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Newsletter of the Puerto Rico Transportation Technology Transfer Center University of Puerto Rico at Mayaguez Volume 24, Number 01, Year 2010
In this issue
Revised rules for traffic control devices in the MUTCD 2009 P.1 Commercial and bus drivers banned from texting while driving P.2 MASH 2009 replaces NCHRP350 for new road safety hardware P.3 Center news Transportation week at UPRM P.8 P.9
Training workshops & seminars P.10 Meet the trainer Message from the editor P.10 P.11
ning Handbook
FHWA Sign Retrore-
The Puerto Rico Transportation Technology Transfer Center is part of a network of 58 centers through the United States that comprises the Local Technical Assistance Program (LTAP) and the Tribal Technical Assistance Program (TTAP), which enable local governments, counties, and cities, to improve their roads and bridges by supplying them with a variety of training programs, an information clearinghouse, new and existing technology updates, personalized technical assistance, and newsletters.
The FMCSA is working on additional regulatory measures to avoid the use of electronic devices while driving that will be announced in coming months.
Types of Distractions
Visit www.distraction.gov to learn about the U.S. DOT safety strategies, such as the PUT IT DOWN national campaign to combat distracted driving. Sources: U.S. DOT 14 -10 News Release and distraction.gov
The impact speed for single-unit truck tests is increased from 80 km/h to 90 km/h to better distinguish the TL-4 test from TL-3. The small car impact angle is increased from 20 to 25 degrees to match the impact angle used with light truck testing.
The impact angle for length-of-need testing of terminals and crash cushions is increased from 20 to 25 degrees to match that for longitudinal barriers. The impact angle for oblique end impacts for gating terminals and crash cushions is reduced from 15 to 5 degrees.
A roadway departure crash is defined as a nonintersection crash which occurs after a vehicle crosses an edge line or a center line, or otherwise leaves the traveled way. One of the engineering strategies often used to reduce the severity of run-off-road crashes is the installation of proper road safety hardware. The AASHTO Manual for Assessing Safety Hardware (MASH), in effect since May 2009, presents uniform guidelines for crash testing permanent and temporary highway safety features and recommends evaluation criteria to asses test results. MASH is an update to and supersedes the NCHRP Report 350 for the purpose of evaluating new safety hardware devices. MASH does not supersede any guidelines contained within the AASHTO Roadside Design Guide. Some of the major changes in test matrices, test vehicles, and evaluation criteria are summarized.
The critical impact point for the small car terminal test is defined as the point where the terminal behavior changes from redirection to gating.
Section 3B.04 White Lane Line Pavement Markings and Warrants A new Standard requires that dotted lines, rather than broken lines, shall be used for separating non-continuing lanes from through lanes at: Lane drops at intersections and interchanges Auxiliary lanes Deceleration and acceleration lanes
Part 1 General
Several definitions, acronyms, and abbreviations were revised or added to Part 1. Table 1A-2 indicates the abbreviations for messages in portable changeable message signs. Section 1A.12 Color Code The color PURPLE was assigned to identify lanes restricted to use only by vehicles with restricted electronic toll collection accounts.
This Standard applies to freeways, expressways, and conventional roads. A compliance date of 12/31/2016, or resurfacing, whichever occurs first, is established for replacing any existing broken lane lines for these conditions with dotted lane lines. Section 3B.16 Stop and Yield Lines New Standards and Guidance were added to indicate the use of Stop and Yield lines. Stop lines shall not be used at locations where drivers are required to yield. Yield lines shall not be used at locations where drivers are required to stop in compliance with a traffic control device. Yield (or Stop) lines and Yield Here To (or Stop Here For) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout as these lines would be too close to the yield lines and yield signs at the entry to the circulatory roadway and could be confusing to road users. Stop and Yield lines may be staggered longitudinally on a lane-by-lane basis to improve drivers view of pedestrians and sight distance for turning vehicles, and to increase the turning radius for left-turning vehicles.
Part 3 Markings
Section 3A.02 Standardization of Application The MUTCD clarifies that the temporary masking of markings no longer applicable to road conditions is to be approximately the same color as the pavement to avoid road user confusion as to which path to follow.
