Revista Científica ‘‘INGENIAR”: Ingeniería, Tecnología e Investigación. Vol. 8 Núm. (16) 2025. ISSN: 2737-6249

Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

DOI: https://doi.org/10.46296/ig.v8i16.0301

SEGURIDAD VIAL Y VULNERABILIDAD DE LOS USUARIOS EN

CORREDORES URBANOS: EVIDENCIA EMPÍRICA DE LA CIUDAD DE

JIPIJAPA

ROAD SAFETY AND USER VULNERABILITY IN URBAN CORRIDORS:

EMPIRICAL EVIDENCE FROM THE CITY OF JIPIJAPA

1

2

Moreno-Ponce Luis Alfonso ; Solórzano-Villegas Lucy Elizabeth ;

3

4

Álvarez-Álvarez Martha Johana ; Castro-Chilán Dayana Michelle

1

Universidad Estatal del Sur de Manabí. Jipijapa, Ecuador.

Correo: luis.moreno@unesum.edu.ec. ORCID ID: https://orcid.org/0009-0000-9026-1009

2

Universidad Estatal del Sur de Manabí. Jipijapa, Ecuador.

Correo: lucy.solorzano@unesum.edu.ec. ORCID ID: https://orcid.org/0000-0002-9903-5304

3

Universidad Estatal del Sur de Manabí. Jipijapa, Ecuador.

Correo: martha.alvarez@unesum.edu.ec. ORCID ID: https://orcid.org/0000-0002-9879-0367

4

Universidad Estatal del Sur de Manabí. Jipijapa, Ecuador.

Correo: dayana.castro@unesum.edu.ec. ORCID ID: https://orcid.org/0000-0001-5245-167X

Resumen

La seguridad vial urbana representó un desafío crítico en las ciudades intermedias de Ecuador,

donde peatones, ciclistas y motociclistas estaban altamente expuestos. Este estudio evaluó la

Avenida La Prensa en Jipijapa, un corredor urbano de 948 m con usos residenciales y

comerciales e intensa interacción modal. El objetivo fue evaluar la seguridad vial y la

vulnerabilidad de los usuarios mediante una auditoría de seguridad vial, utilizando listas de

verificación estandarizadas y triangulación con registros oficiales de accidentes y datos de

exposición vehicular. Se aplicó un diseño observacional transversal, que incorporó inspecciones

diurnas y nocturnas, formularios estandarizados, registros fotográficos georreferenciados y

matrices de riesgo que combinan probabilidad y consecuencia. Se utilizaron datos de accidentes

policiales de 2019 a 2023, aforos de tráfico para el tráfico promedio diario anual (TPDA) y

levantamientos topográficos para el contexto geométrico. Los resultados revelaron una alta

criticidad en usuarios vulnerables (85 puntos), visibilidad y control de velocidad (82), y

señalización vertical y horizontal (79). Los registros de accidentes destacaron colisiones laterales

y frontales, junto con atropellos de peatones en áreas sin cruces designados. Las velocidades

de operación superaron la velocidad de diseño de 50 km/h en hasta 9 km/h, lo que incrementó

la exposición al riesgo y la gravedad de los accidentes. La consolidación de matrices y registros

permitió identificar subsecciones críticas (0+000–0+200 m y 0+200–0+400 m) y proporcionó

evidencia empírica para respaldar intervenciones técnicamente sólidas. Se concluyó que la

integración de los resultados de las auditorías, los niveles de exposición y los registros de

accidentes ofreció evidencia sólida para fortalecer la gestión municipal y la planificación de

medidas de seguridad eficaces en corredores urbanos comparables.

Palabras clave: auditoría de seguridad vial; usuarios vulnerables; velocidad de operación;

historial de accidentes; matriz de riesgos.

Abstract

Urban road safety represented a critical challenge in intermediate cities of Ecuador, where

pedestrians, cyclists, and motorcyclists were highly exposed. This study evaluated La Prensa

Avenue in Jipijapa, a 948 m urban corridor with residential and commercial uses and intense

modal interaction. The aim was to assess road safety and user vulnerability through a road safety

audit, using standardised checklists and triangulation with official crash records and vehicle

Información del manuscrito:

Fecha de recepción: 08 de julio de 2025.

Fecha de aceptación: 18 de septiembre de 2025.

Fecha de publicación: 27 de octubre de 2025.

394

Moreno-Ponce et al. (2025)

exposure data. A cross-sectional observational design was applied, incorporating daytime and

night-time inspections, standardised forms, georeferenced photographic records, and risk

matrices combining probability and consequence. Police crash data from 2019 to 2023, traffic

counts for annual average daily traffic (AADT), and topographic surveys for geometric context

were utilised. The results revealed high criticality in vulnerable users (85 points), visibility and

speed control (82), and vertical and horizontal signage (79). Crash records highlighted side and

frontal collisions, along with pedestrian crashes in areas lacking designated crossings. Operating

speeds exceeded the 50 km/h design speed by up to 9 km/h, increasing risk exposure and crash

severity. The consolidation of matrices and records enabled the identification of critical sub-

sections (0+000–0+200 m and 0+200–0+400 m) and provided empirical evidence to support

technically sound interventions. It was concluded that integrating audit results, exposure levels,

and crash records offered robust evidence to strengthen municipal management and planning of

effective safety measures in comparable urban corridors.

