system of authority is a requirement of all

communal living, and it is only the man dwelling in isolation who is not forced to

respond, through defiance or submission, to the commands of others.The

importance of human factors in transport policy discussion is growing. There is a

realization that policy options that appear beneficial in principle have to be

checked for their feasibility of implementation. In contradiction of these, there are

28,000 traffic violations daily in the Metro Manila, which road signage violation

among pedestrian and motorist has a bigger percentage.

Understanding and describing driver behavior become a challenge when

one tries to identify driver errors in determining accident/conflict causal factors

and countermeasures in disobedience.The final goal is to organize a traffic

environment that is convenient and safe for road users.

 According to Aurora Corpuz Mendoza (2003), there is a growing

recognition that road user behavior is now the most important single accident

contributory factor, with 85 percent of road accidents in the Philippines caused by

driver error or violations, thus it shows how disobedient Filipinos are when it

comes in following traffic rules, one example of these is not following road signs.

The Milgram (1963) research experiment informs us that people have a

propensity to obey authority; what it did enlighten us about is the surprising

strength of that tendency that many people are willing to obey once they have

accepted the right of an authority to direct our actions. Therefore, it can also

apply to the Filipinos if proper implementation of traffic rules with strong

punishment is properly practiced in the metro.

Do Filipino drivers follow road signs? Well, no matter how idealistic you

want to be, the answer to that question is obvious. Based on the study conducted

by the PNP, most Filipino drivers don't follow various road signs because they

don't notice it. On the other hand, some drivers intentionally ignore the signs.

Most Filipinos have a hard time following various road signs placed on the

street. The most ignored road signs include the “No Parking”, “No Loading,

Unloading” and “No Stopping Anytime”. In addition, the “Stop” and the “Yield”

signs are also one of the things ignored by drivers. The “Stop” sign requires each

driver to stop before proceeding while the “Yield” indicates that each driver must

prepare to stop to let other motorists go first. The “Yield” sign also assigns the

right-of-way in certain traffic intersections.

Negligence

​In a study conducted by Mendoza (2006), Filipinos have the tendency to

see certain traffic rules as “informal guidelines” to be followed or not, depending

on a driver’s sense of convenience and circumstance. Mendoza went on to say

that many Filipinos drivers often see traffic violations as trivial and usually beg

the traffic enforcer when apprehended (Mendoza, 2006).

When a person is negligent, it means that he or she has behaved in a

thoughtless or careless manner, which has caused harm or injury to another

person. A person can be negligent by doing something that he or she should not

have done (for example, running a red light or speeding), or by failing to do

something that he or she should have done (for example, failing to yield, stop for

a pedestrian, or turn on lights when driving at night).

In a cultural view in the Philippines regarding road signs, disobedience of

Filipino's formed by the person's will to do it and negligence from the authority

who imposed the memorandum and circulation especially the MMDA as the sole

agency of the government to control the entire metropolitan area especially in

imposing rules to be followed by the people specifically in controlling road

technicalities and to remind safety precautions for public and private use.
 Negligence is a legal theory often used in car accident cases. A driver

must use care to avoid injuring other motorists, passengers, or pedestrians --

basically, anyone that he or she encounters on the road. If a driver is not

reasonably careful and injures someone as a result, the driver is liable for injuring

the accident victim.

Pedestrians alighting from one bus or jeepney and then rush across the

street to board another may provide an explanation for the very high proportion of

pedestrians’ crossing violations (Kim et.al, 2008).

However, some of the agents responsible for implementing and on looking

for violators neglect policy violators and proceeds with their own business in

sidewalks and busy highways. And policy breakers of this city ordinance or

memorandum didn't taste and experience any act of caught, penalized by fines,

imprisonment and attends to community service as a form of punishment by the

implementer to those violators. In contrast, Filipino's practice this habitual acts

and no fear to violate those metro policies because of continuous neglect of

government's agents.

Based on the Memorandum Circular No. 10, Series of 2011, Whereas,

Section 19 of the aforementioned MMDA Regulation No. 04-004 provides that

"The MMDA Chairman shall issue the necessary implementing guidelines relative

to the issuance of MMDA clearance for all signage (private and government

signs) that would be installed and displayed along major thoroughfares in

Metropolitan Manila, but this implementing circular was turned to be void as

according to Mendoza (2003), drivers and pedestrians were likely to commit

traffic violations if they don’t see any traffic enforcer. She stated that the

behaviour of other people present in a traffic environment provide a social

construct to neglect for example a particular signage and kept to violate along the

way.

