NEWSLETTER

Puente
2018

EL
Volume 32
Number 3

EVERY DAY COUNTS (EDC 5) INITIATIVES

WITH POTENTIAL APPLICATIONS TO PUERTO RICO

UNIVERSITY OF PUERTO RICO, Puerto Rico LTAP

MAYAGÜEZ CAMPUS www. prltap.org
2 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Puente EL

Vol. 32 No. 3, 2018

CONTENTS PAGES

http://lim.eu/en

Pages 8-9
Message from the Director Special Edition on EDC 5
3
Innovations
Highlights of the Puerto Rico
4-7
EDC Summit in Orlando Florida
Advanced Geotechnical
Advanced Geotechnical Exploration Methods 8-9 Exploration Methods

Collaborative Hydraulics Advancing to the Next

10-11
Generation of Engineering (CHANGE)

Pages 14-15
Project Bundling 12-13

Reducing Rural Roadway Departures 14-15

https://www.womenonwheels
Safe Transportation for Every Pedestrian (STEP) 16-17
Reducing Rural Roadway Departures
Unmanned Aerial Systems (UAS): “Eyes in the Sky”
18-19 https://www.techprevue.com/
Solution for Highway Transportation Challenge

Crowdsourced Data: A Cost-Effective Solution to

20-21

Pages 24-25
Advance Traffic Operations

Value Capture: Capitalizing on the Value

22-23
Created by Transportation

Virtual Public Involvement: A Social Media Tool to

Permanently Address Public Needs in Transportation 24-25 Virtual Public Involvement: A Social Media
Projects Tool to Permanently Address Public Needs
in Transportation Projects
Weather-Responsive Management Strategies 26-27
Vol. 32 No. 3, 2018
2
The Puerto Rico Transportation Technology Transfer Center, PRLTAP/T , is part of a network of 52 Centers throughout the
United States that comprises of a Local Technical Assistance Program (LTAP) and one National Tribal Technical Assistance
Program (TTAP). The mission of the PRLTAP/T2 Center is to provide training and technical assistance to local transportation
officials in the 78 municipalities that comprises the Government of Puerto Rico and the Puerto Rico Department of
Transportation and Public Works with emphasis on promoting highway safety and implementing the Every Day Counts (EDC)
initiatives of the Federal Highway Administration (FHWA).

Message from the Director
Special Edition on EDC 5 Innovations
W elcome!
Best regards to all
our readers to this
special edition of the
Newsletter El Puente, dedicated
to EDC 5 Innovations.
The first article highlights the participation of the
Puerto Rico delegation in the FHWA Every Day Counts
(EDC) Regional Summit, held in Orlando, FL on
November 27-28, 2018. According to Brandye
Hendrickson, FHWA Deputy Administrator, the fifth
round of EDC innovations is expected to strengthen
FHWA’s mission and goals in the US, its territories
including Puerto Rico, in three major emphasis areas;
enhancing highway safety, improving the built
transportation infrastructure, deploying proven
innovation streamlined with environment. The ultimate
goal of the EDC program is to serve the present and
future generation of users in America, in an efficient and
cost-effective manner, saving lives, money, time and
improving their overall quality of life.
The remaining articles of this Special Edition of El
Puente presents a synthesis of the EDC 5 innovations
presented in the Regional Summit.
The first initiative presented is titled A dvanced
Geotechnical Exploration Methods; an EDC initiative
that presents alternatives for mitigating risks and
increasing the reliability of geo-technology for projects
through the optimization of the ground, modifying its
characteristics, and ultimately facilitating the
construction process.
The second initiative is titled Collaborative
Hydraulics Advancing to the Next Generation of
Engineering (CHANGE), where a new model is
incorporated for the purpose of improving the interaction
between fluvial sources and coastal zones, as well as
promoting the advancements in design and their greater
efficiency for future projects.
Project Bundling, is an EDC initiative that provides
options when responding to common problems, and is
useful for the progressing of the construction process and
cost reduction.
prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 3
The fourth initiative, Reducing Rural Roadway
Departures, is a guidelines on how to decrease fatal or
serious injury through proven safety countermeasures
that maintains the driver within their travel lane.
Safe Transportation for Every Pedestrian (STEP),
suggests countermeasures to improve pedestrian safety
and minimalize incidents due to insufficient facilities.
Recent initiatives have also contemplated the use of
technology for the betterment of roadway construction.
Unmanned Aerial Systems (UAS/Drones) informs us
about the new modalities in technology for the
recollection of data through the use of drones, advancing
the mapping process though the speediness of
information transmission. The Use of Crowdsourcing to
Advance Traffic Operations takes advantage of data
sources and applications to obtain information about
traffic flows and climate conditions in extensive
geographic zones.
The EDC 5 article titled V alue Capture:
Capitalizing on the Value Created by Transportation,
explains the benefits of property value increase in
relation to road constructions and their improvements.
Next, V irtual Public Involvement explains the benefits
of integrating the opinion of the general public in
decision-making for new facilities and events in their
vicinity. This allows the increase in the quality of
service given to the citizens because its a response from
users of public transportation. The last EDC 5 initiative,
Weather-Responsive Management Strategies, seeks to
mitigate the impacts of adverse climate on road and
traffic conditions through surveillance, monitoring and
other resources.
I hope this Special Edition of El Puente dedicated to
EDC 5 innovations will be useful in understanding their
importance in saving lives, money and time to PRHTA/
DTPW in Puerto Rico and be considered for
development and/or implementation in Puerto Rico in
2019 and years to follow.
Benjamín Colucci Ríos
4 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Highlights of the EDC 5 Summit in Orlando, Florida

O
n November 27 and 28 of 2018, the Federal Highway Administration (FHWA) of the United
States Department of Transportation (USDOT) celebrated the Every Day Counts Regional
Summit held in Orlando, Florida. This summit corresponds to the fifth round of EDC since its
inception in 2011. State Highway representatives from 10 states participated in this summit including
Puerto Rico and the United States Virgin Islands, for an approximate of 250 participants.

During this one and a half day summit, the following ten initiatives were presented to the attendees:
Safe Transportation for Every Pedestrian (STEP); Advanced Geotechnical Exploration Methods (A-
GaME); Weather Responsive Management Strategies; Value Capture: Capitalizing on the Value Created
by Transportation; Virtual Public Involvement; Use of Crowdsourcing to Advance Operations; Project
Bundling; Unmanned Aerial Systems (UAS/Drones); Reducing Rural Roadway Departures; and
Collaborative Hydraulics Advancing to the Next
Generation of Engineering (CHANGE).

The participants in this summit included the state

and highway representatives from the academia,
the private sector, professional organizations, LTAP
center directors, and other members of the State
Transportation Innovation Council (STIC).