Keywords: road safety audit; vulnerable users; operating speed; crash records; risk matrix.

1

. Introduction

infrastructure (crossings, cycle lanes,

lighting, signage), the absence of

exclusive lanes, and risky driving

behaviours (speeding, aggressive

manoeuvres, lack of attention), all of

Urban road safety faces a critical

problem due to the high vulnerability

of pedestrians and two-wheeled

vehicle users such as cyclists and

which

intersections and saturated corridors

Chaudhari et al., 2021; Girgis et al.,

023). Added to these are social and

intensify

conflicts

at

motorcyclists.

These

groups,

referred to as vulnerable road users,

lack the physical protection afforded

by motorised vehicles, which

exposes them to a higher risk of

serious or fatal injuries in the event of

(

2

planning conditions that push

mobility by foot or two wheels.

Mitigating the risk requires

comprehensive approach

a

collision.

In

many

cities,

that

approximately two-thirds of traffic

deaths involve pedestrians, cyclists,

and motorcyclists, particularly in

corridors with high traffic flows and

complex road geometries (Bassani et

al., 2020; Kayisu et al., 2024; Sosik-

Filipiak & Osypchuk, 2023).

integrates safe infrastructure, road

safety

education,

and

effective

enforcement,

community

participation to reduce exposure and

improve urban access (Bassani et

al., 2020; Sosik-Filipiak & Osypchuk,

2023).

Vulnerability arises from combined

factors: unsafe or incomplete

The adaptation of infrastructure to

the needs of vulnerable users is

Revista Científica ‘‘INGENIAR”: Ingeniería, Tecnología e Investigación. Vol. 8 Núm. (16) 2025. ISSN: 2737-6249

Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

essential; the implementation of safe

pedestrian crossings, bicycle lanes,

lower speed limits, and improved

are key for evidence-based decision-

making (Shohel & Moridpour, 2025).

Despite growing concern for road

safety in Ecuador, there remains a

shortage of studies and specific data

on the effectiveness of interventions

in intermediate cities of the coastal

region. Most of the literature comes

from high-income countries, and only

a small fraction addresses contexts

in middle- and low-income countries,

which limits the adaptation of policies

and solutions to local realities with

visibility

has

demonstrated

reductions in crash occurrence (da

Silva & Bezerra, 2024; González-

Gómez & Castro, 2020; Klanjčić et

al., 2022). Policies encouraging

active mobility not only improve the

safety of pedestrians and cyclists but

also benefit drivers, as evidenced in

European

cities

with

high

percentages of walking and cycling

trips (Klanjčić et al., 2022). The use

of intelligent technologies for

detection and early warning adds

capacity for risk management in

complex urban environments (Zhang

et al., 2025).

different

infrastructure, and social factors

Goel et al., 2024).

mobility

patterns,

(

At

the

national

level,

the

decentralisation

of

traffic

management to municipalities has

not been accompanied by systematic

International experience highlights

the importance of comprehensive

strategies adapted to local contexts,

prioritising investment in safe

evidence

production

or

the

institutionalisation of robust policies.

The absence or weakness of

standardised crash records, risk

infrastructure,

strengthening

enforcement, and implementing

educational programmes, along with

participatory processes in the design

of solutions (Faus et al., 2025; Kayisu

et al., 2024). The analysis of the

spatial distribution of crashes allows

the identification of critical corridors

and points for targeted interventions,

while improvements in data quality

factor

data,

and

intervention

outcomes hinders the identification of

the most dangerous corridors, the

evaluation of vulnerability, and the

prioritisation of

evidence-based

actions (Gaibor & Carvajal, 2024).

Similarly, studies in intermediate

Andean cities highlight deficiencies

396

Moreno-Ponce et al. (2025)

in

pedestrian

and

cycling

corridors of Jipijapa through a road

safety audit with standardised

checklists and triangulation with

official crash records and exposure

levels (AADT). The purpose was to

characterise the operational context

infrastructure, although gaps remain

regarding the impact of specific

improvements

or

integrated

interventions in the coastal region.

The lack of solid evidence on human

factors, road design, institutional

control, and post-crash response

represents a critical obstacle for

effective decisions and policies

(speeds,

geometry,

and

environment), identify and classify

non-conformities affecting vulnerable

users, construct a risk matrix

(Hermida et al., 2019; Mohan et al.,

(probability

×

consequence)

2020).

integrated with crash severity and

frequency, and delimit critical

In response, this study focused on

urban corridors in Jipijapa through

road safety audits and systematic

observation, employing standardised

checklists, classification of non-

conformities affecting pedestrians,

cyclists, and motorcyclists, and a risk

matrix based on probability and

consequence. Triangulation with

official crash records and exposure

levels, measured as annual average

daily traffic, enabled the identification

of critical subsections and conflict

subsections a

prioritisation ranking of measures

low-cost and structural) supporting

to

generate

(

municipal decision-making.

