El Puente 2009 1 english

Volume 23 Issue 1

EL PUENTE Puerto Rico Transportation Technology Transfer Center Newsletter University of Puerto Rico at Mayag端ez

Inside this issue:

Effective Strategies to Improve Road Safety

Effective Strategies to Improve Road Safety

1

American Recovery and Reinvestment Act (ARRA) of 2009

1

Proposed Amendments to Part 6 of MUTCD: Temporary Traffic Control

2

Center News: Staff Achievements

10

Future Seminars and Events

10

Message from the Editor

11

The identification, implementation and evaluation of traffic safety policies and countermeasures have taken prominence due to the high cost to society of road crashes and their related injuries and severities. Approximately 1.3 million people die and between 20 and 50 million people are injured each year as a result of road crashes worldwide.

State and local transportation agencies must evaluate and implement strategic approaches to improve road safety by systematically addressing the risk issues or hazards that account for the majority of road-related fatalities in a particular State or region. Comprehensive highway safety plans include strategies for the 4 "E's": Engineering, Education, Enforcement, and Emergency Medical Services.

Recent data have shown a declining trend in road fatalities in the United States. In the year 2007, the amount of 41,059 road fatalities represented the lowest number since 1994. This statistic was complemented with an average fatality rate of 1.36 per 100 million vehicle-miles traveled (VMT), the lowest in record. From a National viewpoint, the most deadly types of crashes are roadway departure crashes, intersection crashes, crashes involving pedestrians, and speed-related crashes.

ENGINEERING

EDUCATION

ENFORCEMENT

EMERGENCY MEDICAL SERVICES

(Article continues on page 6)

American Recovery and Reinvestment Act (ARRA) of 2009 On February 17, 2009, President Barack Obama signed the American Recovery and Reinvestment Act of 2009 (Recovery Act). On March 3, 2009, President Obama and Vice President Joe Biden joined United States Department of Transportation Secretary Ray LaHood in announcing that $48.1 billion of this funding was available for transportation investment.

The main purpose of the Recovery Act is to put America back to work by making needed investments in America's infrastructure.

Less than two months after funding was made available, more than 2,600 projects have been approved, committing more than one-third of the available funding. Hundreds of projects have already begun and during the summer, work will be under way in every state in the country.

This article reviews main aspects of the act.

(Article continues on page 9)

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Proposed Amendments to Part 6 of the MUTCD: Temporary Traffic Control This article presents general information about some of the proposed amendments to Part 6— Temporary Traffic Control of the Manual on Uniform Traffic Control Devices (MUTCD) that were published in the Federal Register on January 2, 2008. These amendments are under review for a possible incorporation to the update version of the MUTCD.

Minimum Taper Lengths Recommendations are being added that the length of the short taper and the downstream taper, which are to be used to guide traffic back into their original lanes, be a minimum of 50 and 100 feet, respectively.

in the picture on the left margin) to meet the special needs of these personnel.

Furthermore, a recommendation is being added that all on-scene responders and news media personnel in traffic incidents areas should wear the same apparel.

Flagger Operations Flaggers in temporary work zones will be required to use a STOP/SLOW paddle, a red flag, or an Automated Flagger Assistance Device to control road users through Temporary Traffic Control (TTC) zones.

450 mm (18 in) MIN.

Downstream taper

15 to 30 m (50 to 100 ft)

Buffer Space (optional)

900 mm (36 in)

Buffer Space (optional)

Short taper

15 to 30 m (50 to 100 ft) 4.6 m (15 ft)

Also, minimum taper lengths have been proposed for one-lane, two-way traffic tapers.

High Visibility Safety Apparel

High-visibility public safety vest

Requirements are being included that all personnel and workers (flaggers included) within the public right-of-way in both federal-aided and non-federal aided streets and highways must use high visibility safety apparel. This amendment comes as an expansion to the Title 23 CFR revisions, which extended the applicability to all roads open to public travel, and not just federal-aided highways.

An option is being added to allow first responders and law enforcement personnel to make use of the newly-developed ANSI/ISEA 2072006 standard for “public safety vests” (shown

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600 mm (24 in)

TRAFFIC

600 mm (24 in)

This change will remove the exclusive use of hand movements from the permitted methods to control traffic.

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Volume 22

New provisions are being added to clarify that it is optimal to place a STOP/SLOW paddle on a rigid staff, with a minimum length of 7 feet, in order to display a STOP or SLOW message that is stable and high enough to be seen by approaching or stopped traffic.

