Professional Documents
Culture Documents
Issue 1
EL PUENTE
Puerto Rico Transportation Technology Transfer Center Newsletter
University of Puerto Rico at Mayagez
Inside this
issue:
Effective Strategies
to Improve Road
Safety
American Recovery
and Reinvestment
Act (ARRA) of 2009
Proposed
Amendments to
Part 6 of MUTCD:
Temporary Traffic
Control
10
Future Seminars
and Events
10
11
The identification, implementation and evaluation of traffic safety policies and countermeasures have taken prominence due to the high cost to society of road crashes and their related
injuries and severities. Approximately 1.3 million people die and between 20 and 50 million
people are injured each year as a result of road crashes worldwide.
State and local transportation agencies must evaluate and implement strategic approaches to
improve road safety by systematically addressing the risk issues or hazards that account for
the majority of road-related fatalities in a particular State or region. Comprehensive highway
safety plans include strategies for the 4 "E's": Engineering, Education, Enforcement, and
Emergency Medical Services.
Recent data have shown a declining trend in road fatalities in the United States. In the year 2007, the amount
of 41,059 road fatalities represented the lowest number
since 1994. This statistic was complemented with an
average fatality rate of 1.36 per 100 million vehicle-miles
traveled (VMT), the lowest in record. From a National
viewpoint, the most deadly types of crashes are roadway departure crashes, intersection crashes, crashes
involving pedestrians, and speed-related crashes.
ENGINEERING
EDUCATION
ENFORCEMENT
EMERGENCY
MEDICAL
SERVICES
Page 2
Flagger Operations
Flaggers in temporary work zones will be
required to use a STOP/SLOW paddle, a
red flag, or an Automated Flagger Assistance Device to control road users
through Temporary Traffic Control (TTC)
zones.
450 mm (18 in)
MIN.
Downstream
taper
900 mm
(36 in)
Short taper
Also, minimum taper lengths have been proposed for one-lane, two-way traffic tapers.
High-visibility public
safety vest
Requirements are being included that all personnel and workers (flaggers included) within
the public right-of-way in both federal-aided
and non-federal aided streets and highways
must use high visibility safety apparel. This
amendment comes as an expansion to the
Title 23 CFR revisions, which extended the
applicability to all roads open to public travel,
and not just federal-aided highways.
An option is being added to allow first responders and law enforcement personnel to make
use of the newly-developed ANSI/ISEA 2072006 standard for public safety vests (shown
600 mm
(24 in)
TRAFFIC
600 mm
(24 in)
Page 3
Volume 22
Number of phases
Placement of messages
within each line,
100 to
150 mm
(4 to 6 in)
900 m
(36 in) MIN.
Page 4
Temporary Lane
Raised Islands
Separators
and
Rumble strips
Black and orange are acceptable colors for
transverse rumble strips in TTC zones according to new standards based on successful experimentation.
Page 5
Volume 22
This is as stated by the Department of Homeland Security and Presidential Directives (DHSPD) #5 and #8,
which require the adoption of the NIMS and the ICS by
all Federal, State, tribal and local governments. In addition, these two systems are required for all planned and
unplanned incidents in the United States.
Page 6
10
20
30
40
50
60
Special attention has been provided to develop safety countermeasures to reduce the likelihood of the most deadly types of
crashes. The following nine countermeasures are being promoted
by FHWA for their consideration in state and local safety improvement programs and ARRA
funded projects to reduce highway fatalities and injuries.
Rumble Strips
The application of rumble stripes or strips has shown reductions between 15 to 80% on freeways and 25% on two-lane roads of run-off-the-road (ROR) crashes and reductions between 20 to 25% of head-on and sideswipe crashes of vehicles in opposite directions on
undivided roadways. Costs vary based on the application, but prices range between $0.20
and $3.00 per linear foot. Visit http://safety.fhwa.dot.gov/roadway_dept/pavement/
rumble_strips/ for more information.
COUNTERMEASURE 3: MEDIAN BARRIERS
Median barriers are longitudinal barriers that separate opposing traffic on a divided highway
and are used to redirect vehicles striking either side of the barrier. Median barriers can significantly reduce the occurrence of cross-median crashes and the overall severity of median
-related crashes. A median barrier should be installed only if the consequences of striking
Volume 22
Page 7
the barrier are expected to be less severe than if no barrier existed. The 2006 AASHTO
Roadside Design Guide encourages the consideration of barriers in medians up to 50
feet wide on high-speed roadways.
As with roadside barriers, median barriers are categorized as flexible, semi-rigid, or rigid.
The most commonly used types of median barriers are cable, w-beam, and safety-shape
concrete barriers. All new median barriers must conform to NCHRP Report 350 criteria.
