Transportation & the 2012 Elections
MAP-21 Q&A with Hill Leaders 9th Annual “Through The Lens”
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VOL. 24, NO. 5
SEPT OCT2012 The official publication of the American Road & Transportation Builders Association www.transportationbuilder.org
20 10 ON THE COVER
Transportation and the 2012 Elections: What You Should Know About the Presidential Candidates
10 14 20 26
Utah’s Mountain View Corridor:
Responsible Planning for Future Growth
From the Chairman
ARTBA’s TransOvation Turns “What If?” into “Why Not?”
9th Annual Through the Lens: Transportation Construction in Pictures
Time to Take Another Look at the Clean Air Act AEM Corner
Q&A on MAP-21 with Sen. Boxer (D-Calif.) and Rep. Mica (R-Fla.)
On the Cover: Photo Credit: Getty Images
Transportation Builder® (TB) is the official publication of the American Road & Transportation Builders Association, a federation whose primary goal is to aggressively grow and protect transportation infrastructure investment to meet the public and business demand for safe and efficient travel. In support of this mission, ARTBA also provides programs and services designed to give its members a global competitive edge. As the only national publication specifically geared toward transportation development professionals, TB is the primary source of business, legislative and regulatory news critical to the success and future of the transportation design and construction industry.
Staff PUBLISHER T. Peter Ruane email@example.com DEPUTY PUBLISHER Matt Jeanneret firstname.lastname@example.org EDITORIAL DIRECTOR Beth McGinn email@example.com PUBLICATIONS EDITOR & GRAPHIC DESIGNER Jenny Ragone firstname.lastname@example.org CONTRIBUTING WRITERS Rich Juliano ARTBA senior vice president for strategic initiatives Nick Goldstein ARTBA vice president of environmental & regulatory affairs Allison Klein ARTBA vice president, member services Hank Webster ARTBA managing director of Public-Private Partnerships Division:
Transportation Builder® (ISSN 1043-4054) is published bi-monthly by the American Road & Transportation Builders Association (ARTBA). Postmaster: Send change of address to Transportation Builder®, c/o ARTBA, The ARTBA Building, 1219 28th Street, N.W., Washington, D.C. 20007. Telephone: 202289-4434, Fax: 202-289-4435, Internet: www.artba.org; E-mail: email@example.com. Periodicals postage paid at Washington, D.C., and additional mailing offices. Subscriptions are $105/year for ARTBA members, which is included in the dues; $120/year for non-members; and $200/year non-U.S. mailing addresses. Copyright ©2012 ARTBA. All rights reserved. Material may not be reproduced in any form without written permission from the publisher. Reg. U.S. Patent & Trademark Office. Visit us: www.transportationbuilder.org
NOVEMBER&DECEMBER 2012 Western Meeting
Executive Committee Chairman: Paul Yarossi HNTB Holdings, Ltd., New York, N.Y. Senior Vice Chairman: Steve Wright Wright Brothers Construction, Charleston, Tenn. First Vice Chairman: Doug Black Oldcastle Materials, Atlanta, Ga. Northeastern Region Vice Chairman: Nick Ivanoff Ammann & Whitney, New York, N.Y. Southern Region Vice Chairman: Tom Elmore Eutaw Construction Company, Aberdeen, Miss. Central Region Vice Chairman: Kathi Holst RoadSafe Traffic Systems, Romeoville, Ill. Western Region Vice Chairman: Jim Andoga Austin Bridge & Road, Austin, Texas Vice Chairman At-Large: Ward Nye Martin Marietta Materials, Raleigh, N.C. Vice Chairman At-Large: Bob Luffy Grandview Consultants LLC, Pittsburgh, Pa. Vice Chairman At-Large: David S. Zachry Zachry Construction Corporation, San Antonio, Texas Vice Chairman At-Large: John Houle 3M Traffic Safety Systems Division, St. Paul, Minn. Vice Chairman At-Large: Bob Close Parsons Brinckerhoff, Orange County, Calif. Vice Chairman At-Large: John Kulka HRI, Inc., State College, Pa. Treasurer: Tom Hill Summit Materials, LLC, Washington, D.C.
November 27-28 Hyatt at Fisherman’s Wharf, San Franciso, Calif.
November 29-30 Hyatt Rosemont O’Hare Airport, Chicago, Ill.
Secretary & President/CEO: T. Peter Ruane ARTBA, Washington, D.C. ARTBA-TDF Board of Trustees Chairman: Leo Vecellio Jr., Vecellio Group, West Palm Beach, Fla. Young Executive Leadership Council Chairman: Chris Fronheiser, AECOM, Baltimore, Md. Contractors: Jeff Nelson David Nelson Construction Company, Palm Harbor, Fla. Contractors First Vice President: Bob Alger The Lane Construction Corporation, Cheshire, Conn. Planning and Design Division: Larry Peterson Kleinfelder, Kuna, Idaho Traffic Safety Industry: Taylor Bowlden 3M’s Traffic Safety Systems Division, Washington, D.C. Materials & Services: Steve McGough HCSS, Sugar Land, Texas
December 3-4 Hilton Atlanta Airport Hotel, Atlanta, Ga.
Transportation Officials: Tim Zahrn Sangamon County Engineer, Sangamon, Ill. Manufacturers Representative: Ron DeFeo Terex Corporation, Westport, Conn. Research and Education: Deborah Underwood North Carolina A&T University Transportation Institute, Greensboro, N.C. Public-Private Partnerships: Patrick Rhode Cintra U.S., Austin, Texas Council of State Executives Chairman: Marc Herbst Long Island Contractors’ Association, Hauppauge, N.Y. Immediate Past ARTBA Chairman: Bill Cox Corman Construction, Annapolis Junction, Md. Past Chairmen’s Council Representative: Jim Madara Gannett Fleming, Allentown, Pa.
December 5-6 Seaport Hotel, Boston, Mass. Register: www.artba.org For more information: Ed Tarrant at 202.289.4434, firstname.lastname@example.org Brie Johnson at 202.289.4434, email@example.com
TRANSPORTATION & INFRASTRUCTURE BUILDINGS & FACILITIES CONSTRUCTION MANAGEMENT ENERGY SERVICES
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Editor’s Note: In this special election issue of “Transportation Builder” (TB) we provide you with a comprehensive and unbiased review of the transportation-related policies and statements of President Obama and Governor Romney. Our coverage begins on page 16. This issue also contains stunning images of transportation infrastructure projects from across the nation submitted to us by ARTBA members for the 9th Annual “Through the Lens: Transportation Construction in Pictures,” which begins on page 20. Jenny Ragone, Publications Editor & Graphic Designer
Last July, ARTBA brought together some of the brightest minds in transportation design and construction, business and technology to explore how organizations can use innovative thinking to solve infrastructure challenges. The ideas that emerged from their collaboration during ARTBA’s TransOvationTM Workshop can be found on page 14. On page 26, ARTBA Director of Public Affairs and New Media Beth McGinn interviews two of the key players in the passage of the new surface transportation law, MAP-21. Senate Environment & Public Works Committee Chair Barbara Boxer (D-Calif.) and House Transportation & Infrastructure Committee Chair John Mica (R-Fla.) share their assessments of the law, how it got done and what comes next. As always, I hope you find this information informative. Remember to vote November 6! Please feel free to contact me with any questions or comments at email@example.com.
from the chairman Paul Yarossi, President, HNTB Holdings Ltd. HNTB Corporation
speed delivery of transportation projects and help make transportation programs more transparent and accountable.
