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Carretera Central Restoration Project


Prepared by:

EACC Engineering Edna Pertuz

Carlos Camacho

Adrian Alfonso

Christopher Soto

Florida International University

January 2015


Page 2

Project Team

Edna Pertuz: Traffic operations

Carlos Camacho: Roadway Design (Drainage Recommendations)

Adrian Alfonso: Roadway Design (Geotechnical report, Pavement design, Mast Arms)

Christopher Soto: Roadway Construction

Faculty Advisor: Dr. Michael Bienvenu, P.E

Industry Advisor: Erik Sibila, P.E


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TABLE OF CONTENTS

Page

List of Exhibits............................................................................................................................ 4

Introduction............................................................................................................................... 5

1.0 Highway Background .................................................................................................... 7

2.0 Traffic Operations ......................................................................................................... 9

2.1 Roadway Characteristics ...................................................................................... 9

2.2 Roadway Capacity ............................................................................................. 10

2.3 Intersection Analysis .......................................................................................... 13

3.0 Roadway Design .......................................................................................................... 15

3.1 Geotechnical Report ........................................................................................... 15

3.2 Pavement Design ............................................................................................... 16

3.3 Mast Arms ......................................................................................................... 17

3.4 Drainage report .................................................................................................. 18

4.0 Roadway Construction ................................................................................................ 23

4.1 Construction Management ................................................................................. 23

4.2 Phases of Work .................................................................................................. 26

5.0 Budget .......................................................................................................................... 29

6.0 Conclusion.................................................................................................................... 30

7.0 Bibliography ................................................................................................................ 31


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LIST OF EXHIBITS

Exhibit Page

1 Project Location Map ...................................................................................................... 6

2 Avenida 51 Location Map ............................................................................................... 8

3 Avenida 51 Existing Roadway Conditions ....................................................................... 8

4 Proposed Lane Configuratiom ....................................................................................... 11

5 Level of Service Definition ............................................................................................ 10

6 Synchro Analysis ........................................................................................................... 12

7 Peak Hour Directional Volumes Level of Service .......................................................... 13

8 Symbol Warning Sign Size ............................................................................................ 14

9 Designing Roadway Drainage........................................................................................ 20

10 Temporary Concrete Barrier .......................................................................................... 27

11 Detour Plans .................................................................................................................. 28


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INTRODUCTION

After decades of neglect, to say Cuba’s infrastructure is in need of repair is an understatement. In

order to participate in the benefits of a free enterprise system, Cuba’s first step will be the

reconstruction of infrastructure up to and beyond modern standards: roadways, airports, water

distribution systems, water treatment systems, etc. This essential engineering work will facilitate

the growth of the domestic and international business that will flow into the country. This project

will assist the new Cuba in restoring a section of Avenida 51 from Calle 222 to Avenida 202 in

Havana, the “Carretera Central de Cuba.”(See Exhibit 1). Avenida 51 is a two-lane two-way

undivided roadway that runs east/west of Havana. This highway was constructed on February

1931 and is one of the country’s backbone roadways. This reconstruction project will be

comprehensive and, we hope, will set the standard for all future work.


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Exhibit 1.

Project Location Map


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1.0 Highway Background

Carretera Central is a highway that gives east/west access through the island of Cuba (see Exhibit

2). The formal construction of this highway began in 1927 and it was completed in 1931.

Carretera Central is a two-way two-lane highway that runs about 1,150 km. This highway is the

link to all major cities and province capitals with the exception of Cienfuegos in Cuba. It cost the

government approximately $75,870,000.00 for 705.6 miles of construction and more than

$107,000.00 per mile in order to complete this project. During the 1950s, Carretera Central was

one of the most efficient highway system in Latin America and it became popular to many

American tourists. These tourists will bring automobiles into Cuba and the tax that was paid for

the purchase of gasoline was used to maintain this highway.

