NEWSLETTER

Puente
2018
EL

Volume 32
Number 2

Source:https://metropistas.com/

FROM THE IDEA TO THE REALITY:

DEVELOPMENT OF PUBLIC-PRIVATE ALLIANCES IN 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 Number 2, 2018

CONTENTS PAGES

Pages 4-7
Message from the Director 3

From the Idea to the Reality: Development of

4-7
Public-Private Alliances in Puerto Rico

What is Pavement Preservation? 8-9

Minnesota Department of Transportation

10-11
Develops Remote Control Flagger Robot

Pages 8-9
Moveable Barrier Systems 12-13

Pedestrian Bridge Collapse in

14
Florida International University
Longitudinal Grooving:
15
A Proven Safety Countermeasure
World’s First Electrified Road

Pages 14-15
16-17
Opens in Sweden
Meet Your Instructor:
18
Dr. Arsenio Caceres Fernandez

Decade of Action for Road Safety Pledge 19

Vol. 32 Number 2, 2018

The Puerto Rico Transportation Technology Transfer Center, PRLTAP/T2, 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
elcome! to all our readers
in this second edition of
the thirty-second anniversary of the
Newsletter, El Puente.
The featured article, From the Idea
to the Reality: Development of
Public-Private Alliances in Puerto Rico is written by Dr.
González Montalvo, initially talks about some of the latest
successful PPP projects in Puerto Rico. Dr. González discusses
the difference between unsolicited and solicited proposals and
how they follow a similar analysis. Dr. González proceeds to
describe the three main steps of project’s screening, as well as
the planning and procurement process to move forward a PPP
project.
Our second article in this edition, What is pavement
preservation? is part of the EDC Program and the EDC-4
projects of the Federal Highway Administration (FHWA). The
article points out the great dependence a country has of their
roadways and the impact of pavement repair costs. By following
the EDC guides, countries can benefit from cost-effective
materials that elongate the service life of pavements, and
improve public safety. This initiative seeks to create awareness
of the efforts made by organizations and universities to improve
the lifespan of roads everywhere.
The following article is devoted to the development of a remote
control flagger robot by the Minnesota Department of
Transportation. This article assesses the issue of poorly lit
workers situated between hazardous road constructions. The
Automatic Pointer Assistance Device (AFAD), is made to help
with the signaling in road work areas and to prevent accidents.
The AFAD contains several convenient features that benefit
laborers and drivers alike. The article also briefly mentions a
previous AFAD that served as a prototype for the newly
developed one.
In the article titled Moveable Barriers Systems, Puerto Rico is
mentioned to be one of the thirteen locations around the world to
benefit from moveable barriers in a temporary and permanent
way. An in depth explanation is provided on how moveable
barriers work and where some are situated in Puerto Rico. The
article also lists the multiple safety benefits and cost effective
solutions for transportation using moveable barriers.
The article that follows is about the Pedestrian Bridge Collapse
at the International University of Florida. Information on how
the bridge was structured, designed and assembled using the
"Accelerated Bridge Construction" (ABC) method is mentioned.
prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 3
This incident also meditates on the possible causes and
precautions that could have been taken so that this tragic
accident would not have happened.
The following article titled Longitudinal Grooving: A Proven
Safety Countermeasure, explains how grooving is an excellent
option to reduce accidents on wet pavements. The procedure
of grooving, its safety and cost benefits are also discussed, as
well as the effect this method can have on the main roads of
Puerto Rico.
The last article is titled World’s First Electrified Road Opens
in Sweden. This project developed by eRoadArlanda tackles
Sweden’s issue of increasing amounts of vehicles and their
short battery power, through a system that functions with
dynamic charging. Electrified roads reduce the levels of fossil
fuel while being a cost-effective and environmentally friendly
solution that can prove beneficial to Puerto Rico.
Finally, the Center is pleased to recognize Dr. Arsenio Cáceres
Fernández in our Meet Your Instructor section of this
newsletter. Dr. Cáceres is a professor in the Department of
Civil Engineering and Surveying at the University of Puerto
Rico in Mayagüez. Dr. Gonzalez is a licensed professional
engineer (PE) who’s had the opportunity to investigate with
the Federal Highway Administration, the Mid-America
Earthquake Center, the Insurance Commissioner of Puerto
Rico and the Office of Naval Research on projects related to
the behavior of concrete in roads and marine environments, as
well as the behavior of structures subjected to natural disasters.
Learn about his countless academic achievements, his recent
publications and extensive knowledge on civil engineering.
We close this edition with our unwavering commitment based
on 10 fundamental commandments and principles of road
safety; share it with your friends and family, and this way help
us save lives on our roads.
I hope that the articles presented in this edition will be of
benefit to our readers and local officials involved in
transportation in Puerto Rico. Our intention is to share and
continuously update innovative research initiatives associated
with transportation, especially Every Day Counts (EDC), in
our mission to promote road safety, workforce development
and transportation infrastructure management.
Benjamín Colucci Ríos
4 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Main Topic