After the welcome messages from the FHWA Center

Benjamin Colucci Ríos, Director Puerto Rico LTAP

participating in the opening EDC 5 session of success!
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 5

for Advance Innovation, the FHWA Deputy Administrator,

Ms. Brandye Hendrickson, the Director of the Center for
Accelerating Innovation, Mr. Tom Harman, and other
organizations, began with a general plenary session titled,
town hall meeting in which each State representatives
shared how they define and communicate “Success”
within their state, and received feedback from the
audience. Eng. Moises Marrero, Puerto Rican and current
FHWA Division Administrator for Georgia, moderated the
session. Eng. James Christian, FHWA Division
Administrator for Florida P.R. and USVI, presented in this
session.

Eng. Miguel Pellot, Special Assistant to the Secretary of the

Eng. James Christian, Division Administrator Puerto Rico Department of Transportation of Public Works
presenting the town hall meeting
(DTPW), Eng. Carlos M. Contreras Aponte, represented the
Secretary and PRHTA Executive Director in this panel.

After the plenary session, the rest of the morning

of the first day and the first part of the morning of
the second day was concentrated on the EDC
innovation breakout sessions.

During the lunch period, the Keynote speaker,

Mark Bontrager, Vice President of the Spaceport
Operations of Space Florida, gave an
extraordinary presentation on the future of the

Eng. Miguel Pellot, Special Assistant to the Puerto Rico DTPW Secretary at the general plenary session.
6 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

U.S. Space Exploration and its relation to transportation. Bontrager has served more than 21 years in
the United States Air Force, he achieved the title of Colonel and Commander, and is now responsible
for multiple launch complexes, launch vehicle processing facilities, storage facilities, and payload
processing facilities.

During the second day, the States gathered as a caucus to identify potential EDC initiatives that would
prove useful for their respective communities. This caucus essentially started the interaction between
the participants of each state to develop the baseline for those alternatives they might consider for
implementation.

The PRHTA chose three initiatives and two to be considered for the development stage:
 Project Bundling  Advance Geotechnical Exploration Methods (A-
GaME)
 Safe Transportation for Every Pedestrian (STEP)
 The Use of Crowdsourcing to Advance
 Unmanned Aircraft Vehicles (UAS/drones)
Operations
Eng. Juan Carlos Rivera from the Traffic Safety Division Office of
PRHTA presented the recommendations of the P.R. caucus at
the plenary closing session. Eng. Maribel Perez from FHWA
presided the Puerto Rico caucus, whereas Eng. Miguel
Rodríguez from FHWA presided the caucus for the USVI.

The P.R. caucus consisted of a delegation of 12 representatives

from the Puerto Rico Department of Transportation and Public
Works (DTPW) namely, Eng. Ana Torres, Eng. Alexandra
Velazquez, Mr. Angel Felix, Eng. Carlos Lloveras, Eng. Jaime
Lafuente, Eng. María E. Arroyo, Eng. Miguel Pellot and Eng.
Juan Carlos Rivera. From the Federal Highway Administration
Puerto Rico Division assisted, Eng. Maribel Perez and Eng. Eng. Juan Carlos Rivera of the PRHTA
Miguel Rodríguez, Dr. Benjamín Colucci, Director of the Puerto presenting the fifth EDC round initiatives
that will be considered for Puerto Rico.
Rico Transportation Technology Transfer Center (PRLTAP),
and, from the private sector and members of the Puerto Rico State Transportation Innovation
Councils (STIC), Eng. Stephen Spears, AGC President, Eng. Zaida Rico, Institute of Transportation
Engineers (ITE) President in the Puerto Rico Section, and Eng. Ariel Perez, VP Transportation Market
at the CSA Group.
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 7

Together, these members have achieved many noteworthy accomplishments; having brought new
Eng. Maribell Perez, FHWA Division was the facilitator in the Puerto Rico ideas, extended projects
Delegation in the State Based Caucus across the United States, and
developed a culture for
constant innovations for the
highway community, we
thank them for their
leadership and commitment
throughout the years.

Eng. Miguel Rodriguez was the facilitator in the USVI State Based Caucus

Puerto Rico and USVI Delegation at the EDC 5 Regional Summit in Orlando, Florida
8 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

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

Source: tti.tamu.edu
Advanced Geotechnical Exploration Methods

U p to 50 percent of major infrastructure

projects suffer impacts on the schedule or cost
due to geotechnical issues.
characterization of the site or the land is one of the
The
That is why the Fifth Round of Innovation of Every Day
Counts promotes the mitigation of these risks through
the optimization of soil characterization and effective
and practical exploration methods.
most important activities when planning and
designing a construction project in transportation
because this serves as a report to the professionals of
soil conditions and of the possible problems or risks
that may arise. These risks mainly refer to the
squandering of budget due to inadequate designing
and the lack of evaluation for soil effectiveness. This
soil investigation allows us to see how adequate and
viable the soil is, if its properties are suitable for the
project and, that way, anticipate future difficulties that
may arise during construction. These projects in the
site usually include a Borings Test and drillings in
which the engineers create profiles of the sub-surface
using interpolation.

Source: Eng. María Arroyo, PRHTA

Among these methods are: Cone Penetration (CPT)

Source: https://www.soiltestinginc.net/services/
geotechnical-investigations-test-borings/
Tests, seismic and electrical geophysics, measurement
during drilling, optics and acoustic tele-viewers.
Three major benefits of these methods are:
1. Reduce the risk of uncertainty.
2. Being more secure and having less uncertainties
gives rise to more confident characterization, avoids
resorting to overly-conservative measures and above
all, the improvement of quality.
3. Having better knowledge about sub-surface
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 9

Source: http://www.skyscrapercity.com/showthread.php?t=544018&page=4&langid=5
conditions, helps to make better decisions, saving time the ground by different electrodes at different

Source: tti.tamu.edu
and money by accelerating the delivery of the project.
distances and depths, it can obtain measurements of
Among the different types of sources for sub-surface up to two hundred meters deep.
research, the main agencies use the following
references:
 FHWA Geotechnical Engineering Circular No. 9
 AASHTO Manual on Subsurface Investigation and
LRFD Bridge Design Specification
 National Highway Institute (NHI) Manual on
Subsurface Investigations
Some of the most used exploration methods are:
CPT - test that is used to identify the conditions of the Source: https://csegrecorder.com/articles/view/geophysical-
subsoil. This test consists of burying the cone tip applications-to-construction-engineering-projects

under pressure from which the measurements of the

opposite reaction of the soil to the CPT, depth, lateral
friction, temperature, pore pressure, among others,
are extracted.
Seismic Method - is a geophysical exploration
technique that has more than four decades. The level
of utility of this method depends on the presence of
acoustic contrasts in the subsoil. In many of these
cases these profiles or contrasts are found in the
limits of the geological layers.
Acoustic Televisions - a tool that is used in boreholes
which are used to obtain vital underground
information. The acoustic televisions create an image
of the wall of the hole by the generation of ultrasonic
pulses in which it calculates the amplitude and the
travel time of the hole. This provides data on the
structure, analysis of rupture and characterization of
the soil, among other things.