Since the 1950s, there has not been a lot of investment made towards Cuba’s transportation system

and this has caused the roads and highway system to deteriorate. A report presented in November

2007 by EFECOM, shows that about 3,000km of major roadways in Cuba are in poor conditions.

Also, the Havana Government Business Construction Group which oversaw the country’s streets

and roadways, showed that more than 75% of the paved roadway and streets in Havana, Cuba are

in inadequate conditions (Exhibit 3). The deterioration of their transportation system will affect

Cuba in future economic growth.


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Exhibit 2.

Carretera Central Location Map

Exhibit 3.

Avenida 51 Current roadway conditions


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2.0Traffic Operations

The proposed restoration project intends to improve and repair Cuba’s transportation

infrastructure, by providing a safer highway system that will help boost Cuba’s economy and be

the building block for future roadway improvements.

2.1 Roadway Characteristics

Carretera Central (Avenida 51)

Carretera Central is a major arterial that provides east/west access all along Cuba, from La Fe,

Pinar del Rio to Baracoa, Guantanamo. Within the project vicinity, Avenida 51 will be a four-lane,

two-way undivided roadway. The roadway will provide 11-foot-wide travel lanes, ten-foot

shoulders, six-foot sidewalks, and exclusive left turn lanes on the main intersections. The posted

speed limit for this section of the roadway will be 40 mph. There will not be on-street parking

permitted on Avenida 51. The government of Cuba will have jurisdiction over Carretera Central.

Exhibit 4 shows the proposed lane configurations for the one mile restoration project of Avenida

51 in La Havana, Cuba.

Calle 222

Calle 222 is a local roadway that run north/south between Avenida 51 and Avenida 23. The

roadway is a two-lane two-way undivided roadway. The posted speed limit will be 35 mph, and

the intersection of Avenida 51 / Avenida 222 will be signalized.

Avenida 202

Avenida 202 is a local roadway that runs north/south between Avenida 25 and south of Avenida

51. The roadway north of the Avenida 202 and Avenida 51 intersection is a two-way four-lane


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divided roadway. The northbound and southbound section of the roadway at this intersection is

separated by a fountain. South of the intersection is a two-way two-lane undivided roadway. The

posted speed limit will be 35 mph, and the intersection of Avenida 51 / Avenida 202 will be

signalized.

2.2 Roadway Capacity

The Synchro software will be used to perform intersection capacity analysis at the analyzed

intersections to ensure the intersection and the roadway will operate within the Level of Service

assigned by the province of la Havana (See Exhibit6). Synchro is a macroscopic analysis and

optimization software application that implements the Intersection Capacity Utilization method for

determining intersection capacity. Synchro also supports the Highway Capacity Manual’s

methodology for signalized / un-signalized intersections. Exhibit 5 shows the specific definitions

of Level of Service by Facility type.

Exhibit 5

General Definition of Level of Service

Level of Service (LOS) General Operating Conditions

A Free Flow

B Reasonable free flow

C Stable flow

D Approaching unstable flow

E Unstable Flow

F Forced or breakdown flow

Source: AASHTO A policy on Geometric Design of highways and streets


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Exhibit4.

Proposed Lane Configuration


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Exhibit 6.

Synchro Analysis


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Turning movement counts (TMC) during the AM and PM peak period will be collected prior to

the design of the roadway to establish the existing LOS at the intersections being analyzed. Also

24-hr segment traffic volumes will be collected within project vicinity to ensure there will not be

future delays on this roadway in the future.

The corridor capacity for Avenida 51 will be estimated using generalized vehicular capacities

from the FDOT Level of Service manual. Based on Exhibit 7 and collected segment traffic

volumes, we will be able to study the corridors within Avenida 51 and establish if they will be

able to operate within the level of service standard established by the province.

