volume 29 issue 3

Volume 29 NEWSLETTER

2015 Number 3

UNIVERSITY OF PUERTO RICO,

MAYAGEZ CAMPUS Puerto Rico LTAP

www. prltap.org

Road Diet: A new Approach for Improving Livable Communities

And PROVIDING a Safe Environment For All Users

Transportation Planning and Advice in an Unstable Economy

THE VIRGIN ISLANDS DEPARTMENT OF PUBLIC WORKS: LOOKING AHEAD

Innovation Is Key for the Next Millennium: EVs and Intelligent Transportation Systems

Data-Driven Safety Analysis

Source: http://urbanedge.blogs.rice.edu/2015/09/10/

2 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER prltap.org

The Puerto Rico Transportation Technology Transfer Center is part of a network of 58 centers throughout the United States that comprises of The Local Technical Assistance Program (LTAP) and The Tribal Technical Assistance Program (TTAP), which enable local governments, counties, and cities, to improve their roads and bridges by supplying them with a variety of training programs, an information clearinghouse, new and existing technology updates, personalized assistance, and newsletters.

Vol. 29 No. 3, 2015

CONTENT PAGE

Message from the Director 3

Road Diet: A New Approach for Improving Livable Communities and Providing a Safe Environment for All Users

4-6

Innovation is Key for the Next Millennium:

EVs and Intelligent Transportation Systems 6-8

The Virgin Islands Department of Public

Works: Looking Ahead 9-10

Status of Authorization DRIVE & STRR Acts 11

Transportation Planning and Advice in an

Unstable Economy 12-14

T2 News Brief 14

Data-Driven Safety Analysis 15-17

Know Your Trainer: Dr. Enrique Gonzlez-Vlez

18

Safety Pledge 19

Vol. 29 No. 3, 2015

Pages

12-1

4

The Virgin Islands Department of Public Works: Looking Ahead

Pages

9-1

0

Innovation is Key for the Next Millennium: EVs and Intelligent Transportation Systems

Pages

6-8


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3 EL PUENTE NEWSLETTER VOL.29 NO.3, 2015 prltap.org

Message from the Director

elcome! Best regards

to all our reader in this third and last edition of the

Newsletter, El Puente for 2015, El Puente is and

important tool used by the Center to transfer and share

emerging technologies and innovative research

initiatives related to transportation, with emphasis on

road safety, workforce development and management

of the built road infrastructure.

As part of the collaborative work the Center has with

the Federal Highway Administration (FHWA), the

featuring article of this newsletter is about Road

Diets, a third phase initiative of Every Day Counts

(EDC-3). Road Diets was selected as one of the

initiatives to be implemented in the Commonwealth

of Puerto Rico. A Road Diet is the process of

reconfiguring a street space by reducing the number

of the street lanes and widths. This article will give an

overview of Road Diets and their successful

implementation in the United States.

Another EDC-3 initiative, which is exemplified in this

edition, is Data-Driven Safety Analysis (DDSA). The

article discusses the approaches DDSA software uses

to manage crash data. It also cites successful DDSA

case studies that have resulted in improved project

decisions regarding highway investments and crash

reductions.

Two articles associated with transportation

emphasizing innovation and vehicle technology are

also included in this edition. The first article covers

transportation planning and advice, and how traffic

and demand growth projections affect transportation.

The second article describe the status of authorization

of the DRIVE & STRR Acts, specifically with respect

to transportation project developments in The

Commonwealth of Puerto Rico.

Mr. Gustav James, the appointed Commissioner of

the United States Virgin Islands Department of Public

Works, presents an overview of the major

transportation projects planned for St. Thomas and St.

Croix, and the funding mechanisms that have been

identified for the initial phases.

In this edition, a new section T2 News Brief is

introduced, which highlights relevant events related to

transportation. The principal activities of the 60th

Anniversary of the Puerto Rican Planning Society,

which was dedicated to Dr. Hermenegildo Ortiz

Quiones, former Secretary of the Department of

Public Works of Puerto Rico, are described.

In the section Know Y our Trainer, the Center Staff is

proud to recognize Dr. Enrique Gonzlez Vlez,

UPRM Assistant Professor who has contributed with

his passion to transportation, assisting in the

Transportation Technology Transfer Center training

program.

I hope the selection of the articles presented in this

edition will benefit transportation and other related

professionals in the municipalities, public works, and

local transportation agencies in Puerto Rico and the

US Virgin Islands.

The electronic version of the newsletter is available in

www.uprm.edu/prt2. I also encourage you to contact

us if you want to submit an article or technical paper

related to transportation for future editions.