Source: https://www.scribd.com/document/386629880/Final-
Minor-Report-doc
Electrical Method - is a technique that is usually used
where the seismic method can not be used because
the soils of the terrain is too strong, with bad seismic
coupling as in the wetlands and swamps where the
data can not be acquired well by this method. It is in
situations like these that electrical resistivity
tomography is used, where by injecting current into
Source: http://lim.eu/en/products/logging/268-acoustilim-
probe.html
This article was written with adaptation of the
following sources:
https://www.fhwa.dot.gov/innovation/
everydaycounts/edc_5/geotech_methods.cfm
https://mountsopris.com/televiewers/
http://www.bgs.ac.uk/scienceFacilities/
boreholeGeophysics/home.html
10 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: https://www.axiomimages.com/aerial-stock-footage/view/AX101_222

Collaborative Hydraulics Advancing to the Next

Generation of Engineering (CHANGE)

T
he next generation of hydraulic collaboration results. It is more appropriate to use them in one-
aspires to perfect the understanding of the directional flows, were the flow direction is
complex interactions between river or coastal determined by the user of the 1D program and is
environments and transportation assets. This will be based on assumptions.
possible through the improvement of design,
communication, and project advancements. The
practice of this initiative is developed through the use
of two models:
1. Two-dimensional (2D) hydraulic modeling software
2. 3D graphical visualizations derived from 2D
modeling
Both models evaluate physical, environmental and
habitat characteristic. 2D modeling locates and
illustrates discharge flow patterns, the discharge of
flow, water surface evaluation, depth, velocity and
“One dimensional model computes
shear strength.
a single representative water surface
Current models and those that have been in the
making for five decades use a 1D model with a across the entire channel ”
different interfaces, however using the same
technique may give over-conservative or erroneous Roger Kilgore ( Hydraulic Engineer)
Some of the benefits of this initiative are:
 Improved quality and resilience - by doing this
you get better representation, data and quality.
 Greater Collaboration - Automated 3D
visualization, provides better understanding of
the interaction of waterways, transport
infrastructure and the surrounding environment.
Source: https://www.youtube.com/watch?v=Hox3wufQeME
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 11

 Optimized delivery - Enriched collaboration on 2D

and 3D visualization that reduces impediments to
project delivery.
The most used and recommended 2D Modeling
Programs are:
 SRH-2D - The sedimentation and hydraulic rivers -
2D - is a program with the capacity to evaluate
stable and unstable flows, Trans-critical, sub-
critical, super critical. In addition, it makes the
average depth of open channel flows in two
Source: http://hecrasmodel.blogspot.com/
dimensions. It has integral 2D bridge modeling
functions. It does not have a graphical user  FESWMS- The finite element surface water
interface (GUI), but it is achieved through other modeling system is used to simulate surface flows
programs such as SMS, ArcGIS and TECPLOT. (The and 2D depths that are composed of several
GUI is an interface that allows you to interact with modules. The SMS that contains an interface for the
the user graphically and with figures which makes FST2DH module allows the analysis of bridges and
it better understood and more visual). The SRH-2D different types of structures, as well as stable,
uses an irregular hybrid mesh and a combination unstable and dynamic flow modeling. The
of elements that allows it to obtain the desired difference with this and SRH-2D is that this last
details and precision in the areas of interest mentioned module works with finite element
without compromising the time of calculation models and contains some instabilities.
processing and data handling.

Source: https://www.fhwa.dot.gov/
 HEC-RAS 2D - Designed by the Hydrological
Engineering Center of the US Army Corps of
Engineers. UU It is the most used open channel
hydraulic modeling software. Prior to HEC-RAS 5.0,
the program was limited to 1D modeling. A
problem that affects the use of this program in the
case of CHANGE has been that it focuses on flood
control and does not contain full functions on 2D
modeling of bridges and other structures.
Source: https://www.aquaveo.com/
This article was possible with the adaptation of the
following sources:
https://www.fhwa.dot.gov/engineering/hydraulics/
newsletter/v02issue01.pdf
http://hecrasmodel.blogspot.com/2016/04/hec-ras-
2d-training-course-london-uk.html
https://www.aquaveo.com/profile-fremont-river-
realignment
12 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: http://www.puertadetierra.info/sitios/puente/puente_guillermo_estevez.htm

Project Bundling

P
roject bundling is a new modality that allows to savings. This has been applied to contracts for design
streamline the process of design and and construction projects. There is a significant
construction in a work fulfilling the established difference between buying commodities and buying
strategies and reducing costs for capitalization. In construction. Both the nature of the subject matters
recent years, roads and bridges in both the United and the process associated with procuring them is
States and Puerto Rico have deteriorated due to unique in each case. As a result, an approach that works
constant use during their useful life. As a result of this, for one does not necessarily work for the other.
the system decreases its performance impacting
mobility, merchandise movements (supplies, materials,
etc.) and especially emergency responses. Therefore,
this practice is a benefit in which several jobs in a
district can be covered through a global contract with
hiring alternatives. Combining several projects allows
the design to be an effective one while maintaining the
quality of the project.
This method has allowed the corresponding agencies to
reduce construction costs and thus also take advantage
of opportunities to finance projects on bridges and
roads. Several states that have implemented this
initiative have obtained satisfactory results. Delaware
addressed the problems for the conservation of bridges
and sewers; Pennsylvania through a pilot program to
service 41 properties saves up to 15 percent in Source: https://www.google.com/search?
rlz=1C1GGRV_enPR753PR753&tbm=isch&q=carreteras+san+jua
construction and Ohio replaces 220 bridges through
n+a+ponce+puerto+rico&spell=1&sa=X&ved=0ahUKEwiuxuiO0
GARVEE bonds. anfAhVhuVkKHX_RCGQQBQg5KAA&biw=950&bih=955&dpr=1#
imgrc=i8-V5bSwFwq8kM:
According to Kansas research about Project Bundling,
that is a number of small contracts into a larger single
The Fundamental Issues of Project Bundling
procurement comes from the purchasing environment,
in relation to the purchase of commodities (e.g. One of the most common issues identified with bundled
photocopiers, furniture, equipment, etc.). Buying in projects is the need for a large bonding capacity.
mass volume increases purchasing power and leads to
This requirement may simply put projects out of the
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 13
reach of SMCs. The result may be that SMCs will simply to address conservation issues on bridges and
be unable to compete for work on projects they culverts.
previously may have won.
 The Maintenance Districts are in charge of
Accountable benefits of using project bundling are: administrating the contracts and the Bridge
Management Section prioritizes the work including
 Expedited Project Delivery: Bundling provides
deck sealing, bridge painting, deck patching, joint
strategic program solutions by reorganizing
repair, and culvert replacement.
project delivery requirements such as
environmental agreements and standardized
designs.
 Reduced Cost: Bundling projects with similarities
influences design expertise and achieves
economies of scale.
 Contract Efficiency: Utilizing a single contract
award for several alike projects simplifies design
and construction and saves procurement time.