Mission Accomplished, Continue to March
was recently asked: What are you most proud of during your past year as chairman? It was a great question.
ARTBA vs. EPA
It was these industry peers, along with all ARTBA members for that matter, who proved to be critical partners in our many achievements of the past year. In this final column as your chairman, I wanted to highlight just a few of them.
While much of the focus this year was on the highway/transit bill, it shouldn’t be lost that ARTBA achieved three environmental legal victories on our industry’s behalf, including two before the Supreme Court. In both of these cases, which sought to limit federal regulatory overreach, ARTBA was the only transportation construction industry group at the table. The association also filed comments more than two dozen times on a variety of federal regulations impacting transportation development, proving once again that the association remains the industry’s primary legal and regulatory watch dog.
Strategic Planning Committee Report
Obviously, the biggest accomplishment was enactment of the new highway and transit law, MAP-21. Many said it couldn’t be done in an election year, but they were wrong. While MAP-21 does not represent everything ARTBA wanted, particularly from a funding standpoint, the law will provide market stability and eliminate the need for more short-term extensions. It also contains many important, ARTBAbacked policy improvements that will
We made progress in implementing some of the key recommendations of the 2011 Strategic Planning Committee Report, especially in the areas of innovation. The TransOvationTM Workshop & Exhibit in July was a huge success. We’ve had more than 150 attendees and exhibitors attend the first two events. We broadened the scope of the program with the introduction of the “TransOvation Awards.” The inaugural winners offered shining examples of
In fact, my proudest moment pre-dates my election. On a personal and professional level, it was when I received the call from Charlie Potts, the chair of the ARTBA Nominating & Leadership Development Committee, telling me that my industry peers had nominated me to be the next chairman.
Passage of MAP-21 took a lot of hard work. On the “road to reauthorization,” ARTBA volunteer leaders and staff testified more than 25 times before Congress, the Administration and other blue ribbon commissions. The award-winning “Transportation Makes America Work” (TMAW) grassroots lobbying and communications campaign produced numerous radio, TV and print advertising campaigns to help frame the debate on Capitol Hill. And ARTBA’s economics team pumped out a steady stream of research and statistics to help bolster the industry’s core message about the economic impacts of transportation infrastructure investment.
how our industry is using innovation to deliver a better bang for the buck to the American public. These projects provide “real world” case studies that can be shared with elected officials. Finally, in September, the association held the industry’s first-ever virtual conference for local officials, known as the “Local Transportation Management Virtual Conference & Innovation Showcase” featuring “Best Practices in Work Zone Safety.” Known as “LoTrans,” nearly 700 transportation agency officials participated in the event, which included excellent educational sessions by industry leaders and cutting-edge products from exhibitors.
Young Executives I’m also quite proud of the additional leadership and educational opportunities that were offered through the Young Executive Development Program (YEDP) this year. We kept these rising stars engaged with webinars on innovative P3 projects and bridge design. Most notably, we had a record number of graduates from this year’s YEDP at the ARTBA National Convention in Memphis this year, and the program is well positioned for future growth.
Closing Thoughts Of course the biggest disappointment with MAP-21 was the lack of money and that the long-term funding challenges facing the Highway Trust Fund (HTF) remain. That’s why we announced in July the creation of “Trans2020: The MAP-21 Policy Promotion, Implementation & Funding Enhancement Task Force,” which will work to ensure the new law is implemented as intended and help secure a long-term, sustainable transportation funding source for the HTF. The battle for the next reauthorization bill has begun, and I’m confident that incoming chairman Steve Wright and his leadership team are up to managing the task at hand. I have truly enjoyed the opportunity to help lead this distinguished organization. It’s been an honor to serve as your chairman!
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president’s desk T. Peter Ruane, President & CEO ARTBA
Time for the Industry to “Vote Its Pocketbook”
ecently, I attended an event for association CEOs and had the chance to visit with several colleagues from other trade associations. They were all aware of the recent passage of the federal surface transportation law, the Moving Ahead for Progress in the 21st Century Act, or MAP21, and congratulated ARTBA on our sustained and successful efforts to pass it. Many of these folks noted that important federal legislation relating to their associations’ own industries or professions remained bottled up in Congress, and their outlook continued to be pessimistic because of the extreme partisanship on Capitol Hill. So they told me, in effect, that it must have been a relief to get MAP-21 done and “out of the way.” Unfortunately, these comments reflect a belief among many that the job is done. While ARTBA’s members, chapters and staff deserve some plaudits for a seven-year
effort to help frame the debate for reauthorization, support of the efforts of congressional transportation leaders to shape the best bill possible under the circumstances, and the grassroots push with our coalition partners to get it through each chamber, full blown kudos are premature.
with a critical vote in Congress or your legislature. In the campaign’s closing days, you may even have a chance to question candidates in your area about these issues. Those with the strongest records and positions on transportation investment are the people who deserve your support.
Yes, it was not an easy task, and indeed MAP-21 represents one of the few bipartisan accomplishments of the current Congress. As we reported in the last issue of “Transportation Builder,” which included ARTBA’s comprehensive analysis of the legislation, the highway and transit investment levels still fell short of what the nation needs. Numerous program reforms in MAP-21, however, provide the opportunity for meaningful improvements in areas like planning, permitting and project delivery.
One of the oldest sayings in politics is that “people vote their pocketbook.” When they work on the successor to MAP21, the next president and Congress will decide what your transportation design and construction market looks like for the rest of this decade. So it’s time for our industry to “vote its pocketbook” – now more than ever before!
Nonetheless, as ARTBA has made clear since President Obama signed MAP-21 on July 6, our work is far from over. We remain in full “reauthorization mode” with less than two years remaining until MAP21 expires and the Highway Trust Fund once again faces insolvency. Congress has put off key revenue/investment decisions until the next time around. We have a critical two years ahead, and the next step in the road to MAP-21 reauthorization is the November elections. This issue features ARTBA’s report on the transportation records of the presidential candidates. I urge you to examine this information carefully in the final days before the election. Talk to your industry colleagues, employees, suppliers and families about which candidates – whether for president, U.S. Senate, U.S. House, state or local office – have made transportation investment a priority. On the other hand, think about which candidates have been hostile or have just given you lip service when the industry has needed their help
The project team worked with the local community to identify landscape enhancements at key intersections.