Benjamn Colucci Ros

W


ne of the greatest transportation safety countermeasure that

enhances the safety for pedestrians and cyclists, and makes a

city a livable environment is a road diet. In simple terms, it consists of

the process of reconfiguring the street space by reducing the number of

lanes and lane width. The remaining space in the street permits other

transportation means such as bike lanes, on-street parking, sidewalks,

and a pedestrian refuge island. In Puerto Rico , road diet is a new

concept, as well as the two way left turn lane (TWLTL), an element of

the road diet model. Currently there are no TWLTLs installed on the

Island. A road diet has to be properly designed and implemented for it

to be efficient. The most common case is the conversion of a four-lane

road, two in each direction, to a three-lane road, one lane in each

direction, and a TWLTL. Two factors that affect the users velocities

are the quantity and the width of the lanes. The wider the lanes, the

faster the users tend to go, resulting in severe accidents. Fewer lanes

are easily associated with more traffic and longer wait time to travel

from point A to point B. That is why a road diet is recommended for

streets that have an economic development potential and daily traffic

volumes with less than 20,000 vehicles per day. It will increase

walking and bicycle activities in the area, and will decrease the

constant dependence of the vehicle.

A road diet boosts business, since one of the benefits is easier ingress

and egress to and from businesses by pulling the vehicle out of the

direct flow when trying to make a left turn. This is done with the

installation of a center TWLTL in which vehicles in both directions

cautiously enter the lane to make a left turn. According to The United

States Department of Transportation (USDOT), road diets can reduce

traffic crashes by an average of 29%. For example, at a four-lane

undivided intersection, eight crossing and through traffic conflict

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Road Diet: A New Approach for Improving Livable Communities and Providing a Safe Environment for All Users

Source: http://www.skyscrapercity.com/showthread.php?t=544018&page=4&langid=5


points are reduced to four after a road diet is installed.

Certainly, it is one of the most effective ways to

implement a complete street in your home town. In

The United States, year round road diets have gained a

valuable reputation with success stories, and are

constantly being installed throughout most states.

In the following

paragraphs, three

success stories of

road diets will be

described. During

the past three

decades, the State of

Seattle has

narrowed 29

roadways, and has

seen an increase in

safety along with

more pedestrians

and cyclists. The

first success story

was in Stone Way,

Seattle where a four

-lane roadway was

reconfigured to a

three-lane roadway. As a result, bicycle traffic

increased 35%, speeding declined an average of 3

mph, total collisions declined 14%, and pedestrian

collisions declined 80%. The road diet included a

TWLTL and bicycle lanes with the objective of

improving safety and access for seniors.

In 2011, Charlotte,

North Carolina

installed a road

diet in East

Boulevard to

reduce high travel

speeds, increase

pedestrian and

cyclist activity,

and enliven the

street. The first phase changed four of its lanes to three

lanes, which included five midblock pedestrian refuge

islands, a TWLTL, and a bicycle lane. As a result the

Average Daily Traffic (ADT) declined from 20,500 to

17,500 vehicles per day. The second phase was to

reconfigure five lanes to three lanes that also included

twelve pedestrian refuge islands, a TWLTL, curb

extensions, and a bicycle lane. When the second phase

was completed the ADT increased from 18,600 to

19,700 vehicles per day. The road diet was a success;

it encouraged outdoor dining and increased safety for

drivers, cyclists, and pedestrians.

The third road diet

success story was in

Vancouver,

Washington. A four-

lane undivided

roadway, Fourth

Plain Boulevard,

was reduced to a

two-lane roadway,

which included a

TWLTL, sidewalk

ADA ramps, and

bicycle lanes. The

objective was to

enhance the

environment, develop

a safe and efficient

transportation system,

reduce crash

frequency, and

improve pedestrian

and cyclist mobility.

After installation, the

number of reported collisions decreased by 52%, and

traffic speeds decreased 18%. Also, no pedestrian

collisions after the road diet installation were reported;

cyclist and pedestrian activity increased as well.

Communities will develop a TWLTL faster if the

communities are educated before implementation by

discussing the TWLTL benefits and disadvantages.

Furthermore, a road diet can easily be incorporated

when the street needs regular road maintenance and re

-paving. It is a cost effective method that only requires

re-striping the lanes. The benefit of a road diet is that

it can be easily changed to its original configuration if

the road diet is not determined to be effective.

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Before and After Re-channelization

in Vancouver, Washington, Looking

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After Re-channelization in Charlotte,

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Before and After Re-channelization in

Seattle, Washington, Looking North at

3815 Stone Way Seattle, Washington


Introduction

The electric vehicle (EV) began to gain international

recognition so much so that they are being considered

for city transportation vehicles in developing countries.

The benefits of EVs, regarding matters of efficiency,

surpass available solutions which were previously

acknowledged in the market but not viable until now.