This change reflects the current practice in many States and numerous local jurisdictions as documented in the Sign Synthesis Study and provides a uniformed legend.

Signs in TTC Zones

Regarding portable VMS, new requirements are being added pertaining to the:

An option is being added to allow flagger signs in a TTC zone to be displayed to road users for up to 15 minutes when flagging operations are not being carried.

This reflects Official Interpretation #6-200 (I), which was issued by FHWA on September 2004.

New WORK ZONE, FINES DOUBLE, and $XX FINE plaques are being added that may be mounted with the Speed Limit sign if increased fines are imposed for traffic violations within the TTC zone.

Portable Variable Message Signs (VMS)

•

Number of phases

•

Number of lines of text

•

Placement of messages within each line,

•

Technique for message display

•

Interaction between signs if more than one sign is simultaneously visible to road users.

Also, changes are being made to the recommended display time for messages phases. These changes are based on extensive research on changeable message sign legibility, messaging, and operations.

A new version for the Shoulder Drop-Off sign symbol is being added to warn road users of a low shoulder; consistent with Chapter 2C. Additionally, an option is being added to permit the use of an UNEVEN LANES supplementary plaque, instead of the uneven lane word sign, to be consistent with Chapter 2C.

An alternate diamond display, also called “dancing diamond”, is being added or as an option for a flashing caution display on an arAlternating Diamond Caution row board, based on successful experiments.

Drums and Channelizing Devices A previous recommendation is being changed into a requirement prohibiting weighting drums with water, sand, or any material to the extent that would make them hazardous to workers when struck.

A new MUTCD section will describe the use of the NEW PATTERN TRAFFIC AHEAD sign to provide an advanced warning in traffic pattern changes, such as: revised lane usage, roadway geometry, or signal phasing.

450 mm (18 in) MIN. Facing Traffic

100 to 150 mm (4 to 6 in)

900 m (36 in) MIN.

Another option is being deleted; water will no longer be permitted as ballast in longitudinal channelizing devices to provide consistency throughout Part 6, since water will no longer be allowed to be used as ballast for any channelizing device.

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Temporary Lane Raised Islands

Separators

and

A new section will be added that contains provisions concerning the use of optional temporary lane separators that may be used to channelize road users, to divide opposing vehicular traffic lanes, or divide lanes when two or more lanes are open in the same direction, and to provide continuous pedestrian channelization.

As to the recommended width of temporary raised islands, it is being reduced from 18 inches to 12 inches to facilitate the use of existing devices that have been successfully used in many applications.

Temporary Raised Pavement Markers (RPMs)

Rumble strips Black and orange are acceptable colors for transverse rumble strips in TTC zones according to new standards based on successful experimentation.

Plans for Special Events A new GUIDANCE statement is being added recommending that a TTC plan should be developed for all planned special events and approved by the highway agencies having jurisdiction.

Provisions are being added to provide more information regarding color, patterns, and spacing of RPMs in TTC zones.

These changes contain requirements and recommendations from Part 3 and also provide for optional use of temporary short term (typically no longer than 14 days) use of a less expensive pattern of raised pavement markers to substitute for a broken line marking.

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This change helps assure that proper traffic controls are installed when planned special events, such as parades, marathons, bicycle races, street fairs, farmers’ markets, etc., impact traffic, and responds to a National Transportation Safety Board (NTSB) report on this subject.

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Volume 22

Traffic Incident Management

TA-16 Surveying Along Centerline of Road with Low Traffic Volumes

A new STANDARD is being added that the Incident Command System (ICS) shall be implemented in traffic incident management areas, as required by the National Incident Management System (NIMS).

A recommendation is added that all lanes should be a minimum of 10 feet in width to be consistent with guidance in other TA’s.

TA-41 Median Crossover for Exit Ramp A recommendation is added that channelizing devices should be placed to physically close the ramp when an exit is closed. This change reflects current practice and provides positive closure, rather than just relying on signs.

TA’s with Freeway Lane Closure (TA-37, TA-38, TA39, TA-42, and TA-44) A new standard is added that requires that arrow panels shall be used for all freeway lane closures.

This is as stated by the Department of Homeland Security and Presidential Directives (DHSPD) #5 and #8, which require the adoption of the NIMS and the ICS by all Federal, State, tribal and local governments. In addition, these two systems are required for all planned and unplanned incidents in the United States.

Also, the standard requires that a separate arrow panel shall be used for each closed lane when more than one lane is closed.

