vol 24 no 012010
TRANSCRIPT
The new version of the Manual on Uniform Traffic Control Devices (MUTCD) was released on Decem-
ber 16, 2009. The MUTCD is the national standard for all traffic control devices used in all streets,
highways, bikeways, and private roads open to public travel, ensuring the uniformity of traffic control
devices across the nation to help reduce crashes and traffic congestion. “Safety is this Department’s
top priority” declared Ray LaHood, U.S. Transportation Secretary, during the release of the compre-
hensive update of the MUTCD. “These new and updated standards will help make our nation’s roads
and bridges for drivers, construction workers and pedestrians alike”.
The MUTCD 2009 promotes the “complete streets” concept, an effort to ensure roads accommodate
all types of travel modes, not just the automobile. Among the new and updated requirements include
brighter, larger, and more legible highway signs, adding different lane markings for non-continuing
lanes, extending walk times for pedestrians at intersections, better pavement markings for bike lanes,
use of high visibility garments by road workers, adding overhead lane use control signs in multi-lane
roadways, expanding the use of flashing yellow arrow signals, and identifying electronic toll lanes.
This article presents some of the main changes in the MUTCD 2009 related to pavement markings and
traffic signals. Previous editions of EL PUENTE presented the proposed changes in Part 2 Signs and
Part 6 Temporary Traffic Control. (article continues in page 4)
In this issue
Revised rules for traffic control de-vices 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 P.8
Transportation week at UPRM P.9
Training workshops & seminars P.10
Meet the trainer P.10
Message from the editor P.11
EELL PPUENTEUENTE Newsletter of the Puerto Rico Transportation Technology Transfer Center University of Puerto Rico at Mayaguez
Volume 24, Number 01, Year 2010
New Technical Re-
sources in our Library:
● AASHTO Manual for
Assessing Safety
Hardware
● FHWA Comprehen-
sive Intersection Re-
source Library DVD
● FHWA Manual on
Uniform Traffic Con-
trol Devices 2009
● FHWA Red-Light Run-
ning Handbook
● FHWA Sign Retrore-
flectivity Toolkit CD-
ROM
States must adopt the 2009 National MUTCD as their legal State standard for
traffic control devices within two years. Visit mutcd.fhwa.dot.gov for details.
The Puerto Rico Transportation Technology Transfer Center is part of a network of 58 centers through the United States that com-prises the Local Technical Assistance Program (LTAP) and the Tribal Technical Assistance Program (TTAP), which enable local gov-ernments, counties, and cities, to improve their roads and bridges by supplying them with a variety of training programs, an infor-mation clearinghouse, new and existing technology updates, personalized technical assistance, and newsletters.
Revised rules for traffic control devices in the MUTCD 2009
Commercial and bus drivers banned from texting while driving
The use of cell phones and other electronic
devices while driving is a significant and grow-
ing concern, particularly since it has increased
exponentially in recent years.
Research indicates that texting while driving
represents an even greater risk than talking on
a cell phone. Texting while driving involves a
convergence of visual, manual, and cognitive
distractions that make this practice especially
hazardous and potentially deadly.
The federal government enacted a ban on all
large commercial trucks and bus drivers from
sending text messages while at the wheel to
tackle distracted driving, which claims thou-
sands of lives on roads each year. This federal
rule is applicable to all interstate drivers of
Commercial Motor Vehicles (CMV’s) subject to
the Federal Motor Carrier Safety Administra-
tion (FMCSA) regulations.
The prohibition was announced on January 26,
2010 by U.S. Secretary of Transportation Ray
LaHood and was immediately putted on effect.
Drivers violating the ban could lead to civil or
criminal penalties such as fines of up to $2,750.
"We want the drivers of big rigs and buses and
those who share the roads with them to be
safe." said Secretary LaHood during the an-
nouncement of the initiative. "This is an impor-
tant safety step and we will be taking more to
eliminate the threat of distracted driving."
President Obama also signed the Executive
Order 13513 Federal Leadership on Reducing
Text Messaging While Driving, effective Decem-
ber 30, 2009, directing all federal employees
and contractors to not engage in text messag-
ing while:
Driving a vehicle that is owned, leased, or
rented by the government.
