Photo courtesy of AGPS Architecture.

Transportation Agitation
Growth Continues Despite Funding Lag

Expansion, continuous improvement and money remain the salient needs of transportation systems today. As the demand for new initiatives grows, so also grow the funding challenges. Yet growth continues and funding happens, just not keeping pace with the expectations of many.

“The safety of our traveling public remains the nation’s highest transportation priority,” says Max Crumit, P.E., PBS&J’s national service director of transportation. “With increased congestion and aging infrastructure, we have some big challenges ahead. Fortunately, with new technologies and creative problem solving, we’re in an excellent position to address the safety and mobility needs of the country.”

Photo courtesy of GOMACO.

Airports Soaring

Photo courtesy of © John Livzey for DMJM Harris.

According to the Airports Council International-North America (ACI-NA), more than 1.46 billion passengers traveled through airports in 2004. Both passenger traffic and cargo grew by 8% and 5% respectively. The Air Transport Association (ATA) is expecting approximately 200 million passenger enplanements on our nation's airlines (400 million passengers through airports) between Memorial Day and Labor Day, which is a 4.1% increase over the same period in 2004.

Photo courtesy of American Association of Port Authorities.

“The aviation system now has to accommodate record numbers of passengers and it is more important than ever that we have funding to meet airport and system needs,” says ACI-NA president David Z. Plavin. “Unfortunately, the current FAA budget proposal leaves a significant gap in the funding necessary for the entire aviation industry infrastructure. Accordingly, ACI-NA and member airports will work harder than ever this year to get a budget that ensures critical safety and capacity projects are built and passengers receive the level of service they deserve,” he adds.

Port-Ability

While airports receive most of the federal attention and funding for security and terrorism prevention, U.S. seaports—which support nearly five million jobs and annually handle $2 trillion worth of cargo and more than seven million cruise ship passengers—remain largely under-funded at the federal level. As a result, they must often divert scarce state and local funds to pay for enhanced security, which puts growth and improvement plans on hold.

“We’re encouraged by the intent of the Dec. 21, 2004, presidential directive on marine security, which is to integrate and coordinate maritime-related security efforts, such as the Container Security Initiative and Operation Safe Commerce,” says Kurt Nagle, president and CEO of the American Association of Port Authorities (AAPA). “We’re also encouraged that the budget proposed increases in funding for certain federal programs to enhance maritime security, such as U.S. Coast Guard programs, the Container Security Initiative, radiological detectors and the Customs Trade Partnership Against Terrorism program. However, we’re disappointed that neither the directive nor the proposed budget addresses the need for adequate federal funding assistance. More support is needed to enable state, county and city-run public ports to implement timely facility security enhancements without having to delay or forego other important projects. Funding is critically needed to handle ever-increasing volumes of international commerce.”

Photo courtesy of © John Livzey for DMJM Harris.

Nagle added that AAPA is opposed to the Administration’s FY’06 budget recommendation to lump the Port Security Grant program into the large and nebulous Targeted Infrastructure Protection program, which would further reduce the ability of seaports to compete for limited security grant funding.

Chronic under-funding of the Corps of Engineers’ Civil Works program is also a concern. Insufficient funding for dredging projects has impacted port programs and elicited strong response from many sectors, including lawmakers. Dave Hobson, chairman of the Energy and Water Development Appropriations Subcommittee, spoke out boldly during last year’s COE budget debates. “Over recent years, we have created a huge backlog of work for the Corps,” said Hobson. “We have put too many proj-ects in the Corps’ shopping basket but haven’t given them enough money to pay at checkout. The consequence is that all of these existing projects take longer to complete and cost more, both for the federal taxpayer and the local sponsors.”

Photo courtesy of DMJM Harris.

Roads & Bridges

Public-private partnerships are leading the way in solving grassroots transportation challenges today. “It’s the most significant trend, head and shoulders above anything else,” says Kern Jacobson, Earth Tech’s director of transportation for North America. He cites the monster Trans-Texas Corridor project (TTC-35), a 50-year, 600-mile program to add private highway capacity from Oklahoma to Mexico. On March 11, 2005, Texas DOT and Cintra-Zachry signed a 50-year contract to plan, design, construct, maintain, operate and collect tolls on TTC-35. Earth Tech is the lead planner and engineer on the project.

Photo courtesy of © John Livzey for DMJM Harris.

Kern Jacobson

“Opportunities arise when private money comes to the table,” says Jacobson. “We see it happening more and more. Nothing else compares to what’s happening in public-private partnerships.” In addition to Texas, Jacobson cites projects and/or initiatives currently under way in Virginia, California, North Carolina, Georgia, Washington, Oregon and Florida. “Public-private partnerships offer sustained programs that are immune to the ups and downs of public funding,” he adds.

