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Demand for highway travel continues to grow in the United States and Puerto Ricoas the population increases and suburbanization expands in the metropolitan ar-eas. The lack of multimodal transportation options in Puerto Rico, except for theSan Juan Metropolitan Area, has promoted the use of the private motor vehicle tosatisfy the mobility needs of the population.

Puerto Rico has one of the highest motorizationrates in the world, similar to the existing rate in theUnited States. The number of registered motor ve-hicles exceeds 3.1 million in the island, coupledwith almost 4 million inhabitants. Construction of new roadway miles or the addition of capacity toaccommodate the growth in travel could not keeppace in the island and could not be sustainable.

Different traffic management strategies have been implemented throughout urbanareas around the world to control traffic congestion. This article presents an over-view of some of these practices with their main advantages and disadvantages.

(Article continues on page 4)

Traffic Management Strategies for Urban AreasI n s i d e t h i si s s u e :Traffic ManagementStrategies for UrbanAreas

1

Model for theDevelopment of Municipal BusSystems: SITRAC in

Carolina, Puerto

1

FHWA Guides toImprove RoadSafety: GuardrailRepair andVegetation Control

2

SuggestedFunctionalityCategories for Standard Sectionsof W-beam

3

Important Elements

of GuardrailInspection

3

Urban Transporta-tion DevelopmentStrategies by CityGrowth

7

Important Practicesof VegetationControl

11

Future Seminarsand Events

12

Center News 13

New Publicationsand Resources inour Library

14

Model for the Development of Municipal BusSystems: SITRAC in Carolina, Puerto RicoThe municipality of Carolina, located in the San Juan Metropolitan Area of Puerto

Rico, established its own local bus system to increase the mobility and mass trans-portation options of their residents and visitors. The local bus system serves bothurban and rural communities in the municipality and is known as SITRAC ( SistemaIntermodal de Transportacion Carolinense ).

This article reviews the story of SITRAC and presentsits characteristics and operation as a showcase of apotential model for other municipalities in the develop-ment of their municipal transportation systems.

(Article continues on page 8)

Vo l u m e 2 3I s s u e 2

E L P UENTE P u e r t o R i c o T r a n s p o r t a t i o n T e c h n o l o g y T r a n s f e r C e n t e r N e w s l e t t e

U n i v e r s i t y o f P u e r t o R i c o a t M a y a g e

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safe methods to mow, cut brush andotherwise control roadside vegetation.

The guide includes descriptions of conditions commonly found on localhighways and streets and providesbest practices for road workers toidentify potential hazards caused byvegetation. Detailed information is pre-sented about sight distance, worker safety, and setting up temporary trafficcontrol.

W-Beam Guardrail Repair: A

Guide for Highway and StreetMaintenance Personnel

This guide focuses on how to repair the strong post W-beam guardrail,identified as SGR-04 in the Standard-ized Highway Barrier Hardware Guide.

The standard strong post W-beamguardrail consists of a W-beam railelement and strong posts (wood or

steel) typically spaced at 6-ft 3-in withthe rail blocked out from the posts.

The guide includes descriptions of categories of W-beam guardrail func-tionality for standard and transitionsections and end treatments to identifysafety issues. In addition, the guidesuggest W-beam guardrail repair prac-tices and maintenance checklists.

The guides are available at the follow-ing Internet address for freedownloading:

http://safety.fhwa.dot.gov/local_rural/

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E l P u e n t e N e w s l e t t e r , P R L T A P

FHWA Guides to Improve Road Safety:Guardrail Repair and Vegetation Control

Putting in place effective road mainte-nance programs are essential to improvetraffic safety. Road maintenance crewsneed to be properly trained to timely iden-tify, assess, and correct inadequate or un-safe conditions associated to road infra-structure elements.

The Office of Safety of the Federal High-way Administration recently published twoguides that could assist state and localroad maintenance crews to identify andcorrect potential safety issues associatedto W-beam guardrails and vegetation con-trol.