Retaining walls up to 30 feet high were used to mitigate wetland impacts in construction of the Jordan River bridges.
Utah’s Mountain View Corridor: Responsible Planning for Future Growth Another in an ongoing series on project innovation
tah’s reputation as a great place to live and work has caught on. With most residents living within 30 miles of the Wasatch Front and having access to outdoor activities yearround, western Salt Lake County and northwest Utah County are among the fastest-growing areas of the United States. The Utah Department of Transportation (UDOT) is preparing for current and projected growth. To reduce congestion and improve safety, in 2003 UDOT embarked on a project known as the Mountain View Corridor, a multimodal transportation initiative serving 13 communities. The full project will provide more roadway capacity with a 35-mile freeway that will connect with Interstate 80 to the north and Interstate 15 to the south. In addition, the project will include 15 miles of public transit, most likely bus rapid transit (BRT), that will connect to the Mid-Jordan and Airport light rail lines and could evolve into a rail system. It will also include 31 miles of trails for bicyclists and pedestrians. Following a planning and environmental review process that involved stakeholders from the start, and employing smart construction strategies, the project’s first section—3.1 miles of roadway—has been successfully completed and another section is under construction.
Unprecedented EIS In 2003, the state contracted Parsons Brinckerhoff to develop an environmental impact statement (EIS) for the project. Parsons Brinckerhoff was the prime consultant and oversaw all activities related to the production of the EIS submitted to the Federal Highway Administration (FHWA) and the Federal Transit Administration.
Completed in 2008, the eight-volume EIS was one of the most complex transportation studies ever undertaken in Utah. The draft EIS received some 2,500 comments, while the final EIS received just 22. “Our EIS process was very grassroots and transparent,” said Ed Rock, project manager at Parsons Brinckerhoff. “By addressing concerns brought up during the draft EIS review, we achieved buy-in from our stakeholders, and the final EIS obtained a record of decision without a single litigation action brought against the project.” An extensive and strategic communications program facilitated the involvement of the wide array of stakeholders, including communities, state and federal agencies, property owners, and individuals living in the areas being studied. A “talk truck” campaign, a simple use of a three-sided billboard mounted on a flatbed truck, allowed project staff to proactively engage affected communities. The truck provided eye-catching advertising and a venue for a series of nine neighborhood meetings intended to raise the public’s awareness of the project and provide information about the EIS and the initial proposed alignment of the corridor. Several concerns were raised during the EIS process that led to changes in the construction process. “Air quality was brought up by local environmental groups,” Rock explained. “This did not come as any surprise to the client. We included mitigation measures, such as funding for air quality monitoring and air filters in several elementary schools.” The biggest change between the draft EIS and the final EIS was the phased implementation alternative, which entails building the project in segments as needs arise and funding becomes available, while preserving the entire right-of-way for future construction.
Mountain View Corridor is being built in phases, starting with two lanes in each direction. Land is preserved in the middle for a future freeway when need and funding are determined.
The project team worked with Union Pacific and the Utah Transit Authority to provide a grade-separated rail crossing that will carry the future FrontRunner commuter railtrain.
This alternative also addressed the concerns of many who wished to see a transit component included in the project. “We agreed to implement the project in phases, including building the roadway with two lanes in each direction first, as well as completing the first phase of the transit before implementing the full eight-lane freeway,” said Rock. The FHWA recognized the Mountain View Corridor EIS in its Exemplary Human Environment Initiatives program for “using a process that helped citizens and elected officials understand how sustainable, context-sensitive approaches can be used to plan for the future.”
Phased Construction The Mountain View Corridor is being constructed by building what is needed today—four travel lanes—while preserving corridor space for the full freeway in the future, eliminating the need to tear out existing structures and utilities as future phases are implemented. The phasing strategy also supports a balanced transportation approach by preserving space in the project area for transit and giving transit the best possible opportunity to grow.
First Milestone: 2100 North Segment In September 2011, construction was completed on the first section of the project, a 3-mile spur that connects I-15 to Redwood Road along 2100 North in Lehi, part of Utah County. “The 2100 North project represents a significant milestone for the Utah Department of Transportation,” says Rock. “The new roadway brings immediate congestion relief to several rapidly developing communities in Northern Utah County, including Saratoga Springs and Eagle Mountain.”
The community was involved in the opening of the segment. A 3.1-mile “fun run” marked the opening and raised money for several local nonprofit groups. There was also a community barbeque.
Now Under Construction: Salt Lake County Segment The next section to be constructed is a $730 million, 15-mile segment in Salt Lake County, on schedule to be completed in December 2012. Parsons Brinckerhoff is a member of the program management team responsible for coordination with stakeholders, engineering analysis, preparation of estimates, right-of-way, corridor preservation, and public outreach. This portion began as a 9-to-10-mile section but through risk analysis and using the construction manager-general contractor (CMGC) project delivery method, the team found cost savings and applied the money toward adding an additional five miles of roadway. The primary means by which the team found cost savings was in a process called provisional sums. “Contractors usually build into their prices a certain amount of risk, and even if those risks are not encountered, the money is spent,” explained Rock. “We asked contractors to bid assuming they would not encounter certain risks, and to provide separate prices for those risks.” The Mountain View Corridor CMGC team committed to being solution-oriented, flexible, transparent, and working in a highly collaborative environment. “These principles allowed us to overcome challenges and make the project better in terms of reducing cost and fitting with the community context as well as responding to changing conditions as the right-of-way was being acquired and utility agreements were being put into place,” said Rock. “We were able to jointly establish the schedule with the contractor to have a realistic schedule.”