Exhibit 7

Peak Hour directional volumes Level of Service

CLASSIFICATION TYPE

FDOT'S 2013 QUALITY / LEVEL OF SERVICE

A B C D E

CLASS I ARTERIAL with Adjustment

2LU w LT lanes (State)

- - 1,719 1,800 1,881

Source: FDOT's 2013 Quality/Level of Service Handbook Avenida 51: Class I Arterial Undivided, - 5% for exclusive left turn lanes (2090*.90= 1,881 vph)

2.3 Intersection Analysis

Drivers and pedestrian safety is one of the main concerns for the design of this roadway. In order

to fulfill this, the size and position of the signs at the intersections should follow the recommended

dimensions used by the Department of Transportation. This will help drivers with declining vision

and slower reaction time drive with more control on the road, and it will help prevent high rate of

crashes and any fatalities that can occur at this roadway. Exhibit 8 shows the recommended size

for warning signs.


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Exhibit 8

Recommended Symbol Warning Sign Sizes Sign Size (Inches) Sign Symbol

36 Stop Ahead

36 Yield Ahead

36 Signal Ahead

36 Speed Reduction

36 Truck Crossing

Source: DOT Traffic Engineering Manual Signs

The incorporation of traffic signals at the main intersections of Avenida 51 will help control the

right-of-way for the vehicles arriving at the intersections, which will help reduce any traffic delays

and accident producing conflicts to the existing and future traffic. The control mode for Avenida

51 is Signal control at major intersections and two-way stop control for the minor approaches.

Existing signalized intersections on this roadway should be left signalized, but for any additional

signalized intersection, a traffic signal warrant should be implemented to prevent any disruption of

traffic due to the addition of a signal.

The capacity of any of the approaches for these signalized intersections will be determined by

multiplying the saturation flow rate (vphg) by the proportion of the time that the signal controlling

the approach is effectively green, divided by the cycle length (sec).

Signal timing involves the determination of the best cycle length for each signalized intersection.

EACC Engineering recommends that the signal controller on this segment of the project be traffic-

actuated. This means that the traffic-actuated controllers will use vehicles presence information


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from the detectors places at each approach to generate phase durations that will be appropriate to

accommodate the demand of each cycle and it will allow higher flow for the major approaches.

3.0 Roadway Design

3.1 Geotechnical Report

The City of Havana, Cuba has requested that EACC Engineering perform a geotechnical report on

the Avenida 51 from Avenida 202 to Calle 222. The report will consist of 3 core borings taken

using a standard penetration test (SPT) along the project. Boring locations were selected based on

structure placement and thorough soil investigation of the entire project area.

Proposed Construction:

The Avenida 51 Restoration Project (CCRP) includes improvements associated with capacity,

safety, traffic operations, and bike lanes. As part of the improvement program, 3 signalized

structures will be implemented.

Standard Penetration Test:

The SPT borings provide soil samples and standard penetration resistance values (N). Different

engineering properties of soils are determined by from the N number. The borings are

accomplished by the use of the rotary wash method and an automatic hammer. The open hole is

maintained by temporary casing and drilling fluids. Any disturbed soils are taken for additional

investigation. It should be noted that the majority of the soil type found was red limestone. Due to

the nature and vast knowledge of this material, major lab testing was not required.


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Ground Water and Geologic Stratigraphy:

The project is located in the south west section of the city. The island is known to have many rainy

days as well as a high water table. The determination of the beginning of the limestone was the

key information sought out during the soil boring test.

Enough information will be gathered in order to design the foundation of all miscellaneous

structures. Due to the design of the mast arms, a minimum diameter of approximately 3’-0” is

sufficient. The depth of the soil will dictate the total depth of the drilled shaft. The drilled shaft is

more economical due to its small surface area as compared to a spread footing. The spread footing

alternative was analyzed and deemed too risky and costly primarily due to the need to find

extensive research on all as-built plans for the road.