To avoid neglecting the road signage, the change in color and the

message should be taken to mean that the MMDA is serious about putting a stop

to pedestrians especially jaywalkers which some believe should be deemed a

crime punishable by death.

The new signage like “BAWAL TUMAWID, MAY NAMATAY NA DITO”

according to MMDA are aimed at recalcitrant jaywalkers in our midst who daily

play a deadly game of “patintero” with motor vehicles on the road. Jaywalkers

who are not deterred by the new signs are caught crossing on prohibited areas

will be apprehended by MMDA traffic enforcers for violating the anti-jaywalking

law.

Laziness

Citing the alarming increase in road accidents over the years involving

hard-headed jaywalkers, MMDA Chairman Francis Tolentino said they are now

considering raising the fines all over the Metro Manila road network.

Tolentino cited several reasons why pedestrians chose jaywalking over

the use of footbridge or overpass. Some people are in a hurry and don’t have the
time to walk to the nearest elevated crossing. Some are complaining of the steep

designs of the access while others moan about the lack of shades.

In the analysis of the characteristics of Filipinos, Laziness is also revealed

as a negative character which is possessed by most of the Filipino's living in the

Metro. This act of laziness may observe in everyday scenario along Epifanio

Delos Santos Avenue which most of the pedestrians and commuters pass the

killer highway and aware of the posted signage "BAWAL TUMAWID DITO, MAY

NAMATAY NA DITO" or "BAWAL TUMAWID, GAMITIN ANG OVERPASS", a

neglected bigger signage that directs clear instruction to the people of proper

adherence to the signage and city policy but people's mind speaks "SO WHAT?"

Or "WHAT THEN?" even there is a use of word intensifier and proper colour of

the signage. A factor that makes laziness on act is the impatience of the

pedestrians and motorist, combined with “Filipino time” attitude, pedestrians tend

to overlap the power and authority of signage by just crossing and risking their

lives to the deadly highways.

As stated, signage imposed safety precautions to its readers to avoid

accidents and worse death among pedestrians and commuters, as an example,

people tend to risk its life to pass on the other part of the highway full speeding

buses, trucks, and small vehicles. And workers in a hurry also do the same thing

instead of using the satisfactory built bridge or overpass constructed by MMDA or

DPWH, to go to their respective destination and not to be late. People want the
easy way. Using the overpass to cross the road, sad to say is a harder way. One

must use strength to climb up and down the stairs. Another issue is getting is

getting to the overpass while you can cross immediately on the road itself. In a

country like Philippines, where traffic takes 5-6 hours, people cannot waste time

on the overpass. Though rules are rules, people are lazy in following. They

cannot afford to care if it is right or wrong. Another thing is the trash issue with

people being lazy finding trash bins in which they can put their trash. They see

the road, sidewalks and anywhere as garbage pits. But, in a whole picture, still

the small acts of disobedience and negligence fully highlight the laziness of

Filipinos and as the great violators.

Kristensen (2014) revealed that one of the reasons people do not follow

rules is the skinny road. Narrow roads can tighten the traffic since it can only

accommodate a certain amount of cars. Most drivers would only think of

themselves and what would benefit them instead of thinking of others. This

results to cutting, taking over cars and disobeying the road signs which bring

inconvenience to the other drivers and commuters.

Inattentiveness
 Metro Manila, being the capital of the Philippines, can be considered as

the focal point of urbanization and motorization in Luzon, if not the country itself.

Metro Manila road networks primarily consist of long thoroughfares connecting its

many cities and municipalities. Some of these major thoroughfares are EDSA,

Commonwealth Avenue, C-5 Road etc. Traffic congestion and accidents

continue to increase as the traffic volume increases, every time requiring new

engineering solutions to the problems they bring. Several schemes have been

tried to address the problems of congestion and accidents along the different

thoroughfares. These include installation of road geometry controls like

delineation of lanes for different vehicle types and fenced segments of roadside

lane to guide loading and unloading of commuters. The Metro Manila

Development Authority (MMDA) reports these schemes as output from studies

utilizing traffic simulation software program inputting parameters like road width