Active Risk Management “During construction, we would simply move the work if we encountered a potential delay,” says Rock. Work was also adjusted when agreements were reached with local governments and utility companies. For example, when a land agreement was completed with West Valley City allowing the project access to right-of-way in a public golf course that would be reconstructed, the project team resequenced the dirt flow. The project team is also balancing the dirt work within the project limits by excavating where material needs to be removed and using that material as fill. The owner also asked that a crushing operation be set up on site. “The contractor likely would not have proposed that, given the cost and risks involved in a roadway project with this much dirt work,” says Rock. Another innovation was relocating the Kennecott Utah Copper Corporation’s private rail line, which connects at Bingham Canyon with the company’s smelter at Garfield. The Mountain View Corridor crossed the Kennecott railroad at several locations. UDOT and Kennecott determined that it would be better to relocate the railroad than to provide the crossings that would be necessary. A land trade agreement to relocate the railroad was reached six months after the construction contract was signed, and the project team was able to adjust the scope of work, removing a bridge structure and reallocating the cost savings to other aspects of the project. The project team also completed 200 property acquisitions, under budget, with no construction delay claims. Given an aggressive timeline for completion, the right-of-way team worked through some issues such as mortgages that were greater than the value of
The project team worked with the community to identify safety enhancements for a pedestrian crossing connecting a neighborhood with an elementary school. A wide sidewalk is protected with short retaining walls, and landscaped areas separate traffic and pedestrians.
the properties and some unusual challenges, such as relocating an animal shelter. “A renter we needed to relocate ran an animal rescue operation from his home, and he had hundreds of animals, including numerous reptiles,” says Rock. “We worked with the resident for more than a year to identify an acceptable location for his rescue operation.”
Ongoing Public Involvement Regular communication with the public continues to be a vital component of the project. Progress videos posted on YouTube have had more than 16,500 views, and weekly email updates are sent to over 5,500 people using Parsons Brinckerhoff ’s “Comment Sense” online database. The public involvement team, led by Parsons Brinckerhoff ’s Eileen Barron, also uses Twitter and Facebook to keep residents informed of construction progress. “Social media is an efficient way to communicate project information to a large audience over a long period of time,” says Barron. The Mountain View Corridor project team has used CMGC to its fullest extent and remained flexible to respond to changing conditions. And by communicating with and involving the public early in the process, the team reduced risk and cost for the project and helped ensure successful construction today—and for the future.
Reprinted with permission by Parsons Brinckerhoff. Photos: Courtesy of Parsons Brinckerhoff.
A “Fun Run and Walk” was held September 24, 2011, to celebrate the opening of 2100 North, the first three miles of the planned 35-mile Mountain View Corridor. The project team partnered with a local school and several local charities for the event.
FAR LEFT Danny Forster, host of The Discovery Channel’s “Build It Bigger” show, explains how innovation and creative thinking can help build public support for transportation infrastructure investments. LEFT Federal Highway Administrator Victor Mendez challenged workshop participants to “think big.”
ARTBA’S TRANSO VATION TURNS “WHAT IF?” INTO “WHY NOT?” Innovation-focused workshop brings fresh perspective to one of transportation’s core commitments safety. by Allison Klein
ould holograms alert drivers to highway hazards? Could roadside motion sensors prevent crashes with pedestrians and animals by automatically making vehicles slow down? And could the right mix of image and incentives make safe driving “cool?”
These were just some of the many creative ideas for improving highway safety developed by participants at this year’s TransOvationTM, ARTBA’s annual workshop held July 25-27 in Leesburg, Va., that helps transportation design and construction professionals incorporate innovative thinking into their professional skill set. Launched last year, the concept of TransOvationTM is simple: bring some of the brightest minds in engineering, business, and technology together with a cross-section of transportation professionals to explore how organizations can better tackle routine issues and broad-based challenges. At first glance, highway safety may seem like an unusual topic for an innovation conference, having been an integral part of transportation programs for decades. But as 2012 ARTBA Chairman Paul Yarossi pointed out in his opening remarks, it’s an area that can never be over-emphasized, but also one that has faded into the “background noise” of the public consciousness. “When did it become okay to tolerate more than 32,000 deaths per year on the highway system we build,” Yarossi asked, citing the most recent statistics on vehicular-related fatalities. “When did it become okay…” soon became TransOvation’s unofficial slogan as other statistics came to light. Crashes involving
animals costs $8 billion in damages each year, nearly 5,000 pedestrians were involved in fatal crashes in 2010, and a disproportionate number of incidents occur on rural, two-lane, and undivided roads. TransOvationTM co-leader and renowned bridge designer Ted Zoli observed that as with other aspects of transportation in our daily lives, fatalities and costs have evolved slowly, making their impact less noticeable to the public. “We don’t perceive slow change well,” said Zoli, a senior vice president at HNTB. “Over the years, driving went from being perceived as a fun, recreational activity to a chore. We need to change the public’s perception of safety, so they won’t tolerate hitting people, cyclists, or animals.” Problem-solvers by nature, transportation professionals already possess the skills to achieve these goals. But TransOvationTM coleader John Hillman, president and CEO of HC Bridge Company, stressed that they must first understand what it truly means to be holistic creative thinkers, get out of their “comfort zones,” and be continually alert to new information. “Every creative journey begins with a problem,” Hillman explained. “Even the act of being stumped is an essential part of the creative process.” When organizations promote a culture of innovation, the potential for new ideas is virtually limitless. Raymond Chiu, technical director of 3M’s Traffic Safety Systems Division, explained how his company went from making masking tape to reflective sheeting by providing employees with a system of principal and practices that helped harnesses a “chain reaction of new ideas.” Participants were reminded that the design and construction industry already abounds with examples of innovation. Danny Forster, host of Discovery Channel’s “Build It Bigger,” presented examples of buildings and bridges that have been adapted to their surroundings and needs, from the 1,600 meter-long Stonecutters Bridge in Hong Kong, which once completed, will be one of the longest cable-stayed bridges in the world, to the Al-Hamra Tower
in Kuwait, the world’s tallest twisting structure complete with over 258,000 square meters of limestone tile that help balance the structure’s weight and regulate the building’s temperature.
Make lane-edge grinding routine in all highway maintenance work, not simply part of new construction or major improvements.
The dynamics of collaboration
Create cell phone “dead zones” allowing access only to 911, thereby minimizing driver distraction.
Armed with these and other insights, five diverse workgroups spent the next day and a half formulating their own infrastructure-oriented solutions to improve highway safety for motorists, pedestrians, and animals. In their presentations on TransOvation’sTM final day, the groups offered a wealth of practical ideas. Many focused on adapting proven, off-the-shelf technologies to infrastructure- and vehiclespecific applications, and taking advantage of the informationdriven, interconnected nature of today’s wired world: t
Smart sensors. Embedded in pavement and at intersections, solar-powered sensors would activate signs, LED hazard lights, and traffic signals when pedestrians and wildlife are present. Intelligent intersections. A more customized use of motion sensors would activate stop signs and red lights when pedestrians are in or near a crossing. Green pavement LEDs would illuminate the safest path for turns, reducing the risk of veering into oncoming traffic, pedestrians, or curbside structures.