The CIPROMEC is a research and development center

founded in Portugal since 1995. Its expertise is in

developing EVs, and is known for its breakthrough in the development of

the first VEECO RT (fig. 1) in 2005. Furthermore, in 2009 Fabricao de

Veculos de

Traco

Elctrica, Lda.

(Drive Electric

Vehicle

Manufacturers,

LLC) and

CIPROMEC

won a European

research and

development project competition for a high efficiency EV as shown in

figure 1 and figure 2. The EV project has also been awarded The

EUREKA Label, which is the most prestigious award for new industrial

developments in Europe. The EV in Figure 1 is now commercially

available, and made CIPROMEC a world leader in the EV roadsters

market. In addition, CIPROMEC and its partners have finished the

development of the RT 2 Series, which will be available in the market

worldwide around mid-2016.

Figure 1: VEECO

Innovation is Key for the Next Millennium:

EVs and Intelligent Transportation Systems

Eng. Jos Carlos Quadrado

Vice President

ISEP-School of Engineering,

Polytechnic of Porto

By

Eng.

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Figure 2: Concept Drawing of VEECO RT


Based on the lasting partnership between Portuguese and

Puerto Rican research institutions and the metal-

mechanical industry cluster in the region, CIPROMEC

has decided to develop a new urban mobility concept for

Puerto Rico. The concept will produce a new

transportation platform in conjunction with the

implementation of an EV dedicated factory. CIPROMEC

is also leading a similar project with the Miskolc

University in Hungary.

In the EV community, CIPROMEC has an established

name in disruptive R&D concept innovation. Disruptive

R&D is the development of economic, convenient, and

accessible products which are created to substitute an

existing good and potentially redefine the specific

industry. CIPROMEC is attempting Disruptive Research

and Development (R&D) via the HEVUS concept for

Puerto Rico, since the opportunity to work with local

universities has arisen. The collaboration objective is to

fine-tune and further engineering developments for the

Puerto Rico HEVUS concept via innovative development

in the chassis, body, energy system, power train, and user

interface of the EV.

The HEVUS Concept

The HEVUS platform surpasses the normal vehicle

growth curve in the chassis, body, energy system, power

train, and user interface areas. This is implemented so a

region can emulate and adjust to the developing countries

industry.

The HEVUS concept has an innovative Chassis and Body

design. The HEVUS chassis is built with steel, using laser

cutting and welding technologies. The developed

configuration permits an assembly with several points of

support on non-motorized spring mounted rubber spheres

separated from the traction wheels with independent

control for steering, which allows ample maneuverability,

avoids torsion and provides lighter-weight and more

robust construction. (fig. 3)

The HEVUS has a very low center of gravity, with a

balanced weight distribution between all its support

points. These features, combined with the balanced

distribution of the systems aboard results in exceptional

stability. The suspension on the rear axle is an

independent double wishbone suspension; while the

suspension on the spheres use oscillating spring trailing

arms with a direct fixation shock absorber.

Regarding aerodynamics, the configuration is an

important factor to achieve a high and efficient product

for the allowed urban operation speed. This configuration

leads to a naturally extended spear shaped body. This

geometry was specifically adopted for the HEVUS body

to facilitate linear flow, which decreases turbulent areas,

and lowers drag and lift coefficients. The HEVUS design

also has a lowered floor line for improved access.

The HEVUS Design also has an innovative energy

system concept. Several options for energy storage can be

incorporated into the HEVUS from hydrogen storage, to

LiFePO4 lithium ion batteries, and hybrid systems

storage. LiFePO4 batteries are only recently available on

the market, and are a significant safety step forward

regarding the traditional LiCoO2 lithium ion batteries

found in mobile phones, laptops, and other consumer

goods. (fig. 4)

Regardless of the energy system selected, all the

electronics will have an integrated secondary power

supply powered by a photovoltaic panel roof.

Figure 4: HEVUS Perspective View Featuring the Energy System

Figure 3: HEVUS Side View Featuring the Chassis and Body


In addition, The HEVUS has an electronic monitoring

system, which was developed entirely from scratch for

the VEECO RT. It protects and monitors the operation of

the energy system and informs the driver of the state of

charge and other useful operating information. (fig. 5)

The HEVUS's traction system, through the induction

motor and electronic inverter, allows it to achieve a

maximum speed of 90 mph when unoccupied, and an

acceleration of 0 to 60 mph in 8 seconds. (fig. 6)

The transmission is made by an innovative system with

an efficiency of up to 98%. The torque is 450 Nm from

the motor to the traction wheel.

The integration of the TCS (Traction Control System),

tested and developed in the laboratory (fig. 7), allows the

driver to choose from several driving options for

improved handling.