Finally, the article is structured into

five sections. Materials and methods

describe the study area, the road

safety audit with checklists, the

official sources of crash and

exposure data (AADT), and the

procedure for constructing the risk

matrix and the prioritisation criterion.

Results report the characterisation of

the corridor, the crash profile by type

and severity, the findings by themes

affecting pedestrians, cyclists, and

motorcyclists, the criticality matrix by

subsections, and the intervention

ranking. The Discussion interprets

the observed patterns and their

patterns,

providing

empirical

evidence to prioritise interventions

and document user vulnerability

(Moreno-Ponce et al., 2025).

In line with the above, the aim of the

article was to assess road safety and

the vulnerability of pedestrians,

cyclists, and motorcyclists in urban

397

Revista Científica ‘‘INGENIAR”: Ingeniería, Tecnología e Investigación. Vol. 8 Núm. (16) 2025. ISSN: 2737-6249

Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

operational

and

The

management

Conclusions

chainage 0+000–0+948 and a total

length of 948 m. The corridor

endpoints were georeferenced in the

UTM system (zone 17S) as follows:

Start 545,555.00 m E – 9,850,388.00

m S; End 546,443.00 m E –

implications.

summarise the contributions, delimit

scope, and propose lines of action for

municipal decision-making.

9

,850,694.00 m S. The surrounding

environment is mixed urban

residential–commercial), with two

2

. Materials and Methods

(

2.1

Study area

lanes, sidewalks, and curbs along

the section, justifying its evaluation

due to the daily interaction between

vehicle flows and vulnerable users.

The study was conducted on La

Prensa Avenue in Jipijapa (Manabí,

Ecuador), between the Jipijapa

Bypass and Cotopaxi Street, with

Figure 1. La Prensa Avenue (Bypass–Cotopaxi Street), Jipijapa

Note. Google Earth. Section 0+000–0+948; UTM start/end coordinates; audited axis highlighted.

(

RSA), grounded in direct and

systematic observation of corridor

conditions, complemented by

2

.2

Study design

The research was designed as an

observational, cross-sectional study

aimed at evaluating road safety on

La Prensa Avenue in Jipijapa. The

methodology was based on the

application of a Road Safety Audit

triangulation with official crash

records and vehicle count data.

The audit employed thematic

checklists

that

enabled

the

398

Moreno-Ponce et al. (2025)

identification and classification of

non-conformities in aspects relevant

to road safety: visibility and speed

control, alignment and cross-section,

vertical and horizontal signage,

2.3

Data sources

The evaluation of road safety on La

Prensa Avenue used official records

and technical surveys. Crash data

were obtained from the National

Police and covered the period 2019–

lighting,

pavement

condition,

for

intersections,

conditions

2023, with details on accident

vulnerable users, and structural

elements such as bridges. This

methodological structure ensured a

comprehensive analysis of risk

factors, considering the interaction

typology and severity.

Additional data from vehicle counts

conducted along the audited section

were available, necessary for

estimating the Annual Average Daily

Traffic (AADT) and for comparison

with the design speed established in

national regulations.

between

vehicles,

pedestrians,

cyclists, and motorcyclists in a mixed

urban environment.

The findings obtained during

inspections were organised into risk

matrices constructed from the

relationship between probability and

The geometric and spatial analysis of

the corridor was supported by a

topographic survey of the road axis

and the urban cartography of

Jipijapa, which allowed accurate

contextualisation of the infrastructure

and precise delimitation of the study

area.

consequence. procedure

This

transformed field data into

a

hierarchical classification system

that facilitated the prioritisation of

interventions. In this way, the study

design

integrated

empirical

technical

statistical

2.4

Instruments

observation,

systematisation,

and

The audit was supported by

standardised forms and checklists

support, providing a solid basis for

characterising road safety in the

audited corridor.

designed

to

evaluate the

and operational

infrastructure

conditions of the corridor. These

tools were systematically applied

during field inspections to record

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

observations in an organised and

comparable manner.

magnitude of vehicle flow along the

section.

The checklists were structured into

Operational conflicts were recorded

in terms of visibility, speed control,

thematic

visibility

categories

and speed

covering

control,

road

geometry,

lighting,

and

alignment and cross-section, vertical

and horizontal signage, lighting,

pavement condition, intersections,

vulnerable user conditions, and

structures such as bridges. Each

theme included verification items that

guided the review of specific aspects

of the road.

pavement

condition.

These

indicators reflected risk conditions in

daily operation.

Variables

associated

with

accessibility and safety of vulnerable

users, particularly pedestrians and

cyclists,

were

also

included,

considering crossings, continuity of

sidewalks, available widths, and

specific signage.

