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SEPT OCT2012

ON THE COVER

FEATURES COLUMNS

Transportation and the 2012 Elections: What You Should Know About the Presidential Candidates

9th Annual Through the Lens:Transportation Construction in Pictures

Q&A on MAP-21 with Sen. Boxer (D-Calif.) and Rep. Mica (R-Fla.)

ARTBA’s TransOvation Turns “What If?” into “Why Not?”

Utah’s Mountain View Corridor: Responsible Planning for Future Growth From the Chairman

President’s Desk

Time to Take Another Look at the Clean Air Act

AEM Corner

10

20

26

14 6

8

28

29

16

VOL. 24, NO. 5contentsThe official publication of the American Road & Transportation Builders Association

www.transportationbuilder.org

TransportationBuilder 3

20

10

On the Cover: Photo Credit: Getty Images


Executive Committee Chairman: Paul YarossiHNTB Holdings, Ltd., New York, N.Y. Senior Vice Chairman: Steve WrightWright Brothers Construction, Charleston, Tenn. First Vice Chairman: Doug BlackOldcastle Materials, Atlanta, Ga. Northeastern Region Vice Chairman: Nick IvanoffAmmann & Whitney, New York, N.Y. Southern Region Vice Chairman: Tom ElmoreEutaw Construction Company, Aberdeen, Miss. Central Region Vice Chairman: Kathi HolstRoadSafe Traffic Systems, Romeoville, Ill. Western Region Vice Chairman: Jim AndogaAustin Bridge & Road, Austin, Texas Vice Chairman At-Large: Ward NyeMartin Marietta Materials, Raleigh, N.C. Vice Chairman At-Large: Bob LuffyGrandview Consultants LLC, Pittsburgh, Pa. Vice Chairman At-Large: David S. ZachryZachry Construction Corporation, San Antonio, Texas Vice Chairman At-Large: John Houle3M Traffic Safety Systems Division, St. Paul, Minn. Vice Chairman At-Large: Bob CloseParsons Brinckerhoff, Orange County, Calif. Vice Chairman At-Large: John KulkaHRI, Inc., State College, Pa. Treasurer: Tom HillSummit Materials, LLC, Washington, D.C.

Secretary & President/CEO: T. Peter RuaneARTBA, Washington, D.C. ARTBA-TDF Board of Trustees Chairman: Leo VecellioJr., Vecellio Group, West Palm Beach, Fla.

Young Executive Leadership Council Chairman: Chris

Fronheiser, AECOM, Baltimore, Md.

Contractors: Jeff NelsonDavid Nelson Construction Company, Palm Harbor, Fla.

Contractors First Vice President: Bob AlgerThe Lane Construction Corporation, Cheshire, Conn.

Planning and Design Division: Larry PetersonKleinfelder, Kuna, Idaho

Traffic Safety Industry: Taylor Bowlden3M’s Traffic Safety Systems Division, Washington, D.C. Materials & Services: Steve McGoughHCSS, Sugar Land, Texas

Transportation Officials: Tim ZahrnSangamon County Engineer, Sangamon, Ill.

Manufacturers Representative: Ron DeFeoTerex Corporation, Westport, Conn.

Research and Education: Deborah UnderwoodNorth Carolina A&T University Transportation Institute, Greensboro, N.C.

Public-Private Partnerships: Patrick RhodeCintra U.S., Austin, Texas

Council of State Executives Chairman: Marc HerbstLong Island Contractors’ Association, Hauppauge, N.Y. Immediate Past ARTBA Chairman: Bill CoxCorman Construction, Annapolis Junction, Md.

Past Chairmen’s Council Representative: Jim MadaraGannett Fleming, Allentown, Pa.

StaffPUBLISHER

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Matt [email protected]

EDITORIAL DIRECTOR

Beth [email protected]

PUBLICATIONS EDITOR & GRAPHIC DESIGNER

Jenny [email protected]

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® (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.

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For more information: Ed Tarrant at 202.289.4434, [email protected] Brie Johnson at 202.289.4434, [email protected]

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Editor’s Note:

Jenny Ragone, Publications Editor & Graphic Designer

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.

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 protected].

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from the chairman

Mission Accomplished, Continue to March

Paul Yarossi, President, HNTB Holdings Ltd. HNTB Corporation

I was recently asked: What are you most

proud of during your past year as chair-

man? It was a great question.

In fact, my proudest moment pre-dates

my election. On a personal and profes-

sional 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.

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.

MAP-21 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, ARTBA-

backed policy improvements that will

speed delivery of transportation projects

and help make transportation programs

more transparent and accountable.

Passage of MAP-21 took a lot of hard

work. On the “road to reauthorization,”

ARTBA volunteer leaders and staff testi-

fied more than 25 times before Congress,

the Administration and other blue ribbon

commissions. The award-winning “Trans-

portation 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 transporta-

tion infrastructure investment.