The FHWA considers that arrow panels are essential for safety at all lane closures on freeways due to the existence of high operating speeds.

The use of light sticks in place of flares is being added as an option. The use of light sticks is increasingly common by police and emergency services personnel and is a more convenient an effective device.

Typical Application (TA) Drawings Chapters 6H and 6I are being reversed so that the TA Diagrams will be located at the end of part 6.

A clarification is being added that, except for the notes, the information presented on the TA drawings can generally be regarded as guidance.

TA-4 Short-Duration or Mobile Operation on Shoulder A clarification is added that stationary signs may be omitted if the work is mobile, given that this use often is not practical.

Deletions from MUTCD The section on steady-burn electric lamps is being deleted given that most jurisdictions are using other types of warning lights, therefore making the previous obsolete.

Other deletions include the section on floodlights, crash cushions, vehicle arresting systems, and glare screens; these items are not traffic control devices and it is not appropriate for the MUTCD to have regulatory language regarding their design of use.

For complete information about the MUTCD and the proposed amendments please visit: http:// mutcd.fhwa.dot.gov/resources/proposed_amend/ index.htm. Source: FHWA MUTCD Team.

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Road Safety (continued from page 1) The 452 road fatalities observed in Puerto Rico in the year 2007 represented the lowest number in 15 years. On the other hand, the fatality rate of 2.35 per 100 million VMT, although also declining, still represents the second highest fatality rate among United States jurisdictions. Main safety issues in Puerto Rico are related to roadway departure, urban areas, speeding, pedestrians and bicyclists, alcohol-impaired and motorcyclists. A distressing issue is the fact that 68.4% of the speeding–related fatalities occurred on non-interstate highways with speed limits of 40 miles per hour or less.

Main Safety Issues in Puerto Rico, 2007 Data Motorcyclists Alcohol-impaired Pedestrians and bicyclists Speeding Urban areas Roadway departure 0

10

20

30

40

50

60

Special attention has been provided to develop safety countermeasures to reduce the likelihood of the most deadly types of crashes. The following nine countermeasures are being promoted

by FHWA for their consideration in state and local safety improvement programs and ARRA funded projects to reduce highway fatalities and injuries.

Percentage of Road Fatalities, %

COUNTERMEASURE 1: ROAD SAFETY AUDIT (RSA)

Road Safety Audit

A RSA is a formal safety performance examination of an existing or future road segment or intersection by an independent, multi-disciplinary team. The RSA team identifies the road elements or traffic operation aspects that may represent a safety concern, considers all road users and conditions, and identifies opportunities to eliminate or mitigate these concerns.

The benefits of RSA are: • May help produce designs that reduce the number and severity of crashes • May reduce costs by identifying safety issues and correcting them before projects are built • Promote awareness of safe design practices • Integrate multimodal safety concerns • Consider human factors in all facets of design Crash reduction percentages from 20 to 80% have been recorded on existing projects where a RSA was done. Visit http://safety.fhwa.dot.gov/rsa/ for RSA guidance information.

COUNTERMEASURE 2: RUMBLE STRIPS AND RUMBLE STRIPES Rumble strips are grooved patterns on the pavement that can be located outside of the travel lanes and on the centerline of two-way undivided roadways. Rumble stripes are ground into the pavement and are painted over with the appropriate striping. These two applications produce an audible warning and physical vibration when traversed by the vehicle tires to alert drivers who are leaving the traveled way.

Rumble Strips

The application of rumble stripes or strips has shown reductions between 15 to 80% on freeways and 25% on two-lane roads of run-off-the-road (ROR) crashes and reductions between 20 to 25% of head-on and sideswipe crashes of vehicles in opposite directions on undivided roadways. Costs vary based on the application, but prices range between $0.20 and $3.00 per linear foot. Visit http://safety.fhwa.dot.gov/roadway_dept/pavement/ rumble_strips/ for more information.

COUNTERMEASURE 3: MEDIAN BARRIERS Median barriers are longitudinal barriers that separate opposing traffic on a divided highway and are used to redirect vehicles striking either side of the barrier. Median barriers can significantly reduce the occurrence of cross-median crashes and the overall severity of median -related crashes. A median barrier should be installed only if the consequences of striking

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Volume 22

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the barrier are expected to be less severe than if no barrier existed. The 2006 AASHTO Roadside Design Guide encourages the consideration of barriers in medians up to 50 feet wide on high-speed roadways.