The HEVUS user interface has a simple and intuitive

design which provides the driver with information on the

speed, the energy systems state of charge, motor, and

inverter temperatures, as well as instantaneous

consumption. The usual warning signals for seat belts,

turn signals, lights, maintenance etc., are also available.

(fig. 8)

In addition, the info panel application integrates web,

video, music, and statistics modules. The HEVUS

interface also has a GPS navigation system which is

integrated with the vehicle software. The GPS permits

route calculations and charging stations mapping based

on the battery range.

Conclusion

In all, market availability and the developing

cooperation between the CIPROMEC research center, as

the HEVUS patents owner, and local Puerto Rican

universities, enables the development of a novel

intelligent transportation system in Puerto Rico. This

concept will facilitate the Commonwealth of Puerto Rico

to surpass advanced countries whose pre-existing

capacities are challenging and costly to adapt to the new

intelligent mobility platform developments such as the

HEVUS.

For additional Information see http://

ww.carbodydesign.com/2012/11/veeco-rt/

Figure 5: Electronic Monitoring System

Figure 6: HEVUS Traction System

Figure 7: TCS Laboratory

Figure 8: HEVUS User Interface


oday the challenges that the Virgin Islands Department

of Public Works faces are far greater than physical

resources it possesses. We have endured several consecutive years

where our mandate to plan, design, construct and maintain the

territorys infrastructure has been underfunded. That however, has not

extinguished the resolve of our staff to accomplish more with less and

to continue to facilitate the needs of our public. Under these

circumstances every day counts indeed.

The VI Department of Public Works is committed to the use of

technology and innovation to increase productivity and quality. We are

engaging our staff and providing training opportunities in our constant

effort to improve performance. The importance of our role in the

community cannot be overstated. Our performance directly impacts

the safety of our motoring public and the ability of the people to enjoy

life in the Virgin Islands.

In my role as

Commissioner, I am

committed to bringing

more resources to the

effort. I have decided to

utilize a bond issue to

immediately finance

projects that are long

overdue. Currently, we

are recruiting engineers

and project managers to

manage these projects.

THE VIRGIN ISLANDS

DEPARTMENT OF PUBLIC WORKS:

LOOKING AHEAD

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Jam

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: http://techcrunch.com/2015/01/18/autonomous-cars-are-closer-than-you-think/

GUSTAV JAMES, P.E.

COMMISSIONER

Department of Public Works

U.S. Virgin Islands

The Veterans Drive Expansion is the

largest project in St. Thomas, USVI

and the funding to complete Phase I is

estimated at $40 million.

T


We have numerous road reconstruction and bridge

rehabilitation projects which have been long delayed

due to funding shortages. We are taking a more

aggressive approach to funding and expect to continue

to grow our operations such that the territorys road

systems will be on par with our expectations within 5

years.

We highly appreciate the continued support we receive

from the United States Federal Highway

Administration. Not only financially but also

technically. The Puerto Rico Transportation

Technology Transfer Center and its Local Technical

Assistance Program (LTAP) plays a key role and

presents us with opportunities to learn and grow. We

look forward to making greater use of these assets in

the future.

The Puerto Rico Transportation Technology Transfer

Center staff initial meeting with the Commissioner

Gustav James. From left to right: Benjamn Colucci,

LTAP Director, Mrs. Irmali Franco, Gustav James,

Commissioner. Mrs. Grisel Villarrubia, and Miguel

Quinones, Deputy Commissioner.

The largest single project within our current plan

is the $130 million Veterans Drive Expansion on

the island of St. Thomas. This project requires

piling and landfill in the harbor at Charlotte

Amalie. We have identified the funding to

complete the $40 million phase I of the project. In

addition to improved traffic flow, the aesthetics

and general appeal of the area will be greatly

enhanced.

On St. Croix our largest project is the

development of new north south artery on the

eastern side of the island. The Spring Gut Road is

currently unpaved. We expect to invest $24

million in this effort. It is a beautiful area and the

new infrastructure will encourage walking.

St. Croix new north south artery on the

eastern side of the island; an investment

estimated at $24 million.


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Mr. Nick Ivanoff

ARTBA President

Eng. James Christian

FHWA

Atty. Anthony Foxx

United States Secretary of Transportation

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Status of Authorization of DRIVE & STRR Acts he Developing a Reliable and Innovative Vision for the Economy (DRIVE) Act and The Surface

Transportation Reauthorization and Reform (STRR) Act are multi-year (six) highway and transit

investment bills. The DRIVE Act funds, an altogether average of $45 billion per fiscal year, are guaranteed for

the first three fiscal years. The STRR act also guarantees three years of funding, but unlike the DRIVE Act, only

requires new legislation for the next three. The DRIVE and STRR Acts, under the Territorial and Commonwealth

of Puerto Rico Highway Program in Section 165 of Title 23, United States Code (USC), guarantee, respectively,

$150 million and $158 million for Puerto Rico for each of the fiscal years from 2016 through 2021. Since

revisions to Section 165 are included in the proposed the DRIVE and STRR Acts, both provide a long-term

financial solution for transportation and infrastructure issues in Puerto Rico and United States territories

including the U.S. Virgin Islands.