ARTBA vs. EPA 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 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 inau-

gural winners offered shining examples of

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 associa-

tion held the industry’s first-ever virtual

conference for local officials, known as the

“Local Transportation Management Vir-

tual 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 edu-

cational sessions by industry leaders and

cutting-edge products from exhibitors.

Young Executives I’m also quite proud of the additional lead-

ership 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 re-

cord 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 cre-

ation 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, sus-

tainable transportation funding source for

the HTF. The battle for the next reautho-

rization 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!



president’s desk

T. Peter Ruane,President & CEOARTBA

Time for the Industry to “Vote Its Pocketbook”

Recently, I attended an event for as-

sociation 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 MAP-

21, and congratulated ARTBA on our

sustained and successful efforts to pass it.

Many of these folks noted that impor-

tant 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 reautho-

rization, support of the efforts of congres-

sional 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.

Yes, it was not an easy task, and indeed

MAP-21 represents one of the few biparti-

san accomplishments of the current Con-

gress. As we reported in the last issue of

“Transportation Builder,” which included

ARTBA’s comprehensive analysis of the

legislation, the highway and transit invest-

ment levels still fell short of what the na-

tion needs. Numerous program reforms in

MAP-21, however, provide the opportunity

for meaningful improvements in areas like

planning, permitting and project delivery.

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 MAP-

21 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 indus-

try 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

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 posi-

tions on transportation investment are the

people who deserve your support.

One of the oldest sayings in politics

is that “people vote their pocketbook.”

When they work on the successor to MAP-

21, 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!



Utah’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 year-

round, 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 prepar-

ing 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 initia-

tive 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 addi-

tion, 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 activi-

ties related to the production of the EIS submitted to the Fed-

eral 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 ad-

dressing 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 com-

munities, state and federal agencies, property owners, and indi-

viduals 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 se-

ries 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 mea-

sures, 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.

Utah’s Mountain View Corridor: Responsible Planning for Future GrowthAnother in an ongoing series on project innovation

The project team worked with the local com-munity 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.


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 corri-

dor space for the full freeway in the future, eliminating the need to

tear out existing structures and utilities as future phases are imple-

mented. The phasing strategy also supports a balanced transporta-

tion 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 sec-

tion 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 sev-

eral 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 stakehold-

ers, 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 deliv-

ery 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 over-

come 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.”

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.

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.


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 balanc-

ing 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 Cor-

ridor 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, un-

der 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 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 Par-

sons 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.

The project team worked with the commu-nity to identify safety enhancements for a pedestrian crossing connecting a neighbor-hood with an elementary school. A wide sidewalk is protected with short retaining walls, and landscaped areas separate traffic and pedestrians.

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 part-nered with a local school and several local charities for the event.



Innovation-focused workshop brings fresh perspective to one of transpor-tation’s core commitments safety.

Could 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 TransO-

vationTM, ARTBA’s annual workshop held July 25-27 in Leesburg,

Va., that helps transportation design and construction profession-

als 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 technol-

ogy 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 Chair-

man 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 co-

leader 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 poten-

tial 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

by Allison Klein

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 TRANSOVATION TURNS “WHAT IF?” INTO “WHY NOT?”

TM


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.

The dynamics of collaboration 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 vehicle-

specific applications, and taking advantage of the information-

driven, interconnected nature of today’s wired world:

Smart sensors. Embedded in pavement and at intersec-

tions, 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.

Holograms and high-tech signs. Because drivers can be-

come 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.

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 indica-

tor, or seat vibration. The system might also slow the vehicle

in high-hazard areas such as work zones.

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 work-

groups identified several “tweaks” to existing systems and process-

es that would have both immediate and long-term safety benefits:

Maximize MAP-21(the new transporation law) data col-

lection 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.

Make lane-edge grinding routine in all highway mainte-

nance work, not simply part of new construction or major

improvements.

Create cell phone “dead zones” allowing access only to

911, thereby minimizing driver distraction.

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. Mes-

sages 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 revolu-

tion 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 videogame-

inspired ideas included:

Early education. Create realistic driving simulation games

for young people that stress safety, and instill and under-

standing of how infrastructure works.

Pile up the points. Award points for safe driving, and pro-

vide incentives such as reduced tolls and fees and guaran-

teed parking. Eligible motorists could tout their safe driving

status via approved icons on their personal Facebook,

Google+, and other social media accounts.

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.

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 be-

fore 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 driv-

ers 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: [email protected]


and discuss the merits of the different candidates with people

important to you.

In this article, you will find some of this information and re-

sources 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:

A 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. How-

ever, as you consider your final choices for the election, ARTBA

urges you to take a careful look at their positions on transporta-

tion investment and related issues.