As with roadside barriers, median barriers are categorized as flexible, semi-rigid, or rigid.

The most commonly used types of median barriers are cable, w-beam, and safety-shape concrete barriers. All new median barriers must conform to NCHRP Report 350 criteria.

Studies have observed that median guardrails on divided highways reduce fatal and injury crashes, while increasing property damage only crashes. Installation cost will vary depending on the material used. Cable barrier systems can be installed for an average cost of $76,500 per mile. For more information review: http://safety.fhwa.dot.gov/tools/ median_barrier.htm or the AASHTO Roadside Design Guide.

Median Barriers

COUNTERMEASURE 4: SAFETY EDGE The Safety Edge is a hot-mix asphalt paving technique where the interface between the roadway and the graded shoulder is paved at an angle to eliminate the vertical drop-off.

When a driver drifts off the roadway and tries to steer back onto the roadway pavement the action may result in over-steering because of the contact of the tire with the head of the drop-off.

Studies have shown that crashes involving pavement edge drop-offs greater than 2.5 inches tall are more severe and twice as likely to be fatal than other roadway departure crashes. Research has shown that pavement edges may have been a contributing factor in 15 to 20% of run-off-road crashes. This technique requires a modification to the paving equipment with a cost of approximately $1,200. Visit http://safety.fhwa.dot.gov/roadway_dept/docs/sa07023/ for more information.

Safety Edge

COUNTERMEASURE 5: MODERN ROUNDABOUTS Roundabouts are circular intersections with specific design and traffic control features that ensure low travel speeds (less than 30 mph) through the circulatory roadway. The two basic operational and design principles that govern modern roundabouts are: 1) yield-at-entry, and 2)deflection of entering traffic. Geometric features such as the radius of the inscribed circle and the angle and radii of entry approaches provide a reduced speed environment and improved operational performance compared to most regular intersections. The size of roundabouts range from mini-roundabouts with inscribed circle diameters as small as 50 feet, to compact roundabouts with circle diameters between 98 to 115 feet, and large roundabouts, often with multilane circulating roadways and more than four entry approaches, with circle diameters up to 492 feet.

Roundabouts offer safety advantages by theoretically reducing the number of conflict points, from 32 to 20 at a four-leg intersection. Studies have observed reductions in fatal and injury crashes from 60 to 87% due to the use of a roundabout. In terms of costs, roundabouts may require additional right-of-way than a regular intersection. For more information visit: http://www.tfhrc.gov/safety/00068.htm. Roundabout guidelines are also available from AASHTO, FHWA and ITE.

Modern Roundabout

Page 8

COUNTERMEASURE 6: LEFT– AND RIGHT-TURN EXCLUSIVE LANES

Right-turn Exclusive Lane

Intersections are defined as the general area where two or more roadways join or cross. The majority of crash black-spots identified on highway networks are intersections; thus its design must facilitate the convenience, ease, safety, and mobility of all road users. The installation of turn lanes reduces the crash potential and motorist inconvenience, and improves the intersection operational efficiency. The most frequent type of collisions at intersections are right-angle and rear-end between vehicles and vehicles colliding with pedestrians. Adding exclusive turn lanes provides separation between turning and through traffic and reduces conflicts by separating traffic movements.

Studies have shown that various forms of channelization have a more favorable effect on the number of crashes at four-leg than T-intersections. The installation of the turn lanes may require additional right-of-way, which will increase its cost. More information is available at: http://safety.fhwa.dot.gov/intersections/intersectionsap.htm.

COUNTERMEASURE 7: YELLOW CHANGE TIME INTERVALS The yellow change is the time interval following a green indication at a signalized intersection during which the yellow signal indication is displayed to warn drivers of the impending change in right- of-way assignment. Yellow change intervals should be appropriate for the speed and distance traveled at a signalized intersection.

Yellow Signal Interval

Yellow change intervals that are not consistent with normal operating speeds create a dilemma zone in which drivers can neither stop safely nor reach the intersection before the signal indication turns red. The length of the yellow change interval should be increased at any intersection where the existing yellow change interval time is less than the time needed for a motorist traveling at the prevailing speed of traffic to reach the intersection and stop comfortably before the signal turns red. Increasing yellow change interval (up to certain time) has been associated with reductions in red-light running.

More information at: http://safety.fhwa.dot.gov/intersections/rlr_report/chap3.htm.