Source: http://www.otiabridge.org/
The aging transportation system performance is
decreasing and as a result, agencies are seeing an
increase in number of highways and bridges that need
immediate attention. Thus, the system’s performance
reduces and this leads to potential adverse impacts to
quality, life, mobility, travel time, freight movements,
and emergency response times. Project bundling has
reduced costs and streamlined design and
construction for State departments of transportation
(DOTs), local agencies, and tribal governments.
Bundling has allowed them to take advantage of
funding opportunities and rapidly address critical
projects.
The following DOTs have successfully used bundling:
 The Delaware DOT uses the bundling of contracts
Source: https://jornadapr.com/noticias/locales/1800/
denuncian-riesgo-por-instalacin-de-postes-muy-cerca-de-la-
carretera/
 The Pennsylvania DOT (PennDOT) conducted a
three-county pilot project that consisted of
rebuilding, replacing or removing 41 county-
owned structures for $25 million. This resulted in a
25-50% saving on design and a 5-15% saving on
construction. As a result, PennDOT pursued a
statewide 558-bridge bundling contract.
 The Ohio DOT’s Bridge Partnership Program is
replacing or rehabilitating 220 county bridges in
the course of 3 years funded through $120 million
in Grant Anticipation Revenue Vehicles (GARVEE
bonds).
 The Oregon DOT has a $1.4 billion State Bridge
Delivery Program replaced or repaired 271 bridges
through bundling 87 projects.
This article was written with adaptation of the
following sources:
https://www.fhwa.dot.gov/innovation/
everydaycounts/edc_5/project_bundling.cfm
https://www.reminetwork.com/articles/dispelling-
the-myths-about-project-bundling/
14 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: Eng. Juan Carlos Rivera, PRHTA

Reducing Rural Roadway Departures

O
ne of the greatest challenges that confronts
transportation innovation is the
understanding of the problem of reducing the
amount of intersections found in rural locations. As a
result, during the last few years traffic crashes have
increased due to the excessive demand found in these
locations. A roadway departure crash (RwD) is
defined as a crash that occurs after a vehicle crosses
an edge line or a center line, or leaves the traveled
way .
For the year 2016, in the United States, more than
50% of the fatalities were caused by traffic crashes in
rural areas and at least 30% occurred where the exit
and the main highway meet. In Puerto Rico, more than
70% of the highway network is rural, therefore, this is
a common problem. It is somewhat doubtful where to Source: Eng. Juan Carlos Rivera, PRHTA
apply safety counter measures to diminish the amount
Countermeasures for roadway departures that can be
of crashes because agencies do not count with the
applied systematically include:
human resources necessary to respond to this crash
category.  Signage and markings that delineate lane edges and
alignment changes can assist drivers navigate
smoothly.
 Rumble strips that alert drowsy and distracted
drivers drifting from their lane.
 Reduce loss of control through friction treatments
at curves or other important locations.
 Shoulders, Safety, EdgeSM, and clear zones to
provide opportunities for a safe recovery when
drivers leave the roadway.
 Roadside hardware to reduce the harshness of
Source: Eng. Juan Carlos Rivera, PRHTA roadway departure crashes.

However, a data analysis may assist agencies
incorporate countermeasures that would reduce the
amount of traffic crashes in rural areas. This can be
done through the use of innovative technology that
generates solutions pertaining to obtained resources
and compiled data from high risk zones. It can assist
state highway and transportation agencies give
priority to the locations and countermeasures that
will work effectively towards keeping vehicles in
their travel lanes, reducing the potential crashes
when vehicles exit the roadway, and the severity of
the crashes that do occur.
Three major benefits of attending these problems are:
 Safer Roads: Systematic safety treatments can
be applied to mitigate roadway departure crashes
at high risk areas.
Source: Eng. Juan Carlos Rivera, PRHTA
 Quick Deployment: Pilot efforts have shown
the possibility to implement a streamlined
process to address the problem on roads owned
by agencies, even with limited data, using existing
crash modification factors and standards.
 Flexibility: A extensive range of analysis,
diagnostic, and countermeasure selection tools
and processes are possible to fit the availability of
data and technical expertise of the agency while
considering the SHSP goals of the State.
Roadway departure countermeasures are normally
used on roads that have higher functional
classifications. These countermeasures are proven
methods for reducing crashes and improving the
prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 15
safety of transportation systems. Crash Modification
Factors (CMF) are developed and promoted for these
countermeasures and the can be applied using
existing tools and processes.
Source: http://www.ctre.iastate.edu/research-synthesis/
roadway-departures/on-pavement-signing.cfm
The state of Minnesota has developed a potential
safety counter measure for each of its counties, made
funding readily available and advocated partnerships
for efficient construction managements. Other states
such as North Dakota, Iowa, Nebraska, and Kansas
have been working on developing plans for all their
counties. The FHWA is working with more than 12
State department of transportation and Local
Technical Assistance Program Centers (LTAP) to
enhance the development of Local Safety
Implementation Plans.
To effectively prevent Roadway Departure (RwD)
crashes and fatalities, FHWA's RwD efforts are guided
by the RwD Strategic Approach & Plan that involves
implementing countermeasures that address RwD
crashes that fall into three main categories, including
those that keep vehicles on roadway, provide for safe
recovery, and reduce crash severity.
This article was possible with the adaptation of the
following technical sources:
https://www.fhwa.dot.gov/innovation/
everydaycounts/edc_5/docs/rural-roadway-
factsheet1.pdf
https://safety.fhwa.dot.gov/roadway_dept/strat_
approach/brochure
https://safety.fhwa.dot.gov/provencountermeasures/
16 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Safe Transportation for Every Pedestrian (STEP)

