volume # issue no #

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The identification, implementation and evaluation of traffic safety policies and counterme

sures have taken prominence due to the high cost to society of road crashes and their relate

injuries and severities. Approximately 1.3 million people die and between 20 and 50 millio

people are injured each year as a result of road crashes worldwide.

State and local transportation agencies must evaluate and implement strategic approaches

improve road safety by systematically addressing the risk issues or hazards that account fthe majority of road-related fatalities in a particular State or region. Comprehensive highwa

safety plans include strategies for the 4 "E's": Engineering, Education, Enforcement, an

Emergency Medical Services.

Recent data have shown a declining trend in road fatali-

ties 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 road-

way departure crashes, intersection crashes, crashesinvolving pedestrians, and speed-related crashes.

(Article continues on page

Effective Strategies to Improve Road SafetyI n s i d e t h i si s s u e :

Effective Strategiesto Improve RoadSafety

1

American Recoveryand ReinvestmentAct (ARRA) of 2009

1

ProposedAmendments toPart 6 of MUTCD:Temporary TrafficControl

2

Center News: StaffAchievements

10

Future Seminarsand Events

10

Message from theEditor

11

American Recovery and Reinvestment Act(ARRA) of 2009

On February 17, 2009, President Barack Obama signed the American Rcovery and Reinvestment Act of 2009 (Recovery Act). On March 3, 200

President Obama and Vice President Joe Biden joined United States D

partment of Transportation Secretary Ray LaHood in announcing th

$48.1 billion of this funding was available for transportation investmen

The main purpose of the Recovery Act is to put America back to work b

making needed investments in America's infrastructure.

Less than two months after funding was made available, more than 2,600 projects have bee

approved, committing more than one-third of the available funding. Hundreds of projects hav

already begun and during the summer, work will be under way in every state in the countr

This article reviews main aspects of the act. (Article continues on page

V o l u m e 2 3I s s u e 1

ELPUENTEP 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 r

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 z


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

Furthermore, a recommendation is being

added that all on-scene responders andnews media personnel in traffic incidentsareas should wear the same apparel.

Flagger Operations

Flaggers in temporary work zones will berequired to use a STOP/SLOW paddle, ared flag, or an Automated Flagger Assis-tance Device to control road usersthrough Temporary Traffic Control (TTC)zones.

This change will remove the exclusive useof hand movements from the permittedmethods to control traffic.

P a g e 2

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

Proposed Amendments to Part 6 of theMUTCD: Temporary Traffic Control

This article presents general information aboutsome of the proposed amendments to Part 6Temporary Traffic Control of the Manual onUniform Traffic Control Devices (MUTCD) thatwere published in the Federal Register onJanuary 2, 2008. These amendments are un-der review for a possible incorporation to theupdate version of the MUTCD.

Minimum Taper Lengths

Recommendations are being added that thelength of the short taper and the downstreamtaper, which are to be used to guide trafficback into their original lanes, be a minimum of50 and 100 feet, respectively.

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

High Visibility Safety Apparel

Requirements are being included that all per-sonnel and workers (flaggers included) withinthe public right-of-way in both federal-aidedand non-federal aided streets and highwaysmust use high visibility safety apparel. Thisamendment comes as an expansion to the

Title 23 CFR revisions, which extended theapplicability to all roads open to public travel,and not just federal-aided highways.

An option is being added to allow first respond-ers and law enforcement personnel to makeuse of the newly-developed ANSI/ISEA 207-2006 standard for public safety vests (shown

4.6 m (15 ft)

Buffer Space (optional)

15 to 30 m (50 to 100 ft)

15 to 30 m (50 to 100 ft)

Buffer Space (optional)

Downstream

taper

Short taper

High-visibility public

safety vest

450 mm (18 in)

MIN.

900 mm(36 in)

600 mm(24 in)

600 mm(24 in)AFFIC


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

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

Signs in TTC Zones

An option is being added to allow flaggersigns in a TTC zone to be displayed toroad users for up to 15 minutes whenflagging operations are not being carried.This reflects Official Interpretation #6-200(I), which was issued by FHWA on Sep-tember 2004.