Vegetation Control for Safety: AGuide for Local Highway and StreetMaintenance Personnel

The purpose of this guide is to help localroad agency maintenance workers identifylocations where vegetation control isneeded to improve traffic and pedestriansafety, to provide guidance for mainte-nance crews, and to make them aware of

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V o l u m e 2 3 I s s u e 2 P a g e 3

Suggested Functionality Categories for Standard Sections of W-beam Guardrails (a)

1. Guardrail is no longer reasonably functional.

W-beam element is separated completely

W-beam element is torn

Rail is bent or pushed more than 18 inches out of line, and/or less than 24 inches high

Three or more posts are broken or bent over andseparated from the rail

2. Guardrail should function adequately under amajority of impacts.

Rail is bent or pushed less than 12 inches out of linewith rail element intact

One or two posts are broken or bent over and sepa-rated from the rail (element intact)

3. Damage should not affect the guardrails abilityto perform.

Rail is bent or pushed less than 6 inches out of linewith rail element intact

Guardrail height is a minimum of 26 inches high

(a) - Source: FHWA W-Beam Guardrail Repair Guide

The assessment of the guardrail functionality condition must consider additional factors that include, but is not limited to, the highway classification, traffic volume and speed, guardrail location, roadside condition, crash history, and ad-herence to current guardrail installation standards.

Tension capability / anchor cableRail height / consolidation of terrain

Post spacing

Wood / plastic block-out

Posts firmly bedded / erosion in post foundation Available deflection distance in back of rail to object

Corrosion in hardware components

End treatments / transition sections

Important Elements of Guardrail Inspection

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Transportation can be studied as a sys-tem of supply and demand. Supply re-fers to the transportation infrastructure,transportation methods, and the way

they are carried on. Demand estab-lishes the mobility needs of people,goods, or services from one place toanother.

Congestion is generated when theamount of vehicles exceeds the sys-tems capacity. This occurs mainly inthe morning and afternoon peak hours;increasing travel time, gas/oil consump-tion, environmental pollution, and reduc-

ing productivity and the free time avail-able to spent with the family, amongother problems.

Keeping congestion under controlmust be part of the long run strategicvision for a citys development. Thefollowing strategies have been im-

plemented in various cities in order to control the supply or demand of transportation systems.

1. Parking Management

The need for parking spaces is indis-pensable for transportation systems that

depends primarily of private motor vehi-cles.

Managing parking space is based onregulating the availability of lots des-tined to this use in the city. This alterna-tive may limit vehicle flow reducingparking space on street sides and forc-ing people to leave their vehicles in se-lected areas in the city created for thispurpose. This strat-egy entails restrictingavailable spaces or charging a parkingfee on streets, as

well as providing al-ternative services for transportation tocomplement or re-place private vehicleuse.

Santiago de Chile issued a bill to intro-duce this measure. A number of munici-palities hired private companies to man-age parking space using people who

handle electronic systems for this pur-pose. This measure generates employ-ment and regulates the parking supplyon the streets. In addition, around 4,400underground lots were built, freeing5,500 spaces on the street.

Advantages

Income can be invested in improv-ing the transportation system

Drop in traffic pollution levels

Low cost of implementing measure

Generation of direct jobs

Protection of sectors that presentparticular characteristics by loweringtraffic flow

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Traffic Management...(continued from page 1)

40%

5%25%

10%

15%

5%

Sources of Congestion

Lack of roadway capacity

Special events

Traffic incidents

Work zones

Climate

Poor traffic signal coordination

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Disadvantages

Opposition from population sectors due to rou-tine use of private vehicles and the need for transportation and parking space

Extreme measures or restrictions may cause adecrease in visitors to the area

The need to provide residents with parkingspaces and easy access to their homes

2. Vehicle Restriction by License PlateNumber or Color

This measure consists of prohibiting access to ve-hicles in specific city sectors and during periods of time, mainly during peak hours and weekdays.The measure relies on the license plates last digitfor ID. Prohibiting two digits, each day, hypotheti-cally, could reduce traffic by 20%. This measure isusually implemented in all city sectors or in awhole region, so that it will not generate confusionamong users.