From the Idea to the Reality: Development of Public-Private

Alliances in Puerto Rico

Puerto Rico has a proven track record of successful public-private

partnerships (P3s or PPPs). Previously, its closed the PR-22 and PR-5
road transactions in 2011 and later the transaction with the Luis Muñoz
Marín airport in 2013. Currently, it has a multi-asset class project
portfolio that covers classes of electric infrastructure assets, water,
transport and social infrastructure. Curiously, the Public-Private
Partnership Authority of Puerto Rico has what it calls priority projects and
unsolicited project proposals. The priority projects are those that start as
an initiative of the Government. The unsolicited proposal is an idea or
By: Edwin E. González concept for a project presented by a company or consortium of the private
Montalvo, PhD, PE sector. While the origin of priority projects and unsolicited proposals is
different, both follow a very similar analysis.

Project Project Project

Evaluation Planning Acquisition

Project Screening
The Authority, together with its advisors, make a
general effort that include three main phases:
First Step
The project’s screening phase entails three main steps.
First, an initial review of the project is performed to
better comprehend several aspects. These aspects
include: a better understanding of the public’s interest
in the project and, if it improves the social and
economic conditions of the surrounding communities.
Additionally, the public acceptance of the project is
analyzed to better grasp the local community’s response
to P3s. Further, the size and scope of the project is
analyzed to better understand the structure of the
project and if the current size is enough to attract
private sector financing, while at the same time not
exceeding the capacity of the financial markets.
Moreover, the commerciality of the project is analyzed,
identifying precedents within the market and the
potential payments mechanism available (eg.
availability payment, demand risk, gap financing).
Lastly, the timeliness of the delivery is assessed to
better understand if the P3 delivery will allow taxpayers
to benefit from the project at an earlier time.
Second Step
Once these projects pass this initial review and a better
understanding is obtained, the second step within the
project screening phase entails a fatal flaw review.
This revision will explore three main criteria:
1. Financial viability and timeliness,
2. The lack of legal impediments,
prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 5
3. Track record in the private sector
The financial viability seeks to identify how the project
can be financed (eg. tolls, availability payments,
government subsidies) to provide a commercial
performance rate to cover the costs of construction and
operation.
The timeliness aspect in this case, seeks to identify the
maturity of the project so it can enter a procurement
that is not delayed because of a lack of study or other
factors. Further study of the project will explore if there
are no existing legal impediments affecting its
procurement. These could include environmental,
regulatory approvals, or statutory requirements that will
impede the procurement of the project. Lastly, further
understanding of the structure of the project will be
advanced at this stage to identify similar projects that
have successfully been procured as P3s and how the
project can be further structured to attract market
interest.
Third Step
Lastly, the third step within the project screening will
entail a detailed review criteria. This step will allow a
deeper understanding of the key aspects of the project.
In this step, the following criteria are analyzed:
1. Necessity, will the P3 ser ve the public inter est;
2. Integration, is the pr oject is viable by itself or
does it need substantial fiscal support mechanism;
3. Effective risk transfer, is the public sector
willing to transfer key project risks and the control
levers;
4. Accountable treatment, does the pr oject have a
budgetary impact;
6 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER
5. Innovation, per for mance-based specifications are
established, that foster creativity in the private sector;
6. Lifecycle Risk, what is the optimum r isk
exchange profile (Design-Bid-Build, Design-Build,
Design-Build-Finance, Design-Build-Operate-Maintain,
or Design-Build-Finance-Operate-Maintain) to provide
the proper transfer of risks to the private sector;
7. Term, is the sufficient dur ation of the contr act to
attract the private sector;
8. Schedule and certainty of costs, does it pr ovide
an accelerated construction timeframe and allow
budgeting future costs;
9. Technical viability, could the best industr y
practices be included; and
10. Competition, will a competitive r ange of offer s
be received.
Project Planning
Once the project has gone through the three steps of the
screening, recommendations are provided to perform
more detailed studies at the project planning phase with
other specialized consultants and subcontractors,
including, surveyors, appraisers, engineers, architects,
geotechnical consultants, financial advisors, investment
bankers, underwriters, bond counsel, traffic and revenue
consultants among others to prepare the project for a
successful procurement.
Once the Authority has determined that a project meets
with the initial review, the fatal flaw review and the
detailed review criteria, the Executive Director of
Authority submits the project to the Government Board
of the Authority for its consideration for additional
studies before proceeding with the procurement.
 prltap.org
The P3 Act names this study a Desirability and
Convenience Study (D&C) that, as its name states,
seeks to determine if a project is desirable and
convenient for the government to pursue a P3, instead
of the traditional procurement (Design-Bid-Build or
Design-Build). This stage also allows proper planning
and structuring of the project, so it attracts private
sector participation.
The D&C seeks to answer four main questions:
1. What public service does the government want to
provide with the project?
2. What are the available procurement options?
3. Which of these procurement options provide more
value for money?
4. Can the government pay the best acquisition
option identified?
These four main questions are typically addressed in
four different chapters inside the D&C study. First, an
overview of the project is provided to allow a clear
definition of the needs for the service and what is
driving them, such as economic growth or
demographics. All the information previously
developed in the project screening phase is expanded
upon and initial conceptual designs are developed to
better assess cost estimates, timing and schedule of the
project. Further, the potential commercial, economic,
social, and environmental benefits of the project are
studied to perform a cost/benefit analysis of the
potential structure of the project.
With the analyses performed, a value for money (VfM)
analysis is then performed, comparing the public sector
comparator (PSC) against a shadow bid. The PSC is a
risk adjusted estimate of the cost for the project if a
traditional delivery would have been pursued for the
same project that is been proposed as a P3.
 prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 7