and traffic volume. The problem, however, remains as the fact that human

related factors are still given the least priority. Bad driving habits will always work

against traffic engineering solutions, and unless given the proper attention

required, will only render any road improvement and traffic management scheme

useless. Thus, for future engineering solutions to actually solve the problem,

human related factors contributing to road accidents must be given high priority

in road traffic safety planning and management. Among the major thoroughfares

cited above, the highest accident count is in EDSA in terms of total absolute

accident frequencies. Commonwealth Avenue ranks in second, but in terms of

fatal severity of accidents, the avenue ranks in first. Commonwealth Avenue is

currently dubbed by the press as a killer road. Human related factors are

reflected by driver errors listed in the Manila Accident.

Numerous studies conducted outside the Philippines have shown that

road accidents are largely influenced by human error, 57% of total accidents was

caused by human error alone (Green et al., 2004). MMARAS has presented

similar results. Metropolitan Manila Accident and Reporting Analysis System

(MMARAS) is used by the Metropolitan Road Safety Unit (MRSU) in gathering

and recording road accident data. MMRAS classifies the accident into three

according to severity; fatal, non-fatal and damage to property.

Crossroads, “U” turn slot, “Y” junction, rotunda are some of the junction

types. Junction control is defined as the sign, marking or other medium used to

control traffic in the junction such as traffic lights and give way signs or markings.

Other details included in the MMARAS Reports are the weather condition,

collision type, types of person and vehicle involved and accident factors. Collision

can be angle impact, side swipe, rear-end, hit pedestrian and hit object. Angle

impact collision is when the front or rear of a vehicle hits the side of another

vehicle. These collisions occur almost usually at locations where driveways or

minor streets intersect higher volume streets, particularly where traffic congestion

or limited sight distance is present. Most common intersection crashes were due

to failure to yield the right-of-way and disregarding traffic control. Side swipe

occurs when two vehicles experience sliding contact. These collisions usually
happen in highly congested area and also in turning slots. A rear-end collision

occurs when one vehicle runs into the rear of another vehicle that is traveling in

the same direction. This accident type does not include collisions with parked

cars. Rear-end collisions frequently occur when a vehicle suddenly overtakes

another vehicle that has slowed or stopped unexpectedly. Traffic congestion and

limited sight distance can increase the number of rear-end collisions. Hit

pedestrian is when the vehicle bumped a pedestrian crossing the road or is

merely on the sidewalk. Pedestrians who do not utilize overpasses and

footbridges and drivers’ inattention could be the cause of this collision. Lastly, hit

object is when a vehicle encounters accident by bumping into an object on the

road such as concrete barriers and fences. Inattention and poor road geometry

are the possible causes of this collision type. Accident factors can be human

error, vehicle type and road environment. Based on MRSU reports, a very large

percentage of the accidents are attributed to human error. These errors as listed

in the MMARAS.

Three Major Factors Considered in Management and Road Design

Included with road users are the drivers.Some factors that could influence driver

competence would be the age, driving experience, and complexity of task

(Stefano & Macdonald, 2003). Also, severity of crash depends on driver reaction

time, which can be attributed to driver characteristics (Bautista, 1995). As

mentioned earlier, human errors causing traffic accidents along Commonwealth

Avenue could also be influenced by road and vehicle factors. Road factors could
be in terms of junction types and width of road while vehicle factors could be in

terms of collision types of accidents and the type of vehicle itself, which can be

related to driving experience and skill required in maneuvering different vehicle

sizes.

According to the study Road Safety Analysis on Blackspot Areas Along

Edsa of Maglaya et.al (2015) the top 3 driver errors that comprise 85% of traffic

accidents are speeding (41%), overtaking (24%) and inattentiveness (18%).The

main contributing factor for fatal accidents and accidents resulting to injury is

inattentiveness (49% of fatal and 44% of injury). For accidents resulting to

property damage alone, 45% were caused by speeding. Cars account for the

vast majority (46%) of vehicles involved in road accidents. Jeepneys comprise

13% of vehicles involved, followed by motorcycles, PUBs, FX/taxi, vans and

trucks.