In 1998, Bogot City in Colombia implementedthis measure naming it Pico y Placa. The strat-egy works by restricting four digits on the licenseplate from Monday to Friday and during Morning

and Afternoonpeak hours.Vehicle restric-tions are ro-tated annuallyin order to varythe use of ve-hicles with re-spect to theweekday. Thismeasure has

increased circulation speeds by 48%, and reducedgas consumption by 8%, and air pollution by 11%in the city.

Advantages

Lower pollution and gas consumptionShort term effectivenessLow cost of implementation


Disadvantages

Difficulty in enforcing prohibitionIncrease in vehicle purchase as time passes(increase in vehicles limits the measures ef-fectiveness)Restraining the right tofree mobilizationMust go hand in handwith other measuresand citizen culture cam-paign

3. Urban Tolls / Congestion Pricing Fee

A frequently used alternative to reducing trafficflow is the installation of toll plazas within the city.

These toll plazas are typically placed on freeways,before, or in between cities. By implementing thetoll in an urban area, road users can travel in their vehicles to access the area only if they are willingto pay the toll. Those who do not wish to pay thetoll can take transit to reach their destinations.

In 1975, Singapore imposed a congestion pricingfare to travelers coming into the city in a privatevehicle. First, it was charged during morning peakhours, and vehicles with special permits were ex-

empt. However, to avoid the shift of congestionperiods, the fare was applied to all vehicles andrepeated throughout the day, resulting in morethan 40% reduction in trips.

London, Oslo, Stockholm, Bergen, and Trond-heim all European cities have also imple-mented the Congestion Pricing System. Themeasures has been successful in every city imple-mented.

London established the system in February 2003to travelers entering the city. During the first year,vehicle flow was reduced by 30%, increasing theuse of public transit options. The system makesuse of cameras, strategically placed at the entrypoints of the urban center, which take pictures of the license plate as the vehicle enters or exits thezone. Later, the bill is mailed. The fee fluctuatesdepending on the time of entrance and is appliedon weekdays only. (continues on the next page)

MONDAY TUESDAY

WEDNESDAY THURSDAY

FRIDAY

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Advantages

Reduces vehicle flow, thus toxic gas

emissionsSource of funds for new transporta-tion projects

Available income for financing tran-sit projects

Disadvantages

Implementation of the systemNeed to educate the populationDifficult to overseeMay generate congestion beforeand after congestion fee periodMay diminish visits to the controlledzoneMay induce social exclusion (theaffluent can use their vehicles)

Other traffic management measuresto control travel demand in a city are:

Scattering employees work sched-ule in order to minimize peak hour travel and distribute them through-out the day.Home based work plans where theemployee visits the office once or twice a week.Implementing High OccupancyLanes (HOV) exclusive for vehicleswith high occupationEducational campaigns pointed atpromoting carpool, and environ-mental awareness with the use of transit

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Traffic Management...(continued from page 5)

Statistics in Puerto Rico: 2008

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Urban transportation development must take in consideration the users travel distances, the areas activ-ity type, the places morphology, and the needs and conditions of mobility, among other aspects. Urbanstrategies cover from local travel to regional or suburban displacement of the citys residents. The follow-ing strategies depend on transportation studies, governments financial and administrative capacity, andresidents culture toward transportation options.

Some of the following strategies can be used as elements of a Transit Oriented Development Plan (TOD)that uses transportation planning as a mean to increase development in a zone or city. These strategiescan combine rail systems or buses, with pedestrian and mixed land uses for the sustainable developmentof residents.


Urban Transportation Development Strategies by CityGrowth

Modified from Vuchic (2007) Urban Transit, Systems and Technology.

UrbanStrategy

Characteristics Systems / Modes

Pedestrian Short distances

City integrated

Pedestrians, cyclists

Privatetransportation

SpeedComfort and convenienceLong distances

Private motor vehicle

Rentals All public servicesCost is relative to distanceWorks on a demand basis

Taxis

Broadeningroads

Increases capacityService levelAvailable servitude

Arterials, avenue

Collectivetransportation

Capacity and frequency

User pays fareComfortable vehicle

municipal trolleys,buses, carros pblicos

Transit mall Excludes private vehicleCommercial/pedestrian areasAccessible

Pedestrian, cyclists,buses, light train,streetcar

Dividingtransportationmeans

Reliable serviceCapacity and frequencySpeedy collectivetransportation

Exclusive lanes for collective transportation,buses, light train,streetcar, bus-rapidtransit