3.2 Pavement Design

The following factors were taken into consideration during the design process of the pavement:

traffic, soils, weather, materials, construction, maintenance, and the environment. It is important to

extend the base course approximately 4 inches beyond the edge of the structural course in order to

avoid the failure of the pavement along the edges. The design includes several layers, each of

which was strategically selected by the engineer:

Friction course: FC-9.5 was selected for the reconstruction project due to the

current traffic density, speed limits, and economical reasons. This is a 1.0” inch

thick layer that will provide safety to the roadway by eliminating hydroplaning and

enhancing motorist control. FC-5 is considered in some areas in order to further

reduce costs.


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Structural course: SP-12.5 was selected due to traffic loading. There is a hospital in

the area that typically experiences visits from heavy trucks carrying various

supplies.

Base course will generally not surpass 2’-0” due to a high water table and the

possible need of dewatering throughout the project. This depth is considered an

optimal design for practical, safety, and economical reasons.

3.3 Mast Arms

There are two signalized intersections throughout the project. Due to traffic and cyclist control,

EACC has been requested to determine the placement of these structures for safety, capacity, and

traffic operations reasons.

All mast arms throughout the project will be constructed in accordance with PPM Article

25.4.26.2. New and existing structures with planned additional loading will be analyzed in

accordance to Volume 3 of the Structures Manual. The design wind speed will be 150 mph. The

analysis performs checks of the following components: arm, upright, bolts, vertical plate, base

plate(s), connection plate, foundation, and fatigue.

For this project there are a total of two intersections. This will require the design of 4 mast arms

and 4 signalized light poles. The mast arms will be of similar dimensions in order to save on

design time. These structures were chosen for optimum safety and financial levels. The addition of

a luminaires will be further analyzed depending on safety, aesthetics, and roadway lighting design.

The main street will have two lanes. This design will call for a mast arm with 4 section signal dead


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and a 3 section signal head. The four section signal head will provide guidance for any vehicles

making a left turn.

3.4 Drainage Recommendations

Project Description

The Carretera Central highway is a crucial thoroughfare on the Cuban island; it traverses the

country from East to West. As much of the island, the Carretera Central has been neglected for

decades and is in dire need of repair/renewal. The Carrera Central Restoration Project aims to do

just that. The major reasons are:

1. This particular roadway affects the Cuban people directly more than any other.

2. The project, once completed, will display the economic power of good roads.

3. This project will serve as an example for all subsequent roadway reconstruction and

renewal projects.

The major components of the renewal project are pavement design, traffic operations, drainage,

mast arms and constructability procedures. With this project, the teams hopes to illustrate to a

new Cuban regime the benefits of infrastructure spending, and how it directly leads to the stability

of the Cuban future.

Project Location

The limits of this project are along the Avenida 51 within the city of Havana limits between

Avenida 202 and Calle 222 .This particular location was chosen because it will illustrate how a

renewal project occurs while the city goes about its normal business. Some interruptions will


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undoubtedly occur, but the renewal will continue and the local residents will see the improvements

first hand.

Existing Drainage

Much like the rest of the country, roadway drainage has been neglected for decades. Within the

city limits antiquated versions of inlets, catch basins, pipes and retention/detention areas are in

urgent need of a refresh. From a simple bird’s eye view, a typical observer can see age, cracks,

potholes and failures from beginning to end. During the typical rains of a tropical weather system,

the drainage system fails and water collects at low points on the road. The existing structures and

mitigations are not in good enough condition to handle the storm water and the streets flood.

Proposed Drainage

The Carretera Central Restoration project will include a brand new drainage system. A set of

roadside inlets will drive storm water away from the roads into a network of catch basins. The

catch basins will then transmit water into either French drains or will outfall into nearby

retention/detention areas. The main objective of this drainage system is to keep it as simple as

possible. The new government regime, especially in the first few years will need simple to

implement, and simple to maintain systems. The beauty of this system is its simplicity and its

familiarity. The plan is essentially to replace the current drainage system with a very similar one,

but more efficient and easier to maintain.