Keeping safety in step with the concept of “cool” Because driver behavior is an integral part of the highway safety equation, TransOvation’sTM workgroups examined ways to make the concept more relevant to the next generation of drivers. Messages that resonated with baby boomers may no longer be relevant among 21st century commuters. “The workforce is dramatically changing,” said Ross Smith, Microsoft’s director of test and one of the nation’s top innovation thought leaders. “We need to think beyond the industrial revolution workforce thinking, and think about the workforce of today.” Among the most pervasive influences, Smith explained, are video games, which facilitate reward for positive action, while establishing motivation to keep trying. Some of the videogameinspired ideas included: t
Early education. Create realistic driving simulation games for young people that stress safety, and instill and understanding of how infrastructure works.
Holograms and high-tech signs. Because drivers can become inured to conventional static signs, especially along often-traveled routes, holographic images such as a child playing near an intersection or lane paths/dividers could pique drivers’ awareness of potential hazards.
Pile up the points. Award points for safe driving, and provide incentives such as reduced tolls and fees and guaranteed parking. Eligible motorists could tout their safe driving status via approved icons on their personal Facebook, Google+, and other social media accounts.
Bring vehicles into the conversation. The same sensors that activate lights and indicators could also communicate with on-board driver information systems, alerting the driver to potential hazards via an audio message, dashboard indicator, or seat vibration. The system might also slow the vehicle in high-hazard areas such as work zones.
Broaden the range of “players.” The gaming concept need not be limited to drivers. Business groups could promote their members’ location along routes with good safety records, perhaps competing with each other on which ones are safest to access. Rating systems could also be applied to cities and states, rewarding them with the prestige of having the best or most improved safety record.
Enhanced GPS units. With drivers increasingly relying on GPS to find the fastest route, why not program the units to display the safest route as well? Features could include both temporary hazards, such as construction activity and weather conditions, as well as the safety history of a route segment, e.g. number of crashes.
Not all solutions offered were high tech. TransOvationTM workgroups identified several “tweaks” to existing systems and processes that would have both immediate and long-term safety benefits: t
Maximize MAP-21(the new transporation law) data collection efforts to identify safety “black spots” and other hazards, enabling agencies to better prioritize areas in need of improvement.
Add safety needs to improvement initiatives so that roads meet existing hazard reduction criteria before expansion will be considered.
Next steps Unlike other “innovation” conferences and workshops where potentially valuable ideas are often left behind when participants leave, TransOvation’sTM workgroups made their presentations before the Federal Highway Administrator Victor Mendez and Mike Griffith, director of FHWA’s Office of Safety Integration. Both had high praise for the groups’ approach and concepts, and cited numerous candidates that merit further evaluation. After all, noted Mendez in his closing remarks, American drivers shouldn’t have to wait for smarter, safer infrastructure. “We can’t wait years…There should be a sense of urgency to what we do in transportation.”
Allison Klein is ARTBA vice president of member services: firstname.lastname@example.org
Transportation and the 2012 Elections: What You Should Know About the Presidential Candidates by Rich Juliano and Hank Webster
hard-fought political campaign season will conclude on November 6 when Americans elect the next president, along with numerous members of Congress, governors and state legislators. It’s possible you’ve already formed strong opinions about which candidates you like and dislike. However, as you consider your final choices for the election, ARTBA urges you to take a careful look at their positions on transportation investment and related issues. The people elected in November will have a major say in determining the size of your future transportation construction market, as well as the regulatory environment in which you will operate. As an example, keep in mind that—on average—about half the nation’s capital investment in roads and bridges originates with the federal highway program. In many states, the percentage is much higher. We just finished a very laborious federal surface transportation reauthorization process in which it took about 1,000 extra days to pass a bill. Some members of Congress were very helpful in getting us to the finish line, while others were simply obstructionists. These categorizations cross party lines and suggest that you evaluate individual candidates to determine if they deserve your support.
and discuss the merits of the different candidates with people important to you. In this article, you will find some of this information and resources so you can learn more.
The Presidential Candidates As we have done in past presidential election years, ARTBA has produced a special report on the transportation records of the presidential and vice presidential candidates. The report compiles the policy positions, public statements and congressional votes of the major candidates. You can find it in the “Members Only” section of www.artba.org. We urge you to read it carefully. On the following pages is a summary of some items you will find in the ARTBA report:
Moreover, the new federal surface transportation authorization law, the “Moving Ahead for Progress in the 21st Century Act” (MAP-21), expires in September 2014. That means the next president and members of the new 113th Congress will be directly responsible for proposing, debating, passing and signing MAP21’s successor. As ARTBA has reported, that will be a very critical process, as Congress chose to defer long-term program revenue and funding issues until MAP-21 expires two years from now. In accordance with longstanding policy, ARTBA does not formally endorse presidential or congressional candidates. However, we will provide you with information to make your own decisions
President Barack Obama delivers State of the Union Address Jan. 24, 2012.
Governor Mitt Romney and President Barack Obama take the stage at the first presidential debate Oct. 3 in Denver, Colo.
Barack Obama As the incumbent, the focus on President Barack Obama should obviously be his public statements from the “bully pulpit” of the White House and his Administration’s record on transportation issues over the past four years. Perhaps no president in recent times has invoked transportation infrastructure in his public statements as much as President Obama. He has advocated for more federal transportation investment in promoting the 2009 economic stimulus bill (the “American Recovery & Reinvestment Act,” or ARRA), as well as in addressing Congress and the 2012 Democratic National Convention. He has often appeared in public with infrastructure projects as backdrops. Passage of the ARRA was his top legislative priority when he took office in early 2009, and the bill included funding for $48 billion in transportation infrastructure projects over and above the core federal programs. Another early presidential action (actually done before the inauguration) was the nomination of retiring Illinois Republican Congressman Ray LaHood as secretary of transportation. The authorization of the federal surface transportation programs, through the law known as SAFETEA-LU, was scheduled to expire about eight months after President
Obama took office. With reauthorization activities gearing up among House Democrats in June 2009, Secretary LaHood announced support for a shorter-term bill, which many observers interpreted as undercutting proposals for a traditional six-year bill. Subsequently, Congress passed and President Obama signed nine short-term extensions over about 1,000 days. During that period, the Administration released various reauthorization proposals that included significant increases in investment levels, but lacking specifics on how they would be funded. Ultimately, President Obama signed the new MAP-21 law on July 6, 2012. Under President Obama and Secretary LaHood, the U.S. Department of Transportation has promoted “livability” initiatives (encompassing alternatives to motor vehicle-based transportation) and greater use of high-speed rail.