Guidedtransportation

Capacity and frequencyElectric tractionComfortable

Operational costs

Light train, streetcar

Controlled rightof lanePrivate vehicle

CapacitySpeedSecurityConvenience

Viaduct, urban highway

Controlled rightof laneCollectivetransportation

CapacitySpeedReliableArea impact

Controlled services,heavy train, metro,people-movers

Interaction with the city

Right-of-way availability

Separation of transportationmodes Higher speed of transit services

Separated right-of-way for privatetransportation

Separated right-of-way for transitmodes

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System Development

In 1986, the municipality of Carolina started running a public transportation system

aimed at resolving the mobility problems of the city. The system developed fromhaving three trolley -type buses in 1991, operating around Isla Verde, to havingfive buses in 1994, providing services to Isla Verde and the citys urban center.

A significant development occurred in April 20, 1999, when the Urban Municipal Transportation System was opened; establishing a number of routes within the mu-nicipalitys urban center. The system was again expanded in July 1, 2008, with four new routes along the rural municipal zone and renaming it Intermodal Transporta-tion System of Carolina (SITRAC by its acronym in Spanish). This system expan-sion provides mobility to over 35,000 residents.

Characteristics of SITRAC Operations

SITRAC is an intermodal transportation system that uses 8 routes to connect theurban city center with the rural areas, and service with Pblicos where there areno bus routes. Nowadays, SITRAC has 4 rural and 4 urban routes.

SITRAC is free of charge to users. Trips that require transfer to ruralroutes in Carros Pblicos need to pay a 25 cent fare. SITRACprovides services from Monday to Friday, from 6 AM to 6 PM, withan approximate 20 minute to 1 hour frequency depending on theroute and period; with the last bus leaving at 5:30 PM. The systemmay extend its schedule when special institutional activities take

place, in order to provide services to users who wish to attend.

The transportation system was set in place with funds from the 1998-1999 municipal budget. These funds included operational, adminis-trative, and equipment spending. Nowadays, the system is backed

by federal funds from the Federal Transit Administration (FTA). All SITRAC opera-tors are trained in fist aid, emergency management, and other skills. In addition,alcohol and drug test are required to all operators.

SITRAC Vehicles

Each bus has space for two wheelchairs and is equipped with special equipment to

facilitate the access and exit of wheelchairs. Units are equipped with high capacityair conditioners and a digital video system which presents institutional informationfrom the Municipality. In addition, buses contain a instructional sound system toprovide information to passengers inside and outside the vehicle unit.

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Model for the Development...(continued from page 1)

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The system is composed of 19 units with a capacity of 26 seated passengers and 12 standing passen-gers. The system also operates a minibus, named SITRAC junior or SETUM with capacity for 11 pas-sengers.

System Routes

SITRAC operates 8 routes with 122 stops distributed around the citys urban center, Isla Verde, and therural areas. Routes take an approximate 30-35 minutes to complete an end-to-end trip. The longest runis the Carruzo route, with 40 minutes of end-to-end travel time. The system keeps control over theroutes requiring the unit to report in every stop to the control station, called Control 8, the routes situa-tion allowing the station to keep a travel log.

Urban Routes : The Red, Green, and Yellow routes provide services to the municipalitys urban towncenter. The Orange route covers from the Isla Verdes Center for Municipal Services to the Carolinaspublic beach area.

Rural Routes : The four routes provideservice to the most populated rural ar-eas, Barrazas and Cacao. The Bar-razas route operates from the Taxi Ter-minal in the town center to the terminalat the Center for Municipal Services inBarrazas, on the west side of the mu-nicipality. The Buenaventura routestarts at the SITRAC terminal at theRoberto Clemente Sport Complex, cov-ering Las Lomas, Mansiones de Caro-

lina, and Ecuestre Park, circling backto the Sport Complex. The Carruzosroute covers the east side of the mu-nicipality from the Taxi Terminal to Bar-razas Center for Municipal Services.