A ccording to the National Highway Traffic

Safety Administration (NHSTA), 2016 was the
year for the highest pedestrian fatalities to be
reported since 1990. This accounts for 16% of all
roadway fatalities. Out of the fatalities reported by
increases visibility for pedestrians and allows
them to walk 3 to 7 seconds through signalized
intersections. This is helpful for older and
disabled pedestrians who are slower at crossing.
The Federal Highway Administration Handbook
motor vehicle traffic crashes, pedestrians make up for Designing Roadways for the Aging Population
17.5% of these deaths that occur at uncontrolled promotes the use of the LPI at intersections with
crossing locations such as midblock or un-signalized high turning vehicle volumes.
intersections. These accidents occur due to
 Crosswalk Visibility Enhancements: This includes
inadequate pedestrian crossing facilities and
crosswalk lighting, enhanced signage, and
insufficient crossing opportunities which prevent safe
markings which helps drivers detect pedestrians,
and convenient pedestrian networks.
particularly at night. The purpose of these
Pedestrians should not be expected to travel visibility enhancements is to warn motorists to
significantly out of their way to cross roadways to expect pedestrians crossing and to indicate
reach their destination because it is pedestrians the of the best crossing locations.
counterproductive to a healthier transportation educed pedestrian crashes from 23-48%.
environment. Crossing locations and signalized
intersections often prioritize vehicles and may
obstruct safety for pedestrians. If agencies focus on
such locations, they can address significant national
safety problems and give a better quality of life for all
pedestrians.
The following countermeasures promoted by STEP
can improve pedestrian safety:
 Rectangular Rapid Flashing Beacons (RRFB):
These beacons are made of amber LEDs that use
an irregular flash patterns at midblock or
uncontrolled crossing locations and increase the
attention of the driver. They are a lowers cost
alternative to traffic and hybrid signals. The RRFB In San Juan, Puerto Rico
can be manually activated by pedestrians through
the push of a button or by a pedestrian detection Source: http://noticiapr.com/post/140920104981/
system. They can be installed on two-lane and on empleados-de-san-juan-pintan-cruce-peatonal-en
multi-lane roadways. As a result of this
 Raised Crosswalks: This technology serves as a
technology, pedestrian crashes decreased by 40%.
traffic calming measure and reduces vehicle
 Leading Pedestrian Intervals (LPI): The LPI speeds.
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 17

Source: Juan Carlos Rivera

 Pedestrian Crossing/Refuge Islands: They give
pedestrians a safer place to halt before crossing
the remaining distance to their destination.
 Pedestrian Hybrid Beacons (PHBs): The PHB is an
alternative option for a flashing beacon and a full
pedestrian signal. They provide positive stop
control for high-speed roadways with high
vehicular volumes.
implementing other STEP countermeasures,
pedestrian safety will greatly improve in Puerto Rico.
This article was written with adaptation of the
following sources:
https://www.fhwa.dot.gov/innovation/
everydaycounts/edc_5/docs/STEP-factsheet.pdf
https://safety.fhwa.dot.gov/ped_bike/step

 Road Diets: They diminish the number of lanes https://safety.fhwa.dot.gov/provencountermeasures

pedestrians must cross, reduce vehicle speeds
http://www.pedbikeinfo.org
and can create space to add new pedestrian
facilities such as pedestrian crossing/refuge
islands.
Communities such as New York City, have benefited
from using these countermeasures. In the city,
Leading Pedestrian Intervals (LPIS) were installed
and there was a decrease of 37% in fatalities. Also,
the State of Florida installed LPI and reduced vehicle-
pedestrian conflicts by 25-100% at different
intersections.
After the passage of Hurricane Maria through the
island of Puerto Rico, the transportation
infrastructure, smart and electronical, was out of
service. The recuperation and use of the
transportation system was quick thanks to some of
the STEP methods that were already implemented.
Some of these are Pedestrian Crossing/Refuge
Islands, Raised Crosswalks and Crosswalk Visibility
Enhancements. In 2017, 100 fatalities were reported
as a result of pedestrian traffic accidents. By Source: Juan Carlos Rivera
Fuente: http://www.barriersystemsinc.com/tunnel-reconstruction-utilizing-road-zipper-in-vienna

18 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: http://www.barriersystemsinc.com/tunnel-reconstruction-utilizing-road-zipper-in-vienna

Unmanned Aerial Systems (UAS): “Eyes-in-the-Sky” Solution

for Highway Transportation Challenges

A
ground.
lso known as drones, Unmanned Aerial
Systems (UAS) are multi-use aircrafts
controlled by a licensed operator on the
These aircrafts benefit
transportation by speeding up data collection,
highway
They improve safety for the inspection team and the
traveling public. For construction inspections, UAS
allows a bird’s eye view of the project’s progress and
for the development of three-dimensional terrain
models. UAS equipment give “eyes-in-the-sky” to State
increasing accuracy, providing access to hard-to-reach departments of transportation during incidents such
locations and replacing boots on the ground. The data as rockslides, floods, and avalanches and allows States
collected by UAS can be done automatically or to obtain quality data to take better-informed
remotely resulting in a process much faster than decisions.
traditional survey and mapping practices. UAS can
also be used as part of emergency response events,
surveying, and imagery, reaching sites of limited
access. UAS complements activities such as
inspections and increase safety for the team.
UAS advance construction, inspections, operations
and improve safety by collecting data needed for the
coordination of highway system life cycles. UAS
diminish costs by reducing the need for temporary
work zones that may detour traffic, and specialized
access equipment that may involve climbing.
Inspections enhanced by UAS have many benefits.

Source: https://www.e-education.psu.edu/geog892/node/5

The use of UAS is growing across transportation

agencies and is becoming more frequently used in
operations. Over 20 States have already involved high
-definition cameras and other sensors for their
inspections and projects.
UAS offer the following benefits:
 Safety: UAS speeds data collection and reduces
the risk to work crews and the traveling public.
The traditional way of bridge inspection requires
the set-up of temporary work zones, detouring
traffic, using special access equipment, and in
Source: https://dronesdepuertorico.com/ some cases, climbing.
Fuente: http://www.barriersystemsinc.com/tunnel-reconstruction-utilizing-road-zipper-in-vienna
Source: https://www.wired.com/story/drones-electricity-puerto-rico/
 Accelerated Construction: UAS technology
accelerates the rate of data collection operations,
such as survey or aerial photography and they
facilitate the exact quantity calculations of payment
to contractors.
 Asset Maintenance: UAS offers the potential for
isolating problem areas before an emergency occurs
by routinely and consistently mapping terrain and
monitoring condition which can save lives and
reduce asset maintenance costs. UAS technology can
quickly and inexpensively survey damage during an
emergency event to facilitate efficient recovery
operations.
Source: https://www.uasvision.com/2018/02/26/drones-
help-restore-power-in-puerto-ricos-mountains/
UAS can be classified according to the ranges they can
travel and their endurance in the air using the
following sub-classes developed by the US military:
very low cost close-range, close-range, short-range ,
mid-range , and endurance.
Successful UAS applications in the US associated with
highway transportation projects are:
 North Carolina; is using UAS to support
construction inspections and perform accident scene
reconstructions to open travel lanes more quickly.
prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 19
 New Jersey; is currently using UAS to support
structural inspections, real-time construction project
monitoring, traffic incident management, aerial 3D
corridor mapping, emergency response assessments,
and traffic congestion assessments.
 Colorado; is using UAS to monitor geohazards in
more than 40 mountainous corridors with highly
accurate data collection. The accuracy of the data
and the lower cost of acquiring it have led to a better
understanding and ability to mitigate wide-ranging
safety risks.
 Minnesota; DOT has put significant effort into
development of UAS use for bridge inspection and
has produced several informative reports that
advance the understanding of potentially vital
applications and current limitations.
UAS have been proposed as a cost-effective alternative
to Manned Aerial Vehicles (MAV), usually helicopters
operated by the police or air medical services, to
provide live footage and information of traffic
incidents. In summary, UAS is an innovative EDC 5
initiative that provides “eye-in-the-sky” solution for
the collection of massive trajectory data from road
arterials and replace the old approach of using already
pre-installed cameras at a fraction of the cost of MAV.
This article was written with adaptation of the
following sources:
https://www.fhwa.dot.gov/uas
https://www.faa.gov/uas
https://www.skybrary.aero/index.php
Unmanned_Aerial_Systems_(UAS)
https://www.fhwa.dot.gov/innovation
everydaycounts/edc_5/uas.cfm
https://www.e-education.psu.edu/geog892/node/5
20 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: https://www.tu-chemnitz.de/uk/pressestelle/
aktuell/3440