“So much of America needs to be rebuilt. We’ve got crumbling roads and bridges… During the Great Depression, America built the Hoover Dam and the Golden Gate Bridge. After World War II, we connected our states with a system of highways. Democratic and Republican administrations invested in great projects that benefited everybody, from the workers who built them to the businesses that still use them today. “In the next few weeks, I will sign an executive order clearing away the red tape that slows down too many construction projects. But you need to fund these projects. Take the money we’re no longer spending at war, use half of it to pay down our debt, and use the rest to do some nation-building right here at home.” –President Barack Obama (D-Ill.), State of the Union Address, 1/24/12
Mitt Romney Mitt Romney served four years as governor of Massachusetts (2003-2007) and dealt with a number of transportation issues during that period. Early in his term, his Administration adopted a “fix-it-first” policy for infrastructure priorities. Subsequently, he proposed a 20-year, $31 billion state infrastructure plan and appointed a nonpartisan commission to study possible financing mechanisms. However, the proposal never advanced past the hearings held by that panel.
Industry professionals need to engage all political candidates in a discussion about transportation infrastructure in the final days before the election. Moreover, as noted above, think carefully about who deserves your support in the voting booth. In particular, MAP-21’s strongest congressional supporters may need your help, and we would urge you to be responsive. If you have questions about the record of any specific member of Congress or candidate, please contact us here at ARTBA.
Once we have a new Congress, the “education” process will be critical once again. “I came in as governor of my state and my transportation people said that we Simply put, MAP-21 could never have had 550 structurally deficient bridges in my state… And we were spending passed without so many of you getting $100 million a year on bridge repairs—I doubled that to $200 million a year. involved at the grassroots level. Similarly, as we work towards the next federal surface “Now, that means I had to cut some other things to make sure we were able to put priority behind getting our bridges up to speed. We’re going to have to make transportation reauthorization in 2014, the industry will need to introduce itself an investment in our infrastructure and that’s a place where if we make that investment, it will pay a return. I don’t mind borrowing if something has a revenue to many of the new members of Congress, stay in contact with those who have been stream that will pay back the borrowing.” reelected or have previous relationships –Governor Mitt Romney (R-Mass.), Campaign Town Hall Meeting, 12/17/11 with the industry, and generally keep the transportation investment message in front of your senators, representatives and By far, the prevalent transportation issue in Massachusetts durcongressional staff on an ongoing basis. ing his tenure was the Central Artery mega-project (popularly known as the “Big Dig”) in Boston. While the project was well So the future of federal transportation investment is once again underway when Governor Romney took office, he faced numerin your hands, both on November 6 and thereafter. Please get ous management challenges related to it. He had some very public involved, “mobilize” and help ARTBA make the strongest possible run-ins with the Massachusetts Turnpike Authority, which was case for the future federal transportation programs we need. managing the project, and over which the governor did not have direct control. A notable and tragic event was the 2006 accident in which a tunnel ceiling tile fell and killed a motorist. Observers praised Governor Romney for his handling of that crisis, and subsequently the state legislature gave the governor emergency management powers over certain aspects of the project. It should also be noted that during his tenure, Governor Romney signed a two-cent state gas tax increase, dedicated to leaking underground fuel storage tanks and related clean-up. His administration also adopted what he termed a “no regrets” policy on climate change, which included promotion of transit-oriented development and other efforts to reduce vehicle emissions.
Mobilize! The transportation design and construction industry employs about 3.5 million Americans. If each of these people and their spouses and family members took the time to vote, our industry could easily generate seven million votes nationally. That’s a very powerful voting bloc, whether relating to the presidential, congressional, state or local elections.
Gov. Mitt Romney at the Oct. 3 presidential debate.
And it’s never been more important for the industry to be politically involved than right now. The legislative process leading to passage of MAP-21 was extremely challenging. The environment on Capitol Hill continues to be exceedingly partisan. Some ideological groups on the right and left were openly pressuring members of Congress to oppose MAP-21 for various reasons and purposes.
Rich Juliano is ARTBA senior vice president for strategic initiatives: email@example.com. Hank Webster is ARTBA managing director of Public-Private Partnerships Division: firstname.lastname@example.org.
The Presidential Candidates in Their Own Words President Barack Obama (D-Ill.) “But make no mistake—we’ve got a lot more to do. The construction industry, for example, was hit brutally hard when the housing bubble burst. So it’s not enough just to keep construction workers on the job doing projects that were already underway… “And for months, I’ve been calling on Congress to take half the money we’re no longer spending on war and use it to do some nation-building here at home. There’s work to be done building roads and bridges and wireless networks. There are hundreds of thousands of construction workers that are ready to do it.” –Statement at White House bill signing ceremony for MAP-21, 7/6/12
“And while my opponent would spend more money on military hardware that our Joint Chiefs don’t even want, I will use the money we’re no longer spending on war to pay down our debt and put more people back to work rebuilding roads and bridges and schools and runways. Because after two wars that have cost us thousands of lives and over a trillion dollars, it’s time to do some nation-building right here at home.” –Acceptance Speech at Democratic National Convention, 9/6/12
Governor Mitt Romney (R-Mass.) “Well there are certain things that government can do to encourage an economy and rebuilding an infrastructure that is aging is one of those... We’ve got to improve our bridges, improve our roads, improve our rail beds, improve our air transportation system in order to be competitive. But fundamentally what happens in America that creates jobs is not government… So we’re going to have to have government change its orientation to encouraging the private sector.” –Republican Presidential Primary Debate, 1/7/12
“My administration will also make the hundreds of billions of dollars in cuts necessary to reduce spending to 20% of GDP by the end of my first term. I will cap it there. And then, without sacrificing our military superiority, I will balance the budget. “There are three ways I’ll get this done. First, I’ll cut programs. I will look at every government program and ask this question: Is this so critical that it’s worth borrowing money from China to pay for it?... “We’ll also cut things like subsidies to Amtrak… We’ll repeal the union giveaway called the Davis-Bacon Act to save taxpayers over $10 billion per year. “Second, we will return federal programs to the states... States are better equipped to perform all these functions. “Finally, government itself must be made more efficient. I will shrink the size of the federal workforce by 10% and link the pay and benefits of federal employees to those of their peers in the private sector…” –Campaign Speech, 2/24/12
“Through the Lens” Transportation Construction in Pictures
Tempe Town Lake Pedestrian Bridge in Arizona Photographer: Tom Paiva Submitted by: T.Y. Lin International
Earlier this summer, “Transportation Builder” staff asked ARTBA member firms and public agencies to submit their best photos of highway, transit, bridge, tunnel, airport, port and waterway projects from across the nation to run in the magazine’s 9th Annual “Through the Lens: Transportation Construction in Pictures.” As in previous years, we received many great photos. ARTBA members provided shining examples of the industry’s excellent work in designing, building and improving America’s transportation network! Thanks to all who submitted the outstanding images on the following pages!
