Submitted by Geandra Rodrigues (geandrar@gmail.com) on 2018-01-11T14:03:02Z No. of bitstreams: 1 anacristinajunqueiraribeiro.pdf: 2351237 bytes, checksum: 7ebcb12130e80eb708ce7b21695b6c0c (MD5) / Approved for entry into archive by Adriana Oliveira (adriana.oliveira@ufjf.edu.br) on 2018-01-23T13:36:51Z (GMT) No. of bitstreams: 1 anacristinajunqueiraribeiro.pdf: 2351237 bytes, checksum: 7ebcb12130e80eb708ce7b21695b6c0c (MD5) / Made available in DSpace on 2018-01-23T13:36:51Z (GMT). No. of bitstreams: 1 anacristinajunqueiraribeiro.pdf: 2351237 bytes, checksum: 7ebcb12130e80eb708ce7b21695b6c0c (MD5) Previous issue date: 2017-12-27 / A diferença entre ambiente urbano e rural é percebida claramente pela população. Entretanto, zonas intermediárias, tidas como zonas de transição, preocupam os profissionais da área de transportes, pela necessidade eminente de melhoria na segurança viária. A ocupação populacional nas zonas de transição passa despercebida pelo poder público, carecendo de infraestrutura e segurança. O objetivo principal desta pesquisa é a conceituação das zonas de transição como elemento de proposta de segurança viária. A delimitação da pesquisa se faz no âmbito da rodovia BR 116 devido à sua importância, ligando o nordeste ao sul do país. O foco no trecho de Leopoldina à Caratinga se faz pela importância socioeconômica para a região sendo, ainda, meio de circulação urbana dos municípios cortados por ela. Primeiramente foi feita uma revisão bibliográfica de temas como zona urbana, zona rural, rodovias e segurança, e uma observação dos ambientes rodoviários a fim de visualizar a segurança viária nas áreas de transição. O desenvolvimento tem como base metodológica a análise qualitativa da zona de transição a partir de parâmetros pré-definidos. Como resultado, tem-se a verificação de trechos caracterizados como zonas de transição. Conclui-se sobre a conceituação do termo a partir de parâmetros pré-estabelecidos e a necessidade de tratamento da área quanto às questões de segurança viária. / The difference between urban and rural environment is clearly seen by the population. However, intermediate zones, considered as transition zones, cause some concern among transport professionals and academics, due to the imminent need for improvement in road safety. Population occupation in transition zones is unnoticed by the public power, lacking infrastructure and road safety. The main objective of this research is the conceptualization of transition zones as an element of road safety proposal. The delimitation of the research is done under the BR 116 highway due to its importance, linking the northeast to the South of the country. The focus in the section of Leopoldina to Caratinga is made by the socioeconomic importance for the region, being an area of passage for the daily urban displacements. The method used is based primarily on the literature review of themes such as urban areas, rural areas, highways and security, and the observation of road environments in order to visualize road safety in transition areas. The development has as methodological basis the qualitative analysis of the transition zone from pre-defined parameters. As a result, there is the verification of stretches characterized as transition zones. It concludes on the conceptualization of the term from pre-established parameters, and the need of treatment of the area regarding road safety issues.