Section 3B.01 Yellow Centerline Pavement Markings and Warrants A new Standard clearly prohibits the use of a single solid yellow line as a center line marking on a two-way roadway.
Section 3B.17 Do Not Block Intersection Markings A section was added with provisions for the use of markings to indicate it is illegal for a driver to block an intersection. Four markings alternatives are authorized, including word messages, a white box, and a cross-hatching.
B. an ADT of 15,000 vehicles per day or greater, with a raised median or refuge island. A new Chapter 3C titled Roundabout Markings was added that includes updated practices for pavement markings at single-lane and multi-lane roundabouts, including lane lines, edge lines, yield lines, crosswalk markings, and pavement word, arrow, and symbol markings. Example of Markings for Single-lane Roundabout
Section 3B.18 Crosswalk Markings New Guidance statements are added reflecting the results of recent safety research studies. At locations controlled by traffic control signals or on approaches controlled by STOP signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path. At locations across uncontrolled approaches, an engineering study should be performed before installing a crosswalk marking. Factors to consider include the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted speed limit, or 85th percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors. New marked crosswalks alone, without other substantial measures to reduce speeds, shorten crossing distance, enhance driver awareness of crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways with four or more travel lanes, speed limits exceeding 40 mph, and either: A. an ADT of 12,000 vehicles per day or greater, without a raised median or refuge island; or
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A new Chapter 3D Markings for Preferential Lanes consolidates all the information about markings for special types of restricted-use lanes, such as bicycle lanes, bus only lanes, HOV and HOT lanes, electronic toll lanes, and other forms of managed lanes. Information is added about longitudinal pavement markings for buffer -separated left-hand and right-hand side preferential lanes, and for counter-flow preferential lanes on divided highways. Additional new chapters include Chapter 3E, Markings for Toll Plazas, to increase pavement marking uniformity at toll plazas and Chapter 3J, Rumble Strip Markings, to address the proper use of markings in combination with transverse and longitudinal rumble strips.
sive vehicle must come to a full stop before making the turn permissively. It is clarified that a flashing green signal indication, countdown vehicular signals, or similar displays intended to provide a pre-yellow warning interval are specifically prohibited because they lengthen the dilemma zone and thereby result in increased crash rates. Section 4D.07 Size of Vehicular Signal Indications Twelve-inch diameter indications are required for all new traffic control signal faces, except for six special circumstances. A grandfather clause for existing 8-inch signal indications not covered by the new Options allows retaining the indications for the remainder of their useful life. Section 4D.11 Number of Signal Faces on an Approach A clarification is included that two signal faces are required for a straight-through movement if it exists, even if it is not the major movement on the approach. This ensures that the straightthrough movement, or major signalized turning movement in absence of a straight-through movement, contains redundant signal faces, in case of one of the signal faces fails. A Guidance is also added about the number, location, and design of signal faces at intersections where approach speeds are 45 mph or higher (shown in figure below).
A Guidance recommends that the same design and layout provisions should also be for be considered for any major urban or suburban arterial street with four or more lanes, even if the speeds are less than 45 mph. Section 4D.13 Lateral Positioning of Signal Faces A new Standard requires that if an overhead signal is installed for a dedicated turn lane, the separate turn face shall be located over the turn lane. A Guidance is added that circular green indications for permissive left-turns should not be located over or in front of the left-turn lane. Sections 4D.17 to 4D.20: Signal indications for left turns The new MUTCD removed provisions that allowed the use of separate left-turn signal faces that include circular green indications for permissive turns.