The Senate already approved The DRIVE Act and a three-month stopgap, which is an extension for funding of

the existing Federal Surface Transportation Programs from July 31 until October 29, 2015. This bill generated $8

billion in the new Highway Trust Fund revenues. These funds will permit current construction projects to

continue. However, The U.S. House of Representatives (House), did not approve the DRIVE Act, instead, it

created The STRR act, which was approved by House October 22, 2015, and is now awaiting approval in a

conference between House and Senate. Current projects in the Commonwealth of Puerto Rico includes

Transportation Investment Generating Economic Recovery (TIGER) Grant Projects which involve improvements

of the PR-2/PR-20 and of the PR-23/PR-165, in Guaynabo. These projects meets one of the EDC II initiatives

which involves replacing parallel road bridges No. 1121 and No. 1122 using a Geosynthetic Reinforced Soil-

Integrated Bridge System (GRS-IBS) at PR-2 km 200.5. Other projects include safety and/or major road

improvements in Cabo Rojo, Utuado, Carolina, and Caguas-Cayey.

Both Acts also facilitate planned projects for future fiscal years. For example, $15 million is needed for

preventive maintenance costs for the Tren Urbano for 2015 through 2017. Funds will also be provided for the

replacement of thirty trolleys in San Juan that are twelve years old in 2016. Major developments in Coamo will

occur: widening of roads ($480,000), a lane for a bicycle trail and pedestrian improvements ($250,000) which are

funded by The Transportation Alternative Program (TAP), which in turn will be funded by the DRIVE or the

STRR Act. In addition, $8 million will be invested per year from MP-30 funds islandwide for pavement

rehabilitation and reconstruction of roads. $10 million will also be invested islandwide for roadside, traffic

signals, pavement marking, and geometric safety improvements (23 CFR 924).

For additional information about the DRIVE and STRR Acts see http://thehill.com/policy/transportation

T


Introduction

The Commonwealth of Puerto Rico is facing an economic

crisis that is changing all aspects of the local lifestyle, and

consecutively the way engineers and planners conceive and

plan transportation projects.

An Innovative Approach to transportation project planning,

design, and traffic analysis is a must in order to address the

challenges associated with the operations and maintenance of

the built transportation infrastructure. Furthermore, the federal

mandates that address all modes of transportation with an

emphasis on safety is of prime of importance in new and

rehabilitation projects. A common denominator is innovative

financing.

Steer Davies Gleaves (SDG) is addressing these challenges

by refocusing their professional services to local

transportation agencies in three thrust areas, namely,

infrastructure financing strategies in traffic, demand

forecasting, and considerations of non-motorized modes.

SDGs approach to address these challenges is presented along

with examples of public private projects where these thrusts

have been implemented.

Infrastructure Financing

The Public Private Partnership Act No. 29 on June 8, 2009 (the

PPP Act) of the Commonwealth of Puerto Rico has allowed

private sector intervention in the development, operation, and

By

Eng.

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Eng. Yilia M. Baucage Bou, MSCE, PE

Puerto Rico Office Leader and Associate at

Steer Davies Gleave

Source: http://www.primerahora.com/noticias/puerto-rico/nota/construccionencarreterasdecupeyconcluiraenseptiembre-990394/


maintenance of transportation infrastructures that

formerly, were exclusive to the local government.

As transportation technical advisors, our analysis

should consider cost-efficiency when planning

transportation assets. It is imperative to always

consider the best interest of the local resources with

cognizance of the importance of attracting private

sector investment.

The local economic position in Puerto Rico has

placed it at the forefront of these strategies in the US

market, which has allowed local transport

professionals to become experts in the field.

Successes include: the PR-22/PR-5 concession

project which won PFI magazines 2011 Americas

Deal of the Year; and the Luis Muoz Marn

International Airport deal which was the first Federal

Aviation Administration (FAA) approved PPP

airport.

Traffic and Demand Growth Projections

Currently, a significant amount of citizens are

migrating out of Puerto Rico. In 2000, when a

recession hit Puerto Rico, the Island was losing more

than 20,000 residents per year; and from 2010 to

2013, according to The Pew Research Center, the

average yearly population loss was at 48,000.

For decades,

transportation

experts have

projected future

traffic growth based

on historic growth

trends and

developments as

new traffic

generators.