Subject 2001 Grade 2005 Grade Comments Aviation D D+ Gridlock on America’s runways eased from crisis levels earlier in the decade due to reduced demand and recent modest funding increases. However, air travel and traffic have reportedly surpassed pre-Sept. 11 levels and are projected to grow 4.3% annually through 2015. Airports will face the challenge of accommodating increasing numbers of regional jets and new super-jumbo jets. Bridges C C Between 2000 and 2003, the percentage of the nation's 590,750 bridges rated structurally deficient or functionally obsolete decreased slightly from 28.5% to 27.1%. However, it will cost $9.4 billion a year for 20 years to eliminate all bridge deficiencies. Long-term underinvestment is compounded by the lack of a Federal transportation program. Roads D+ D Poor road conditions cost U.S. motorists $54 billion a year in repairs and operating costs—$275 per motorist. Americans spend 3.5 billion hours a year stuck in traffic, at a cost of $63.2 billion a year to the economy. Total spending of $59.4 billion annually is well below the $94 billion needed annually to improve transportation infrastructure conditions nationally. While long-term Federal transportation programs remain unauthorized since expiring on Sept. 30, 2003, the nation continues to shortchange funding for needed transportation improvements. Source: ASCE Report Card for America’s Infrastructure www.asce.org

Washington Dulles International Airport is aggressively building to accommodate the projected future increase in aircraft traffic. The airport is in the midst of a massive, $3.4-billion capital improvement program, called d2, to improve many facets of the airport infrastructure. One important component in their growth plan is the addition of a fourth runway and associated taxiways, planned for completion in 2008. The $200-million project includes a new 9,400-ft concrete runway, 150-ft-wide with 35-ft-wide asphalt paved shoulders. The project also includes a parallel taxiway, connector taxiways, and cross-field taxiways to tie the new runway to the airport terminal area and the rest of the airfield.

The project design is 60% complete and moving forward on schedule. One tricky component was the re-distribution of all earth removed for construction. Due to budget considerations, there was a strong desire to balance earthwork so that it was not necessary to bring in or remove materials from the site. “It was a challenge to make sure grades were tied to other runways and to maintain balanced earthwork,” says Tony Collier, project manager for Carter & Burgess.

The fourth runway project also includes support facilities, such as a remote deicing pad with nine positions, a deicing operation and control facility, new access roads and biological treatment units to capture and treat storm water. According to Collier, these program elements will be completed by 2009.

Transportation infrastructure is in continual flux—the demands constantly driving and overshadowing both the supply and the ability to fully fund projects that would propel aging roads, bridges, and transit systems into long-term, effective service.

The challenge, as transportation engineers, is to prepare for change, while providing the highest value to both customer and community. Over its 65-year history, Baker’s approach to facing challenge and change has evolved by focusing on the complete project life cycle: planning, design, construction services, operations, maintenance, and finally, renewal of the asset.

“The complexity of transportation infrastructure projects requires us to consider all phases of the project, program, or asset.” says Baker’s John Kurgan, senior vice president and national transportation practice director. “The transition between the life cycle phases is where many projects meet the greatest challenges, and where Baker’s experience and talent provide the greatest value.”

Deep understanding of critical issues, such as: context-sensitive design for bridges; NEPA requirements for long, complicated corridors and controversial projects; technology-driven solutions for traffic congestion; alternatives analysis for transit projects; and overall program management of multi-million dollar highway construction. These are but a part of Baker’s complete range of transportation engineering skills.

“We’ve learned, through our design traditions and our corporate culture, to view these challenges as invitations to innovate, and that’s exactly what we do,” adds Kurgan. “The selection of Baker to provide project management, bridge type selection, public involvement services, and final engineering design services for a new bridge over the Ohio River connecting downtown Louisville, KY, and Jeffersonville, IN, is evidence of our willingness and ability to meet the dynamic challenges of transportation infrastructure in this country.”

Photo courtesy of © John Livzey for DMJM Harris.

The ambitious Texas State Highway 130 (SH 130) toll road will serve as an eastern bypass for the Austin metropolitan area and link the cities of Austin and San Antonio. Traversing urban and rural areas, the northernmost 49 miles, which are currently under construction, will feature 124 bridges and two major water crossings. The toll road will tie in to I-35 at the northernmost point of the alignment and to U.S.183 near Mustang Ridge in the southern portion. Major elements of the facility are its five system interchanges, approximately 30 ramp toll plazas, and four mainline toll plazas. Approximately 36.5 million yards of material will be moved over the length of the project. “To best integrate right-of-way acquisition and utilities relocation with design and construction, the project has been divided into 15 sections,” states Michael Shapiro, P.E., project manager for DMJM Harris, a New York-based AECOM company. DMJM Harris is serving as the project’s lead design firm.