indication in a protected-only mode left turn signal face, and no LEFT TURN SIGNAL signs are required. New sections and figures are added in order to enhance understanding of the correct application of the relatively complex requirements and options for turn signals. Section 4D.26 Yellow Change and Red Clearance Intervals A Standard is added to indicate that the durations of the yellow change interval and, when used, the red clearance interval, shall be determined using engineering practices. The compliance date for this standard is 12/31/2014 or when timing adjustments are made. Section 4E.06 Pedestrian Intervals and Signal Phases The new MUTCD provides a change in the relationship of the display of the flashing upraised hand to the display of yellow change and red clearance intervals. New requirement indicates a minimum 3 second buffer interval between the end of the pedestrian change interval (flashing UPRAISED HAND display) and the release of any conflicting vehicular movements. During the buffer interval, a steady UPRAISED HAND must be displayed. The sum of the time of the pedestrian change interval and the buffer interval shall not be less than the calculated ped clearance time. The recommended walking speed for calculating the pedestrian clearance time is reduced from 4 feet per second to 3.5 feet per second. A Guidance added that the total of the walk phase and pedestrian clearance time should be enough to allow a pedestrian to walk from the pedestrian detector to the opposite edge of the traveled way at a speed of 3.0 feet per second. New installations of pedestrian signals must use pedestrian countdown displays, except where the duration of the pedestrian change interval is 7 seconds or less. The PR-LTAP Center will be offering seminars to discuss the main changes in the MUTCD. Check the seminar calendar at our web page to know dates and locations. (Information Source: FHWA MUTCD Team)
A Standard is added that prohibits the use of a protected-only mode left-turn (or right-turn) phase that begins or ends at a different time than the adjacent through movements unless an exclusive left (or right) turn lane is provided. The Option of using a circular red i n d i ca ti on in a protected-only mode turn signal face is deleted. A red arrow is the only allowed red
Center news
Superb participation of UPRM Students and PR-LTAP Center Directors at the 89th Annual Meeting of the Transportation Research Board in Washington, D.C.
A delegation of nine students, the PR-LTAP Center Directors and two other professors from the Civil Engineering and Surveying Department of the University of Puerto Rico at Mayaguez (UPRM) participated in the 89th Annual Meeting of the Transportation Research Board (TRB) held from January 10 to 14, 2010 in Washington, D.C. The TRB Meeting reunites annually around 10,000 professionals from around the world that share the new developments and research in transportation related topics. The students participation to TRB was sponsored by the Dwight David Eisenhower Transportation Fellowship of the Federal Highway Administration (FHWA). The 2009-2010 UPRM Eisenhower Fellowship Recipients are: Carlos Calero, Jeannette Feliciano, Ivelisse Gorbea, Alvin Nieves, Mximo Polanco, Zaida Rico, Liza Ros, Reinaldo Silvestry y Vctor Uribe. The UPRM students visited the headquarters of the Institute of Transportation Engineers (ITE) and shared with fellow students from other ITE Student Chapters and ITE officials and members.
UPRM group at ITE headquarters. From left: Ivelisse Gorbea, Hctor Santiago (FHWA), Liza Ros, Reinaldo Silvestry, Paul Eng -Wong (ITE International President), Jeannette Feliciano, Zaida Rico, Ray Davis (ITE) and PR-LTAP Directors Benjamn Colucci and Alberto Figueroa.
From left: Henry Murdaugh (Eisenhower Fellowship Administrator), Vctor Uribe, Jaime Rivera (UPR-Ro Piedras), Mximo Polanco, Carlos Calero, Alvin Nieves, Reinaldo Silvestry, Zaida Rico, Jeannette Feliciano, Liza Ros, Ivelisse Gorbea and Dr. Benjamn Colucci.
Another visit made by the UPRM Eisenhower Fellows included the facilities and laboratories of the FHWA Turner Fairbank Highway Research Center located in McLean, Virginia. Eng. Jorge Pagn Ortz, Director of Research and Development of Infrastructure, accompanied the UPRM delegation to visit four of the laboratories of the Center. This federal highway research center is one of the most important in the American nation, with 24 laboratories that perform advanced researches for the development of road infrastructure in the US.
Zaida Rico presented at the meeting her research titled Organizational Factors in Transit Services as part of the Innovative Doctoral Transportation Research session, where studies and new advances in the transportation field are exposed by doctoral students. Jeannette Feliciano presented her poster titled Driver Eye Movement during Merging Maneuvers into Incoming Highway Traffic showing her research results conducted during her participation in the Summer Exchange Program between the University of Rhode Island and the UPRM.