Design Criteria

The chaos following a change in regime on the Cuban island will mean a regulatory system for

infrastructure might to take full shape for a few years. The first place Cubans might and should


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look is the excellent regulatory authorities in the State of Florida: The Florida Department of

Transportation (FDOT), Miami-Dade County Environmental Resources Management (DERM)

and South Florida Water Management District (SFWMD). Several other agencies provide

excellent guidance as to roadway drainage, but the FDOT, DERM and SFWMD are the

overarching agencies responsible for drainage.

FDOT

Although FDOT only holds jurisdiction over the state of Florida, the information they collect,

collate and publish serves as an excellent starting point for designing roadway drainage:

Exhibit 9

Storm Event Rainfall Depth (in)

FDOT, 10-Year/1-Hour 3.5




FDOT, 100-Year/1-Hour 5



The above information again is specific to Florida, but the proximity of the Cuban island to the

peninsula allows designing to at least use the information as a starting point.

SFWMD

To repeat, SFWMD only holds jurisdiction over the State of Florida, however, Permit Volume IV

provides useful guidance as to roadway drainage in most tropical climate situations:


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For wet detention systems, the first one-inch of runoff from the project or the total runoff from 2.5

inches times the percent impervious, whichever is greater, must be detained on site. A wet

detention system is a system which maintains the control elevation below one foot from the

seasonal high ground water elevation and does not bleed-down more than 0.5 inch of detention

volume in 24 hours.

Dry detention systems must only provide 75 percent of the required wet detention volume. Dry

detention systems maintain the control elevation at least 1 foot above the seasonal high ground

water elevation.

Dry retention systems are required to provide only 50 percent of the wet detention volume.

For projects with more than 50 percent imperviousness, discharge to the receiving water bodies

must be made through baffles, skimmers, or other mechanisms suitable for preventing oil and

grease from discharging to/or from the retention/detention areas.

DERM

DERM also provides guidance as to roadside drainage and the handling of stormwater; 100

percent of the first inch of runoff must be retained on site. This volume is equivalent to retaining

1 inch of runoff from the furthest hydrologic point in the project. The methodology for estimating

this volume is outlined in DERM’s Policy for Design of Drainage Structure dated December 1989

as follows:

TCiATV 60

Where:

V Required storm water quality volume, cubic feet

C Runoff Coefficient; 0.3 for pervious areas and 0.90 for impervious areas


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A Total tributary area, acres

TT = Duration of storm whose runoff is polluted and contaminated, minutes

TT = "1T + cT

Where:

T1”= Time to generate one inch of runoff, minutes

)5895.0(5.605.308

294067.0

11.0

FC

F

Where:

F Storm frequency, years

cT = Time of concentration, minutes

i Storm intensity, inches per hour

)5895.0(6.48

5.30867.011.0

FTF

iT

Conclusion

The chaos of regime change on the island will be like nothing ever experienced before. The

Carretera Central Restoration project will illustrate the benefits, both economic and social, that an

infrastructure project can bring to a country, itself finding its way through a political renewal of

sorts.

The design of the roadway, and its drainage system, will be simple, efficient and easy to maintain.

More importantly, the design process borrowed from its northern neighbor will allow the Cuban

government to repeat the reconstruction/renewal project ad infinitum, slowly improving the

economic situation on the island.


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4.0 Roadway Construction

4.1 Construction Management (Contractor/Sub-Contractor responsibilities; Permitting;

Utilities)

EACC Engineering has developed a simple but comprehensive Management Plan to deliver the

Carretera Central (Avenida 51) Roadway Reconstruction project meeting or exceeding the time,

money and quality goals of the district as follows:

Maintain at all times close communication with the Ministry of Construction in Cuba:

The Ministry of Construction is to be kept constantly up to date on the progress of the work and

the resolution of all open issues by the Senior Project Engineer thru emails, phone conversations

or as directed. At a minimum, the following will be discussed with the Contact Head of this

department:

Extra Work Issues

Delays/Impacts Issues

Controversial Public Involvement Issues

Work Orders and SA’s

Monthly Progress Estimates

Invoices

At all times the head of this department will be aware of any significant issue's on the job so there

are no surprises and/or misunderstandings.