The shadow bid is an estimate of the cost of the project

delivered as a P3. The option that offers the lowest cost in
net present value terms is the preferred option. Did you know….?
Finally, the last question is answered with an affordability
analysis. This seeks to identify if the government can pay  Puerto Rico generates 4.9 pounds
the recommended option, if it requires some type of of solid residue (trash) per
subsidy, and identify how the participating government
entity will perform without the revenues of the project and person, 2 lb more than Europe.
if its in a brownfield or an active existing land.

The D&C seeks to identify if it is desirable and convenient  Today, 45% of landfills that
to pursue the P3 delivery over the traditional one. The final
operated 24 years ago function.
D&C is then presented to the Board of Directors of the
Authority and, if accepted, the project enters the
procurement stage.  Of these 45% only 55% are
approved by the Environmental
Project Procurement
Quality Board, while the others
Once the D&C is accepted and published, a Partnership
have orders to shutdown.
Committee is formed to run the procurement of the project.
Typically, a two-stage procurement is followed: the request
for qualification (RFQ), followed by a shortlisting of the  According to Law Num. 70 of
most qualified proponents. Then a request for proposals
(RFP) is sent to the shortlisted proponents. The selection of September 18 of 1992, 35% of
a preferred proponent, and a commercial and financial close solid wastes are processed
of the project follow.
through reduction and recycling.
Together, all the steps previously discussed provide a
Currently we process only 10%
thorough and transparent process to move forward a project
that provides value for money and the best option for
taxpayers and users alike.

This article was redacted using the following references:

https://www.dutyfreeinformation.com

https://www.elnuevodia.com/negocios/consumo/nota/

nuevepeajesenlaislasubiranlastarifasenenero-2274684/

http://www.ads.pr.gov/legal/ley-70-del-1992/
https://www.elnuevodia.com
8 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: sfpublicworks.org

What is Pavement Preservation?

I
n the United States there are nearly 4 million miles of paved public
roads and highways, a resource we take for granted. The country
depends on its highways to move people, goods, and services 24/7. In
fact, a healthy and well-connected highway system is critical to a strong
national economy. The United States highway system, valued at $3 trillion, is
steadily deteriorating. Allocating more resources to rebuild more roadways
faster is not the solution, unless we are serious about preserving our newly
rebuilt roadways. Out of the 4 million paved roads miles, 8,900 miles are in
Puerto Rico. A large amount of these roads would benefit greatly from
pavement preservation, since many are in rough conditions.