Driving privately-owned vehicles whilst on
official government business.
Using electronic equipment supplied by
the government to text while driving any
vehicle.
The FMCSA is working on additional regulatory
measures to avoid the use of electronic devices
while driving that will be announced in coming
months.
Safety facts and stats on distracted drivers
Nearly 6,000 people died and more than
500,000 were injured in 2008 in crashes
involving a distracted driver in the United
States.
Using a cell phone while driving, whether
it’s hand-held or hands-free, delays driver's
reaction as much as having a blood alcohol
concentration of .08%.
Younger and inexperienced drivers under
20 years old have the highest proportion of
distraction-related fatal crashes.
Drivers who send and receive text messages
take their eyes off the road for an average
of 4.6 seconds out of every 6 seconds while
texting. At 55 miles per hour, this means
that the driver is traveling the length of a
football field, including the end zones, with-
out looking at the road.
Drivers who text while driving are more
than 20 times more likely to get in an crash
than non-distracted drivers.
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
Twenty states, Washington, D.C., and Guam have already approved laws banning
texting while driving for all drivers.
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 2
Types of
Distractions
Visual -
taking your
eyes off the
road
Manual -
taking your
hands off the
wheel
Cognitive -
taking your
mind off what
you’re doing
MASH 2009 replaces NCHRP350 for new road safety hardware
There were 17,818 fatal roadway departure
crashes in the United States in the year 2008,
resulting in 19,794 fatalities .
A roadway departure crash is defined as a non-
intersection crash which occurs after a vehicle
crosses an edge line or a center line, or other-
wise 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 Hard-
ware (MASH), in effect since May 2009, pre-
sents uniform guidelines for crash testing per-
manent 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 evaluat-
ing 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 sum-
marized.
Changes in Test Matrices
Length-of-need tests with the pickup truck
are required to meet occupant risk criteria.
Longitudinal channelizers are added as a
category and a test matrix is recom-
mended.
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.
The critical impact point for the small car
terminal test is defined as the point where
the terminal behavior changes from redi-
rection to gating.
Changes in Test Vehicles
The 820C vehicle (820 kg small car) is re-
placed by the 1100C (1100 kg small car).
The 2000P vehicle (2000 kg pickup truck) is
replaced by the 2270P (2270 kg pickup
truck).
The single unit truck mass increases from
8,000 kg to 10,000 kg.
The light truck test vehicle must have a
minimum center of gravity height of 28
inches.
(article continues in page 9)
The NCHRP report 350 was published in 1993 to provide full-scale crash testing criteria and
safety performance assessment for road safety hardware.
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER 3
47%
24%
10%
17%2%
2008 Road Fatalities in the United States
Non roadway departure Run-off road right
Run-off road left Crossovers
Unknown roadway departure
Revised rules for traffic control devices… (continues from page 1)
MUTCD formatting
Paragraph numbering and paragraph cross ref-
erences were added to the MUTCD.
Metric dimensions were removed from the
text. Metric conversions are now provided in
an appendix.
Part 1 General
Several definitions, acronyms, and abbrevia-
tions 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.
Part 3 Markings
Section 3A.02 Standardization of Application
The MUTCD clarifies that the temporary mask-
ing of markings no longer applicable to road
conditions is to be “approximately the same
color as the pavement” to avoid road user con-
fusion 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.04 White Lane Line Pavement Mark-
ings and Warrants
A new Standard requires that dotted lines,
rather than broken lines, shall be used for sepa-
rating non-continuing lanes from through lanes
at:
Lane drops at intersections and inter-
changes
Auxiliary lanes
Deceleration and acceleration lanes
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 dot-
ted 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 com-
pliance 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 round-
about as these lines would be too close to
the yield lines and yield signs at the entry to
the circulatory roadway and could be con-
fusing to road users.
Stop and Yield lines may be staggered longi-
tudinally on a lane-by-lane basis to improve
drivers’ view of pedestrians and sight dis-
tance for turning vehicles, and to increase
the turning radius for left-turning vehicles.