Feeder Routes and DemandResponse Service

SITRAC is supported by Carros Pbli-cos (porteadores pblicos) and withpermit from the Public Service Com-mission, the systems regulating body. The Pblicos are an essential ele-ment to achieve the interconnection of the established SITRAC routes and hard-to-reach places for thebuses, given their location or distance. Currently, 9 Pblicos routes complete the municipalitys four rural routes.

The Pblicos operate from 5:30 AM to 6:00 PM, from Monday to Friday. This schedule is covered withtwo shifts, a 5:30 AM to 12:00 PM morning shift and a 12:00 PM to 6:00 PM afternoon shift. During peakhours service is offered every 30 minutes; at any other time, service is available every hour. Part of the

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P a g e 1 0


agreement with the Pblicos provides them with a monthly $800 stipend to-gether with the 25 cent passenger fare; fare belonging to the driver.

Since November 2002 the municipality keeps a service contract withthe Metropolitan Bus Authority (AMA) agreeing to provide complemen-tary handicap service, through a paratransit program named Call andTravel, to people who need to travel outside municipal fringes. In addi-tion, the Municipality, in compliance with the Americans with Disability

Act, has implemented their own special transportation services for people with disabilities within municipal limits, developing their ownuser data base for those who are unable to use the fix routes becauseof disabilities.

Ridership and System Benefits

SITRAC has carry a total of 773,362 travelers with the eight fixed routes, specialroutes, and handicap services from July 1st, 2008 to May 31, 2009.

Although the Municipality doesnot receive direct income for the transportation services,benefits are reflected in asense of belonging to resi-dents and an increase in com-mercial activity within the Mu-nicipality. This economic activ-ity generates an increase inmunicipal taxes from busi-nesses and new housing pro-

jects, which allow mix use of the citys land and placesserved by the SITRAC.

In addition, residents transportation spending are cut when private vehicle de-pendency is reduced together with its well known environmental implications.SITRAC supports improving the quality of life for residents and tourists in Caro-lina; crating a fit and pleasant environment in a sustainable city.

For information about SITRAC visit www.gmacpr.com or call (787) 701-4405

or 757-2626.

Our gratitude to the Autonomous Municipality of Carolina, Mayor Jos Carlos Aponte

Dalmau, Mr. Victor Canales, Attorney Jos M. Daz Garca, and Planner Betzaida Cen-

teno Ramos.

Model for the Development...(continued from page 9)

Route RidershipUrban

Green 158,412Red 90,937Orange (Isla Verde) 15,061Yellow (Buenavista) 115,195

RuralBarrazas 77,759

Buenaventura 143,692Cacao 56,556Carruzos 93,412

Special Routes 22,276Trips to Persons with Disabilities 62Total 773,362
http://www.gmacpr.com/http://www.gmacpr.com/

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V o l u m e 2 3 I s s u e 2 P a g e 1 1

Sign visibility - It is important that all users see all road-way signs, so blocking vegetation in front of signs shouldbe trimmed as soon as possible.

Important Practices of Vegetation Control

Clear sight lines - Tall grass, weeds and brush in the shoul-der, ditch, and backslope areas of a roadside can block thesight of hazards such as culvert headwalls, drainage inlets,guardrails, end treatments, and other fixed objects.

Maintain drainage - Weeds, turf, and sod can interfere withroadside drainage. A high shoulder creates a secondaryditch that promote damage to the pavement and allows water on the surface that could create safety problems, such hydro-planing.

Side road and intersection visibility - Safe andefficient vehicle movement through an intersection

requires good visibility of traffic from all directions. A sight triangle at each corner of an intersection,free from obstructions, helps road users to avoidpotential safety issues.

Presence of roadside trees - Trees could be potential severe haz-ards depending on their size and location with respect to vehicletraffic. Isolated trees provide a better opportunity for removal basedon its potential crash frequency and severity.

Pedestrian paths - Must be completely free of overhanging and protrudingvegetation. Objects must not protrude lower than a height of 80 inches,higher than 27 inches from the ground, and outward more than 4 inchesfrom posts, buildings or free-standing fixtures. Another safety issue causedby vegetation is changes in level due to tree roots. This hazard causespedestrians to trip and fall and also makes a walkway inaccessible to wheel-chair users.

