NEWSLETTER

2015

Volume 29
Number 3

Road Diet: A new Approach for Improving Livable Communities

And PROVIDING a Safe Environment For All Users
Innovation Is Key for the Next Millennium: EVs and
Intelligent Transportation Systems
Data-Driven Safety Analysis

THE VIRGIN ISLANDS DEPARTMENT OF PUBLIC WORKS: LOOKING AHEAD

Transportation Planning and Advice in an Unstable Economy
Source: http://urbanedge.blogs.rice.edu/2015/09/10/
UNIVERSITY OF PUERTO RICO,
MAYAGEZ CAMPUS

Puerto Rico LTAP

www. prltap.org

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

prltap.org

Vol. 29 No. 3, 2015

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

Innovation is Key for the Next Millennium:

EVs and Intelligent Transportation Systems

Status of Authorization DRIVE & STRR Acts

11

Transportation Planning and Advice in an

Unstable Economy

12-14

T2 News Brief
Data-Driven Safety Analysis

Pages 6-8

Pages 9-10

Message from the Director

PAGE

The Virgin Islands Department of Public Works:

Looking Ahead

14

15-17

Know Your Trainer: Dr. Enrique GonzlezVlez

18

Safety Pledge

19

Pages 12-14

CONTENT

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

Transportation Planning and Advice in an Unstable Economy

Vol. 29 No. 3, 2015

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.

prltap.org

EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

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

Commonwealth of Puerto Rico.

in

The

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

prltap.org

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

Source: tti.tamu.edu

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

Road Diet: A New Approach for Improving Livable

Communities and Providing a Safe Environment for All Users

Road Diets can

reduce traffic
crashes by an
average of
29%.
-USDOT

Every Day Counts InitiativeRoad Diets

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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Source: rethinkingstreets.com

In 2011, Charlotte,
North
Carolina
installed a road
diet
in
East
After
Boulevard
to
reduce high travel
speeds, increase
pedestrian
and After Re-channelization in Charlotte,
cyclist
activity,
NC Looking at East Boulevard
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

The third road diet

success story was in
Vancouver,
Washington. A fourlane
undivided
roadway, Fourth
Plain Boulevard,
was reduced to a
two-lane roadway,
Before
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
After
frequency,
and
Before and After Re-channelization
improve
pedestrian in Vancouver, Washington, Looking
and cyclist mobility.
at Fourth Plain Boulevard
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.
Sources: safety.fhwa.gov

Source: rethinkingstreets.com

In the following
paragraphs,
three
success stories of
road diets will be
described. During
the
past
three
decades, the State of
Before
Seattle
has
narrowed
29
roadways, and has
seen an increase in
safety along with
more
pedestrians
and cyclists. The
first success story
After
was in Stone Way,
Seattle where a four Before and After Re-channelization in
-lane roadway was Seattle, Washington, Looking North at
3815 Stone Way Seattle, Washington
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.

EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

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.

Source: http://trafic-innovation.com/en

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.

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.

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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Innovation is Key for the Next Millennium:

EVs and Intelligent Transportation Systems

By Eng. Jos Carlos Quadrado

Eng. Jos Carlos Quadrado

Vice President
ISEP-School of Engineering,
Polytechnic of Porto

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 Figure 1: VEECO
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
Figure 2: Concept Drawing of VEECO RT
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.

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Based on the lasting partnership between Portuguese and

Puerto Rican research institutions and the metalmechanical 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.

EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

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 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.

Figure 4: HEVUS Perspective View Featuring the Energy

System

Figure 3: HEVUS Side View Featuring the Chassis and Body

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

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.

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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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.

Figure 5: Electronic Monitoring System

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)

Figure 8: HEVUS User Interface

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)

Figure 6: HEVUS Traction System

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.

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 7: TCS Laboratory

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EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

THE VIRGIN
ISLANDS
DEPARTMENT OF
PUBLIC WORKS:
LOOKING AHEAD

By: Eng. Gustav James, P.E.

: 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

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 Veterans Drive Expansion is the

largest project in St. Thomas, USVI
and the funding to complete Phase I is
estimated at $40 million.

10

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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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.

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.

St. Croix new north south artery on the

eastern side of the island; an investment
estimated at $24 million.

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.

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.

EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

Fuente:

udot.utah.gov/2011/04/udot-research-leads-to-transportationinnovation
Fuente:

11

www.usatoday.com/story/theoval/2015/01/20/obama-designatedsurvivor-state-of-the-union-ernest-moniz-sally-jewell/22051655

Fuente: http://www.equipmentworld.com/nick-ivanoff-elected-20142015-artba-chairman

prltap.org

Mr. Nick Ivanoff

Atty. Anthony Foxx

Eng. James Christian

ARTBA President

United States Secretary of

Transportation

FHWA

Source: http://trafic-innovation.com/en

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 SoilIntegrated 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

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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

Transportation Planning and Advice in an Unstable Economy

By Eng. Yilia M. Baucage

12

Eng. Yilia M. Baucage Bou, MSCE, PE

Puerto Rico Office Leader and Associate at

Steer Davies Gleave

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

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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

EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

13

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.

PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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News Brief

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!

In Memoriam

Source: tti.tamu.edu

14

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.

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15

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

Every Day Counts InitiativeData-Driven Safety Analysis

Data-Driven Safety Analysis

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 Source: https://www.fhwa.dot.gov/research/tfhrc/projects/
Highway Safety Design safety/comprehensive/ihsdm/
Model (IHSDM), and the
DDSA Softwares
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).

Benefit to Cost Ratio: Design Alternatives

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PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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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-tocost 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

Source: Arizona Department of Traffic Safety Evaluation Report

Expected Crash Frequency by Severity: 2016-2036

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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.

EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

Examine risk management and legal issues

Assess data, information

analytical tools

Develop a budget and phased approach

Identify technical assistance needs

technology,

17

and

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
Furthermore, according to EDC-3, the keys to a elements in the most cost effective manner during
successful
DDSA
implementation
in
the the project development process. Hence, officials in
Commonwealth of Puerto Rico and the U.S. Virgin both the Commonwealth of Puerto Rico and the U.S.
Virgin Islands should implement DDSA.
Islands are:
and

establish

an For additional information about DDSA see http://

www.safety.fhwa.dot.gov/newsletter/
safetycompass/2015/spring/

Identify a Champion
Implementation Team

Develop and execute an Implementation Plan

Revise / develop agency policies and resources

http://www.streetsblog.org/2013/03/25/fourth-avenue-in-bay-ridge-on-track-for-roadDDSA & Safety Highway Manual Application

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PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER

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Source: http://www.skyscrapercity.com

Know Your Trainer:

Dr. Enrique Gonzlez-Vlez

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).

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.

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.
During August of 2015, Dr. Gonzlez presented the
seminar: Incidents Traffic Management and Emergencies
Dr. Gonzlez is currently a friend of the TRB Standing
on the Roads as his first collaboration with our Center.
Committee in Aviation System Planning (AV020),
Bicycle Transportation (ANF20), Pedestrians (ANF10), Upcoming seminars that he will be offering during the
Safety Data, Analysis and Evaluation (ANB20), month of November are Practical Guidelines for the
Visibility (AND40), and also a member of the Institute Selection and Inspection of Guardrails and Safety Devices
of Transportation Engineers (ITE) Transportation in Road Safety Audits (RSA) in Moca, Puerto Rico and
Education Council and Transportation Safety Council.
Traffic Signals in the Virgin Islands.
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 A nalysis of Transportation
Systems I and Evaluation of Transportation Systems.

In this edition of the Newsletter El Puente, the

Transportation Technology Transfer Center staff
recognizes the extraordinary work Dr. Enrique GonzlezVlez has done at an early stage of his professional career
and welcome him into our family of instructors.
Congratulations!

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EL PUENTE NEWSLETTER VOL.29 NO.3, 2015

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.

Mothers Against Drunk Driving

Fundacin Lus A. Seeriz

http://prltap.org/

Traffic Safety Commission

Administration of Automobile Accident Compensation

19

PRLTAP Center Staff

PUERTO RICO TRANSPORTATION

TECHNOLOGY TRANSFER CENTER
University of Puerto Rico at Mayaguez
Department of Civil Engineering and Surveying
Call Box 9000, Mayaguez, PR 00681

787.834.6385 PHONE
787.265.5695 FAX

www.prltap.org

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

EL PUENTE is published by the Puerto Rico Transportation Technology Transfer

Center located at the Department of Civil Engineering and Surveying

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.