In addition to the complex construction logistics, soil conditions are a key issue. Because of the presence of expansive clays, some sections will require soil undercutting and reconditioning. The average soil reconditioning will be to a depth of 36 in., but some sections may require as much as 72 in. of conditioning.

Another element of the project is the development of aesthetic and landscape treatment guidelines for the entire corridor. The report, Final Aesthetics Design Guidelines, will address the treatment of bridges and walls, landscaping, hike and bike trails and mitigation of the highway’s impact on adjacent historic properties.

The project schedule calls for a 4-1/2-year construction period. SH 130 is expected to open to traffic by December 2007.

Within the next 15 years, port industry analysts predict a doubling of the approximately two billion tons of cargo that U.S. ports and waterways now handle each year, combined with continued increases in cruise and ferry passenger traffic. In response, seaports across the country are expanding to meet the expected need, which means huge investments in infrastructure, equipment and personnel.

On top of already high costs of meeting America’s trade volume demands, ports are spending millions more to harden security in and around their facilities to protect against acts of terrorism. That is why the nation’s ports are concerned about the Bush administration’s recommendation to eliminate the Dept. of Homeland Security’s Port Security Grant Program and lump it into a sweeping new program that combines the security infrastructure needs of seaports with those of trains, trucks, buses and other public transit.

Photo courtesy of American Association of Port Authorities.

While it appears Congress will likely reject the administration’s proposal, the American Association of Port Authorities (AAPA) and its member ports argue there is still a need for significantly increased federal funds to pay for port security.

Historically, the Bush administration’s proposed annual budget has only once included the specific security needs of seaports, and that proposal (in FY ‘05) was for only $46 million. This compares to $400 million recommended by AAPA, which reflects estimates that the U.S. Coast Guard made in 2003, showing that America’s ports would need to spend $5.4 billion to protect their facilities over the next decade.

“What the administration’s recommendation would do is to take a grant program that helps fund projects that defend our borders and has clearly-defined costs, and roll it into a nebulous new program that pits border security needs against domestic security programs,” says Kurt Nagle, AAPA’s president and CEO. Nagle added that our economy, our safety and even our national defense depends largely on how well we can protect our seaports and ensure deep-draft shipping access to them.

Safer Roads Save Lives
By Roger Wentz, Executive Director, American Traffic Safety Services Association (ATSSA)

The 1,800 members of ATSSA are advocating for a number of important congressional issues that are currently under consideration. For example, ATSSA strongly supports efforts to better coordinate roadway safety activities through the creation of a core federal highway safety improvement program. Research obtained by ATSSA indicates that low-cost safety improvements—such as guardrails, crash cushions, pavement markings and improved signage—could have a cost-benefit return as high as $23 for every dollar invested.

ATSSA also supports separate bid activities that would encourage the use of traffic control devices in roadway work zones. Currently, many states lump temporary traffic control components into a single bid package. Logically, contractors then limit the number of devices to reduce costs and increase profits. Separate pay pricing would establish a set price for each device or activity, allowing greater flexibility to ensure a robust safety environment in work zones.

Transit Trends
By Frank T. Martin, Vice President, PBS&J.

With last November’s many transportation-transit initiative victories, projects involving rail and BRT systems, bus service and roadway improvements are all in the spotlight. But, accompanying the boom in voter-approved funding comes the continued pressure of sales tax revenues that support transit operations nationwide. Transit agencies, compelled to streamline operations, will pass that expectation along to engineering firms tackling new transit projects.

Efficient, effective solutions that stretch capital dollars and maximize programs for local areas are needed. Value engineering will be a critical service. More accurate cost estimating also will be required to close the gap between estimated and actual costs, so elected officials do not have to address cost overruns as frequently.

Labor Poor Indicator of Transportation Project Costs
By Ray Poupore, Executive Director,
National Heavy and Highway Alliance

Over the years there have been various pronouncements of the cost savings that would be realized if the Davis-Bacon Act was repealed. These assertions remain unsubstantiated and there is no documentation to support this position.