As travessias urbanas de rodovias constituem-se um local crítico para a ocorrência de acidentes de trânsito. Dessa forma, diversas ações de engenharia são empregadas para a redução do número e da gravidade dos acidentes. Contudo, existem poucos estudos sobre a eficácia dessas ações. No presente trabalho foram utilizadas duas metodologias para a avaliação da eficácia, através de estudos observacionais, são elas: \"antes - depois\" ingênuo e o método do grupo de comparação, aplicadas em vários segmentos rodoviários caracterizados como travessias urbanas que receberam ações de engenharia para a redução de acidentes. O primeiro método foi aplicado a todas as ações e o segundo apenas para duas ações. As informações utilizadas neste trabalho foram solicitadas às concessionárias das rodovias do Estado de São Paulo. Foram analisadas sete ações de engenharia: 1) redução de velocidade em conjunto com outras medidas; 2) implantação de defesa de New Jersey elevada; 3) implantação de dispositivo em desnível; 4) cruzamento de pedestres em nível em área demarcada; 5) implantação de passarela; 6) implantação de ciclovia; 7) passagem superior e tela para impedir a passagem de pedestres em nível. Os resultados encontrados demonstram que ação 1 reduz em média em 27% o número total de acidentes tanto para o método ingênuo como para o método de grupo de comparação. A ação 2 foi a única ação com resultado negativo, com aumento de 19% no número de acidentes totais e de 42% no número de acidentes com feridos e mortos. A ação 3 teve uma redução no número total de acidentes em torno de 27%. A ação 4 teve uma redução de 35% no número total de acidentes. A ação 5 teve uma redução no número total de acidentes em torno de 40%, através do método ingênuo, contra 30% pelo método de grupo de comparação. A ação 6 teve uma redução no número de acidentes totais de 30%. A ação 7 não teve uma redução expressiva no número total de acidentes, contudo teve uma redução de 32% no número de feridos e mortos. / The urban highway crossings are a critical place for occurrence of traffic accidents. Thus, several engineering measures are employed to reduce the number and severity of accidents. However, there are few studies about the effectiveness of these actions. In this study two methods were used to evaluate the effectiveness, through observational studies, they are: \"before - after\" naive method and the comparison group, applied in various segments characterized as urban highway crossings in which they had been implemented measures to reduce accidents. The first method was applied to all measures and the second only for two measures. The data used in this study were obtained from the concessionaire of highways of the State of Sao Paulo. It was analyzed seven engineering measures: 1) reduction of speed in conjunction with other measures; 2) implementation of New Jersey defense with higher height; 3) implementation of grade separation structure; 4) level pedestrian crossings in areas demarcated, 5) implementation runway; 6) implementation of bike path; 7) footbridge and barriers to prevent the passage of pedestrians. The results show that the first measure reduces on average by 27% the total number of accidents for both the naive method and to the method of comparison group. The second measure was the only action with negative results, with 19% increase in the number of total accidents and 42% in the number of accidents with injuries and deaths. The third measure had a reduction in the total number of accidents around 27%. The fourth measure had a 35% reduction in the total number of accidents. The fifth measure had a reduction in the total number of accidents by 40%, through the naive method, compared to 30% by the method of comparison group. The sixth action had a reduction in total accidents by 30%. The seventh action had not a significant reduction in the total number of accidents, yet had a 32% reduction in the number of injuries and deaths.

Os simuladores de direção são ferramentas de pesquisa que permitem estudar o comportamento do condutor em diversos cenários de direção, de forma rápida, segura e econômica. Este estudo faz parte de um projeto de pesquisa que visa utilizar essas ferramentas na avaliação de projetos de sinalização, antes da sua implantação na rodovia. Em particular, o objetivo deste trabalho foi analisar como os condutores percebem a sinalização vertical dentro de um ambiente simulado de direção, apoiado no uso de um sistema de rastreio do olhar. O andamento da pesquisa abrangeu a montagem do simulador e do sistema de rastreio do olhar, a geração do ambiente simulado de direção, o experimento no simulador para medir a percepção da sinalização dentro do ambiente virtual, e por último, a análise e validação dos resultados. No experimento, 21 condutores dirigiram em um trecho de 10 quilômetros da rodovia BR-116 que possui 31 sinais de trânsito, para mensurar a distância de percepção, o número de fixações e o tempo de observação da sinalização, assim como a variação da velocidade após percepção da mesma. A percepção da sinalização dentro do ambiente virtual foi semelhante à reportada na literatura para estudos em estradas: em média, os condutores perceberam um de cada três sinais, o tempo de observação foi de 360 milissegundos, a distância de percepção foi de 100 metros e somente a percepção dos limites de velocidade foi relevante no comportamento dos condutores. Adicionalmente, obteve-se uma validade relativa entre as velocidades no simulador e as velocidades de operação medidas no trecho estudado. Nesse sentido, os resultados deste estudo sustentam a viabilidade e a validade do simulador de direção na avaliação de projetos de sinalização. Finalmente, como contribuição adicional, propuseram-se medidas para aprimorar a sinalização no trecho estudado e o realismo do simulador de direção. / Driving simulators are research tools that allow studying driver behavior on several driving scenarios, in a safely and cost-effective way. This study pertains to a research project whose goal is to use these tools in the assessment of road signage projects, before their implementation on roadway. In particular, the goal of this study was to analyze how drivers perceive road signs within a simulated driving environment, supported by an eye tracking system. The research development included the assembling of the driving simulator and the eye tracking system, the generation of the simulated environment, an experiment to measure the signaling perception within that environment, and finally, the analysis and validation of the results. In the experiment, twenty-one drivers drove over a ten-kilometer virtual segment of the BR-116 roadway, that has thirty-one traffic signs, in order to measure the number of eye fixations, the perception distance and the observation time over each sign, as well as, the speed change after its perception. The perception of the road signs within the virtual environment was similar to that reported in the literature for on-road studies: in average, the drivers perceived one-third of the traffic signs, the mean observation time was 360 milliseconds, the mean perception distance was 100 meters and only the speed limit signs perception was relevant on the drivers behavior. Furthermore, it was observed a relative validity between the driving simulator speeds and the actual operating speeds in the studied segment. In that sense, this study shows the feasibility and validity of using driving simulators to assess road signage projects. Finally, some countermeasures were proposed in order to enhance both the road signaling of the studied segment and the road signs perception within the simulated driving environment.