The UPRM group had the opportunity to meet researchers and scientists (in the above photo with Paul Tremont), learn about recent studies being conducted at Turner Fairbank and about the opportunities and challenges in transportation research.
Transportation Week at the UPR-Mayaguez is an annual celebration held to disseminate the importance of transportation for our quality of life. This event is free of charge and is open to all the community. The event organizers are the Student Chapter of the Institute of Transportation Engineers and the PR-LTAP Center.
Activities on April 28-30 will be held at the Civil Engineering Auditorium at UPR-Mayaguez or at the CIAPR-Chapter House in Miradero, Mayaguez.
Sustainability in Transportation Wednesday, April 28 Transportation Infrastructure Thursday, April 29 Workforce Development in Transportation Friday, April 30
Visit our webpage www.uprm.edu/prt2/ for a complete list and schedule of activities and organizations participating during UPRM Transportation Week.
Instructor: Mr. Omar Lpez, ARTBA Instructor This seminar will be offered in four different locations Dates: April 12-13, 2010, Place: CIAPR-Mayagez, Hours: (Apr. 12) 8:00AM-4:00PM, (Apr. 13) 8:00AM-1:00PM Dates: April 15-16, 2010, Place: AMA-San Juan, Hours: (Apr. 15) 8:00AM-4:00PM, (Apr. 16) 8:00AM-1:00PM Dates: April 19-20, 2010, Place: St. Thomas, Hours: (Apr. 19) 8:00AM-4:00PM, (Apr. 20) 8:00AM-1:00PM Date: April 22-23, 2010, Place: St. Croix, Hours: (Apr. 22) 8:00AM-4:00PM, (Apr. 23) 8:00AM-1:00PM
Instructor: Dr. Francisco Maldonado, UPR-Mayaguez Date: April 21-22, 2010, Place: CIAPR-Mayaguez, Hours: 8:30 AM4:30 PM
Changes in the New Version of the Manual on Uniform Traffic Control Devices MUTCD 2009
Instructor: Dr. Alberto M. Figueroa Medina, UPR-Mayaguez Date: April 28, 2010, Place: University of Puerto Rico at Mayaguez, Civil Engineering Auditorium, Hours: 1:00-4:30 PM
For more information about our seminars and how to register please contact: Ms. Grisel Villarrubia at (787) 834-6385 or at grisel.villarubia1@upr.edu or visit our website at www.uprm.edu/prt2.
Omar Lopez, a native of Ecuador, is a Spanish language specialist and safety training instructor for the American Road and Transportation B uil de rs As sociatio n (ARTBA). He is the lead instructor for ARTBAs minority and disadvantaged worker training program, conducted under contract to the Washington, D.C. Department of Transportation. Fluent in both English and Spanish, Omar also provides translation services for the associations publications and training materials. Before coming to ARTBA in early 2007, Omar served as a translator assisting with labor arbitration cases. He earned an associate law degree in Ecuador before moving to the USA, where he is now pursuing a degree in Business Administration. According to Omar, promoting safety awareness through Spanish-language materials and training courses is a very rewarding job because it directly helps people who may not know how to work safely or where to go for help. It is gratifying working with ARTBA and transportation because I know there are workers who return home every day to their love ones safe and healthy because of what we doand that is a very valuable reward.
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PR LTAP Staff
Benjamn Colucci Ros Director Alberto M. Figueroa Medina Deputy Director Gisela Gonzlez Program Administrator Grisel Villarubia Irmal Franco Administrative Coordinators
EL PUENTE is published by the Puerto Rico Transportation Technology Transfer Center located at the Department of Civil Engineering and Surveying of the University of Puerto Rico at Mayaguez.
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The opinions, findings, or recommendations expressed in this newsletter are those of the Center staff and do not necessarily reflect the views of the Federal Highway Administration, the Puerto Rico Department of Transportation and Public Works, the Puerto Rico Highway and Transportation Authority, or the U.S. Virgin Islands Department of Public Works.
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PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER
University of Puerto Rico at Mayagez Department of Civil Engineering and Surveying Call Box 9000, Mayagez, PR 00681 787.834.6385 phone 787.265.5695 fax