Little existed to substantiate the proposition that wage rates and construction costs for highways have no direct correlation until the National Heavy and Highway Alliance commissioned an analysis of the costs to build a mile of highway in 1995. Data from the Federal Highway Administration (FHWA) was used to examine the relationship between wages, labor hours and highway construction costs. The conclusion was that hourly wage rates are a poor indicator of cost per mile to build highways. Lower wage states can have high total costs per mile and higher wage states can have lower total costs per mile.

To assure that the conclusions reached in 1995 remain valid, the National Heavy and Highway Alliance contracted with the Construction Labor Research Council to update the earlier study. This study re-confirmed the original findings. When workers’ skills and productivity justify higher wage rates, highways can be built at the same, or even lower cost per mile than when lower wage, lower skilled workers are employed.

While the hourly wage rate for the high wage states was 73% more than the low wage, labor hours were 35% less and total cost per mile was 4% less. Again, not only was hourly wage rate a poor predictor of total highway cost per mile, but there were cost per mile savings associated with construction in the average high wage state.

Higher wage workers can build highways with no impact upon total cost because of their superior skills. This is evidenced by their need to utilize one-third fewer labor hours. Workers benefit from a higher standard of living at no cost to taxpayers.

Another observation from reviewing the data is the small portion of highway cost which is attributable to labor. Only 20% of the total expenditures recorded by the FHWA are labor costs. Efforts to reduce federal highway expenditures are, therefore, likely to be better directed toward other cost categories which account for 80% of highway costs.

The conclusion of the 1995 study remains valid. As the original report stated, “Simplistic views and pronouncements that proclaim lowering the hourly wage rates of construction workers will reduce construction costs and expenditures show a basic misunderstanding of the construction industry. As we have shown in this report, wage rates have a strong correlation with man hours which should prove to anyone’s satisfaction that productivity is the key to calculating labor costs.”

Design-Build Can Be Win-Win
By Frank A. McDonough, P.E., Chairman
of the Board, McDonough Bolyard Peck

Many owners and contractors have experienced the worst of relationships when their construction projects ran into trouble. Cost overruns, schedule delays and unfulfilled quality expectations can lead to disputes that are tough to resolve. It is not surprising that innovative concepts have emerged which can dramatically benefit both parties. Design-build is one such innovation which, when applied in the right conditions, provides benefits in risk management and time savings to an owner and more control to the contractor. While many types and sizes of projects are feasible with D-B, there are important factors necessary for its success. Sometimes, especially with large agencies, it is not possible to expedite decisions. In that case, traditional construction processes may be more effective. The same is true with projects where the final design is already determined. Design-build needs flexibility so the contractor can innovate and bring added value to the project. Design-build is indeed an excellent construction management tool, when wisely used; but the pros and cons should be carefully weighed.

Better-than-Ever Concrete
By Roy H. Reiterman, P.E., Technical
Consultant, Wire Reinforcement Institute

We have better reinforced concrete today than ever before. Why? Because we specify and check the mix design more readily, we have a vast list of admixtures for more enhanced mixes and improved batching facilities and operations. On top of that, we have better placing methods and equipment and improved curing methods. More high-strength concrete is being specified today than ever before. In our welded wire reinforcement (WWR) business, we encourage the use of more high-strength reinforcement (a minimum yield strength of 80 ksi) and more sheet product, especially for flatwork. More WWR is being designed with larger spacings (12 in. or more). Larger spaces require larger wire areas, thus increasing the rigidity which helps to keep the WWR where it will do the most good in slabs and paving. Engineers are now designing and specifying areas or ratios of steel that will refine the design and help keep intermediate cracking tight and level.

Asphalt is a Sustainable Material
By Mike Acott, President,
National Asphalt Pavement Association

Asphalt pavement is the number one recycled material in America, and asphalt pavements are 100% recyclable. This means we recapture, rejuvenate, and reuse the liquid asphalt cement—the most expensive component of the mix. This is particularly cost-effective as the cost of virgin materials increases. In fact, paving with asphalt is like putting money in the bank—it may be worth more when it’s time to recycle than when it was originally laid down.

Some types of asphalt pavement reduce noise pollution and other environmental concerns. On the operations side, the U.S. Environmental Protection Agency has declared that HMA production facilities do not have the potential to be major sources of hazardous air pollutants.
Emissions from HMA plants are very low and well-controlled. Over the past 40 years, while annual production of HMA paving material has increased 250%, total emissions from HMA plants have dropped 97%.

The National Asphalt Pavement Association and the Hot Mix Asphalt industry have an impressive track record on environmental stewardship. Our everyday efforts conserve precious natural resources, minimize the impact of our operations on the environment, and reduce reliance on landfills. Truly, asphalt is a sustainable material.