ABOVE Lightning strikes near the Korean Veterans Memorial Bridge in Nashville, Tenn. Photographer: Larry Kayser Submitted by: Tennessee Road Builders Association
RIGHT Bulldozers make way for the new Stearns Road Corridor in Kane County, Ill. Photographer: Kevin Ahern, Alfred Benesch & Company Submitted by: Alfred Benesch & Company
BELOW Along Interstate 10 in Baton Rouge, La., crews from Boh Brothers Construction Co., LLC, till the soil to prepare new roadbed on the Louisiana Department of Transportation and Developmentâ€™s Geaux Wider project. Photographer: Owen Murphy Submitted by: Boh Brothers Construction Co., LLC
BELOW Design-Build team Flatiron/United used an environmentally conscious gantry system during construction of the U.S. 17/Washington Bypass project in Beaufort, N.C. Photographer: Flatiron, Inc. Submitted by: A Joint Venture of Flatiron/United (Flatiron, Inc. & United Infrastructure Group, Inc.)
ABOVE A bulldozer operator spreads a road base material on a Ranger Construction design-build project to widen nearly nine miles of I-95 in St. Lucie County, Fla. Rangerâ€™s project partners include engineering firms Wantman Group and Atkins (formerly PBS&J), and bridge subcontractor Cone & Graham. Photographer: Carl Thiemann, Vecellio Group, Inc.
RIGHT An image of I-495 Express Lanes construction in its final stages in Tysons Corner, Va. This aerial view showcases the widened Beltway with new Express Lanes, a new dedicated Express Lanes ramp, as well as the future Dulles Metrorail Expansion in the background. Photographer: Transurban Submitted by: Transurban
Submitted by: Vecellio Group, Inc.
LEFT Bridge resurfacing takes place on State Route 614 over NSRR and the James River in Botetourt County, Va. The crew is applying an epoxy overlay with sand, which protects the existing concrete from salt and water. Photographer: David Hungate, Dominion Images Submitted by: Lanford Brothers Co.
ABOVE A flag flies atop the Pearl Harbor Memorial Bridge, part of the I-95 New Haven Harbor Crossing Corridor Improvement Program. Photographer: Kristen R. Stiff, Parsons Brinckerhoff Submitted by: Parsons Brinckerhoff
Interviewed by ARTBA’s Beth McGinn
Senate EPW Chair Barbara Boxer (D-Calif.)
House T&I Chair John Mica (R-Fla.)
Beth McGinn: You both worked hard to produce a final highway/transit reauthorization bill this year. What part of the legislation are you most proud of? Sen. Barbara Boxer (D-Calif.): I am most proud that we were able to craft a bipartisan bill that is expected to save or create up to three million jobs. In addition, 11,000 transportation construction businesses depend on MAP-21, which maintains funding for surface transportation programs for two years and through an expanded Transportation Infrastructure Finance and Innovation Act (TIFIA) program actually leverages an additional $30 billion. Our bill will keep many hardworking Americans on the job, and it will put others who have been hard hit by the recession back to work. Rep. John Mica (R-Fla.): I am proud that this measure included some of the most significant reforms of surface transportation programs since the establishment of the Interstate Highway System. Cutting red tape, streamlining the project approval process, reducing the number of federal programs, shrinking the size of the federal bureaucracy, and providing more decision-making authority to the states will make transportation programs more efficient and effective in building the nation’s infrastructure.
BM: Producing a final conference
report that both chambers could agree upon was no easy task. What happened in 2012 that allowed you to get this bill to the President’s desk that was missing in 2010 and 2011? BB: Developing bipartisan legislation that substantially transforms federal surface transportation programs is never an easy task. The current political and fiscal environment created additional challenges to reaching consensus on a bipartisan bill and identifying the offsets required to fund a bill. Support from a broad coalition of labor and business groups, and a recognition on both sides of the aisle that millions of jobs depended on getting the bill to the President’s desk drove us to success. JM: A multi-year transportation bill is always critically important to our nation’s economy. Although Democrats controlled the White House, the Senate and the House in the last Congress, they failed to pass a bill. After they passed six short-term extensions of the previous law, which expired in 2009, and after the term “shovel ready” became a national joke following the failed stimulus, something had to be done.
BM: MAP-21 contained a number of historic policy reforms, but it remains to be seen how and when they will be implemented. What type of oversight do you plan to undertake to hold the U.S. DOT’s feet to the fire in moving forward with these reforms and in the manner that you intended? BB: As Chairman of the Senate Environment and Public Works Committee, I will be in close touch with the Department of Transportation (DOT) as the agency begins implementing MAP-21. Our committee will also conduct the oversight necessary to ensure that the key reforms in MAP-21 are carried out following the intent of Congress. JM: I will not be satisfied simply by the
Department implementing the changes in the new law. The Committee and Congress must hold DOT’s feet to the fire to ensure they continue to carry out the intent and spirit of the law. We will not stand by and allow the Administration to drag their feet on putting in place the law’s necessary reforms. Doing so would be an insult to those who have lost their jobs in this industry, or are waiting to be employed.
BM: While the transportation construction industry greatly appreciates and supports the many policy improvements in MAP-21, it is no secret that supporting federal highway and public transportation investments beyond FY 2014 represents a looming challenge. What thoughts or plans do you have about working to stabilize the Highway Trust Fund’s fiscal outlook for the long-term? BB: Finding the revenue to pay for the next transportation bill is a big challenge we are facing. This is primarily the responsibility of the Finance Committee in the Senate, but I will continue to work closely with Senator Max Baucus (D-Mont.) to find long-term revenue options that can gain bipartisan support. I firmly believe that a long-term dependable source of revenue must be found and that we must try to maintain the “user pays” structure that has long been the basis for paying for these programs. We must find a revenue source for transportation infrastructure investment in the United States, because if we don’t, we will lose our competitive edge in the global economy. JM: For the long-term, we must continue working to find a responsible way to ensure the viability of the Highway Trust Fund and maintain the traditional link between highway user fees and programs and projects that will benefit the traveling public.
Beth McGinn is ARTBA director of public affairs & new media: email@example.com.
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and Power Subcommittee, has undertaken an examination of the law and whether or not there are areas which can be improved.
EPA HQ Building in Washington, D.C.
Review of Clean Air Act Long Overdue by Nick Goldstein Anyone who has been around Washington, D.C., knows that legislation is never perfect. Congress, the courts, and even the Administration almost always amend, update and tweak our nation’s statutes and laws to fit the needs and realities of today’s world. Even the U.S. Constitution has been amended more than 25 times!
In order to solve this problem, ARTBA has recommended that the CAA give greater weight to the effectiveness of current standards, as well as to allow more time (10 years as opposed to 5 years) between EPA examinations, in order to give states and counties more opportunity to fully implement the law’s requirements.
Put into place almost 50 years ago, the Clean Air Act (CAA) is one law that is long overdue for an overhaul. It is arguably one of the most complex pieces of environmental legislation ever signed into law. But the last time it was amended was nearly 22 years ago. This is staggering considering the far-reaching impact it has on all sectors of our constantly evolving economy. And for the transportation construction sector, the CAA has major consequences, as states and counties that fail to meet the law’s standards are placed in danger of losing their federal highway funds.