O sistema antibloqueio de freios ABS (Antilock Braking System) é um dispositivo eletrônico-mecânico que complementa o sistema de freio tradicional e tem como objetivo fazer com que as rodas não travem na ocorrência de uma frenagem de emergência ou sob condições de alto perigo como superfície muito escorregadia, chuva forte ou gelo. Como resultado, o veiculo não perde a dirigibilidade fazendo com que o motorista consiga efetuar uma parada muito mais segura e, na maior parte dos casos, num espaço menor do que quando este sistema não se encontra a bordo do veiculo, mesmo que essa não seja a missão principal do ABS. Esta dissertação vai apresentar as diferenças que existem na frenagem de um mesmo bitrem, quando esse está equipado com diferentes tipos de ABS. O termo que vai determinar a \"qualidade\" da frenagem é a eficiência da mesma, ou seja, que percentagem de desaceleração máxima é atingida pelo binômio veículo-ABS numa frenagem em linha reta e pista seca e também com aderência diferenciada lado a lado. Para poder fazer essas estimações simulou-se o sistema de freios ABS com o software Matlab/Simulink. Foi desenvolvido um modelo em multicorpos introduzindo todas as características físicas e dinâmicas de um bitrem. Dados foram obtidos durante as simulações: velocidades, acelerações, forças verticais e tangenciais nas superfícies de contato das rodas, além da eficiência de frenagem. Uma característica fundamental dessa simulação tem sido o fato do bitrem ter dois semireboques ao invés de um só, o que faz com que o veículo combinado às vezes apresente um comportamento diferente do esperado. Foram simuladas as seguintes versões de ABS: 4s4m, 4s3m, 4s2m, 2s2m e 2s1m, sob condições de aderência simétrica e valor 0,6 e condições assimétricas com valores 0,6 e 0,2. No cavalo mecânico, o sistema ABS usado foi o mesmo ao longo da simulação, um 2s2m no eixo dianteiro e 4s4m no tandem. Com condições assimétricas de aderência, a ordem de eficiência dos sistemas foi: o 4s4m (menor distância de parada), depois foi o 4s2m e depois vieram o 4s3m, o 4s2m, o 2s2m e o 2s1m em último lugar. / The ABS braking system (Antilock Braking System) is an electronic-mechanical device which along with a conventional braking system is conceived to make the wheels don\'t lock in consequence of an emergency braking or dangerous road conditions such as slippery or icy asphalt or even heavy rain. As a result, car doesn\'t lose control and driver is enabled to perform a much safer stop. It could also require a shorter distance to a full stop although that is not the first purpose of ABS. This dissertation expects to spot the noticeable differences when a truck is stopped with different versions of the ABS. The \"quality\" of breaking is going to be set trough the braking efficiency parameter, i.e. a comparison between the deceleration reached and the maximum reachable by both truck and road conditions, over a straight path and both equal and different grip coefficient on the sides of the truck. The Matlab/Simulink software was used to simulate an ABS breaking system. A multibody model was developed including all physical and dynamical properties of a truck. Every single relevant data was displayed and monitored: velocity, acceleration, vertical and tangential forces on the common surface tire-ground, besides braking efficiency. One remarkable feature of the simulation was the fact that this modelled truck pulls two trailers, which can get to unusual or unexpected behaviour. Namely, the following ABS versions were tested: 4s4m, 4s3m, 4s2m, 2s2m and 2s1m, under symmetric grip of 0,6 and asymmetric grip values of 0,6 and 0,2. The tractor head used invariably a 2s2m on the front axle and 4s4m on the rear tandem. When it comes to asymmetric conditions the ABS versions were ranked this order: 4s4m, 4s2m, 4s3m, 2s2m and finally 2s1m.