New WORK ZONE, FINES DOUBLE, and $XX FINEplaques are being added that may be mounted with theSpeed Limit sign if increased fines are imposed for trafficviolations within the TTC zone.

A new version for the ShoulderDrop-Off sign symbol is beingadded to warn road users of alow shoulder; consistent withChapter 2C. Additionally, an

option is being added to permitthe use of an UNEVEN LANESsupplementary plaque, insteadof the uneven lane word sign, tobe consistent with Chapter 2C.

A new MUTCD section will describe the use of the NEWPATTERN TRAFFIC AHEAD sign to provide an advancedwarning in traffic pattern changes, such as: revised laneusage, roadway geometry, or signal phasing.

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

Portable Variable Message Signs (VMS)

Regarding portable VMS, new requirements are being

added pertaining to the:

Number of phases

Number of lines of text

Placement of messageswithin each line,

Technique for message display

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

Also, changes are being made to the recommendeddisplay time for messages phases. These changes arebased on extensive research on changeable messagesign legibility, messaging, and operations.

An alternate diamond dis-play, also called dancingdiamond, is being addedas an option for a flashingcaution display on an ar-row board, based on suc-cessful experiments.

Drums and Channelizing Devices

A previous recommendation is being changed into arequirement prohibiting weighting drums with water,sand, or any material to the extent that would makethem hazardous to workers when struck.

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

Alternating Diamond Caution

100 to150 mm

(4 to 6 in)

FacingTraffic

450 mm (18 in) MIN.

900 m(36 in) MIN.


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Temporary Lane Separators andRaised Islands

A new section will be added that containsprovisions concerning the use of optionaltemporary lane separators that may beused to channelize road users, to divide

opposing vehicular traffic lanes, or dividelanes when two or more lanes are open inthe same direction, and to provide continu-ous pedestrian channelization.

As to the recommended width of temporaryraised islands, it is being reduced from 18inches to 12 inches to facilitate the use ofexisting devices that have been success-fully used in many applications.

Temporary Raised Pavement Mark-ers (RPMs)

Provisions are being added to provide moreinformation regarding color, patterns, andspacing of RPMs in TTC zones.

These changes contain requirements andrecommendations from Part 3 and also pro-vide for optional use of temporary shortterm (typically no longer than 14 days) useof a less expensive pattern of raised pave-ment markers to substitute for a broken linemarking.

Rumble strips

Black and orange are acceptable colors fortransverse rumble strips in TTC zones ac-cording to new standards based on suc-cessful experimentation.

Plans for Special Events

A new GUIDANCE statement is beingadded recommending that a TTC planshould be developed for all planned specialevents and approved by the highway agen-

cies having jurisdiction.

This change helps assure that proper trafficcontrols are installed when planned specialevents, such as parades, marathons, bicy-cle races, street fairs, farmers markets,etc., impact traffic, and responds to a Na-tional Transportation Safety Board (NTSB)report on this subject.

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Traffic Incident Management

A new STANDARD is being added that the IncidentCommand System (ICS) shall be implemented in trafficincident management areas, as required by the Na-tional Incident Management System (NIMS).

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

The use of light sticks in place of flares is being addedas an option. The use of light sticks is increasinglycommon by police and emergency services personneland is a more convenient an effective device.

Typical Application (TA) Drawings

Chapters 6H and 6I are being reversed so that the TADiagrams 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 gen-erally be regarded as guidance.

TA-4 Short-Duration or Mobile Operation on Shoulder

A clarification is added that stationary signs may beomitted if the work is mobile, given that this use often isnot practical.


TA-16 Surveying Along Centerline of Road with LowTraffic Volumes

A recommendation is added that all lanes should be aminimum of 10 feet in width to be consistent withguidance in other TAs.

TA-41 Median Crossover for Exit RampA recommendation is added that channelizing de-vices should be placed to physically close the rampwhen an exit is closed. This change reflects currentpractice and provides positive closure, rather thanjust relying on signs.