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 4
Section 3B.17 Do Not Block Intersection Mark-
ings
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 alterna-
tives are authorized, including word messages,
a white box, and a cross-hatching.
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, cross-
walk lines should be installed where engineer-
ing judgment indicates they are needed to di-
rect pedestrians to the proper crossing path.
At locations across uncontrolled approaches,
an engineering study should be performed be-
fore installing a crosswalk marking. Factors to
consider include the number of lanes, the pres-
ence of a median, the distance from adjacent
signalized intersections, the pedestrian vol-
umes and delays, the average daily traffic
(ADT), the posted speed limit, or 85th percentile
speed, the geometry of the location, the possi-
ble consolidation of multiple crossing points,
the availability of street lighting, and other ap-
propriate 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 pe-
destrian 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
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
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 prefer-
ential 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.
Part 4 Highway Traffic Signals
Section 4C.04 Warrant 3, Peak Hour
Indicates that a signal installed based only on
this warrant should be traffic-actuated and may
be operated in flash-mode during the hours
when the warrant is not met.
(continues on next page)
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER 5
Revised rules for traffic control devices… (continues from page 5)
Section 4C.05 Warrant 4, Pedestrian Volume
Two new criteria replace the former two crite-
ria in the MUTCD, based on a combination of
vehicular and pedestrian volumes for either 4-
hours or a single peak hour, and only one of the
criteria needs to be met. The net effect of the
revisions is that this warrant is slightly easier to
meet with lower pedestrian volumes on streets
with high vehicle volumes, but it is slightly
more difficult to meet on streets with low vehi-
cle volumes.
In addition, signals
based only on Warrant
4 (pedestrian volume)
or Warrant 5 (school
crossing) should also
control the minor
street or driveway.
Section 4D.04 Meaning of Vehicular Signal
Indications
The definition of “Intersection” was reviewed
(Sect. 1A.13), indicating that at a location con-
trolled by a traffic signal, these areas shall also
be part of the intersection:
•On approach: area beyond stop line or cross-
walk
•On departure: area extending to far side of
crosswalk
Clarified meanings of flashing yellow and flash-
ing red (circular and arrow) signal indications
(including for pedestrians) and the use of flash-
ing circular red as beacons supplementing an-
other device are included in this section.
A flashing yellow arrow indication in a separate
signal face is included as an optional alternative
to a circular green for permissive left-turn
movements. The flashing yellow arrow has a
high level of understanding and correct re-
sponse by left-turn drivers and a lower fail-
critical rate than the circular green.
A new option is added allowing the use of a
flashing red arrow for permissive turn move-
ments, but only in circumstances where an en-
gineering study determines that each succes-
sive vehicle must come to a full stop before
making the turn permissively.
It is clarified that a flashing green signal indica-
tion, 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 Indica-
tions
T w e l v e - i n c h
diameter indi-
c a t i o n s a r e
required for all
n e w t r a f f i c
control signal
faces, except
for six special
circumstances.
A “grandfather” clause for existing 8-inch signal
indications not covered by the new Options al-
lows 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 straight-
through 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 intersec-
tions where approach speeds are 45 mph or
higher (shown in figure below).
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 6
A Guidance recommends that the same design
and layout provisions should also be for be con-
sidered for any major urban or suburban arte-
rial 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 sepa-
rate turn face
shall be located
over th e turn
lane.
A Guidance is added that circular green indica-
tions 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 al-
lowed the use of separate left-turn signal faces
that include circular green indications for per-
missive turns.
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 us-
ing a circular red
ind icat ion in a
p r o t e c t e d - o n l y
mode turn signal
face is deleted. A
red arrow is the
only allowed red
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 applica-
tion of the relatively complex requirements and
options for turn signals.
Section 4D.26 Yellow Change and Red Clear-
ance Intervals
A Standard is added to indicate that the dura-
tions of the yellow change interval and, when
used, the red clearance interval, shall be deter-
mined using engineering practices. The compli-
ance 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 rela-
tionship of the display of the flashing upraised
hand to the display of yellow change and red
clearance intervals.