I dagsläget utförs underhållsbeläggning på ca 5 % av det statligt ägda vägnätet i Sverige varje år [1]. Därutöver utförs förstärkning av ca 1400 km/år vilket motsvarar 1-2 % [2]. Vanligtvis används metoden asfaltspåläggning även kallad AG-förstärkning vid förstärkningsåtgärder. Metoden innebär att bundet bärlager beläggs direkt på den befintliga vägen följt av ett nytt bundet slitlager. [1, 3] Varje förstärkningsobjekt har olika förutsättningar. Detta innebär att åtgärden får olika proportioner beroende av var objektet som förstärks är beläget geografiskt. (se bilaga A & E) Bitumen är en kostsam råoljeprodukt som används vid asfaltsproduktion som bindemedel. Varje år importerar Sverige bitumen för ett belopp i miljardklassen. Dessutom är framställning av bitumen inte en miljövänlig historia. [4] Vid utförandet av AG-förstärkning läggs nya asfaltsmassor på den befintliga vägbanan, vilket vanligtvis bidrar till en höjning på ca 10 cm [1, 5]. Höjningen av vägbanan medför att sidoräckena kan bli för låga och kan därmed bli till en “snubbelkant” och öka vältrisken [6]. Vid AG-förstärkning ges inte någon god tjälisolerande effekt. Detta kan leda till kort hållbarhet, eftersom orimligt tjocka lager asfalt skulle krävas för att uppnå samma isolerande effekt som vid förstärkningsåtgärden rekonstruktion. [16] (se bilaga A & E) Vid rekonstruktion tas den äldre asfaltbeläggningen bort och det obundna bärlagret förstärks innan en (ofta återvunnen) asfaltsbeläggning läggs på [1, 3]. Denna metod innebär en större höjning av vägbanan än vid AG-förstärkning och kräver mer arbete i sidoområdet med förlängning av trummor, höjning av sidoräcke, justering av innerslänt m.m. vilket leder till högre kostnader (Se TABELL 11) [1]. I rapporten utförs en livstidskostnadskalkyl för de två olika metoderna för förstärkning vid en rad olika förutsättningar för landsvägar. Investeringsberäkningar har utförts genom kalkylprogram och bärigheten har analyserats genom Trafikverkets programvara ”PMS objekt”. Resultatet visar att vid raksträckor är nuvärdesinvesteringen upp till 15 % högre vid rekonstruktion, samtidigt som den har en positiv inverkan på trafiksäkerheten och något längre livslängd. (Se TABELL 11) / Each year, 5 % of the state-owned roads get resurfaced and 1-2% of the state-owned roads are being reinforced. The most common method of reinforcing the weakened roads in Sweden is adding a layer of asphalt on top of the existing surface of the road [1, 3]. Every reinforcement object has its own prerequisite of where the object is located geographically. This means that every object has different proportions for each case (look at bilaga E). Bitumen is an expensive oil product that is used as a binder in the production of asphalt. Each year, tons of bitumen is imported to Sweden at a cost of billions of Swedish crowns. The production of bitumen is not an environmentally friendly type of story [4]. One reinforcement method is to adding a new base and a wearing course layer of asphalt, hereafter called “AG-reinforcement”, which increases the roads height, usually by 10 cm [1, 5]. The new height of the road contributes to the relative lowering of guard railings, to a point where the safety barrier tends to become a “stumbling edge” and increases the risk of vehicular rollovers [6]. When AG-reinforcement is used it will not have a good insulating effect against frost. This could lead to a demand for unreasonably thick layers of asphalt to get the same frost insulating effect as with the measure “reconstruction” [16], (look at bilaga A, E5). During reconstruction, the asphalt pavement is removed and the unbound roadbed gets reinforced before a new (often recycled) bound layer of asphalt is added. This method results in a larger increase of the roads height and demands more work in the side area. With this method, the road safety can be maintained and raised, but requires more re-investment (look at Tabell 11) [1]. Through this report, a lifecostcycle analysis is made by comparing these two reinforcement methods through different conditions for Swedish rural highways. The calculations for the cost is done in a calculation software and the bearing capacity is analyzed in PMS object software, developed by the Swedish Transport Administration. The results show that on straight roads, present value of the investment is 15 % higher during reconstruction. Reconstruction has a more positive effect on safety and a longer lifetime (look at Tabell 11).