Also, based on the tabulation, 99 percent of the accidents caused by

overtaking error resulted to side swipe collision, 71 percent of the accidents

caused by improper turning resulted to side swipe collision, 56 percent of the

accidents caused by speeding resulted to side wipe collision, 63 percent of the

accidents caused by inattentiveness resulted to hit pedestrian, 49 percent and 46

percent of the accidents caused by driving too close resulted to rear end and side

swipe, respectively. For a U-turn slot, the dominant driver error is improper turn

(46%). In crossroads the prevailing driver error is speeding (60%). In nonjunction,

the top 3 frequently recorded errors are overtaking (46%), speeding (34%) and

inattentiveness (14%). The principal driver error in a T-junction is improper turn

(51%) and for Y-junction is inattentiveness (53%).

Speeding is the most frequent error committed by drivers involved in

accidents along Commonwealth Avenue and is dominant in non-junctions.

Drivers tend to accelerate in these non-junctions because they do not anticipate

obstructions such as vehicle coming out of intersections, pedestrians and turning

slots among others. Its width, having 6-8 lanes, also encourages drivers to speed

up. Speeding resulted to relatively high number of injuries and fatalities mainly

because as the speed of traffic increases, the severity of injuries usually

increases. Same with speeding, wide and multilane road promotes overtaking.

This driver error is likewise dominant in a non-junction. Inattentiveness resulted

to the highest number of injuries and fatalities and is usually committed in

non-junctions. As mentioned earlier, drivers fail to anticipate obstructions in a

non-junction. The vast majority of accidents along Commonwealth Avenue

involve cars because cars are the most frequent road users. For public utility

vehicles, jeepneys have the highest number of accident involvement followed by

buses. But in accident involvement per one million vehicles, buses followed by

trucks have the highest accident involvement. For both of these vehicle types,

overtaking is the prevalent driver error. Overtaking caused most of the property

damages while speeding caused most number of injuries for buses. For trucks,

damage is mostly caused by speeding while inattentiveness caused most

number of injuries. Speeding as mentioned earlier can be attributed to the wide

road while inattentiveness for truck drivers may be caused by fatigue and lack of

sleep. Trucks are usually used in long distance travels to transport goods and

other materials and are done usually at night or dawn causing sleepiness or

fatigue to truck drivers. Overtaking and speeding are the frequent errors

committed by public utility vehicle (PUV) drivers (i.e. PUJ, PUB and taxi/FX).

These drivers’ primary goal is to transport as many commuters as possible in the

shortest possible travel time. The perception “more trips, more income” pushes

drivers to speed up and overtake other PUVs and slower vehicles. Due to lack of

conclusive data, the effect of demographic information (age and gender) on road

accidents cannot be analyzed in this research.

The Traffic Management Group (TMG) attributes the majority of accidents

in EDSA to overspeeding (Salazar, 1999); in fact, Bonabente (2006) mentioned

that buses and taxis race for passengers as if they are beating some lap time in a

closed circuit, signifying that overspeeding is a major problem in EDSA. Others

speculate that logistics (such as road condition) play a major factor. Generally, in

Metro Manila the top three causal factors involved are human factors. The first is

over-speeding, which is linked to about 7,252 traffic-related accidents; the

second is inattentiveness adjunct to overspeeding, linked to about 3,820

accidents; and third is bad overtaking, linked to about 3,679 accidents.

The Commonwealth Avenue, otherwise officially known as the Don

Mariano Marcos Avenue, is the Philippines’ widest road with about six to eight
lanes in both sides. Commonwealth Avenue is the major motorway from

Metropolitan Manila to the increasingly urbanized city of San Jose Del Monte and

municipalities of Norzagaray and Angat, home to the Ipo and Angat dams,

respectively, located in the province of Bulacan. Moreover, it serves as a major

conduit between the rest of Metro Manila and Novaliches district of Quezon City,

home to 347,310 people, many of whom work in the central business districts of

Makati and Ortigas Center.

According to Libres, et.al. (2008), there have been roughly 2500 accidents

for the year 2006 in the nation’s widest road. Human factors remain as the

biggest contributor to road accidents – overspeeding is the most common cause

of road accidents in Commonwealth Avenue (313 out of 2568), followed by bad

overtaking (301 out of 2568) and inattentiveness (233 out of 2568).

Lack of Discipline

The MMDA had admitted that “major roads are no longer sufficient to

accommodate the rapidly rising traffic volume.”

Compounding the problem are old traffic signals, bad roads and the

absence of an efficient public transportation system. But the biggest drawback

appears to be the lack of discipline among drivers.