New requirement indicates a minimum 3 sec-
ond “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 inter-
val, a steady UPRAISED HAND must be dis-
played. 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)
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER 7
Center news
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 Washing-
ton, 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 spon-
sored by the Dwight David Eisenhower Trans-
portation Fellowship of the Federal Highway
Administration (FHWA).
The 2009-2010 UPRM Eisenhower Fellowship
Recipients are: Carlos Calero, Jeannette Fe-
liciano, Ivelisse Gorbea, Alvin Nieves, Máximo
Polanco, Zaida Rico, Liza Ríos, Reinaldo Silvestry
y Víctor Uribe.
Zaida Rico presented at the meeting her re-
search 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 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.
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
Pagán Ortíz, Director of Research and Develop-
ment 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 na-
tion, with 24 laboratories that perform ad-
vanced researches for the development of road
infrastructure in the US.
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 transporta-
tion research.
Superb participation of UPRM Students and PR-LTAP Center Directors at the 89th
Annual Meeting of the Transportation Research Board in Washington, D.C.
From left: Henry Murdaugh (Eisenhower Fellowship Administrator), Víctor
Uribe, Jaime Rivera (UPR-Río Piedras), Máximo Polanco, Carlos Calero,
Alvin Nieves, Reinaldo Silvestry, Zaida Rico, Jeannette Feliciano, Liza Ríos,
Ivelisse Gorbea and Dr. Benjamín Colucci.
UPRM group at ITE headquarters. From left: Ivelisse Gorbea,
Héctor Santiago (FHWA), Liza Ríos, Reinaldo Silvestry, Paul Eng
-Wong (ITE International President), Jeannette Feliciano, Zaida
Rico, Ray Davis (ITE) and PR-LTAP Directors Benjamín Colucci
and Alberto Figueroa.
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 8
MASH 2009 replaces NCHRP350… (continued from page 3)
The option for using passenger car test
vehicles older than 6 years is removed.
Truck box attachments on test vehicles are
required to meet published guidelines.
External vehicle crush must be docu-
mented using National Automotive Sam-
pling System (NASS) procedures.
Changes in Evaluation Criteria
The windshield damage evaluation and the
occupant compartment damage evaluation
use quantitative, instead of qualitative,
criteria.
Windshield damage criteria is applied to
permanent support structures, in addition
to work zone traffic control devices.
All evaluation criteria will be pass/fail,
eliminating the “marginal pass”.
Maximum roll and pitch angles
are set at 75 degrees.
The subjective criteria for evalu-
ating exit conditions are elimi-
nated; reporting the exit box
evaluation criterion is required.
Documentation on vehicle rebound in crash
cushion test is required.
MASH Implementation Plan
All highway safety hardware accepted prior to
the adoption of MASH using criteria contained in
NCHRP Report 350 may remain in place and may
continue to be manufactured and installed.
The highway safety hardware accepted using
NCHRP Report 350 criteria does not require be-
ing retested using MASH criteria. However, new
highway safety hardware not previously as-
sessed must utilize MASH for testing and evalua-
tion.
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 Transporta-
tion Engineers and the PR-LTAP Center.
Traffic Safety — Tuesday, April 27
Different exhibitions, simulations, theatrical
plays, interactive talks, and information booths
from different safety-related organizations will
be presented at the UPR-Mayaguez Students’
Center and the Angel F. Espada Parking Lot from
9 AM to 4 PM.
Activities on April 28-30 will be held at the Civil Engi-
neering Auditorium at UPR-Mayaguez or at the
CIAPR-Chapter House in Miradero, Mayaguez.
Sustainability in Transportation — Wednes-
day, April 28
Transportation Infrastructure — Thursday,
April 29
Workforce Development in Transportation —
Friday, April 30
Visit our webpage www.uprm.edu/prt2/ for a com-
plete list and schedule of activities and organizations
participating during UPRM Transportation Week.