Cette thèse analyse les répercussions économiques des accidents de la route sur les victimes blessées. Nous étudions les conséquences en termes de dépenses de santé et en termes d’arrêt de travail. Les analyses s’appuient sur une base de données originale issue d’une procédure d’extraction spécifique du système d’information de l’Assurance Maladie. Ce système d’information constitue une base de données quasi exhaustive des victimes des accidents de la route.Différentes analyses descriptives et économétriques sont menées. Dans un premier temps, nous utilisons des modèles d’équations estimantes généralisées pour analyser les déterminants du préjudice en termes de dépenses de santé, et des modèles de survie pour l’analyse des déterminants du préjudice lié à un épisode d’arrêt de travail. Dans un deuxième temps, nous analysons l’évolution de ces préjudices dans le temps, au moyen de la méthode dite des trajectoires de développement (Group-Based Trajectory). Cette méthode nous a permis aussi d’établir une typologie des victimes blessées sur la base de la similitude des devenirs à long terme. Enfin, pour éclairer l'opinion et les décideurs sur les coûts occasionnés aux différents types de victimes d’accident nous évaluons l'effet causal moyen d’un accident avec la méthode de l’appariement exact. / This thesis analyzes the economic consequences of road accidents for the injured victims. We study the impacts in terms of health spending and in terms of sick leave. The analyses rely on an original dataset obtained by a specific extraction from the information system of the French Health Insurance. This information system constitutes an almost exhaustive database of victimsof road accidents.Different descriptive and econometric analyses are conducted. First, we use generalized estimating equations models to analyze the determinants of extra health expenses, and survival models for the analysis of the determinants of economic loss related to a sick leave episode. Secondly, we analyze the evolution of these extra expenses and losses over time by means of agroup-based trajectory model. This method also allowed us to establish a typology of injured victims based on the similarity of long-run outcomes. Finally, to inform the public and decision makers on the costs occasioned for the different types of accident victims we evaluate the averagecausal effect of an accident with the exact matching method.

This study was undertaken to evaluate, within the context of a selected Social Marketing Model, the strategies that South Africa has been using in the past 10 years in promoting Road Safety in the country. The underpinning aim of the study was to determine whether or not these strategies have been adequately addressing the essence of Road Safety Promotion in South Africa in the light of the many changes communities have experienced over the past decade. Another key reason for the quest to evaluate these strategies is the fact that even in spite of their partial implementation, the rate of road accidents in the country continues to increase. Effectively, South Africa is busy losing the Road Safety battle. The study argued that it is vital that South Africa embarks on effective strategies of Road Safety promotion in order to drastically reduce road accidents and mortalities to levels, at least, of between one to nine persons per year. All governmental strategies currently in use for promoting Road Safety in South Africa are more than four years old, and no in-depth study has been done to evaluate their effectiveness and the reasons for failure of those well-planned campaigns coming out of the strategies, where the mortality rates from accidents continue to increase. This study evaluated the strategies and the impact of the campaign messages emanating from them. Qualitative research methodology using group interviews was conducted in three of the nine provinces namely North West, Gauteng, and Free State Province, the presumption being that the three South African provinces, like the rest, contain characteristics that are generally prevalent in the country. The findings of the study revealed that Road Safety officers were neither fully conversant with the strategies for promotion of Road Safety in the country, nor adequately equipped to confidently and effectively manage their obligatory mandate to endorse the Road Safety Promotion programmes. The limited and often absent engagement of communities in the design and implementation of Road Safety Promotion Strategies has not boded well for the country. Among the recommendations made were, adequate orientation and training of Road Safety practitioners in the area of Road Safety Strategies and promotion, which would result in the strengthening of community engagement in Road Safety Promotion Strategies, the need to conduct, at short intervals, the impact analyses of the promotional strategies being used, in order, where necessary, to design fresh promotional messages with impact, using the Social Marketing Framework for Road Safety promotion campaigns. / Thesis (PhD)--University of Pretoria, 2011. / Communication Management / PhD / Unrestricted