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Staff with intricate knowledge of plans/contract provisions:

Each and every member of the EACC Engineering team will know the plans, special provisions,

standard indexes, supplemental specifications to ensure at all times the Contractors awarded the

project receive clear direction of the contract requirements. The overall intent is for each

Contractor to build the project right the first time, eliminate rework and any potential

controversies which could slow down the progress of the work.

Ensure the Contractor/Sub-Contractor is building the project from the latest plans:

Our contract support specialist will develop a unique spreadsheet to track all plan revisions and

ensure these revisions are incorporated into the contract by either a corresponding work order

and/or Supplemental Agreement. EACC Engineering will take the lead in ensuring an as-built set

of all plan revisions is updated constantly and that all the construction staff has the latest plans for

each and every construction operation they are inspecting. EACC Engineering will ensure at all

times that the Contractors foremen and their subs are building the project from the latest plans

(this will be discussed constantly in the weekly progress meetings).

Strict adherence with all Environmental and Permit Requirements:

This is a critical consideration for the Avenida 51 Roadway Reconstruction project. EACC

Engineering will ensure the Contractor is complying at all times with the Contract Permit

Requirements utilizing, only as a guide, the specifications of the United States NPDES (National

Pollutant Discharge Elimination System) and the specifications of SFWMD (South Florida Water

Management District) to avoid at any cost the stoppage of the work due to a permit violation. We

will ensure the Contractor complies with the approved Erosion Control Plan. Placement of staked


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silt barrier will be enforced all along the project prior to any clearing and grubbing and/or any soil

disturbance operation. Proper vibration monitoring of buildings will take place whenever deemed

necessary according to the FDOT Standard and Specifications book as a guideline. The

appropriate erosion control weekly reports will be obtained from the Contractors prior to the

weekly progress meeting for review.

Run Effective Progress Meetings:

The meetings will ensure:

The Contractors receive at all times clear direction to the scope of work and the intent of

the plans so there are no misunderstandings and can proceed with the construction

activities without delays.

Resolve all issues affecting progress expeditiously.

EACC Engineering will request the contractors to provide a 3 week look ahead schedule at

the weekly progress meeting so we can then insure each and every activity can proceed

accordingly without any delays.

All project documentation affecting an upcoming construction activity to be secured in

place prior to commencement of the activity in order to avoid schedule impacts or delays,

i.e., Storm Water Pollution Prevention plan to be approved prior to clearing and grubbing

operations.

Proactive Approach to Survey of Project Related Issues:

EACC Engineering will employ longitude surveyors to identify problem areas prior to the start of

certain construction operations. Proper verification to protect specific environmental landmarks


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(i.e. specific tree's and parks) prior to the start of construction is a highly prioritized item of work.

As mentioned earlier, EACC Engineering will coordinate with the Ministry of Transportation of

Cuba's coordinator to field verify the extent and boundary of these items on-site. Longitude

surveyors will be available as a cross reference. In addition, the quantity tracking of subsoil

excavation will be strongly kept up to date weekly with the contractor and Longitude surveyors

will be available to assist to assure there aren't any quantity discrepancies.