Currently, all

transportation

forecast projects

must consider the

reality of population

reduction, which requires a different approach to

demand forecasting.

This fact is of particular interest to both the public

and private transportation entities to properly aid

infrastructure design and to determine investment

deals while factoring in expected demands for the

future. Demand projections cannot solely rely on

historic traffic patterns or on population projections

anymore. Currently, transportation planning and

design companies are relying on its economic

experts and statisticians to prepare econometric

models for determining other socioeconomic trends

that better reflect transportion growth behavior and

hence support forecasting assumptions.


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Non-motorized modes

The economic crisis directly affects citizens

purchasing power and therefore, their

accessibility to a private vehicle and its related

costs (i.e., gas, maintenance, tolls and parking).

One may expect more people to depend upon

public transit services and non-motorized options

such as the bicycle. This is a distinct

consideration from the usual infrastructure

design and investment that Puerto Rico has been

accustomed to; investments used to prioritize the

private vehicle as mode of transport. These new

realities are allowing new legislation such as the

Act for Complete Streets in Puerto Rico, Act.

201 of December 16, 2010, also referred to as the

Complete Streets Law which opens a window of

opportunity towards new initiatives that promote

the design of bike paths and lanes along

metropolitan cities.

SDG is currently integrating planning and

knowledge of mass transport as an essential tool

in all of its transportation projects in the Island,

to account for the needs and the mode-share of

people in movement outside of the private

vehicle.

Conclusion

Planning, designing, and advising in the

transportation field means working in a dynamic

environment with ever-changing parameters. The

delivery of proper expert advice, that is

respondent to alternating mobility needs, requires

a combination of skills and professionals able to

provide practical and implementable solutions

that can directly affect quality of service and life.

The current economic situation, although

difficult, is providing interesting opportunities to

change the way we propose solutions to the

current and future transportation needs of Puerto

Rico. We believe transportation can change the

world and, our team is ready to accept challenge!

News Brief In Memoriam

60th Anniversary Puerto Rican Planning Society

50th UPR Graduate School of Planning

Dr. Hermenegildo Ortiz Quiones (1931-2015)

uring the week of October 30 through

November 7, 2015 the Puerto Rican Planning

Society celebrated its sixtieth anniversary and

the Graduate School of Planning of the University of

Puerto Rico (UPR) commemorated their fiftieth

anniversary. The 2015 Planning Week activities were

dedicated to Dr. Hermenegildo Ortiz Quinones, former

Secretary of Transportation, President of the Planning

Board, and President of the Puerto Rican Planning

Society. Dr. Ortiz, known as Mereyo by his friends and

relatives, dedicated much of his professional career to

planning and public service in Puerto Rico. In the first

Hermenegildo Ortiz Quiones conference, his vision in

terms of how the city should be planned, governance to

transform the country, public policy and funding of

government operations among others were presented.

The 2015 Planning Week began with a Poster

Exhibition of relevant urban project plans. Several

panels and technical sessions were conducted

throughout the week highlighting topics relevant to

planners and related disciplines. The panels and

technical sessions also included the Puerto Rico

Highway Safety Summit, the Model Forest for Puerto

Rico as a response of conservation and economic

development that strengthens sustainability of the

territory and the Good Planning Practices: I Improve

My City.

For additional information regarding this conference

please refer to www.spp-pr.org.

D


ata-Driven Safety Analysis (DDSA) is an approach, which originates from an Every Day Counts initiative (EDC-3) that uses equations and software products for systematic

quantitative safety analysis within the built transportation infrastructure. DDSA is becoming indispensable for highway investments and is being incorporated into safety management and project development decision-making. As a result of DDSA, researchers of the work entitled Evaluation of Effectiveness of the Federal Highway Safety Improvement Program, acknowledge that Colorado has outperformed the rest of the country in the reduction of fatal crashes due to DDSA. Due to similar successes, The Federal Highway Administration (FHWA) is incorporating DDSA software such as the AASHTOWare Safety Analyst, the Interactive Highway Safety Design Model (IHSDM), and the Crash Modification Factor Clearinghouse (CMF) into current transportation projects. In fact, the Highway Safety Manual (HSM) incorporates a summarized version of many DDSA formulas and equations incepted from the third initiative of Every Day Counts (EDC-3).

D

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Data-Driven Safety Analysis

Source: https://www.fhwa.dot.gov/innovation/everydaycounts/edc-3/ddsa.cfm

Source: https://www.fhwa.dot.gov/research/tfhrc/projects/

safety/comprehensive/ihsdm/

Benefit to Cost Ratio: Design Alternatives

DDSA Softwares


Possible Alternatives for Predictive Analysis

Although in Puerto Rico and the U.S. Virgin Islands have not employed DDSA, but the remaining articles seek to brief transportation officials on this novel method which should be incorporated into daily practice.