COUNTERMEASURE 8: MEDIAN PEDESTRIAN REFUGE AREAS

Median Refuge Areas

Pedestrian refuge areas (also known as crossing islands, center islands, pedestrian islands, or median slow points) are raised islands placed in the street at an intersection or at a segment midblock to separate crossing pedestrians from motor vehicles. Providing raised medians or pedestrian refuge areas at pedestrian crossings at marked and unmarked crosswalks has shown reduction in pedestrian crashes. Installing such raised channelization on approaches to multi-lane intersections has been shown to be particularly effective. This application can also be integrated with raised cross-walks. More information at: http://safety.fhwa.dot.gov/ped_bike/univcourse/swless15.htm.

COUNTERMEASURE 9: WALKWAYS AND SIDEWALKS

Sidewalks

Pathways, sidewalks, or paved shoulders should be provided wherever possible, especially in urban areas and near school zones where there are high volumes of bikes and pedestrians. “Walking along road” pedestrian crashes typically represent around 7.5% of all pedestrian crashes in a location (with about 37% of that 7.5% being fatal and serious injury crashes). The presence of a sidewalk or pathway on both sides of the street, or providing paved, wide shoulders (with a minimum of 4 feet) on roadways that do not have sidewalks have been associated to reducing more than half of the “walking along road” pedestrian crashes. More information at: http://www.fhwa.dot.gov/environment/bikeped/ design.htm#d4.

Adapted from a FHWA publication and other sources. For more information about these safety countermeasures visit FHWA Safety Office at: http://safety.fhwa.dot.gov/policy/.

El Puente Newsletter, PR LTAP

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Volume 22

Recovery Act (continued from page 1) The objectives of the ARRA include: • • • • •

Job preservation and creation Assistance to the unemployed State and local fiscal stabilization Energy efficiency and science Infrastructure investment

The $48.1 billion in ARRA for transportation investment is divided as shown below.

Amtrak 2.8%

Discretionary Grants 3.2%

High speed rail 17.1%

Transit 18.0%

Highways 58.9%

Selected projects must follow the regular Federal-aid processes of NEPA, Disadvantaged Business Enterprises, Buy America, and Davis-Bacon wage rules (no exemption for local roads and rural minor collectors). Projects will generally follow the rules of the Surface Transportation Program (STP).

Many states are using ARRA funds for resurfacing projects. There is opportunity to add safety improvements to these resurfacing projects, as well as developing safety improvement projects, such as: • • • • • • • •

Installation of rumble strips Upgrade of guardrails and barriers Paving of shoulders Upgrade of pavement markings and installation of reflectors Replacement and upgrade of road signs Roadway hazard elimination High Risk Rural Roads Improvement of data collection and analysis

It is expected this investment will create or sustain 1.8 million jobs and generate $322 billion of economic activity.

In selecting projects for funding, priority is to be given to projects that are: • •

Projected for completion within 3 years Located in economically distressed areas

In addition, federal planning requirements still hold: • Projects must be in an approved Statewide Transportation Improvement Program • In urbanized areas over 50,000 people, projects must be consistent with the metropolitan transportation plan • In air quality non-attainment and maintenance areas, non exempt projects must meet conformity requirements • Projects in metropolitan areas are coordinated with the MPO, State DOT, and transit agency.

• Projects outside metropolitan areas are coordinated with the State DOT.

The investment in transportation infrastructure under ARRA will lead to more highway construction and active highway work zones.

There is need to place emphasis on work zone planning and traffic control on these projects to keep road users and workers safe.

ARRA Formula Funds provided to Puerto Rico and the U.S. Virgin Islands include: Program

PR ($, Mill.)

USVI ($, Mill.)

Highways & bridges

105.000

*

Transit capital

68.295

1.284

Fixed-guideway modernization

0.675

N/A

Clean water SRF

51.114

1.962

* Territorial Highway Program receives $45 Mill. Under P.L. 111-5.

Visit the ARRA website for more information: http://www.fhwa.dot.gov/economicrecovery/

Federal share for ARRA projects is up to 100%, with no match required.

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Center News: Staff Achievements The Puerto Rico Transportation Technology Transfer Center is pleased to announce that our director, Prof. Benjamín Colucci Ríos, was recognized as a Titular Member of the Pan American Academy of Engineering on December 2, 2008. This acknowledgment was also granted to another 32 engineers of Pan American countries, including the United States and Canada.