The forms also included sections to

record

evaluator

comments,

coordinates, and spatial references,

as well as linking photographs to the

observed findings. This provided

homogeneous technical input for the

subsequent construction of risk

matrices and comparative analysis

between sections.

The risk level was determined using

a matrix relating probability and

consequence, which assigned an

ordinal value to each finding

according to its criticality. This

methodological approach facilitated

the integration of different indicators

into a coherent evaluation framework

for the corridor under study.

2.5

Variables and indicators

The analysis was structured around

a set of variables related to road

safety and user vulnerability in the

audited corridor. The exposure

variable was represented by the

Annual Average Daily Traffic

2.6

Procedure

The audit was carried out through

field inspections conducted both

during the day and at night along the

defined section of La Prensa

Avenue. During these inspections,

the thematic checklists were applied,

(AADT), which measured the

400

Moreno-Ponce et al. (2025)

direct observations were recorded,

and a georeferenced photographic

record was compiled to document

each finding in its precise location.

absolute and relative frequencies by

accident type and severity for the

reference period.

In the second stage, criticality indices

were calculated for each subsection

and evaluated theme. These indices

were derived from the field-applied

risk matrix, transforming probability

and consequence combinations into

an ordinal scale that allowed the

prioritisation of findings.

The collected information was

organised into standardised forms,

where verification items were marked

as met or unmet, along with

additional

auditor

comments.

Subsequently, the data were

systematised and transferred into

risk matrices prepared for each audit

theme, assigning probability and

consequence values to the identified

non-conformities.

The third stage involved the spatial

representation of results through

thematic maps of the corridor,

highlighting the points with the

highest risk levels. Based on this, a

prioritisation ranking was developed,

combining values from the risk matrix

and the recurrence of crashes

recorded on the road.

The consolidation of these matrices

made it possible to structure a

general audit matrix integrating all

reviewed aspects of the corridor. To

ensure process consistency, quality

control was applied through cross-

checking of forms and photographs,

guaranteeing coherence between

graphical evidence and written

records.

2.8

Ethical and operational

safety considerations

Data collection was conducted

exclusively from public space,

without

recording

personal

2.7

Analysis

information of road users or carrying

out surveys that could compromise

the identity of pedestrians or drivers.

This ensured compliance with

confidentiality and ethical standards

for research in urban environments.

The information processing was

developed in three complementary

stages. First, a descriptive statistical

analysis of crash records was

performed, organising data into

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

During

inspection

activities,

3

. Results and discussion

.1 Corridor characterisation

operational safety measures were

applied for the audit team. These

included the use of reflective vests,

preventive signage at observation

3

and exposure

La Prensa Avenue, in the section

between the Jipijapa Bypass and

Cotopaxi Street, is 948 metres long

and is an urban two-lane road. The

surrounding land use is mixed

residential and commercial, which

creates intense interaction between

traffic flows and vulnerable users.

The vehicle count reported in the

thesis enabled the estimation of

points,

group

mobility,

and

scheduling inspections at times that

minimised exposure to traffic risks.

Photographic records were limited to

physical infrastructure conditions,

avoiding the capture of images that

could identify individuals.

With these precautions, the audit

was conducted in accordance with

principles of ethical responsibility and

field safety, guaranteeing the

technical validity of the process

without compromising the integrity of

users or the audit team.

average

demand

and

traffic

composition. The characteristics of

the corridor are presented in Table 1.

Table 1. Características generales del corredor auditado

Parameter

Location

Description

Jipijapa, Manabí Province

Audited section

Length

Configuration

Setting

Bypass to Cotopaxi Street

948 m (chainage 0+000 to 0+948)

Two lanes, sidewalks, and curbs

Mixed urban: residential and commercial

Note. The table shows information consolidated from the topographic survey and urban

cartography.

Table 2. Vehicular composition of the

The audited section presents the

corridor (estimated AADT)

features of a central urban corridor

Vehicle type

Cars

Motorcycles

Light commercial

Heavy vehicles

Other

Percentage (%)

with mixed uses that intensify

interaction between vehicles and

vulnerable users. This condition

justifies evaluation through a road

safety audit. The composition of

traffic is shown in Table 2.

52

28

10

7

3

402

Moreno-Ponce et al. (2025)

The

composition

of

shows

cars

a

safety aspects associated with the

circulation of vulnerable users.The

percentage distribution of AADT is

illustrated in Figure 2.

predominance

and

motorcycles, which together exceed

0 percent of total traffic. This

increases the relevance of reviewing

7

Figure 2. Percentage distribution of annual average daily traffic (AADT)

Note. Prepared by the authors based on traffic counts.

3.2

Crash profile 2019 to 2023

Avenue during 2019 to 2023,

disaggregated by number of cases

and severity. The annual distribution

is provided in Table 3.