Another area for improvement in the CAA is the method by which data is collected to determine whether or not a county is out of compliance. Two problems arise here. First, EPA findings are based on assumptions and “modeling of future events,” that often do not reflect reality. Very few CAA lapses occur because a region has a major air quality problem. They occur because one of the parties involved cannot meet a particular deadline. Thus, the Act has become a top-heavy bureaucratic exercise that puts more emphasis on “crossing the t’s and dotting the i’s” than on engaging the public in true transportation planning that benefits the environment and the mobility of a region’s population.
In short, a discussion of the CAA is long overdue, and thankfully U.S. Rep. Ed Whitfield (R-Ky.), chair of the House Energy
As it stands, the law directs the U.S. Environmental Protection Agency (EPA) to re-examine pollution standards every five years. In practice, this means the standards are tightened every five years, whether or not previous standards were fully implemented. States and counties often find themselves out of compliance because the standards they are trying to implement have just been changed. In other words, the CAA “moves the goalposts in the middle of the game.” This, in turn, can place transportation projects, which help reduce congestion and improve air quality, in danger.
Second, there is a growing trend of placing air quality monitors in “near roadway” locations. The monitors, which determine compliance for counties, must be placed in areas where they can get a reading indicative of air quality levels for the area as a whole. Emissions are naturally going to be higher in some areas of a county and lower in others. For example, a monitor placed by the side of a well-travelled highway is most likely going to get a higher reading for emissions than one placed by a residential street. This practice should be modified, as it leads to skewed results and areas being needlessly placed out of compliance with the Act. Finally, and perhaps most importantly, the CAA needs to be updated in order to account for the fact that air quality is dramatically improving. Despite impressive gains in population and vehicle miles travelled over the past 20 years, emissions in all areas monitored by the Act have declined. Transportation has played a significant role in this success, with engines significantly cleaner now than they were just decades ago. Instead of continuing to punish states and counties that are making strides toward cleaner air, the Act must be amended to allow the flexibility needed for these successes to continue. As discussions over the CAA continue, ARTBA will lend the transportation design and construction industry’s voice to these efforts, so that the law is amended in way that helps our nation make progress toward cleaner air, while at the same time pursue desperately needed transportation improvements that are vital to our economy, public health and safety.
Nick Goldstein is ARTBA vice president of environmental & regulatory affairs: firstname.lastname@example.org
CONEXPO-CON/ AGG to Recognize Achievements of Industry AEM is starting a public relations campaign to show appreciation for the construction industry and to highlight the great achievements of the industry. The campaign will culminate in a special event during CONEXPO-CON/AGG 2014 that recognizes the work of contractors from across the country. Eligible contractors and their projects will be identified in transportation and other construction categories. We will tell their stories and publicize their work in helping to provide our excellent quality of life. Of all these contractors, 50 will be selected to bring a guest to CONEXPO-CON/AGG 2014. AEM and CONEXPO-CON/AGG want to offer this recognition for one simple reason: The construction industry has earned it. AEM wants to tell the stories of transportation and other construction projects and how they make a difference in
the quality of life in their communities. By telling stories of the people in the industry, we can increase awareness of the benefits and accomplishments provided by the construction industry—its companies and people.
t Where these critical projects are;
CONEXPO-CON/AGG provides an enormous international stage on which to celebrate our industry’s achievements. CONEXPO-CON/AGG is where friends and members of the industry gather every three years. And in 2014, the show will pay tribute to the construction industry by spotlighting the work of these contractors.
t The economic value of specific projects to the community;
The readers of Transportation Builder can be part of this recognition effort. To report and publicize the stories about the people in the construction industry, we
t What the projects are, and how they came to be; t The ways specific contractors/ local projects improved our lives;
t The results of a project or the consequences of not doing the project; and t The specific benefits in the community. The means to reach a large audience with these stories include newsletters, trade information outlets, market and financial analysts, all local text and broadcast news and those who use information about technology and business trends, as well as other influencers. What contractors do you know who have a compelling story to tell? If you know of a story that demonstrates the quality of life made possible by the construction industry, please contact AEM’s Rich Jefferson with your story ideas at 414.298.4122 or email@example.com.
need to discover the best stories. You know contractors who are right now improving our quality of life with their projects in communities across the country. We are asking that you introduce us to them and their projects. These stories will cover many important elements, including:
Association of Equipment Manufacturers (AEM) provides trade and business development services for companies that manufacture equipment, products and services used world-wide in the agricultural, construction, forestry, mining and utility sectors.
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2013 Leadership Directory and Buyers’ Guide
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Contact ARTBA’s Peter Embrey at 202.289.4434 or firstname.lastname@example.org for more information.
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Contact ARTBA’s Peter Embrey at 202.289.4434 or email@example.com Check out our rates in the 2013 media kit available at www.transportationbuilder.org “ARTBA reserves the right, at its discretion and without liability of any nature whatsoever, to reject, cancel or suspend any advertising in whole or in part, in which case any fees paid in advance shall be refunded to the advertiser on a pro-rata basis.”
There’s work out there. Go get it. Turn those smaller paving jobs into bigger revenue with the dynamic combination of our AP255E paver and CB14B utility roller. Perfect for sidewalks, alley ways and driveways. Let Cat® Paving Products help your crews do even more. AP255E: UÊ ÝVi«Ì>Ê>iÕÛiÀ>LÌÞ UÊiÝLiÊ*>Û}Ê7`Ì Ã UÊ} Ê*iÀvÀ>Vi]Ê1ÃiÀÀi`ÞÊ-VÀii` UÊÊ-«iÊ ÌÀÃÊÜÌ Ê*ÀiVÃiÊ-ÌiiÀ} CB14B: UÊ À}VÊ"«iÀ>Ì}Ê ÛÀiÌ UÊ,i>LiÊ7>ÌiÀÊ-«À>ÞÊ-ÞÃÌi UÊÀÕ«i`Ê-iÀÛViÊ*ÌÃ UÊ >ÃÞÊ/À>Ã«ÀÌ
PAVING ALL DAY. EVERY DAY.
Find us online at www.cat.com/paving
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Whether your company is large, small or something in between, we cover it. Small construction companies are different from mid-size companies. And they’re both different from the big guys. That’s why, at Travelers, we have dedicated account executives, risk control and claim specialists with an in-depth knowledge of construction companies of every size. So, whether we’re talking about one employee or one thousand, we’ll build insurance and surety programs to meet your needs. Contact your independent Travelers agent to learn more. No matter what size the construction company, we think you’ll see a big difference.
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