According to the latest Road Crash Statistics Report of the MMDA, there

were a total of 26,903 road accidents in Metro Manila from January to April
2015.Of this number, 79 percent are due to driver’s errors, 11 percent due to

defective vehicles, and 10 percent due to bad road conditions and ill-maintained

roads.

MMDA Chairman Francis Tolentino also blamed the increase in

accidents to the lack of discipline of some pedestrians who, despite the

availability of footbridges and overpass, prefers risking their lives by crossing a

busy street full of speedy cars.

​Citing 2014 data from the Philippine National Police (PNP) Highway

Patrol Group, almost 80 percent of road accidents in the country may be

attributed to human error.

The PNP said there were 15,572 road accidents in 2014, with almost

13,000 of them found to be due to mistakes of the driver.

These accidents resulted in 1, 252 deaths and injuries to 9, 347 persons.

“We have been recording a high number of road accidents involving

pedestrians. Perhaps we should also increase the fines for jaywalking,” Tolentino

said.

“The rate of the pedestrian-related accidents is so high and a lot of people

involved in them are jaywalkers,” Tolentino explained. “With pedestrians [and not

motorists] violating traffic rules, they end up being hit and run over even by small

vehicles.”

A record 5,800 pedestrians were run over along Metro Manila's streets in

2013, according to Metropolitan Manila Development Authority (MMDA) records.

The figure translates to 16 cases of pedestrian-related accidents daily. This is

higher than MMDA's record of 14 such accidents in 2012, 15 in 2011, and 14 in

2010. Students made up about one-fourth of the victims, with 1,328 of them

getting struck by vehicles last year, the statistics revealed.

Corruption also plays a big role. Many motorists believe they can get away

with traffic violations since traffic enforcers are easily bribed.

According to a study by Mendoza (2006), 85% of road accidents in the

Philippines were caused by driver error or violations. The study determined that

young drivers, male drivers, public jeepney drivers and drivers with low

educational attainment had a significantly higher intention to commit violations.

The study also determined that the social environment played a significant role;

intentions to commit violations were higher when other drivers were seen to

commit violations and when there were no traffic enforcers around.

 CHAPTER V

SUMMARY OF FINDINGS, CONCLUSIONS AND RECOMMENDATIONS

This chapter includes the summary of findings, the conclusions derived

from the findings, and the recommendations.

Findings

Based on the obtained data, the findings of the study were summarized

hereunder:

1. The researchers had extracted the features in the selected road signage,

enumerated:

a. Intensifier​– “BAWAL”,”HUWAG”,”NO”, and “KAPARUSAHAN” made the

MMDA signage in extreme state through the use of intensifier in signage

to be obeyed by the motorists and pedestrians.

b. Vulgarity​– Vulgarism in the signage is very evident such as “Bawal

Tumawid Nakamamatay, Bawal Tumawid May Namatay Na, Bawal ang

Tao Dito Doon Ka sa Bangketa” which are posted along major roads

written in bold letters to intensify the warning.

c. Uniformity​– There is uniformity in color, size and placement for

standardization of the signage.

d. Vandalism​– Road signs made unreadable due to writings and stickers

tampered that defaces and destroy the signage which is very evident to

every signage erected and posted along the highway.

e. Excessive Use– ​Signage should not be used excessively in a certain

area where people managed to see and passed-by. As it loses its

effectiveness and power to be obeyed.

2. Based on the analyses of its content, the study provided an answer for the

major use of road signs as follows:

a. Signage as Direction and Instruction – The MMDA erected the

signage as a purpose for giving direction and instruction with the

following subjected signage in analyses, majority of the road sign was

given an authority to direct and instruct people for their daily road life.

d. Signage as Prohibition and Limitation – ​Exclusion and restriction

was one of the major use extracted from the collected signage

subjected in in-depth analyses. The study only shows that signage

along Metro Manila prohibits and limits the motorists and pedestrians

from violating road policy for the organization and character paradigm

of the people.
 e. Signage as Safety Precaution - ​The policy of the MMDA in road

signage falls in one constructive implication, it is so protect people from

harmful effect on disobeying the policy. The erected signage literally

given the thought of safety insurance as its principal use as a signage,

and not to gamble another mortal life.

b. From the analyses of road signage, the following are the similarities of

roads signage in terms of:

a. Font Color - ​Signage along the Commonwealth Avenue and along EDSA

agreed with the same format, beside it is printed in all capitals, the color of

the signage is printed in red. The primary reason why the color red is used

for danger signals is that red light is scattered the least by air molecules.