National Police records reported

road traffic crashes on La Prensa

Table 3. Crashes recorded on La Prensa Avenue (2019 to 2023)

Year

Total crashes

58

Minor

40

32

37

45

44

Serious

15

Fatal

2

019

020

021

022

023

3

4

46

55

67

64

11

15

18

16

Note. Official records of the National Police of Jipijapa (2019 to 2023).

The number of crashes remained

high over the five years, with a slight

reduction in 2020 followed by a

progressive increase up to 2022,

reflecting persistent operational risks

along the corridor. The evolution of

crashes is depicted in Figure 3.

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

Figure 3. Evolution of crashes on La Prensa Avenue (2019 to 2023)

Note. The graph shows the number of total crashes, with bars differentiated by severity: minor,

serious, and fatal.

The annual distribution shows a

predominance of minor crashes,

although serious and fatal crashes

remain constant. This confirms the

need for periodic audits to mitigate

critical risks.

3.3

Audit results

The audit identified non-conformities

across several aspects of the road,

recorded

through

field-applied

checklists. Findings for visibility and

speed control are summarised in

Table 4.

Table 4. Audit results for visibility and speed control

Item assessed

Stopping sight distance

Posted speed control

Observed condition

Partially met

Insufficient

Risk level

Medium

High

Advertising obstructing sightlines

Present

Medium

Note. Information obtained through thematic checklists.

The results show limitations in

longitudinal and transversal visibility,

as advertising interfere with driver

perception. Together, these

conditions indicate structural and

operational deficiencies that

particularly

at

intersection

approaches and locations with higher

pedestrian flows. Speed control

signage does not meet regulatory

parameters, increasing operational

risk. External visual elements such

increase the likelihood of road

incidents. Geometric aspects are

presented in Table 5.

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Moreno-Ponce et al. (2025)

Table 5. Audit results for alignment and cross-section

Item assessed

Alignment homogeneity

Observed condition

Acceptable

Risk level

Low

Cross-section

Presence of curbs

Narrow in sectors

Partial continuity

Medium

Note. Information obtained through thematic checklists.

The corridor alignment maintains

acceptable continuity, but sectors

with reduced cross-sections affect

vehicular and pedestrian circulation.

Discontinuity in curbs reduces

observations indicate that, while the

road axis partially meets basic

geometric parameters, physical

conditions require follow-up to

ensure adequate functionality and

safety. Signage conditions are

shown in Table 6.

channelisation separation

between flows, increasing exposure

for vulnerable users. These

and

Table 6. Audit results for vertical and horizontal signage

Item assessed

Vertical signs

Observed condition

Wear and poor visibility

Risk level

High

Horizontal markings

Preventive signage

Deteriorated and discontinuous paint

Partially installed

High

Medium

Note. Information verified during daytime and night-time inspections.

Vertical signage shows marked

deficiencies in visibility and

adequate preventive signage at

accesses increases exposure of

vulnerable users. Together, these

conditions reduce road legibility and

elevate the probability of conflicts by

limiting anticipation and clarity in

regulation. Lighting conditions are

listed in Table 7.

maintenance, hindering perception

during day and night. Horizontal

markings

are

heavily

worn,

especially at pedestrian crossings

and lane delineation, reducing

guidance for drivers. The lack of

Table 7. Audit results for lighting

Item assessed

Luminaire coverage

Lighting uniformity

Glare from luminaires

Observed condition

Incomplete

Irregular

Present in sections

Risk level

High

Medium

Note. Assessment conducted during night-time inspections.

The lighting system presents

coverage limitations, creating zones

with low visibility and areas with

excessive

uniformity

contrast.

Lack

of

compromises

the

perception of pedestrians and

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

drivers,

hindering

obstacle

vision. These conditions increase

incident risk, particularly at crossing

points and for turning manoeuvres.

Pavement conditions are reported in

Table 8.

identification and the correct reading

of signs and markings. In some

sections, misaligned luminaires

cause glare that interferes with night

Table 8. Audit results for pavement

Item assessed

Running surface

Surface drainage

Regularity and friction

Observed condition

Presence of potholes

Water ponding

Risk level

High

Medium

Irregular and worn

Note. Assessment carried out through direct observation and photographic records.

The pavement shows significant

deterioration, with localised potholes

that affect comfort and safety.

Drainage problems cause water

accumulation during the rainy

season, which reduces friction and

increases the probability of loss of

control. Irregular surface texture also

indicates progressive reduction in

skid resistance. Together, these

conditions directly affect operational

safety and the efficiency of urban

mobility. Intersection conditions are

summarised in Table 9.

Table 9. Audit results for intersections

Observed condition

Item assessed

Intersection control

Access visibility

Turning spaces

Risk level

High

Medium

No traffic signals present

Limited

Reduced

Note. Observations made at principal crossing points.

Intersections lack signal control,

which reduces the capacity to

organise traffic where vehicular and

insufficient for larger vehicles,

generating operational conflicts.