Crowdsourced Data: A Cost-Effective Solution to Advance

Traffic Operations

C rowdsourcing is a data collecting strategy that

uses cellphones and computer-aided dispatch
(CAD) systems to improve traffic management
at a low cost. Public agencies are increasing their
situational awareness of traffic conditions including
crashes, weather, and work zones to go beyond the
use of fixed sensors that monitor traffic conditions at
fixed locations. Crowdsourcing provides a new, real-
time data source that enables agency staff to make
decisions more quickly and cover larger geographic
areas, leading to improved responses to traffic Source: https://skylight.digital/blog/puerto-rico-a-disaster-lab
incidents and other congestion-causing events along -three-research-proposals/
with optimization of traffic flow through the system.
Its various forms range from peer production, in
Real-time crowdsourced data on traffic movement
which work is undertaken collaboratively, to public
and traffic flow throughout the transportation
competitions, in which only the best contributions
network can be integrated with transportation
will be recognized, to participatory sensing, which
systems management and operations (TSMO) systems
uses mobile devices and sensor networks to collect
that provide real-time traffic monitoring (situational
vast amounts of information.
awareness), traveler information (such as 511
systems and travel times on dynamic message signs), Crowdsourced data is cost-effective and could reduce
and active traffic management (ATM) (such as queue the need for additional roadside sensors and systems
warnings and dynamic lane control systems). that require installation and maintenance.
The benefits of using crowdsourcing data consists of:
 Increased safety through the rapid and accurate
response to incidents and other traffic
obstructions.
 Proactive and effective operation is achieved by
the provision of information from coursing
individuals, leading to traffic management in a
reliable way.
 Could reduce costs for road side sensors and
systems that require installation and
Monitoring Center for Traffic Systems in the DTOP
Source: Juan Carlos Rivera maintenance.
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 21

Source: https://www.tu-chemnitz.de/uk/pressestelle/ traffic management centers to post travel time

aktuell/3440 messages on dynamic message signs.
 The Washington, DC District DOT uses minute-by-
minute to assess the performance of arterials and
signals and produce web performance measure
dashboards (performance at a glance) so that
signals are retimed more proactively.
 The Metropolitan Transportation Commission,
monitors live traffic conditions and increases the
coverage area and accuracy of its 511 traveler
information system.
Traffic Management Center (TMC) Design and This article was written with adaptation of the
Functionality Cities of Mesa, Peoria, Avondale, Scottsdale following sources:
and Goodyear, Arizona
https://www.fhwa.dot.gov/innovation/
Source: http://www.leeengineering.com/intelligent- everydaycounts/edc_5/crowdsourcing.cfm
transportation-systems-1.aspx
https://www.liberquarterly.eu/articles/10.18352/
lq.9948/
Platforms such as InnoCentive, oDesk, Ushahidi,
Kickstarter, or CrowdFlower3 greatly simplify the
execution of crowdsourcing projects, uniting people
or institutions seeking help from the crowd with
individuals or teams taking on tasks advertised via an
open call. Another example is Waze, a community-
based traffic and navigation app that reports to have
hundreds of State and local agency partners
participating in their Connected Citizens Program.
The Iowa, Ohio, and Pennsylvania Departments of
Transportation (DOTs) and other DOTs are working
with INRIX® to provide real-time traffic and road
conditions to measure and manage the transportation
network. Several agencies are detecting incidents
through crowdsourcing much faster than notifications
from 911 centers, thus enabling a faster response to
incidents even on remote locations. Additional
examples of crowdsourced data for traffic
management include:
 Florida DOT combines crowdsourced data with
CAD to improve the response for crashes and road
closures.
 Iowa DOT receives crowdsourced data from
multiple sources in its traffic management centers
for detecting incidents on urban and rural roads
in real time.
 Michigan DOT receives minute-by-minute
crowdsourced data that goes directly into its
22 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Value Capture: Capitalizing on the Value

Created by Transportation

T ransportation networks and urban land value

are closely linked. By building businesses
adjacent to public roads, land value increases
and an economic cycle that benefits agents and
landowners alike begins. Firstly, a transportation
improvement increases the accessibility to desirable
destinations, such as jobs or schools. Then, by effect,
locations with higher accessibility tend to command
higher prices for land, benefiting landowner from the
increased value. Using value capture mechanisms, a
part of this created land value can be captured in the
form of revenue. The revenue generated can help
finance the transportation improvement, or it can go
toward further transportation investment, spurring a
new round of increased accessibility and land value.
Some of the benefits of capitalizing transportation
value is the continuous improvement and provision of
a sustainable revenue source that can support
operations and maintenance or, in some cases, the
financing of the original transportation improvement.
Another benefit is the financial equity that surges when
private landowners benefit from a public investment
and value capture provides a way for a portion of the
gain to directly support the public investment that
enabled their benefit. Value capture also runs on
environmental resiliency, meaning value is captured
from land but not the buildings made to it. Landowners
would pay the same land tax regardless of land use, so
they are incentivized to develop or sell the land close to
transportation, possibly limiting sprawl and
supporting denser development near highways.

Source: https://www.cityandstateny.com/articles/policy/
infrastructure/how-value-capture-can-save-new-york-citys-
subways.html

Among the menu of options for implementing value

capture, the following mechanisms are most
widespread in the United States: special assessments,
tax increment financing, development impact fees,
Source: https://www.fhwa.dot.gov/innovation/everydaycounts/
developer contributions, joint development.
edc_5/value_capture.cfm