TAs with Freeway Lane Closure (TA-37, TA-38, TA-39, TA-42, and TA-44)

A new standard is added that requires that arrow pan-

els shall be used for all freeway lane closures.

Also, the standard requires that a separate arrowpanel 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.

Deletions from MUTCD

The section on steady-burn electric lamps is beingdeleted given that most jurisdictions are using othertypes of warning lights, therefore making the previousobsolete.

Other deletions include the section on floodlights,crash cushions, vehicle arresting systems, and glare

screens; these items are not traffic control devicesand it is not appropriate for the MUTCD to have regu-latory language regarding their design of use.

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


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The 452 road fatalities observed in Puerto Rico in the year 2007represented the lowest number in 15 years. On the other hand,the fatality rate of 2.35 per 100 million VMT, although also declin-ing, still represents the second highest fatality rate among UnitedStates jurisdictions. Main safety issues in Puerto Rico are relatedto roadway departure, urban areas, speeding, pedestrians andbicyclists, alcohol-impaired and motorcyclists. A distressing issueis the fact that 68.4% of the speedingrelated fatalities occurredon non-interstate highways with speed limits of 40 miles per houror less.

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

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

COUNTERMEASURE1: ROADSAFETYAUDIT(RSA)

A RSA is a formal safety performance examination of an existing or future road segment orintersection by an independent, multi-disciplinary team. The RSA team identifies the roadelements or traffic operation aspects that may represent a safety concern, considers all roadusers 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.

COUNTERMEASURE2: RUMBLESTRIPSANDRUMBLESTRIPES

Rumble strips are grooved patterns on the pavement that can be located outside of thetravel lanes and on the centerline of two-way undivided roadways. Rumble stripes areground into the pavement and are painted over with the appropriate striping. These two ap-plications produce an audible warning and physical vibration when traversed by the vehicletires to alert drivers who are leaving the traveled way.

The application of rumble stripes or strips has shown reductions between 15 to 80% on free-ways and 25% on two-lane roads of run-off-the-road (ROR) crashes and reductions be-tween 20 to 25% of head-on and sideswipe crashes of vehicles in opposite directions onundivided 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.

COUNTERMEASURE3: MEDIANBARRIERS

Median barriers are longitudinal barriers that separate opposing traffic on a divided highwayand are used to redirect vehicles striking either side of the barrier. Median barriers can sig-nificantly 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

P a g e 6


Road Safety (continued from page 1)

Rumble Strips

Road Safety Audit

0 10 20 30 40 50 60

Roadway departure

Urban areas

Speeding

Pedestrians and bicyclists

Alcohol-impaired

Motorcyclists

Percentage of Road Fatalities, %

Main Safety Issues in Puerto Rico, 2007 Data


7/12


Modern Roundabout

the barrier are expected to be less severe than if no barrier existed. The 2006 AASHTORoadside Design Guide encourages the consideration of barriers in medians up to 50feet 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-shapeconcrete barriers. All new median barriers must conform to NCHRP Report 350 criteria.

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

COUNTERMEASURE4: SAFETYEDGE

The Safety Edge is a hot-mix asphalt pavingtechnique where the interface between theroadway and the graded shoulder is pavedat an angle to eliminate the vertical drop-off.When a driver drifts off the roadway andtries to steer back onto the roadway pave-ment the action may result in over-steeringbecause of the contact of the tire with thehead of the drop-off.

Studies have shown that crashes involvingpavement edge drop-offs greater than 2.5inches tall are more severe and twice aslikely to be fatal than other roadway depar-ture crashes. Research has shown thatpavement edges may have been a contrib-uting factor in 15 to 20% of run-off-roadcrashes. 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/ formore information.