These interacting conditions make

intersections critical safety points,

with higher probability of collisions

and pedestrian crashes. Conditions

for vulnerable users are detailed in

Table 10.

pedestrian

movements

cross.

Access visibility is limited by

buildings and street furniture,

hindering anticipation of

manoeuvres. Turning spaces are

Table 10. Audit results for conditions affecting vulnerable users

Item assessed

Marked pedestrian crossings

Crossing time

Observed condition

Absent in most locations

Excessive for schoolchildren

Risk level

High

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Moreno-Ponce et al. (2025)

Crossing lighting

Continuous sidewalks

Space for cyclists

Deficient

Interrupted

Non-existent

Medium

High

Note. Accessibility assessed in residential and commercial sections.

The

corridor

shows

major

cycling infrastructure forces cyclists

to share lanes with motorised

vehicles, exposing them to elevated

risk. These conditions demonstrate

the vulnerability of pedestrians and

cyclists in the audited section. The

state of bridges and associated

structures is shown in Table 11.

deficiencies in infrastructure for

vulnerable users. Marked crossings

are absent in several points and,

where

present,

signage

is

deteriorated. Sidewalk widths are

insufficient to guarantee safe and

continuous passage, especially in

commercial areas. The absence of

Table 11. Audit results for bridges and associated structures

Item assessed

Structural condition

Safety railings

Observed condition

Adequate

Partially damaged

Localised wear

Risk level

Low

Medium

Running surface

Note. Visual inspection of structure and running surface.

Bridges and associated structures

present overall stable structural

condition, with no indications of

severe damage affecting load

capacity. Sections with damaged

railings were detected, reducing

safety for vehicles and pedestrians in

the event of a deviation. The running

surface on the structure shows

localised wear, affecting traffic

regularity. Although structural risks

are low, deficiencies in safety

elements and deck surface require

attention along the corridor.

3.4

User vulnerability

The audit included

a

specific

checklist to evaluate the safety of

pedestrians,

schoolchildren,

accessibility,

cyclists,

considering

crossings, and

and

exposure time to traffic. The detailed

results are provided in Table 12.

Table 12. Audit results for vulnerable users

Item assessed

Marked pedestrian crossings

Crossing time

Observed condition

Absent in most locations

Excessive for schoolchildren

Deficient

Risk level

High

Lighting at crossings

Medium

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

Continuous sidewalks

Space for cyclists

Interrupted

High

Non-existent

Note. Observations in residential, school, and commercial sections.

The results show high vulnerability

for non-motorised users. The

absence of marked pedestrian

crossings hinders safe traversal,

especially in school zones. Crossing

time is inadequate relative to

prevailing speeds, which increases

exposure. Insufficient lighting at

intersections and crossings reduces

visibility at night. Lack of continuous

sidewalks and the absence of cycling

facilities force vulnerable users to

interact directly with the traffic flow.

3.5 Prioritisation of critical

points

The consolidation of the risk matrix

and crash records made it possible to

identify subsections with the highest

criticality along La Prensa Avenue.

The prioritised subsections are listed

in Table 13.

Table 13. Prioritisation of critical points in the audited corridor

Subsection (m)

Composite risk

Criticality level

High

0

+000 to 0+200

+200 to 0+400

+400 to 0+600

+600 to 0+800

+800 to 0+948

85

78

65

72

58

High

Medium

High

Medium

Note. Prepared by the authors based on the risk matrix and official records.

The prioritisation shows that three

subsections concentrate the highest

composite risk values, exceeding 70

points on the established scale. The

initial and central extremes present

the most unfavourable conditions,

associated with intense traffic flows

and deficiencies in signage and

medium levels maintain relevant

risks, though to a lesser extent. This

spatial distribution confirms the

heterogeneity of safety along the

corridor and the need to focus

attention on specific sectors. The

spatial pattern of criticality is

presented in Figure 4.

accessibility.

Subsections

with

Figure 4. Criticality map for La Prensa Avenue (Bypass to Cotopaxi)

Note. Composite risk values (0 to 100) distributed by subsection; colour scale indicates criticality level.

408

Moreno-Ponce et al. (2025)

The map shows the spatial

distribution of composite risk levels

along the corridor. Higher values are

concentrated in the first subsection

3.6

Crash typology in the

audited corridor (2019 to 2023)

The crash analysis included the

classification of accidents on La

Prensa Avenue during 2019 to 2023,

according to the typology reported in

official National Police records. This

disaggregation identifies the most

frequent incident types and their

relation to operational conditions.

The distribution by crash type

appears in Table 14.

(0+000 to 0+200 m) and in the

central section (0+200 to 0+400 m),

where interaction between vehicular

and pedestrian flows is greater.

Intermediate levels are located in

middle and final sections, while

0+800 to 0+948 m records the lowest

value. The graphical representation

allows clear identification of priority

areas for road safety management.