Source: FHWA Vegetation Control Guide

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The Center will be presenting thefollowing seminars:

Basic Concepts of Public Transportation

Date: October 30, 2009Instructor: Dr. Felipe LuyandaPlace: Casa Capitular CIAPR,

Ponce

Ethical Concepts inEngineering Practice

Date: November 19, 2009Instructor: Dr. Francisco MaldonadoPlace: Department of Public Works,

Saint Croix, Islas Vrgenes

Practical Guidelines of Temporary Traffic Control in TransportationRelated Activities and Nighttime

Operations in Work Zones

Date: November 19-20, 2009Instructor: Dr. Alberto Figueroa

Place: Department of Public Works,Saint Thomas, Islas Vrgenes

Ethical Concepts inEngineering Practice

Date: December 4, 2009Instructor: Dr. Francisco MaldonadoPlace: Department of Public Works

Saint Thomas, Islas Vrgenes

Practical Guidelines of Temporary Traffic Control in TransportationRelated Activities and Nighttime

Operations in Work Zones

Date: December 17-18, 2009Instructor: Dr. Benjamin ColucciPlace: Departamento de Obras

Pblicas, Saint Croix, Islas Vrgenes

For information about seminars and registration please contact: Ms. Gri-

sel VillarrubiaTelephone: 787-834-6385

E-mail address:[email protected]

www.uprm.edu/prt2

International Conferencesand Symposiums

Symposium on Public Transportand Special Events

International Association of PublicTransport (UITP)

Date: November 12-13, 2009Place: Recife, Brazilhttp://www.uitp.org/

89th Annual Meeting of theTransportation Research Board

Date: January 10-14, 2010Place: Marriott Wardman Park, Om-ni Shoreham and Hilton Washington,

Washington, D.C.http://www.trb.org/

Future Seminars and Events

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Center News: UPRM Students Take Part in Exchange Programwith the University of Rhode Island

The University of Rhode Island (URI) and the University of Puerto Rico at May-agez (UPRM) have a Collaboration Agreement since 2005 to promote instruc-

tion, research, and related activities in transportation. The partnership has servedto institute a Summer Research and Exchange Program, with the assistance of the Federal Highway Administration Dwight D. Eisenhower Fellowship Program.The program is administered through the URI Transportation Center and theUPRM Transportation Technology Transfer Center.

UPRM students Jeannette Feliciano, Alvin Nieves, Mximo Polanco, and Liza Ros, and URI students Colleen Grin-ham and Caitlyn Maleck participated in the Exchange Program during the Summer 2009. During the ten-week pro-gram, the students from each institution traveled to the other campus to work actively in transportation-related re-search studies. A faculty advisor is assigned to each student to provide guidance and assistance. At the end of theterm, the students present their research findings and conclusions to faculty, students, and staff in both universities.

The UPRM-URI Summer Exchange Program is a successful model for the development of future professionals in the trans-portation field that merit to be expanded and replicated. In addition to acquire experience by conducting research as part of their education and training; the students in the Exchange Program benefit from being exposed to transportation issues in adifferent setting, environment, and culture. It allows students from both institutions to perceive directly the differences in thetransportation systems and their users. This change in setting provides students with a entirely different new perspectivethat allows them to open their minds to analyze and evaluate issues in transportation in a global standpoint; an importantaspect in the professional development of college students that cannot be reached solely in the classroom.

UPRM students Mximo Polanco, Jeannette Feliciano, Al-

vin Nieves, and Liza Rios, with Dr. Alberto M. Figueroa

URI faculty, staff and students, FHWA and RIDOT officials,

and UPRM students at the Research Presentations Activity.

UPRM faculty and students and URI students at the Re-search Presentations Activity.

URI students Caitlyn Maleck and Coleen Grinham at theFinal Program Activity at UPRM.