Studies have observed that median guardrails on divided highways reduce fatal and injury crashes, while increasing property damage only crashes. Installation cost will vary
depending on the material used. Cable barrier systems can be installed for an average
cost of $76,500 per mile. For more information review: http://safety.fhwa.dot.gov/tools/
median_barrier.htm or the AASHTO Roadside Design Guide.
Median Barriers
Safety Edge
Modern Roundabout
Page 8
Right-turn
Exclusive Lane
Intersections are defined as the general area where two or more roadways join or
cross. The majority of crash black-spots identified on highway networks are intersections; thus its design must facilitate the convenience, ease, safety, and mobility of all
road users. The installation of turn lanes reduces the crash potential and motorist inconvenience, and improves the intersection operational efficiency. The most frequent
type of collisions at intersections are right-angle and rear-end between vehicles and
vehicles colliding with pedestrians. Adding exclusive turn lanes provides separation
between turning and through traffic and reduces conflicts by separating traffic movements.
Studies have shown that various forms of channelization have a more favorable effect
on the number of crashes at four-leg than T-intersections. The installation of the turn
lanes may require additional right-of-way, which will increase its cost. More information
is available at: http://safety.fhwa.dot.gov/intersections/intersectionsap.htm.
COUNTERMEASURE 7: YELLOW CHANGE TIME INTERVALS
The yellow change is the time interval following a green indication at a signalized intersection during which the yellow signal indication is displayed to warn drivers of the impending change in right- of-way assignment. Yellow change intervals should be appropriate for the speed and distance traveled at a signalized intersection.
Yellow change intervals that are not consistent with normal operating speeds create a
dilemma zone in which drivers can neither stop safely nor reach the intersection before
the signal indication turns red. The length of the yellow change interval should be increased at any intersection where the existing yellow change interval time is less than
the time needed for a motorist traveling at the prevailing speed of traffic to reach the intersection and stop comfortably before the signal turns red. Increasing yellow change
interval (up to certain time) has been associated with reductions in red-light running.
More information at: http://safety.fhwa.dot.gov/intersections/rlr_report/chap3.htm.
COUNTERMEASURE 8: MEDIAN PEDESTRIAN REFUGE AREAS
Pedestrian refuge areas (also known as crossing islands, center islands, pedestrian islands, or median slow points) are raised islands placed in the street at an intersection or
at a segment midblock to separate crossing pedestrians from motor vehicles. Providing
raised medians or pedestrian refuge areas at pedestrian crossings at marked and unmarked crosswalks has shown reduction in pedestrian crashes. Installing such raised
channelization on approaches to multi-lane intersections has been shown to be particularly effective. This application can also be integrated with raised cross-walks. More information at: http://safety.fhwa.dot.gov/ped_bike/univcourse/swless15.htm.
COUNTERMEASURE 9: WALKWAYS AND SIDEWALKS
Sidewalks
Pathways, sidewalks, or paved shoulders should be provided wherever possible, especially in urban areas and near school zones where there are high volumes of bikes and
pedestrians. Walking along road pedestrian crashes typically represent around 7.5% of
all pedestrian crashes in a location (with about 37% of that 7.5% being fatal and serious
injury crashes). The presence of a sidewalk or pathway on both sides of the street, or
providing paved, wide shoulders (with a minimum of 4 feet) on roadways that do not have
sidewalks have been associated to reducing more than half of the walking along road
pedestrian crashes. More information at: http://www.fhwa.dot.gov/environment/bikeped/
design.htm#d4.
Adapted from a FHWA publication and other sources. For more information about these
safety countermeasures visit FHWA Safety Office at: http://safety.fhwa.dot.gov/policy/.
Page 9
Volume 22
The $48.1 billion in ARRA for transportation investment is divided as shown below.
Amtrak
2.8%
Discretionary
Grants
3.2%
Transit
18.0%
Highways
58.9%
Selected projects must follow the regular Federal-aid processes of NEPA, Disadvantaged
Business Enterprises, Buy America, and
Davis-Bacon wage rules (no exemption for
local roads and rural minor collectors). Projects will generally follow the rules of the Surface Transportation Program (STP).
Many states are using ARRA funds for resurfacing projects. There is opportunity to add
safety improvements to these resurfacing projects, as well as developing safety improvement projects, such as:
PR
($, Mill.)
USVI
($, Mill.)
105.000
Transit capital
68.295
1.284
Fixed-guideway modernization
0.675
N/A
51.114
1.962
Page 10
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Volume 22
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E-mail: gvilla@uprm.edu
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EL PUENTE NEWSLETTER
Volume 23
Issue 3
Staff
Director
Benjamn Colucci
Deputy Director
Alberto M. Figueroa Medina
Program Administrator
Gisela Gonzlez
Administrative Coordinators
Grisel Villarubia
Irmal Franco
Secretary
Gloril Fernndez
Assistants to the Editor
Daniel Rodrguez
Walter Zeno