Table 14. Distribution of crashes by typology (2019 to 2023)

Crash type

Side collision

Head-on collision

Run-off-road collision

Loss of control

Number of cases

Percentage (%)

112

74

65

54

42

32

21

18

15

12

Pedestrian crash

Note. Source: National Police records (2019 to 2023).

Crash

typology

reveals

a

risk scenarios along La Prensa

Avenue.

predominance of side and head-on

collisions, which together represent

more than half of reported incidents.

Run-off-road events and loss of

control remain significant, indicating

risks related to speed management

3.7

General risk matrix by audit

themes

Information obtained from thematic

checklists was consolidated into a

general risk matrix. This procedure

and

geometric

conditions.

integrated non-conformities

recorded for each theme, assigned a

criticality value, and enabled

the

Pedestrian crashes, although lower

in proportion, reflect exposure of

vulnerable users, especially where

marked crossings are absent. This

distribution confirms the diversity of

comparisons between infrastructure

and operational aspects. The

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

consolidated results are shown in

Table 15.

Table 15. General matrix of non-conformities and risk by theme

Theme assessed

Non-

conformities

Predominant risk

Criticality

index

82

level

High

Visibility and speed

Vertical and horizontal

signage

12

10

79

Pavement

Intersections

Lighting

Vulnerable users

Bridges

8

9

7

11

4

Medium

High

Medium

High

68

76

63

85

60

Medium

Note. Prepared by the authors based on checklists and the risk matrix.

The comparison by theme is also depicted in Figure 5.

Figure 5. Criticality index by audit theme on La Prensa Avenue

Note. Risk values (0 to 100) obtained from the general audit matrix.

Table 15 and Figure 5 show that the

highest criticality corresponds to

vulnerable users at 85, visibility and

speed control at 82, and vertical and

horizontal signage at 79. These three

exceed 75 points on the scale,

concentrating the main risk factors.

Intersections also reach a high value

at 76, while pavement, lighting, and

bridges are moderate at below 70.

3.8

Spatial

distribution

of

vulnerable users

The analysis included the location of

conditions affecting pedestrians,

cyclists, and schoolchildren across

different sections of the corridor.

410

Moreno-Ponce et al. (2025)

Spatial systematisation facilitates the

identification of sections where

exposure of vulnerable users is most

significant. The observations are

listed in Table 16.

Table 16. Observations related to pedestrians, schoolchildren, and cyclists

Corridor section

Observed conditions

Absence of pedestrian crossings

High concentration of shops and school activity

Interrupted sidewalks

Risk level

0

+000 to 0+200 m

+200 to 0+400 m

+400 to 0+600 m

+600 to 0+800 m

+800 to 0+948 m

High

Medium

High

Cyclists travelling without infrastructure

Reduced lighting at crossing zones

Medium

Note. Observations obtained from the specific checklist for vulnerable users.

Exposure of vulnerable users is

concentrated in the first 400 metres

of the corridor, which coincide with

commercial and school zones. The

absence of crossings and insufficient

crossing time increase risk. In the

middle sections, lack of continuous

sidewalks and absence of cycling

infrastructure are critical. At the far

end, deficient lighting affects safety

at night. This distribution confirms the

need to characterise vulnerability by

section.

3.9

Operating speeds in the

audited corridor

Speeds were measured at strategic

points along La Prensa Avenue and

compared with the design speed of

50 km/h. Values were obtained from

speed counts and field records,

which allowed identification of

significant differences from the

normative parameter. The results are

presented in Table 17.

Table 17. Operating speeds along the corridor

Subsection (m)

Mean speed

km/h)

Maximum speed

(km/h)

Difference from

(

design

+7

0

+000 to 0+200

+200 to 0+400

+400 to 0+600

+600 to 0+800

+800 to 0+948

57

54

51

59

52

72

69

65

75

68

+4

+1

+9

+2

Note. Prepared by the authors from field speed counts.

The results show that in most

subsections mean speeds exceed

the design value of 50 km/h, with

differences of up to 9 km/h in critical

sectors. Maximum speeds ranged

from 65 to 75 km/h, which increases

the probability and severity of

incidents, especially in areas with

pedestrian and school activity. This

highlights the importance of speed

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

control as a determining factor for

corridor safety.

subsection criticality matrix to identify

correspondences between

calculated risk levels and the gravity

of recorded accidents. The

3.10 Relationship between crash

severity and corridor criticality

correspondence is summarised in

Table 18.

Results for 2019 to 2023 crash

severity were integrated with the

Table 18. Correspondence between crash severity and subsection criticality

Subsection (m)

Predominant severity (2019

to 2023)

Criticality

index

85

Level of

concordance

0

+000 to 0+200

High, head-on and pedestrian

crashes

High

0

+200 to 0+400

+400 to 0+600

+600 to 0+800

+800 to 0+948

Medium to high, side collisions

Medium, loss of control

High, run-off-road collisions

Low, minor incidents

78

65

72

58

High

Medium

Medium to high

Low

Note. Prepared by the authors based on crash records and the risk matrix.