4.2 Phases of Work with focus on MOT (Maintenance of Traffic) and the Public

Outreach

The Carretera Central (Avenida 51) Roadway Restoration project will effect one-mile length of

roadway between Calle 222 and Avenida 202. EACC Engineering realizes that this is a major

roadway so prioritizing the travel way of the citizens is at utmost importance. Additionally, EACC

Engineering understands the historical nature of this roadway and will ensure that the contractor

proceeds with the highest caution. Due to the nature of the situation we will be breaking up the

project into three major phases. If we deem it necessary, EACC Engineering will construct sub-

phases, i.e., "Phase 1A," accordingly and notify the Contact Head of the Ministry of Construction

with any documents and plan revisions with enough time in advance. Furthermore, due to the

inability of obtaining reliable underground utility information, EACC Engineering will go ahead

with performing Subsurface Utility Engineering (SUE) in all phases with construction. This will

eliminate unexpected conflicts with utilities and reduce delays and costs. Furthermore, attention

will also be paid to ADA standards and specifications for sidewalks and crosswalks.


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Phase 1

This phase will concern itself with the closure of all the northeast bound lanes within the

project limits transforming the multi-lane roadway into a two-way, two-lane roadway

through the southwest bound lanes. This work will be performed at during non-peak hours

throughout the night. The project will separate itself from the roadway utilizing temporary

concrete barrier walls, (see as an example the FDOT spec below for temporary concrete

barrier wall placement through the project limits). After closure, all the work necessary on

that side of the roadway will be taken care of, i.e., excavation, drainage, roadway base

foundation, drill shafts, lighting, asphalt paving, signs, etc.

Exhibit 10

Temporary Concrete Barrier


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Phase 2

With completion of Phase 1, Phase 2 will be put into motion. This phase implements a

traffic switch where the roadway will be closed at night during non-peak hours to open the

northeast bound lanes and close the southwest bound lanes (a proper delineation/detour of

traffic during this time will be provided like the one exampled below). After this work is

completed, all the necessary items of work shown as examples in Phase 1 will now be

completed for this southwest bound portion of the project limits.

Exhibit 11

Detour Plans


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Phase 3

After completion of Phase 2, Phase 3 consists of another nightly traffic switch during non-

peak hours but this time will contain restriping to the permanent configuration of the

roadway. Furthermore, this nightly shift will be used to construct the final friction course

layer of the roadway along with the reopening of all lanes.

To assure that these phases of work go as smoothly as possible, EACC Engineering will be

utilizing multiple Portable Changeable Message Signs (PCMS) to notify the public around the area

weeks in advance of the work that will be done along the roadway. Also, weeks before each new

phase these PCMS's will be used to allow the public better understanding of the type of roadway

shifts that will be occurring.

5.0 Budget

Based on the information provided by EACC Engineering, as well as making some project design

assumptions, we estimate that the cost to design and construct this segment of Avenida 51 is likely

to cost $4,000,000.00 USD. The approximation of the cost of this project was based on the FDOT

Long Range Estimation System for a new construction undivided four-lane road with paved

shoulders. In order for Cuba to maintain this transportation infrastructure, it will be ideal to create

a Highway Trust Fund (HTF). The majority of these funds should come from user-related taxes

and fees, also this account will not only help maintain the roadway it will also help to improve

other roads in Cuba.


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6.0 Conclusion

The restoration project of Avenida 51, will make an impact on the economic growth of Cuba and it

will be the building block to restoring this highway. EACC Engineering can conclude that by

helping Cuba redesigned their highways and roads in accordance to Department of Transportation

standards will allow the country to improve roadway safety for drivers and pedestrian. Increase the

transportation of goods, and attract tourist which will help boost the country’s income.


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7.0 Bibliography

State of Florida Department of Transportation. 2013 Quality/Level of Service

Handbook.

A policy on Geometric Design of Highways and Streets, 2011. American

Association of Stat Highway and Transportation Officials.

State of Florida Department of Transportation. Traffic Engineering Manual.

The Central Highway of Cuba. Edwin J. Foscue.

History of Cuba. La Carretera Central. www.thehistoryofcuba.com

Florida Department of Transportation Structures Manual Volume 9.

Florida Department of Transportation

South Florida Water Management District

DERM Policy for Design of Drainage Structures. December 1989

http://www.thehistoryofcuba.com/

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