The following are examples of different value capture
applications supporting highway improvements
across the United States:
 Several small towns in Oregon have instituted
transportation utility fees through monthly utility
bills that fund programs paying for local road
maintenance and safety projects.
 California’s Orange County Transportation Corri-
dor Agencies (TCA) are using development impact
fees to generate funds that have provided seed
capital for transportation facilities and continue to
be an integral feature of TCA’s debt management
strategy.
 The city of Chicago used tax increment financing
districts to fund a variety of projects, including
street improvements, transit stations, and neigh-
borhood redevelopment.
In the case of Kansas, their city capitalized on a 2005
state law permitting municipalities to establish spe-
cial assessments or a transportation development dis-
trict sales tax to finance transportation infrastructure.
Among the infrastructure improvements there were
streets, parking lots, storm sewers, traffic signals,
street lights, and sidewalks, and bike trails.
Source: https://www.fhwa.dot.gov/ipd/project_profiles/
ks_tallgrass_creek.aspx
The Federal Transit Administration (FTA) describes
transit-oriented development (TOD) as compact,
mixed-use development near transit facilities and
high-quality walking environments.
A transportation development district may only be
created after the governing body of the municipality
receives a petition signed by the owners of all the land
area within the proposed district. The municipality
may issue bonds backed by the special assessment to
finance infrastructure improvements.
prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 23
Source: https://www.bcg.com/publications/2016/corporate-
development-finance-value-creation-strategy-transportation-
and-logistics-in-a-changing-world.aspx
A Transit Cooperative Research Program
study concludes that the typical TOD leverages transit
infrastructure to promote economic development and
smart growth, and to provide for shifting market de-
mands and supply lifestyle preferences. TOD is about
creating sustainable communities where people of all
ages and incomes have transportation and housing
choices, increasing location efficiency where people
can walk, bike and take transit. In addition, TOD
boosts transit ridership and reduces automobile con-
gestion, providing value for both the public and pri-
vate sectors, while creating a sense of community and
place.
Value capture is a strategy to regain profit and grow
economically. To achieve profitable growth, compa-
nies in all T&L segments will need to adapt their tradi-
tional business models to the changing market envi-
ronment. In many cases, this will entail standardizing
and optimizing structures and processes, having a
greater focus on serving industry verticals and devel-
oping innovations, and optimizing the performance of
the overall organization rather than individual loca-
tions or particular routes.
This article was written with adaptation of the follow-
ing sources:
https://www.nap.edu/read/23682/chapter/4#15\
https://www.fhwa.dot.gov/ipd/value_capture/
transit_oriented_development/
https://www.bcg.com/publications/2016/corporate-
development-finance-value-creation-strategy-
transportation-and-logistics-in-a-changing-
world.aspx
24 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER
Virtual Public Involvement: A Social Media Tool to
Permanently Address Public Needs in Transportation Projects
A s technology progresses, more agencies around
the world are adding social media and online
tools as a means to engage and facilitate two-
way communications with residents, presenting them
with an opportunity to expand the number and
diversity of voices when making decisions for the city
or county.
When it comes to decision-making for transportation
facilities, State departments of transportation (DOTs),
transit agencies, metropolitan planning organizations
(MPOs), and rural transportation planning
organizations (RTPOs) have developed innovative
techniques to include public opinions through the
means of virtual communication. Platforms such as
telephone town halls, online meetings, pop-up
outreach, social meetings/meeting-in-a box kits, story
maps, quick videos, crowdsourcing, survey tools, real-
time polling tools, social media following,
visualizations, and blogger websites are designed with
Source: https://www.fhwa.dot.gov/innovation/everydaycounts/
edc_5/docs/VPI-factsheet.pdf
 prltap.org
Traditional Public Involvement
Source: Eng. Alexandra Velazquez, PRHTA
the purpose of informing and receiving feedback from
daily users of the transportation system. Agencies seek
to benefit from the accessibility, efficiency and low cost
that these virtual tools offer, as well as the information
submitted by the public. The accelerated project
delivery received from the public’s virtual input is
particularly helpful because it assists with the
identification of issues early in the project planning
process, reducing the need to revisit decisions, saving
time and money.
Virtual public involvement can aid in establishing a
common vision for transportation and ensure the
opinions and needs of the public are understood and
considered during transportation planning and project
development. States DOTs, MPOs and RTPOs that have
applied virtual pubic involvement strategies includes:
 Delaware DOT: Created a mobile app that
assembles project information, provides real-time
traffic alerts, notifies users of project-related
upcoming public meetings, and provides a way for
stakeholders to contact DelDOT when issues arise.
 North Jersey Transportation Planning
Authority: Uses real-time polling as part of live
meetings and webinars.
 Texas’ Alamo Area MPO: Uses low-cost videos in
posts on social media.
Online engagement does not assume to replace in-
person contact, but is instead an important
complement at the beginning, alongside or after face-to
-face communications with residents.
Many cities and counties are in the early stages of
adoption and experimentation with these tools and
have yet to realize their full potential.
 prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 25

A common challenge local government agencies face is While these benefits may be compelling, often
the sense that they are only hearing from a narrow agencies have limited staff time to devote to choosing
section of their communities on local policy decisions. and implementing public engagement software (or
public engagement in general). Many local agencies
The reason suspected is the resident’s lack of time,
have expressed hopes or expectations that the vendor
transportation or inclination to get involved. However,
can take on the bulk of the work because they have
the 2012 Tracking Survey of the Pew Research Center
not yet developed the practices that will help them
shows that 35% of U.S. adults work with fellow
realize the full range of possible benefits.
residents to solve a problem in the community.
Many cities and counties are pursuing online
engagement to meet residents’ expectations for digital
communications. Some have larger goals of achieving
staff efficiencies and/or increasing public trust. The
field is still too recent to have a large body of concrete
evidence about the cost and benefits achieved or
visible changes in public attitudes as a result of
introducing online engagement. However, the
following are examples and ideas of immediate
benefits of broadening :
1. Some processes are accessible via mobile or text,
meaning input can be given any time of day, with
less participation time required and no need for
childcare or transportation.
Source: http://www.ca-ilg.org/sites/main/files/file-
2. Provide essential background information with attachments/broadening_particpation_8.26.pdf
varying levels of detail for different issues and
audiences. With the progress so far, leaders of online
engagements have shared some consistent advice:
3. Make responses only after a resident has viewed
the background data if desired. 1. Let the public engagement purpose drive the tool,
not vice versa.
4. Modify information more easily, keep it current;
and respond to questions as they arise. 2. Understand the staff capacities required for
effective implementation.
5. Welcome community members fearful of public
meeting format (due to personality style or tone 3. Be strategic about syncing online and face-to-face
of discourse). public engagement to take advantage of the
strengths of each.
6. Offer many more ways to participate than a few
minutes at a microphone; such as the ability to 4. Embrace a “continuous learning” attitude about
post a comment, upload photo or video, place a these online tools across agency departments .
pin on a map and invite others. Some jurisdictions choose to have their first online
7. Make public input visible and transparent to all; public engagement effort focus on relatively less
some services offer geographic analysis and other contentious issues, such as the City of San Ramon’s
ways to allow participants, decision-makers and request for Community feedback about how to
the broader community to assess the celebrate Independence Day. Others use a topic that is
representativeness of online participants. just for the jurisdiction’s employees so that staff
members have an opportunity to familiarize
8. Set and evaluate measures of success themselves with the platform.
9. Develop an audience of informed and interested This article was written with adaptation of the
residents across issues and agency departments; following sources:
a ready group to invite to participate in future
engagement opportunities. https://www.fhwa.dot.gov/innovation/
everydaycounts/edc_5/docs/VPI-factsheet.pdf
26 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: Eng. Jaime Lafuente, PRHTA