The

correspondence

between

well as vertical and horizontal

signage. This concentration aligns

with conclusions from international

reviews of road safety audits, which

identify that many protocols prioritise

geometric elements, signage, and

safety devices (Calderón et al.,

2023).

severity and subsection criticality

confirms that the initial and central

sections, 0+000 to 0+200 m and

0+200 to 0+400 m, show the greatest

vulnerability. High criticality values

coincide with severe crashes, which

supports the risk matrix as a tool for

prioritisation. Middle and final

sections show medium and low

concordance, with a predominance

of less severe incidents. This

integration reinforces the validity of

the audit-based ranking.

In middle-income countries, adoption

of the Safe System approach

emphasises

that

infrastructure

should minimise the consequences

of inevitable human error, especially

on urban sections with high

pedestrian and vehicular interaction.

Godthelp y Ksentini (2024) note that,

for developing countries, it is urgent

to reinforce operational tactics such

as speed regulation, appropriate

Discussion

The audit results on La Prensa

Avenue show that the highest

criticality values fall on vulnerable

users, visibility and speed control, as

412

Moreno-Ponce et al. (2025)

urban road design, and protective

devices, within a more structural

policy oriented to integrated road-

safety system.

Local reports have also documented

that, in Ecuadorian cities,

a

significant proportion of vehicles

exceed permitted urban speed limits.

In Guayaquil, observations from the

Bloomberg project indicated that

approximately 65 percent of vehicles

were observed exceeding 50 km/h

on roads where that was the

normative limit. This increased the

probability of severe crash outcomes

Across Latin America, road-safety

challenges are well documented.

Multiple studies agree that there is

limited rigorous evidence on effective

interventions, which restricts the

adoption of correct measures

(Martinez et al., 2019). Nevertheless,

(

International Injury Research Unit,

recent regional publications show

that reducing urban speed limits in

Latin American cities helps decrease

injury severity in urban crashes. For

example, in Santiago, Chile, a

reduction in urban limits for workers

was associated with lower severity of

injuries recorded in work-related

traffic accidents (Graells-Garrido et

al., 2024).

2

023). This reality supports our

findings of operating speeds above

the design value and corroborates

the corridor’s vulnerability for

pedestrians and cyclist.

The cross-analysis between crash

severity and subsection criticality in

Section 3.10 strengthens the validity

of the prioritisation approach. Studies

on audits that combine reactive and

proactive data show that integrating

both sources improves the predictive

capacity of audit models and

supports more efficient allocation of

intervention resources. For example,

audit work has underlined the need

to cross crash databases with

analyses of road conditions in order

to identify genuine hot spots

In the national context, Espinoza-

Molina et al. (2021) analysed traffic

and crash trends in Ecuador between

2000 and 2019 and found that

collision is the most common crash

type, with a growing mortality burden

in recent years, despite a slight

downward trend in total crashes. This

prevalence of collisions as the

dominant type is consistent with our

typology table in Section 3.6.

(Mukhametshina & Zagidullin, 2021).

413

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Road safety and user vulnerability in urban corridors: Empirical evidence from the city of Jipijapa.

This discussion shows that the

results for the audited corridor are

neither isolated nor fortuitous. They

are consistent with emerging lines of

research in road safety auditing, with

conditions present in Latin American

countries, and with the Ecuadorian

context. Such coherence supports

the robustness of the method used

and highlights the relevance of the

study for road-safety interventions in

similar urban environments.

the risk matrix as a prioritisation tool

in road management.

3.

Operating speeds measured

in the field exceeded the design

speed of 50 km/h in several

subsections, with differences of up to

9

km/h. This condition significantly

increases the probability and severity

of crashes, especially in areas with

high pedestrian and school activity.

4

.

The

vulnerability

cyclists,

of

pedestrians,

and

schoolchildren was evident in the

absence of specific infrastructure

such as cycle lanes and marked

4

. Conclusiones

1. The road safety audit on La

pedestrian

crossings,

and

in

Prensa Avenue identified that the

most critical factors correspond to

accessibility for vulnerable users,

visibility and speed control, and

deficiencies in vertical and horizontal

signage. These elements exceeded

deficiencies in lighting and sidewalk

continuity. These findings emphasise

the need to consider non-motorised

users as a central focus of any

intervention strategy.

75 points on the risk scale, which

5.

Integrating the road safety

makes them the principal aspects

requiring priority intervention.

audit with official crash records and

vehicle exposure data enabled the

identification of critical subsections,

2.

Crash records for 2019 to

0

+000 to 0+200 m and 0+200 to

+400 m, which concentrate the

2

023 confirmed recurring side and

0

head-on collisions, as well as

pedestrian crashes in areas lacking

highest operational and safety risks.

This prioritisation provides solid

technical input to guide municipal

planning toward specific and cost-

effective interventions.

marked

crossings.

This

correspondence between crash

severity and high criticality values

obtained in the audit validates use of

414

Moreno-Ponce et al. (2025)

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