COUNTERMEASURE5: MODERNROUNDABOUTS

Roundabouts are circular intersections with specific design and traffic control featuresthat ensure low travel speeds (less than 30 mph) through the circulatory roadway. Thetwo 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 radiusof the inscribed circle and the angle and radii of entry approaches provide a reducedspeed environment and improved operational performance compared to most regularintersections. The size of roundabouts range from mini-roundabouts with inscribed cir-cle diameters as small as 50 feet, to compact roundabouts with circle diameters be-tween 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 conflictpoints, from 32 to 20 at a four-leg intersection. Studies have observed reductions infatal and injury crashes from 60 to 87% due to the use of a roundabout. In terms ofcosts, roundabouts may require additional right-of-way than a regular intersection. Formore information visit: http://www.tfhrc.gov/safety/00068.htm. Roundabout guidelinesare also available from AASHTO, FHWA and ITE.

Safety Edge

Median Barriers


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P a g e 8


COUNTERMEASURE6: LEFT ANDRIGHT-TURNEXCLUSIVELANES

Intersections are defined as the general area where two or more roadways join orcross. The majority of crash black-spots identified on highway networks are intersec-tions; thus its design must facilitate the convenience, ease, safety, and mobility of allroad users. The installation of turn lanes reduces the crash potential and motorist in-convenience, and improves the intersection operational efficiency. The most frequent

type of collisions at intersections are right-angle and rear-end between vehicles andvehicles colliding with pedestrians. Adding exclusive turn lanes provides separationbetween turning and through traffic and reduces conflicts by separating traffic move-ments.

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

COUNTERMEASURE7: YELLOWCHANGETIMEINTERVALS

The yellow change is the time interval following a green indication at a signalized inter-section during which the yellow signal indication is displayed to warn drivers of the im-

pending change in right- of-way assignment. Yellow change intervals should be appropri-ate for the speed and distance traveled at a signalized intersection.

Yellow change intervals that are not consistent with normal operating speeds create adilemma zone in which drivers can neither stop safely nor reach the intersection beforethe signal indication turns red. The length of the yellow change interval should be in-creased at any intersection where the existing yellow change interval time is less thanthe time needed for a motorist traveling at the prevailing speed of traffic to reach the in-tersection and stop comfortably before the signal turns red. Increasing yellow changeinterval (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.

COUNTERMEASURE8: MEDIANPEDESTRIANREFUGEAREAS

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

COUNTERMEASURE9: WALKWAYSANDSIDEWALKS

Pathways, sidewalks, or paved shoulders should be provided wherever possible, espe-cially in urban areas and near school zones where there are high volumes of bikes andpedestrians. Walking along road pedestrian crashes typically represent around 7.5% ofall pedestrian crashes in a location (with about 37% of that 7.5% being fatal and seriousinjury crashes). The presence of a sidewalk or pathway on both sides of the street, orproviding paved, wide shoulders (with a minimum of 4 feet) on roadways that do not havesidewalks have been associated to reducing more than half of the walking along roadpedestrian 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 thesesafety countermeasures visit FHWA Safety Office at: http://safety.fhwa.dot.gov/policy/.

Median Refuge Areas

Sidewalks

Yellow Signal Interval

Right-turn

Exclusive Lane


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Federal share for

ARRA projects is

up to 100%, with

no match required.

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 transporta-

tion investment is divided as shown below.

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 isto be given to projects that are:

Projected for completion within 3 years

Located in economically distressedareas

In addition, federal planning requirementsstill hold:

Projects must be in an approved State-wide Transportation Improvement Pro-gram

In urbanized areas over 50,000 people,projects must be consistent with the

metropolitan transportation plan In air quality non-attainment and main-

tenance areas, non exempt projectsmust meet conformity requirements

Projects in metropolitan areas are co-ordinated with the MPO, State DOT,and transit agency.

Projects outside metropolitan areas arecoordinated with the State DOT.

Selected projects must follow the regular Fed-

eral-aid processes of NEPA, Disadvantaged

Business Enterprises, Buy America, andDavis-Bacon wage rules (no exemption for

local roads and rural minor collectors). Pro-

jects will generally follow the rules of the Sur-

face Transportation Program (STP).