Since roads are our main system of transportation, their preservation is

imperative. Pavement preservation is part of the Federal Highway
Administration’s (FHWA) fourth round of Every Day Counts (EDC-4), that
supports highway preservation investments through proactive managing of
pavement transportation. Pavement preservation is achieved by treatments on
roadway pavements that slow down its structural design. Preservation
activities are meant to restore the overall condition of transportation facilities,
and maintain the same structural value. When the correct treatments are
applied to the roadways, they offer advantages such as: a cost-effective
approach that extends the service life of pavements and the achievement of
smoother, safer road with less costly repairs. These treatments can be used for
rigid or flexible pavements. As mentioned by the FHWA, the focus of today’s
transportation is on sustaining infrastructure through “whole-life” investments
 prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 9

grinding, have been demonstrated to add years of

service life to pavements.

Another university tackling the improvement of

pavement preservation is Auburn University in
Alabama, with the National Center for Asphalt

Source: https://www.fhwa.dot.gov/

and quantifying the risks. The main benefits of

pavement preservation are the economic, performance
and sustainability aspects.

Within the past 20 years we have seen significant

advancements in pavement preservation methods and Source: http://www.chicagotribune.com

treatments by using quality materials as well as Technology (NCAT), which was established in 1986 as
technological advancements. The National Center for a partnership between Auburn University and the
Pavement Preservation (NCPP) was established National Asphalt Pavement Association (NAPA)
by Michigan Research and Education Foundation. This partnership
State University was made to provide practical research and
and FP2, Inc. to development to meet the needs of maintaining
lead America's highway infrastructure. Last March they held
collaborative their 2018 NCAT Test Track Conference in Auburn,
efforts among Alabama, where they discussed their latest findings for
government, their sixth testing cycle.
industry, and
Research initiatives like these can help Puerto Rico’s
academia in the
paved infrastructure, especially after the catastrophic
advancement of
events of hurricane Maria. As stated before, the paved
pavement preservation by: advancing and improving its
infrastructure of the island is in rough conditions and is
practices through education, research and outreach.
in need of an innovative, cost effective alternative that
Successful preservation projects construct flexible and
will last and survive hurricane events.
proper pavements using chip seals, micro surfacing,
This article was written using the following references:
slurry seals, and ultrathin tempered film. These allow
agencies to cover more miles of pavements more https://www.fhwa.dot.gov/
rapidly and with greater guarantee of success. https://www.sfpublicworks.org/
Similarly, for rigid pavements, the use of techniques
http://Slurry.site-ym.com
such as dowel bar retrofits, patching, and diamond
10 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source https://alertforce.com.au

Minnesota Department of Transportation Develops

Remote Control Flagger Robot

R
oadway construction takes much preparation into
consideration, due to fact that they have control of
traffic flow. In many of these situations, one or two
workers must be located at either end of the work area to allow
or reject the passage of vehicles, especially when lane
narrowing occurs and only one lane is passable. In these cases,
Source: https://www.dot.state.mn.us
workers must be seeing each other and coordinate with one
another in order to close or open the passage to vehicles.
Although they often wear reflective vests, it is still a high-risk
situation, especially in low visibility conditions. Each year, in
the United States alone, more than 20,000 workers are injured in
road construction work areas, according to data provided by the
Workplace Safety Mobility Program and the Federal Highway
Administration Area.

Source: https://www.environmental-expert.com The Minnesota Department of Transportation has developed an

Automatic Flagger Assistance Device (AFAD), an automated
signaling assistance system for moving road work zones such