Predictive analysis is a primary DDSA approach used in practice to compile crash, roadway and traffic volume data to accurately estimate the safety performance of an existing or proposed roadway in relation to its crash frequency and severity. Furthermore, state and local agencies quantify the safety impacts of transportation decisions, similar to the approach agencies use to quantify traffic growth, construction costs, environmental impacts, pavement life, and traffic operations. For example, The Arizona Department of Transportation (ADOT) used the predictive analysis on SR 264 (MP 441 to 466) for a 25 mile stretch of an undivided rural road with two lanes. The analysis provided a benefit-to-cost ratio of lives and injuries saved per dollar for the following design alternatives: shoulder widening to 5ft, 8ft, centerline & shoulder rumble strips, flattening side slopes, guardrail installation,

or super-elevation improvements. The Benefit to Cost Ratio Table depicts the expected cost-benefit ratios for alternative A, shoulder widening to 5ft, alternative B shoulder widening to 8ft, and super elevation improvements. Although alternative B had a higher annual benefit and prevented 7.4% more crashes than alternative A as shown in The Expected Crash Frequency by Severity: 2016-2036 Table. Alternative A was chosen because it had a higher benefit-cost ratio, and therefore provided the best safety benefit per dollar spent.

In addition, systemic analysis is another primary DDSA approach which is also used in practice. Rather than using high crash locations, the analysis detects high-risk features such as width / type, access density, and Average Daily Traffic (ADT) - which are correlated with particular severe crash types by sorting through a roadway network. After the detection of high-risk locations, agencies may employ economic treatments to the system. This method is more accurate within a wide area where a particular severe crash type occurs such as rural or local roadways. For example, The Missouri

Expected Crash Frequency by Severity: 2016-2036

Source: Arizona Department of Traffic Safety Evaluation Report


Department of Transportation (MoDOT), as part of the edgeline striping program for High Risk Rural Roads, evaluated crash data for all State-owned roadways without a painted edgeline, more than 18,000 centerline miles, and discovered that more than two-thirds of severe crashes were occurring on roadways carrying 400 to 1,000 vehicles per day (vpd) in annual daily traffic (ADT) during 2008. This amounted to approximately 7,500 centerline miles. Historically, routes with 1,000 vpd or greater ADT received an edgeline stripe, however MoDOT took a proactive safety approach and painted an edgeline on all 7,500 centerline miles, even though many of these roads had never had a severe crash. The result: a 15.2 percent decrease in total crashes for all crash types (significant at a 95 percent confidence level) and a 19.3 percent decrease in severe crashes (no statistical significance due to small sample size). U.S. Department of Transportation FHWA.

Furthermore, according to EDC-3, the keys to a successful DDSA implementation in the Commonwealth of Puerto Rico and the U.S. Virgin Islands are:

Identify a Champion and establish an Implementation Team

Develop and execute an Implementation Plan

Revise / develop agency policies and resources

Examine risk management and legal issues

Assess data, information technology, and analytical tools

Develop a budget and phased approach

Identify technical assistance needs

As implementation occurs, one should employ a consistent technical approach, encourage changes in policies, use of predictive methods, and ensure that training does not surpass the capability of the data and decision-support systems. In addition, one should manage training and consider how the HSM will be used and what level of understanding each person needs.

Overall, both approaches provide many benefits. They provide the ability to quantitatively evaluate safety impacts for various design alternatives, improve decision making, increase use of effective safety countermeasures, and integrate safety elements in the most cost effective manner during the project development process. Hence, officials in both the Commonwealth of Puerto Rico and the U.S. Virgin Islands should implement DDSA.

For additional information about DDSA see http://www.safety.fhwa.dot.gov/newsletter/safetycompass/2015/spring/

http://www.streetsblog.org/2013/03/25/fourth-avenue-in-bay-ridge-on-track-for-road-

DDSA & Safety Highway Manual Application


Dr. Enrique Gonzlez-Vlez was born in Mayagez,

Puerto Rico. Dr. Gonzlez has a Ph.D. in Civil

Engineering from the University of South Florida with

an emphasis in traffic operation and safety research, a

Master of Science and a Bachelor of Science degree in

Civil Engineering from the University of Puerto Rico,

Mayagez (UPRM).

After completing his Ph.D., Dr. Gonzlez worked at

Sam Schwartz Engineering D.P.C. (SSE) as a

Transportation Engineer for two years, in which he had

the opportunity to lead projects addressing nighttime

seat belt use, sobriety checkpoints, distracted driving,

pedestrian safety, conduct traffic speed analyses in

school zones throughout Maryland, and provide traffic

safety & engineering support services for DDOT

regarding the Highway Safety Improvements Program.