Weather-Responsive Management Strategies

W eather changes can affect driver capabilities,

visibility, vehicle performance (i.e., traction,
stability and maneuverability), pavement
friction, roadway infrastructure and agency
transmission from the roadside to the vehicle. The
vehicles serve as data collectors and anonymously
transmit traffic and road condition information from
every major road within the network to transportation
productivity, as well as increase risk of crashes and agencies, warning drivers about which roads to avoid
delays to all road users. while providing data for agencies to implement active
strategies to relieve traffic congestion.
According to the FHWA, 21% of motor vehicle crashes
occur under adverse weather conditions, typically A survey conducted on 1,596 people over the age of 18
resulting in nearly 6,000 casualties and over 445,000 from the U.S, UK, and Australia, replied positively to the
injured annually. For this reason, the Every Day Counts idea of connected - vehicle technology. Most had not
(EDC) Innovations of 2019-2020 have included a Road previously heard of the technology but stated that
Weather Management Program (RWMP) that seeks to safety was its most important aspect and expressed the
provide accurate information to agencies for the importance for personal communication devices to
improvement of traffic intervention, management, and integrate with connected vehicles.
response, to diminish negative impacts from adverse
Another example can be seen in the state of Iowa who
weather conditions. This initiative can be achieved
has made extensive investments in vehicle-based
through the collection of data, mainly from Integrating
technologies for more efficient and effective traffic and
Mobile Observations (IMO) and connected vehicle
maintenance management.
technologies, combined with informed decisions
stemming from Pathfinder. Additional strategies improved by the RWMP have
been categorized in Motorist Advisories, Alert and
Minor adjustments can be made to the initial concept
Warning Systems, Speed Management Strategies,
of this ED 5 initiative in order to have the potential to
Vehicle Restriction Strategies, Road Restriction
be implemented in Puerto Rico. In the following
Strategies, Traffic Signal Control Strategies, Traffic
paragraphs, the main component of the current RWMP
are described with the hope it can be adapted in the
near future to address Puerto Rico conditions in the
Caribbean.
IMO works by attaching ancillary sensors that collect
weather and road condition data such as air pressure,
surface temperature, relative humidity, windshield
wiper status, and more and transmitting it to agencies
that can take action and intervene in road problems.
Many states have implemented IMO’s on government
fleet vehicles, heavy and light duty trucks and mowers.
Connected vehicle technology is an advanced wireless
communication system supported by Dedicated Short-
Range Communications (DSRC) and consists of data
Source: Eng. Jaime Lafuente, PRHTA

Incident Management, Personnel/Asset Management,
and Agency Coordination and Integration.
These weather-responsive management strategies are
presented and discussed in detail in a report made on
2011 titled Developments in Weather Responsive
Traffic Management Strategies.
The application of traffic advisory and warning signs is
also part of the RWMP and can be adapted to address
weather related conditions applicable to Puerto Rico as
well as other locations with different climatic
conditions such as those experience in the northern
United States and Canada. The application of these
innovations would provide safer roads, better
informed travelers and environmental sustainability.
There are three (3) types of technologies that can be
used to help mitigate weather impacts on roads:
1. Surveillance, Monitoring and Prediction:
Environmental observations ultimately support
predictive information for decision support
applications. Predictions of environmental conditions
can be obtained from public sources, such as the
National Weather Service and the National Hurricane
Center, and from private meteorological service
providers. Environmental data may also be obtained
from mesoscale environmental monitoring networks,
or mesonets, which integrate and disseminate data
from many observing systems (including agricultural,
flood monitoring and aviation networks).
Mesonet Components
Source: https://ops.fhwa.dot.gov/weather/
mitigating_impacts/surveillance.htm
The NOAA Meteorological Assimilation Data Ingest
System (MADIS) is a data management system that
collects data from surface surveillance systems,
hydrological monitoring networks, balloon-borne
instruments, Doppler radars, aircraft sensors, and
other sources.
prltap.org  EL PUENTE NEWSLETTER VOL.32 NO.3, 2018 27
2. Information Dissemination: Transportation
managers and information service providers
disseminate road weather information to travelers in
order to influence their decisions, such as route
selection, departure time, vehicle type and equipment,
driving behavior (e.g., decrease speed, increase
following distance) and trip deferral. Managers utilize
various technologies and strategies including
activation of flashing beacons atop static signs, posting
warnings on Dynamic Message Signs (DMS), and
broadcasting messages via Highway Advisory Radio
(HAR).
Route-specific road condition reports and travel
forecasts are often provided through state agency web
sites and interactive telephone systems, including 511 -
the national traveler information telephone number.
Road weather information can also be delivered via
other dissemination technologies, such as Personal
Digital Assistants (PDAs), in-vehicle devices, and kiosks
in rest areas.
3. Decision Support, Control and Treatment:
The Maintenance Decision Support System (MDSS) is
designed to assist winter maintenance managers make
road treatment decisions, and the Weather Response
System (WRS) prototype provides transportation
managers with weather forecasts and radar data to
support operational decisions.
Advanced traffic signal control systems can be used to
modifying traffic signal timing based upon pavement
conditions.
The MDSS can be adapted to address weather related
conditions applicable to Puerto Rico as well as other
locations with different climatic conditions such as
those experience in the northern United States and
Canada.
This article was written with adaptation of the
following technical sources from the FHWA website
and other weather related sources:
Guidelines for Deploying Connected-Vehicle Enabled
Weather Responsive Traffic Management Strategies.
https://ops.fhwa.dot.gov/publications/
fhwahop18041/fhwahop18041.pdf
http://www.umtri.umich.edu/our-results/
publications/survey-public-opinion-about-connected-
vehicles-us-uk-and-australia
https://ops.fhwa.dot.gov/weather/q1_roadimpact.htm
https://ops.fhwa.dot.gov/weather/
mitigating_impacts/technology.htm
 PRLTAP Center Staff
Director & Editor
PUERTO RICO TRANSPORTATON Benjamín Colucci Ríos

TECHNOLOGY TRANSFER CENTER Editor Assistants

University of Puerto Rico at Mayaguez Emily Bernard Rodríguez
Department of Civil Engineering and Surveying
Call Box 9000, Mayaguez, PR 00681 Davidson Marcano González
Raúl Rodríguez Santiago
787.834.6385 PHONE
787.265.5695 FAX Emily Silva Brenes

Puente
www.prltap.org EL
Administrative Staff
Irmalí Franco Ramírez
Grisel Villarubia Echevarría
Nichole Román-Vélez

Student Staff
Verónica Suárez Torres
Laura Torres Rivera
El Puente Newsletter
Vol. 32, No. 3, 2018

EL PUENTE is published by the Puerto Rico Transportation Technology Transfer

Center located at the Department of Civil Engineering and Surveying in the
University of Puerto Rico, Mayaguez Campus .

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.

Puerto Rico LTAP