as pavement crack sealing operations. AFAD is
composed of signal lights or stop sign, warning
horns, solar panels, control panels and a gate arm.
This device is control by only one person that does
not have to be on the road, increasing the safety of
the worker. A typical two trailer operation can be
seen in the figure above. The features of this AFAD
are: operation through wireless remote, wired remote,
or handle controls, the use of the original remote
control from the AF-76 for the flagging components,
on-board batteries, and battery charger It moves
forward and reverse directions at speeds up to 5 feet
per second. It can be towed
to the work site using
standard towing hitch, and
will operate for a minimum
of 6 hours on initial charge.
Some of the benefits of
these flaggers are the
reduction of labor costs,
self-powered, improved
Source: remoteoperated-safetyattendant
prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 11
visibility, and less human errors.
It’s not the first AFAD. A good example of an
existing AFAD is Rosa (Remote Operated Security
Assistant), which was developed in Canada. The
Source: http://dotapp7.dot.state.mn.us
MnDOT didn’t use the other AFAD’s in the market
since they didn’t meet the required needs, hence why
they began to develop their new self-propelled device
with the AFAD. This prototype was manufactured by
DJ Products. It was tested in February 2017 for a
crack-sealing project on State Highway 71 south of
Sauk Centre, West of Minneapolis. When taking into
consideration the events of this past September in
Puerto Rico, these automated temporary controlled
devices would have helped in the logistics of traffic
management in mountainous areas, since many
landslides covered half the streets and created traffic
jams for either side of the road.
This article was redacted using the following
references:
https:www.remoteoperatedsafetyattendant.com
http://dotapp7.dot.state.mn.us
Fuente: https://alertforce.com.au
https://www.equipmentworld.com
12 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER 
Source: http://www.robbain.htm
prltap.org
Moveable Barrier System
A
ccording to Lindsay Corporation, “moveable barrier systems have
been used around the world on construction and road works projects
for nearly 30 years”. The first moveable barrier system was used in
New Zealand on the Auckland Harbour Bridge, in 1990. Moveable barriers
currently have thirteen permanent locations worldwide, which include the U.S.,
Canada, Australia, New Zealand and Puerto Rico. These are used as temporary
applications during construction and maintenance of bridges, highways, and
urban arterials to ensure safety of construction area personnel, to minimize the
impact of construction related disruptions in traffic, and to promote quick and
efficient working practices in a commonly confined workplace. As for permanent
application, moveable barrier systems are used for the mitigation of traffic
congestion. The Golden Gate Bridge uses a moveable barrier system to conform
traffic patterns. They are usually referred to as a “Road Zipper”. These systems
are comprised of a moveable barrier and a barrier transfer machine. The barrier
transfer machine lifts up the moveable barrier onto the conveyor from one side of
the machine to the other, forming a new lane (as seen in Figure 2).
Moveable barrier systems have several benefits such as: improvements in safety
with barrier separation for workers and motorists at all times, lane adjustment for
peak periods, reduction of construction time, cost and number of construction
stages and rapid stage changing. There are two types of barrier systems used for
the road zipper: the Reactive Tension System Moveable Barrier and the
Quickchange Moveable Barrier. Both of the barrier systems have a “T” top
which act as a lifting surface for the barrier transfer machine. The Reactive
Tension System can either be of steel or concrete. Both of the barrier systems are
connected in an end-to-end fashion with tensioning hinge mechanisms and

steel pins. The system must minimize lateral displacement
upon impact and minimize clearance between barrier
hinges, resulting in a nominal metal to metal connection.
During impact by an errant vehicle, the tension in the
barrier system resists the penetration of the vehicle and
limits the lateral displacement of the barrier.
Source: https://metropistas.com/carril-expreso/
In Puerto Rico the road zipper system is used in multiple
locations. It is used for the last segment of a Dynamic Toll
Lane (DTL) in PR-22 from Toa Baja to Bayamon, which
is administered by Metropistas. This DTL has the
objective of alleviating car congestion and speeding
vehicular traffic, maximizing the capacity of the new
infrastructure. It has a span of 10 kilometers. The toll paid
to use this lane varies due to the traffic conditions
monitored by 13 cameras. This lane is also used by the
Metro Urbano which is a Bus Rapid Transit (BRT). The
road zipper machine is used to change the configuration of
the DTL. This DTL has two configurations, in the
morning with direction from Toa Baja to Bayamon (where
prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 13
the road zipper is used to add a lane from the opposite
traffic direction to the DTL), and in the afternoon from
Bayamón to Toa Baja. These configurations can be seen
in the next two images. According to “Metropistas” the
DTL is a great success, having 7,500 to 8,000 daily users,
cutting their commute by 30 minutes.
The Road Zipper is also used in PR-52 for a reversible
lane with two configurations, in the morning adding the
lanes with direction from Caguas to San Juan, in the
afternoon with direction from San Juan to Caguas. It is
used to accommodate traffic demands in the morning and
in the afternoon.
Even though this technology isn’t new, it’s a growing
alternative to solve many traffic and safety problems, and
at the same time being cost effective. It’s a solution that
works for temporary applications such as safety for
roadway constructions, as well as permanent solutions for
dynamic and reversible lanes to satisfy traffic demands.
This article was possible by the adaptation of the
following references:
http://www.barriersystemsinc.com
www.elnuevodia.com
http://goldengate.org
https://www.abertis.com/
www.FrankFennemaPhotography.com
Source: http://www.carrollcountytimes.com/83306835-132.html
14 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Source: http://bunkyo.info