At SSE, Dr. Gonzlez also performed traffic analyses

for the streets surrounding both New York City and the

World Trade Center.

Dr. Gonzlez is currently a friend of the TRB Standing

Committee in Aviation System Planning (AV020),

Bicycle Transportation (ANF20), Pedestrians (ANF10),

Safety Data, Analysis and Evaluation (ANB20),

Visibility (AND40), and also a member of the Institute

of Transportation Engineers (ITE) Transportation

Education Council and Transportation Safety Council.

Currently, Dr. Gonzlez is an Assistant Professor in the

Department of Civil Engineering and Surveying at the

University of Puerto Rico, Mayagez. At UPRM, he has

taught graduate courses in the Transportation

Engineering area such as Analysis of Transportation

Systems I and Evaluation of Transportation Systems.

Currently, Dr. Gonzlez teaches Introduction to

Transportation Engineering to undergraduate students and

Analysis of Transportation Systems II to graduate students

at UPRM. Dr. Gonzlez also serves as a faculty advisor to

the Institute of Transportation Engineers, Student Chapter.

Dr. Gonzlez decided to specialize in the Transportation

Engineering discipline, because he believed that

complaining about our transportation problems will not fix

them, its about doing our part, researching to produce

innovative ideas that can be implemented as sound

solutions to our transportation problems. The

Transportation Area serves as a platform to analyze

different alternatives without having to change

transportation infrastructure until it is proven that the

alternatives solve and improve the mobility and safety for

all road users. In addition to him being an outstanding and

dedicated professional in transportation, Dr. Gonzlez,

during his free time, dedicates quality time to his family.

During August of 2015, Dr. Gonzlez presented the

seminar: Incidents Traffic Management and Emergencies

on the Roads as his first collaboration with our Center.

Upcoming seminars that he will be offering during the

month of November are Practical Guidelines for the

Selection and Inspection of Guardrails and Safety Devices

in Road Safety Audits (RSA) in Moca, Puerto Rico and

Traffic Signals in the Virgin Islands.

In this edition of the Newsletter El Puente, the

Transportation Technology Transfer Center staff

recognizes the extraordinary work Dr. Enrique Gonzlez-

Vlez has done at an early stage of his professional career

and welcome him into our family of instructors.

Congratulations!

Know Your Trainer:

Dr. Enrique Gonzlez-Vlez

Source: http://www.skyscrapercity.com


Together we can save millions of lives! I, ___________________________, pledge to do my part to help save lives on the road.

I pledge to:

____ 1. Not text while driving.

____ 2. Obey the traffic laws applicable to drivers.

____ 3. Comply with the speed limits.

____ 4. Pass the key if I am under the influence of alcohol.

____ 5. Have no distractions while driving a motor vehicle.

____ 6. Share the road with pedestrians, cyclists, and motorcyclists.

____ 7. Always buckle my safety belt.

____ 8. Require my vehicle occupants to always buckle the safety belt.

____ 9. Always buckle my children with a safety belt.

____ 10. Use the protective safety devices while on a motorcycle,

bicycle or motor vehicle.

http://prltap.org/

Traffic Safety Commission Administration of Automobile Accident Compensation

Mothers Against Drunk Driving Fundacin Lus A. Seeriz

Puerto Rico LTAP

EL PUENTE is published by the Puerto Rico Transportation Technology Transfer

Center located at the Department of Civil Engineering and Surveying

PUERTO RICO TRANSPORTATION

TECHNOLOGY TRANSFER CENTER University of Puerto Rico at Mayagu ez

Department of Civil Engineering and Surveying

Call Box 9000, Mayagu ez, PR 00681

787.834.6385 PHONE

787.265.5695 FAX

www.prltap.org

The opinions, findings or recommendations expressed in this newsletter are those of the Center Director and Editors and do not necessarily reflect the views of the

Federal Highway Administration, the Puerto Rico Department of Transportation and Publics Works, the Puerto Rico Highway and Transportation Authority, or the U.S

Virgin Islands Department of Public Works.

PRLTAP Center Staff Director & Editor

Benjamn Colucci Ros

Editor Assistants Wilfredo R. Cordero Cruz

Marivic Hernndez Quezada

Wilmari Valentn Medina

Administrative Staff Jesenia Carrero Lorenzo

Irmal Franco Ramrez

Adln Santos Vlez

Grisel Villarubia Echevarra

Student Staff

Jonathan Ambrose Torres

Carlos Fuentes Rosas

Karla E. Matos Velzquez

Anne Mndez Ramrez

Yanira Rivera Matas

Mara Torres Rodrguez

Maribel Turner Ros

El Puente Newsletter

Vol.29, No. 3, 2015

volume 29 issue 3

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