The effect of scattering is inversely related to the fourth power of the

wavelength of a color.

b. Background Color - ​Background color of a particular signage imposed a

specific use for signage. Red as background color signifies that a certain

signage shall be obeyed by all as it implicates strong command. It is

commonly used in warning and prohibitive signs in the regulatory type,

while green background signage is used for direction signs that motorists

regard to avoid hazard and accidents. Color in a wide purpose, contributes

to effectiveness as it manipulate the eye process to do a quick response

upon seeing the signage

c. Capitalization- ​Majority of signage along Metro Manila was printed

commonly in all capital letters to be easily seen by its audience and to

project its direct purpose which is to give direction, limitation and safety

precaution. According to the New York Post (2010): Studies have shown

that it is harder to read all-caps signs, and those extra milliseconds spent

staring away from the road have been shown to increase the likelihood of

accidents, particularly among older drivers. And in the Philippine setting,

government authorities regard this factor as basis for signage

improvement.

d. Legend- ​Legend as a term in Advanced English Dictionary is a brief

description accompanying an illustration. Some signs are written in

monolingual (local) and bilingual signage in the Philippines is in full text

and corresponds to a unique format and display. A common denominator

of the signage is the international standard sign to which the MMDA

signage implementers used.

3. Based on further analyses of signage, the following are the Filipino

characters revealed in the subjected road signs:

a. Negligence – A negative character possessed by the motorist and

pedestrian, negligence of the road signage and road rules which fall

into violation and incompliance of the law. Laws are implemented but

people most of the time has no integrity in following. As for signage

 concerns, people only follow when there are agents meant to charge

their violations.

b. Disobedience – one of the characters revealed in the study,

disobedience in terms of not following the city ordinance and

memorandum.

c. Laziness – A characteristic of Filipino motorist and pedestrian that

urge them to violate every signage without hesitation.

d. Inattentiveness ​– common character of Filipinos most of the time

used as an excuse after missing important details in certain

circumstances when attention is actually needed.

e. Lack of Discipline ​– one of the Filipino characters ​when one prefers

to avoid doing things that require effort and persistence in accordance

to law, norms and major guidelines.

Conclusions

Based on the findings, the researchers arrived at the following conclusions:

1. The signage has intensifier such as “NO”, “BAWAL” and “HUWAG”. Some

signage’s are vulgar and have been vandalized. There is uniformity

among the signage such as its color, shape and placement.

 2. The signage imposed directions, prohibitions, limitations and safety

precautions to its readers to avoid accidents and worse death among

pedestrians and commuters.

3. Negligence of Filipinos are reflected from their actions due to their

non-compliance toward the signage. ​D​isobedience and laziness are also

observed as Filipinos continually violate the rules and regulation written in

the signage.

Recommendations

In view of the above findings and conclusions, the following recommendations

are given:

1. Metropolitan Manila Development Authority (MMDA) should focus on the

revision of road signage along major roads in Metro Manila.

2. Metro Manila Development Authority (MMDA) and Department of Public

Works and Highways (DPWH) should collaborate to have a unified

standard in making signage.

a. Design: The size of warning signs should be suited to the conditions

for which it is required. Traffic volumes, speed, road conditions,

pedestrian’s attitudes, background lighting and other factors will all

 influence the choice of the appropriate size. By referring to the letter

sizes for any sign and equating these to the required signs distances

and legibility requirements, the most suitable sign can be selected for

any particular condition.

b. All symbols signs which are readily recognizable by the public may be

erected without educational plaques.

c. Warning signs shall erected in accordance with the general

requirements for sign position as described in Section 2A-21 to 29.

d. Location: A warning sign should generally be installed on the right side

of the road and be positioned so that it will convey its message most

effectively without restricting lateral clearance or sight distance. It is

very important that their location and installation must be undertaken

with care.

e. Pedestrian crossing signs shall be erected to face the traffic for which

they are intended.

3. Both departments shall recognize and follow Vienna Convention and Draft

Convention of 1968.

4. This study is open for further research that may strengthen the result to

make it more reliable source for MMDA to take action with this matter.
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