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P a g e 1 4


PUBLICACIONS / REPORTS :

SAFETY CIRCUIT RIDER PRO-GRAMS: BEST PRACTICES GUIDES

Report FHWA-SA-09-019Federal Highway Administration

TRIBAL ROAD SAFETY AUDIT:CASE STUDIES

Report FHWA-SA-08-005 Federal Highway Administration

TRAFFIC ANALYSIS TOOLBOX VO-LUME III: WORK ZONE MODELINGAND SIMULATIONA GUIDE FOR

DECISION MAKERSReport FHWA-HOP-08-029

Federal Highway Administration

LOW COST TREATMENTS FORHORIZONTAL CURVE SAFETY


FHWA ROAD SAFETY AUDITGUIDELINES


GUIDE TO PROMOTING BICYCLINGON FEDERAL LANDS

Report FHWA-CFL/TD-08-007 Central Federal Lands Highway Division

GROUND-BASED LIDAR:ROCK SLOPE MAPPING AND AS-

SESSMENTReport FHWA-CFL/TD-08-006

Central Federal Lands Highway Division

DVD VIDEO :

OPERATORS PRE-START MOTORGRADER INSPECTION

Prepared by: TEEX, Local Technical Assistance Program

TRAINING PROGRAM CD :

ROADWAY SAFETY+ Versin 9.0 A Road Construction Industry Consor-

tium Training Program

Prepared by:U.S. Department of Transportation

Federal Highway Administration

For information about publications plea-se contact: Ms. Grisel Villarrubia

Telephone: 787-834-6385 E-mail address: gri-

[email protected] www.uprm.edu/prt2

New Publications and Resources in our Library

Our Center has the following new audiovisual resources and publications, which areavailable for loan in our library.

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

ADD _____ DROP _____ CHANGE _____

NAME______________________________________________ TITLE _________________________________

MUNICIPALITY/AGENCY ____________________________________________________________________

ADDRESS__________________________________________________________________________________

CITY________________________________ STATE ______________________ ZIP CODE__________________

TELEPHONE________________________________________ FAX __________________________________

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The Centers staff welcomes all your questions and suggestions. To contact the Center, please send allcorrespondence to the following or contact us at:

Puerto Rico Transportation Technology Transfer Center University of Puerto Rico at Mayagez, Department of Civil Engineering and Surveying

Box 9000, Mayagez, PR 00681-9000

Phone: (787) 834-6385Fax: (787) 265-5695

E-mail: [email protected]: http://www.uprm.edu/prt2/

Comments/Suggestions:________________________________________________________________________

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____________________________________________________________________________________________

Message from the Editor of this Edition of El Puente, Dr. Alberto Figueroa

Puerto Rico has one of highest motorization rates worldwide. Our road system has been developed and orientedin the last 60 years towards the use of private vehicles, which coupled with our cities suburbanization trend gen-erates great vehicle flows in peak hours resulting in highly congested urban networks. Our geographical conditionand the limited space reduces the potential for new roads or expanding the existing network capacity in order tofulfill present and future mobility needs. This situation requires innovative measures to diversify the transportationoffer and control travel demand, particularly from private motor vehicles.

This edition of EL PUENTE presents information about vehicle demand control strategies that have been suc-cessfully put in place in different cities or countries that suffered from extreme vehicle congestion problems. An-other article presents a review of the Carolinas SITRAC transportation system as an example of an Urban Mu-nicipal Transportation System development by diversifying the transportation offer in a local municipality.

The Center is grateful to Victor Uribe, Transportation Engineering doctoral student in the UPRM, for his specialcollaboration in writing these articles. I hope you enjoy this new edition.

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Puerto Rico TransportationTechnology Transfer Center

University of Puerto Rico at MayagezDepartment of Civil Engineering and SurveyingPO Box 9041Mayagez, PR 00681

Volume 23Issue 2

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 Mayagez.

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. Vir-

gin Islands Department of Public Works.

E L P UENTE N E W S L E T T E R

Staff Director

Benjamn Colucci

Deputy Director Alberto M. Figueroa Medina

Program Administrator Gisela Gonzlez

Administrative CoordinatorsGrisel VillarubiaIrmal Franco

SecretaryGloril Fernndez

Assistants to the Editor Victor Uribe

Anthony NoriegaWalter Zeno

vol 23 no 022009

Documents