Pedestrian Bridge Collapse in Florida International University

O n March 15, 2018 a 950-ton pedestrian

bridge that was under construction,
collapsed in Miami, Florida leaving six
dead and nine injured. The post-tensioned bridge
Florida Department of Transportation (FDOT).
The engineer W. Denney Pate stated that cracking
didn’t pose any safety hazard but it would need to
be fixed.
located over 8th Street and a water canal, was
supposed to connect Florida International University With the occurring of these events one must
Campus with student housing neighborhoods in wonder; how can they be prevented? Better
Sweetwater. It was meant to be a symbolic portal to judgement is key in these situations. The
the university with glass enclosed elevators, Wi-Fi, implementation of new innovative ways to build
benches and open views. The 320-foot-long bridges, in a cost effective way and with the least
pedestrian bridge, 150ft span over 8th Street and a amount of traffic disruption is key to great
99ft span over the water canal, was styled to look construction but is not more important than the
like a cable-stayed bridge but it was a truss bridge. security of the road users. And events like these
These bridge spans used a concrete truss design should warn future projects about testing new
invented for this project. The bridge had was meant designs, with already new initiatives like ABC and
to resemble a suspension things as little as a minimum crack on a surface
bridge. should be taken seriously in the future.
The main section of the This article was possible by the adaptation of the
bridge was assembled following references:
next to the road using
Accelerated Bridge https://www.washingtonpost.com
Construction (ABC), a http://truckingwatchdog.com
technique promoted by
http://users.cs.fiu.edu
Source: https://pbs.twimg.com/ the university and the
Every Day Counts
(EDC) initiative, because it would minimizes traffic
disruptions and high costs.
The 150ft bridge span was lifted in place on March,
10th, five days before the incident. It took the life of
a single construction worker and crushed to death
five people that were inside their vehicle stopped by
a red light. The reason for the collapse is still
unknown, the National Transportation Safety Board
(NTSB) has started an investigation on the matter,
but it could take months before an explanation is
given. It was stated that at the time the bridge was Source: http://freeamericanetwork.com
hung over the 8th, the engineer found cracks in the
north end of the bridge. According to the Miami
Herald this was reported on the same day to the
 prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 15

Source: http://smallmoments1.blogspot.com

Longitudinal Grooving: A Proven Safety Countermeasure

D epartments of transportation around the country

are always looking for ways to make roadways
safer. The reduction of wet skidding accidents is
one of the main issues tackled, especially when it comes
to motorist on wet pavement. One of the most popular
3. In the case of snow-prone places, grooving helps the
dispersion of ice or snow that could affect the tires.
Longitudinal grooving can also be used for airports/
airfields. Due to it’s weather, longitudinal grooving in
Puerto Rico is used on the main freeways and, according
solutions to this problem is longitudinal grooving.
to the International Grooving and Grinding Association
Longitudinal grooving is a process where a machine with
(IGGA) it is also used in the Roosevelt Roads Naval
circular saw blades and a diamond tip makes discrete
station airfield runway located in Ceiba. According to
grooves on the surface of the pavement. These "channels"
Kent Huff, the Ceiba project was a challenge for because
can be constructed transversely or longitudinally
in Puerto Rico, it is difficult to cut with diamond blades.
depending on the objective sought for the pavement.
Longitudinal grooving could also be used in mountain
Longitudinal grooves can work depending on the
areas, especially on abrupt curves.
conditions of the pavement. In this way you can improve
the directional control of vehicles, especially in curves. Longitudinal grooving is a cost effective road safety
solution. According to IGGA, “Longitudinal grooving
Although longitudinal grooving does not significantly
represents the most economical means of addressing
increase the coefficient of friction (according to scientific
friction at curves compared to alternative treatment such
technical measurements), it does achieve a significant
as asphalt overlays and high friction surface treatments,
reduction in trawling accidents in areas of humid climates.
which can cost more than ten times the cost of grooving”.
They have shown that poor conditions on a road or
This is an advantage the island can exploit since it’s a
highway have an irrefutable impact on the number of
accidents. In that sense, grooving the surface of a road solution that reduces accidents in a cost effective way.
will greatly improve traction on wet pavement and This article was possible by the adaptation of the
significantly reduce accidents due to inclement weather. following references:
In addition, an investigation conducted by the California
Department of Transportation also showed that grooved http://smallmoments1.blogspot.com
pavement makes roads safer, concluding that grooved Equipmentworld.com
surfaces had an overall decrease in accident rates of 69%
on average, both in wet and dry conditions. Grooving and Grinding Association (IGGA)