Many states are using ARRA funds for resur-

facing projects. There is opportunity to add

safety improvements to these resurfacing pro-

jects, as well as developing safety improve-

ment projects, such as:

Installation of rumble strips

Upgrade of guardrails and barriers Paving of shoulders Upgrade of pavement markings and in-

stallation of reflectors Replacement and upgrade of road signs Roadway hazard elimination High Risk Rural Roads Improvement of data collection and analy-

sis

The investment in transportation infrastructure

under ARRA will lead to more highway con-

struction and active highway work zones.

There is need to place emphasis on work

zone planning and traffic control on these pro-

jects to keep road users and workers safe.

ARRA Formula Funds provided to Puerto Rico

and the U.S. Virgin Islands include:

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

Recovery Act (continued from page 1)

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.


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P a g e 1 0


Center News: Staff Achievements

The Puerto Rico Transportation Technology Transfer Center is pleased to an-

nounce that our director, Prof. Benjamn Colucci Ros, 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 federations recognition is given to en-

gineers for relevant ethical, academic and professional merit, and evaluating

the contribution to the progress of engineering in their countries and the Ameri-

can Continent.

Congratulations!

The Center would be offering thefollowing seminars:

Practical Guides for the Placement andCompaction Inspection of Hot-Mix As-phalt Pavements

Instructor: Dr. Benjamn Colucci, P.E.September 16, 2009

Municipality of San Juan

Estrategias Efectivas para la Conductatica en Proyectos de ConstruccinInstructor: Dr. Francisco Maldonado

September 23, 2009Amphitheatre of the Department of Civil

Engineering and Surveying

UPR-RUM, Mayagez

Basic Concepts and Success Stories inthe Application of Road Safety Audits

(RSA) in Pan American CountriesInstructor: Dr. Benjamn Colucci, P.E.

September 25, 2009CIAPR Hato Rey

Future Seminars and Events

Basic Concepts of Mass Transportation withApplications 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: 787-834-6385E-mail address: [email protected]

www.uprm.edu/prt2

Conventions/Conferences

UPADI 2009 Intermediate Meeting

September 23-26, 2009San Juan, Puerto RicoTelephone: (787) 758-2250/1-800-981-5791

E-mail address: [email protected]

89th Annual MeetingTransportation Research Board

January 10-14, 2010


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V o l u m e 2 2 P a g e 1 1

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 _____

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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 CenterUniversity 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

Greetings. This new edition of EL PUENTE includes an interesting article about nine effective safety countermeasures thatcan be applied to state and local roads to improve the safety of all users. In addition, this newsletter contains important infor-mation about the updates being proposed to Part 6 of the MUTCD that will have an effect on work zone safety and temporarytraffic 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 Reinvest-ment Act of 2009.

The Puerto Rico T2Center celebrated the 23th anniversary of its creation on April 1st, 1986 at the Department of Civil Engi-neering of the University of Puerto Rico at Mayagez. Through the years, the Center has provided training and technical as-sistance to more than 25,000 officials of the 78 Puerto Rico municipalities and the Department of Transportation and PublicWorks (DTPW), and the US Virgin Islands Department of Public Works (DPW) and has promoted research and professionaldevelopment in highway and transportation, including highway safety, human factors, intermodal and community service. TheCenter wants to offer its appreciation and gratitude to our present and past staff and trainers for their hard work and profes-sionalism and to the PR DTPW, the USVI DPW and the UPR for their trust in the Centers contribution to the development ofPuerto Rico and the US Virgin Islands.

Alberto M. Figueroa Medina, Deputy Director


12/12

Puerto Rico TransportationTechnology Transfer Center

University of Puerto Rico at MayagezDepartment of Civil Engineering and SurveyingCall Box 9000Mayagez, PR 00681-9000

Volume 23Issue 3

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. Virgin

Islands Department of Public Works.

ELPUENTENEWSLETTER

Staff

Director

Benjamn Colucci

Deputy Director

Alberto M. Figueroa Medina

Program Administrator

Gisela Gonzlez

Administrative Coordinators

Grisel Villarubia

Irmal Franco

Secretary

Gloril Fernndez

Assistants to the Editor

Daniel Rodrguez

Walter Zeno

volume # issue no #

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