The ceremony was held in Brasilia as part of the XXIII Convention of the Pan American Federation of Engineering Societies and the III Convention of the World Federation of Engineering Societies, events that attracted more than 3,000 engineers and professionals. The federation’s recognition is given to engineers for relevant ethical, academic and professional merit, and evaluating the contribution to the progress of engineering in their countries and the American Continent.

Congratulations!

Future Seminars and Events The Center would be offering the following seminars: Practical Guides for the Placement and Compaction Inspection of Hot-Mix Asphalt Pavements Instructor: Dr. Benjamín Colucci, P.E. September 16, 2009 Municipality of San Juan Estrategias Efectivas para la Conducta Ética en Proyectos de Construcción Instructor: Dr. Francisco Maldonado September 23, 2009 Amphitheatre of the Department of Civil Engineering and Surveying UPR-RUM, Mayagüez Basic Concepts and Success Stories in the Application of Road Safety Audits (RSA) in Pan American Countries Instructor: Dr. Benjamín Colucci, P.E. September 25, 2009 CIAPR Hato Rey

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Basic Concepts of Mass Transportation with Applications to Puerto Rico and Latin America Countries Instructor: Dr. Felipe Luyanda, P.E. September 25, 2009 CIAPR Hato Rey For information about seminars please contact: Ms. Grisel Villarrubia Telephone: 787-834-6385 E-mail address: gvilla@uprm.edu www.uprm.edu/prt2 Conventions/Conferences UPADI 2009 Intermediate Meeting September 23-26, 2009 San Juan, Puerto Rico Telephone: (787) 758-2250/1-800-981-5791 E-mail address: upadi2009@ciapr.org 89th Annual Meeting Transportation Research Board January 10-14, 2010

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Volume 22

Message from the Editor Greetings. This new edition of EL PUENTE includes an interesting article about nine effective safety countermeasures that can be applied to state and local roads to improve the safety of all users. In addition, this newsletter contains important information about the updates being proposed to Part 6 of the MUTCD that will have an effect on work zone safety and temporary traffic control plans designed and implemented by state and local agencies and other organizations. The third main article provides a general review about the objective and funds available for transportation in the American Recovery and Reinvestment Act of 2009.

The Puerto Rico T2 Center celebrated the 23th anniversary of its creation on April 1st, 1986 at the Department of Civil Engineering of the University of Puerto Rico at Mayagüez. Through the years, the Center has provided training and technical assistance to more than 25,000 officials of the 78 Puerto Rico municipalities and the Department of Transportation and Public Works (DTPW), and the US Virgin Islands Department of Public Works (DPW) and has promoted research and professional development in highway and transportation, including highway safety, human factors, intermodal and community service. The Center wants to offer its appreciation and gratitude to our present and past staff and trainers for their hard work and professionalism and to the PR DTPW, the USVI DPW and the UPR for their trust in the Center’s contribution to the development of Puerto Rico and the US Virgin Islands.

Alberto M. Figueroa Medina, Deputy Director

Please help us update the Puerto Rico Transportation Technology Transfer Center Mailing List by completing this form and sending it via FAX at (787) 265-5695. Thank you!

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The Center’s staff welcomes all your questions and suggestions. To contact the Center, please send all correspondence to the following or contact us at: Puerto Rico Transportation Technology Transfer Center University of Puerto Rico at Mayagüez, Department of Civil Engineering and Surveying Box 9000, Mayagüez, PR 00681-9000 Phone: (787) 834-6385 Fax: (787) 265-5695 E-mail: gvilla@uprm.edu Website: http://www.uprm.edu/prt2/ Comments/Suggestions:________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________

EL PUENTE NEWSLETTER Volume 23 Issue 3

Puerto Rico Transportation Technology Transfer Center University of Puerto Rico at Mayagüez Department of Civil Engineering and Surveying Call Box 9000 Mayagüez, PR 00681-9000

Staff Director Benjamín Colucci Deputy Director Alberto M. Figueroa Medina Program Administrator Gisela González Administrative Coordinators Grisel Villarubia Irmalí Franco Secretary Glorilú Fernández Assistants to the Editor Daniel Rodríguez Walter Zeno

El Puente is published by the Puerto Rico Transportation Technology Transfer Center at the Department of Civil Engineering and Surveying of the University of Puerto Rico at Mayagüez.

The opinions, findings, or recommendations expressed in this newsletter are those of the Center staff and do not necessarily reflect the views of the Federal Highway Administration, the Puerto Rico Department of Transportation and Public Works and the Highway and Transportation Authority, or the U.S. Virgin Islands Department of Public Works.