Longitudinal grooving prevents accidents during rainy

weather in the following ways:
1. The grip of the car tires along with the grooves
improve
a. Stability in steering.
b. Wheel control and recovery against wind resistance.
c. Stability when skidding.
2. Slots allow water to escape from the track and prevent
hydroplaning.
16 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

World’s First Electrified Road Opens in Sweden

A
s the world starts moving towards
independence of fossil fuels, the transportation
industry is investing in new innovative
systems, since road transportation is expected to increase
59% by 2030. This has led to an increase in the use of
electric vehicles which have
resulted in a huge problem;
they run out of battery and
take too long to recharge,
compared to the minutes it
takes to just fill the tank
with gas. Because of this,
Sweden has developed the
first ever electrified road.
This road links Stockholm’s
Arlanda airport to a
logistics site outside the
capital city, and aims to Source: www.engineersjournal.ie
solve the problem of keeping electric vehicles charged.
The road spans 2 km (1.2 miles) and the energy from the
two tracks of rail is transferred via a movable arm
attached to the bottom of a vehicle.
The project was developed by eRoadArlanda consortium
and Deputy Research Director at the Swedish National
Roads and Transport Research Institute (VTI).

The system is able to calculate the vehicle’s energy
consumption, which enables electricity costs to be debited
per vehicle and user. “Dynamic charging” means the
vehicle’s batteries can be smaller and their manufacturing
costs less, as opposed to the costly use of roadside
charging posts. This solves the problem of overhead
power lines at lorry level, which are used by the
trolleybuses in San Francisco, which are unusable for
electric cars.
Source: https://twitter.com
Source: http://elways.se
Source http://elways.se
Sweden’s target of achieving independence from fossil
fuel by 2030 requires a 70% reduction in the transport
sector, leading the government’s roads agency to draft a
prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 17
national map for future expansion. In Sweden, there are
roughly half a million kilometers of roadway, of which
20,000km are highways. Only the major routes need to be
electrified since the shorter routes can be managed by
batteries, meaning 2% to 4% would need to be electrified.
The costs per kilometer of these roads are of one million
euros, which is said to be 50 times lower than that
required to build a tram line. This makes this solution, not
only great for the fossil fuel reduction on roadways, but
very cost effective. Concerning the touch safety of these
electrified roads, Hans Säll, chief executive of the eRoad
Arlanda consortium behind the project, has stated that:
“There is no electricity on the surface. There are two
tracks, just like an outlet in the wall. Five or six
centimeters down is where the electricity is. However, if
you flood the road with salt water then he electricity level
at the surface raises to just one volt. You could walk on it
barefoot.” This is especially great for places with severe
weather conditions and flood-prone countries such as
Puerto Rico.
This technology could immensely benefit Puerto Rico’s
main highways because it reduces the usage of fossil fuels
and takes a step toward a cleaner, more environmentally
friendly future.
This article was possible by the adaptation of the
following references:
http://www.engineersjournal.ie/2018/05/01/sweden-
sets-tone-electrified-roads-charge-vehicle-moves/
https://twitter.com/timothy_suljada/
status/805433253746409473
http://elways.se/elways-solution/?lang=en
https://mikeshouts.com/eroadarlanda-ev-charging-
electrified-road/
18 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER  prltap.org

Meet Your Instructor:

Dr. Arsenio Cáceres Fernández

D
r. Arsenio Cáceres Fernández native to Asunción, conventions of the ACI. UPRM teams have generally held high
capital of the Republic of Paraguay, obtained his positions in these competitions.
bachelor degree in Civil Engineering from the National
For several years, Dr. Cáceres has worked in collaboration with
University of Asunción in 1988 and started Graduate School in
the US Navy on research projects in the area of concrete and
the University of Puerto Rico, Mayagüez Campus the following
materials for coastal naval facilities. He has spent nine summers
year. There, Dr. Cáceres obtained a Masters in Science in Civil
working at the Naval Facilities Engineering Service Center in
Engineering in the year 1992. After working in San Juan in
Port Hueneme, California and one summer with the Naval
structural design companies, Dr. Cáceres started the doctoral
Surface Warfare Center in Philadelphia, Pennsylvania. Dr.
program in West Virginia University, where he obtained the
Cáceres has traveled several times to Qatar and the United Arab
degree of Doctor in Engineering in the area of Materials in the
Emirates where he has given workshops on pavement design
year 1998. Dr. Cárceres works as a professor in the Department
under an invitation from Haward Technology Middle East, a
of Civil Engineering and Surveying at the University of Puerto
technology transfer organization located in Abu Dhabi.
Rico since January 1999.
Dr. Cáceres also collaborates in the development of curricula
Dr. Cáceres teaches classes on Civil Engineering Materials,
and research projects with the National University of Asunción,
with emphasis an on concrete, in the undergraduate and
the Catholic University of Asunción and the National
graduate programs of Civil Engineering in the UPRM. Dr.
Committee of Science and Technology of Paraguay. Dr.
Cáceres has participated in research projects with the Federal
Cáceres current area of interest is the proportioning of non-
Highway Administration (FHWA), the Mid-America
conventional concrete mixtures with emphasis on the
Earthquake Center, the Insurance Commissioner of Puerto Rico
sustainability of the environment. In addition, he works in the
and the Office of Naval Research carrying out projects related
area of aggregate gradation and packing density in order to
to concrete behavior on roads and marine environments, as well
positively modify the properties of Portland cement concrete
as the behavior of structures subjected to natural disasters.
and asphalt concrete.
Dr. Cáceres latest publications include: Compatibility A nalysis
Dr. Cáceres is passionate about Portland cement concrete and
between Portland Cement Type I and Micro/Nano-SiO2 in the
asphalt concrete technology and thinks that, for decades to
presence of Polycarboxylate-type Superplasticizers published in
come, these materials will continue to be the main ones for the
Cogent Engineering, Civil and Environmental Engineering,
construction of streets and roads. Concrete technology for
Modulus of Elasticity and Compressive Strength of Self-
pavements presents quite complex challenges since its
Consolidating Concrete - Experimental Evaluation under Local
indisputable advantages must be harmonized with the
Conditions of Puerto Rico, published in the magazine Concrete
environmental cost involved in the production of concrete. On
Plant International, among others. Dr. Cáceres has also made
the other hand, even with the advanced technologies applicable
presentations at technical conferences about these and other
to concrete, there are many inherent problems that must be
research projects.
solved to improve these technologies. All that means is that we
Dr. Cáceres has an active participation within the American have still a lot of work to do so that driving vehicles on the
Concrete Institute (ACI). He is a member of the ACI-211 streets and roads will be the positive experience we all want and
Proportioning Concrete Mixtures technical committees, and roads will be able to collaborate with the economic
ACI 211-0M Aggregate Packing Model. He was Secretary and development of countries. In addition to that, deficient practices
later Chairman of Committee S802, Teaching Methods and in the construction of pavements must be overcome, and this is
Educational Materials and under an appointment of the ACI highly facilitated with knowledge of materials. In his free time,
Presidency, he became part of the Student and Young Prof. Cáceres enjoys reading books, especially on history,
Professional Activities Committee (SYPAC). In addition, Dr. jogging and exploring touristic and gastronomic places
Cáceres is Advisor of the Student Chapter of the ACI Mayagüez wherever they may be.
Campus. Under his direction, several teams of the UPRM have
The Center family welcomes Dr. Cáceres to the seminar
participated in the student competitions that take place in the program.
 prltap.org  EL PUENTE NEWSLETTER VOL.32 Number 2, 2018 19

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 fasten 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 Luis A. Señeriz Foundation

http://prltap.org/

Traffic Safety Automobile Accident

Commission Compensation Administration
 PRLTAP/T2 Center Staff
PUERTO RICO TRANSPORTATON TECHNOLOGY Director & Editor
TRANSFER CENTER Benjamín Colucci-Ríos
University of Puerto Rico at Mayagüez
Department of Civil Engineering and Surveying
Editor Assistants
Call Box 9000, Mayagüez, PR 00681 Davidson Marcano González
Luis Sevillano García
787.834.6385 PHONE
787.265.5695 FAX Emily Siva Brenes
www.prltap.org
Administrative Staff

Puente
EL Irmalí Franco-Ramírez
Nichole Román-Vélez
Grisel Villarubia-Echevarría

Student Support
Emily Bernard Rodríguez
Raúl Rodríguez Santiago
Verónica Suárez Torres
Laura Torres Rivera

El Puente Newsletter
Vol. 32, No. 2, 2018

EL PUENTE is published by the Puerto Rico Transportation Technology Transfer

Center at the Civil Engineering and Surveying Department of the University of
Puerto Rico at Mayaguez.

The opinions, findings or recommendations expressed in this edition of the El Puente newsletter are those of the Center Director and
do not necessarily reflect the views of the Federal Highway Administration, the Puerto Rico Department of Transportation and
and Public Works or the Puerto Rico Highway and Transportation Authority.
Puerto Rico LTAP