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER 9
Training workshops & seminars
10-hr. OSHA Accreditation for Safety in Areas of Road Construction
Instructor: Mr. Omar López, ARTBA Instructor
This seminar will be offered in four different locations
Dates: April 12-13, 2010, Place: CIAPR-Mayagüez, 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
Construction Engineering Management
Instructor: Dr. Francisco Maldonado, UPR-Mayaguez
Date: April 21-22, 2010, Place: CIAPR-Mayaguez, Hours: 8:30 AM—4:30 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 [email protected] 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 Transpor-
tat ion Bui lders Associat ion
(ARTBA). He is the lead instructor
for ARTBA’s minority and disad-
vantaged worker training pro-
gram, conducted under contract
to the Washington, D.C. Depart-
ment of Transportation. Fluent in
both English and Spanish, Omar also provides translation ser-
vices for the association’s publications and training materials.
Before coming to ARTBA in early 2007, Omar served as a trans-
lator assisting with labor arbitration cases. He earned an asso-
ciate 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 re-
warding job because it directly helps people who may not
know how to work safely or where to go for help. It is gratify-
ing 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
do—and that is a very valuable reward.”
EDUCATION AND TRAINING
MBA – Northern Virginia Community College (In progress)
School of Law - University of Loja, Quito, Ecuador
(Associate law degree)
ESL – English as-a-Second Language NOVA
OSHA 500 Certified Instructor: OSHA 10 and 30 hours
National Safety Council Certified Instructor; Flagger
Safety, First Aid-CPR
FHWA – NHI Advanced Work Zone Management and
Design
Courses in Building Construction, Construction Manage-
ment, and Cost Estimating.
Meet the Trainer: Omar López
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 10
Welcome to our first edition of the EL PUENTE newsletter for 2010. We have decided to give our magazine a new face to keep it
fresh and improve its reading. In this issue you will learn about the main aspects and changes for traffic control devices and crash
protection roadside hardware included in the MUTCD 2009 and MASH, respectively. These manuals were published recently by
FHWA and AASHTO, respectively, and both have major relevance to improve the safety of our highways and streets.
In this issue, we added a new section titled “Meet the trainer” devoted to portrait our trainers to allow our readers to know
about the excellent group of professionals serving our customers at the seminars in Puerto Rico and the U.S. Virgin Islands.
Heading into its 24th anniversary this year, the PR-LTAP Center is more committed than ever to satisfy the transportation
information needs of its local and state stakeholders. Tell us what you think about the magazine and share with us how we can
improve it and what topics you would like to read about. Also, send us your requests about transportation technical information
and training seminars by using the form below or writing to [email protected] or [email protected]. Thanks!
Alberto M. Figueroa Medina, Ph.D., P.E.
Message from the Editor
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Provide us with details of the situation, project, transportation issue, etc. that you seek information or technical as-
sistance or request us a technical document, video or training/workshop manual from our transportation library.
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The Center’s staff welcomes all your comments and suggestions. To contact the Center, please send all correspon-dence to the following e-mail address or contact us at:
Phone: (787) 834-6385, Fax: (787) 265-5695, E-mail: [email protected]
Website: http://www.uprm.edu/prt2/
Technical Information, Publication, Video or Training Request Form
EL PUENTE NEWSLETTER, VOL. 24, NO. 1, 2010 PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER 11
EL PUENTE is published by the Puerto Rico Transportation
Technology Transfer Center located at the Department of Civil Engi-
neering and Surveying of the University of Puerto Rico at Mayaguez.
PUERTO RICO TRANSPORTATION TECHNOLOGY TRANSFER CENTER
University of Puerto Rico at Mayagüez
Department of Civil Engineering and Surveying
Call Box 9000, Mayagüez, PR 00681
787.834.6385 phone
787.265.5695 fax
EL PUENTE
NEWSLETTER
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 De-
partment of Transportation and Public Works, the Puerto Rico Highway and Transportation Authority,
or the U.S. Virgin Islands Department of Public Works.
PR LTAP Staff
Benjamín Colucci Ríos Director
Alberto M. Figueroa Medina Deputy Director
Gisela González Program Administrator
Grisel Villarubia Irmalí Franco Administrative Coordinators
Anthony Noriega Negrón Samuel E. Ortiz Angleró Mireya M. Quiñones Fernández Raymon Reyes Negrón Ismael A. Román Rivera Student Interns
EL PUENTE Newsletter
VOL. 24, NO. 01, 2010