Worldwide, young drivers are involved in more road traffic collisions than any other age group (Taubman & Katz, 2012). Comprehensive driver training and various forms of pre- and- post-test road safety interventions (RSIs) are in place, but young drivers continue to be involved in more at-fault, fatal collisions than older, newly qualified drivers (e.g. Emmerson, 2008; Braitman et al, 2008; Clarke et al, 2010). The evidence base to date is mixed regarding why young drivers are at a heightened risk of collision and so this thesis aims to provide further understanding about the factors underpinning young drivers’ engagement in risky driving. An evaluation of a young driver RSI, found that young males were less likely than young females to report safer attitudes and intentions after attending the RSI. We considered that this may be due to young males’ behaviour being motivated by a desire to seek rewards (e.g. the thrill of risky driving) rather than a fear of punishment which forms the basis of traditional RSIs. Two subsequent studies were conducted to ascertain whether a heightened sensitivity to reward might underpin the risk-taking behaviour of those most at risk. We found that young males and females scoring high on reward sensitivity reported engaging in more road traffic violations and displayed slower reaction times on a driving game; suggesting that young people may have a heightened sensitivity to reward, in general, and concurrently tend to accept a higher degree of risk than other drivers. We also found that reward sensitive young drivers rated road safety messages framed in terms of financial gains as most effective, suggesting that financial incentives may be a potential route to engage young drivers in the future. The findings from another study provided insight into the precise mechanisms at play in the relationship between young drivers and their peer passengers, and the evaluation of the pilot peer-to-peer RSI showed how it might be possible to improve young drivers’ intentions to drive safely by modifying the norm that risky driving is an appropriate way to attain social prestige within a peer group. The thesis offers a significant contribution to the literature by establishing empirically the effect of reward sensitivity on young drivers’ engagement in risky driving and suggesting multiple ways to better improve young drivers’ safety in the future.

Rural roads constitute the most dangerous road category with regard to the number of fatal accidents. In order to increase traffic safety on rural roads it is necessary to take into account not only their inherent properties but also their effect on behaviour. Gert Weller develops a psychological model for driving on rural roads which is validated in three empirical steps: laboratory, simulator and driving experiments. His results provide insight into the possibilities of how driving behaviour on rural roads can be influenced and give practical guidance for the enhancement of rural road safety. The book is written for psychologists in the fields of traffic psychology and human factors research, traffic engineers, road planners as well as for political decision makers in traffic planning departments.:1. Driving on Rural Roads: The Current Situation 2. Applying Existing Models to Driving on Rural Roads 2.1. A Framework 2.2. Individual Differences: Traits and Demographic Variables 2.3. Driving as a Self-Paced Task: Motivational Models 2.4. Perception and Information-Processing 3. A Psychological Model for Driving on Rural Roads 4. Empirical Validation 4.1. Overview and General Course of Events 4.2. The Laboratory Study: The Role of Perceived Road Characteristics 4.3. The Simulator Study: The Role of Cues and Affordances 4.4. On-the-Road Driving Tests: Behaviour and Accidents 5. Empirical Validation: Summary and Conclusions

Los accidentes de tránsito es uno de los grandes peligros que afectan tanto a los individuos y a la sociedad. Cada año, más de 1.2 millones de personas mueren en el mundo y decenas de millones resultan gravemente heridas debido a los accidentes de tránsito. Actualmente, se utilizan diferentes metodologías para evaluar el nivel de seguridad vial, pero estas ya tienen parámetros determinados. Sin embargo, la matriz de riesgo permite agregar todos los atributos necesarios para una mejor evaluación. Dicha matriz se utiliza porque no requiere técnicas especializadas y es de simple aplicación. Para la discusión de los resultados se evaluó una intersección en zona escolar utilizando el iRAP, obteniendo un puntaje de 17.69, equivalente a 3 estrellas. Los parámetros y atributos fueron extraídos del iRAP para la realización de la matriz de riesgos, obteniendo como resultado vulnerabilidad ALTA, peligro MUY ALTO y riesgo ALTO. / Traffic accidents are one of the great hazards that affect both individuals and society. Each year, more than 1.2 million people die in the world and tens of millions are seriously injured due to traffic accidents. Currently, different methodologies are used to assess the level of road safety, but these already have certain parameters. However, the risk matrix allows adding all the necessary attributes for a better evaluation. This matrix is used because it does not require specialized techniques and is simple to apply. For the discussion of the results, an intersection in the school zone was evaluated using the iRAP, obtaining a score of 17.69, equivalent to 3 stars. The parameters and attributes were extracted from the iRAP for the realization of the risk matrix, resulting in HIGH vulnerability, VERY HIGH hazard and HIGH risk. / Trabajo de investigación