The people elected in November will have a major say in deter-

mining 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 transpor-

tation 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 obstruc-

tionists. These categorizations cross party lines and suggest that

you evaluate individual candidates to determine if they deserve

your support.

Moreover, the new federal surface transportation authoriza-

tion 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 MAP-

21’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 for-

mally endorse presidential or congressional candidates. However,

we will provide you with information to make your own decisions

Transportation and the 2012 Elections:What You Should Know About

the Presidential Candidates

by Rich Juliano and Hank Webster

President Barack Obama delivers State of the Union Address Jan. 24, 2012.


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 transporta-

tion infrastructure in his public statements as much as Presi-

dent 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 Conven-

tion. 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 ac-

tion (actually done before the inaugura-

tion) 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 an-

nounced support for a shorter-term bill, which many observers in-

terpreted 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 lack-

ing 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. De-

partment 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 sys-tem of highways. Democratic and Republican administrations invested in great projects that benefited everybody, from the workers who built them to the busi-nesses 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

Governor Mitt Romney and President Barack Obama take the stage at the first presidential debate Oct. 3 in Denver, Colo.


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 hear-

ings held by that panel.

By far, the prevalent transportation issue in Massachusetts dur-

ing his tenure was the Central Artery mega-project (popularly

known as the “Big Dig”) in Boston. While the project was well

underway when Governor Romney took office, he faced numer-

ous management challenges related to it. He had some very public

run-ins with the Massachusetts Turnpike Authority, which was

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. Observ-

ers 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, con-

gressional, state or local elections.

And it’s never been more important for the industry to be politi-

cally 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.

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 care-

fully 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 “edu-

cation” process will be critical once again.

Simply put, MAP-21 could never have

passed without so many of you getting

involved at the grassroots level. Similarly,

as we work towards the next federal surface

transportation reauthorization in 2014,

the industry will need to introduce itself

to many of the new members of Congress,

stay in contact with those who have been

reelected or have previous relationships

with the industry, and generally keep the

transportation investment message in

front of your senators, representatives and

congressional staff on an ongoing basis.

So the future of federal transportation investment is once again

in your hands, both on November 6 and thereafter. Please get

involved, “mobilize” and help ARTBA make the strongest possible

case for the future federal transportation programs we need.

“I came in as governor of my state and my transportation people said that we had 550 structurally deficient bridges in my state… And we were spending $100 million a year on bridge repairs—I doubled that to $200 million a year.

“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 an investment in our infrastructure and that’s a place where if we make that in-vestment, it will pay a return. I don’t mind borrowing if something has a revenue stream that will pay back the borrowing.”

–Governor Mitt Romney (R-Mass.), Campaign Town Hall Meeting, 12/17/11

Rich Juliano is ARTBA senior vice president for strategic initiatives: [email protected].

Hank Webster is ARTBA managing director of Public-Private Partnerships Division: [email protected].

Gov. Mitt Romney at the Oct. 3 presidential debate.


“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 hap-pens 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 give-away 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

The Presidential Candidates in Their Own Words

President Barack Obama (D-Ill.)



Tempe Town Lake Pedestrian Bridge in Arizona

Photographer: Tom Paiva

Submitted by: T.Y. Lin International

9 th

“Through the Lens”Annual

Transportation Construction in Pictures

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!


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

ABOVE Lightning strikes near the Korean Veterans Memorial Bridge in Nashville, Tenn.

Photographer: Larry Kayser

Submitted by: Tennessee Road Builders Association


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 Development’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 In-frastructure 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. Rang-er’s project partners include engi-neering firms Wantman Group and Atkins (formerly PBS&J), and bridge subcontractor Cone & Graham.

Photographer: Carl Thiemann, Vecellio Group, Inc.

Submitted by: 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


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 Hun-gate, 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 Cross-ing Corridor Improvement Program.

Photographer: Kristen R. Stiff, Parsons Brinckerhoff

Submitted by: Parsons Brinckerhoff


&Q A

Senate EPW Chair Barbara Boxer (D-Calif.)

House T&I Chair John Mica (R-Fla.)

Interviewed by ARTBA’s Beth McGinn

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 addi-

tion, 11,000 transportation construction

businesses depend on MAP-21, which

maintains funding for surface transporta-

tion programs for two years and through

an expanded Transportation Infrastruc-

ture Finance and Innovation Act (TIFIA)

program actually leverages an additional

$30 billion. Our bill will keep many hard-

working 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 estab-

lishment 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 recogni-

tion 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 exten-

sions 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 under-take 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 Environ-

ment and Public Works Committee, I will

be in close touch with the Department

of Transportation (DOT) as the agency

begins implementing MAP-21. Our com-

mittee 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 neces-

sary 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 con-struction industry greatly appreci-ates and supports the many policy improvements in MAP-21, it is no se-cret that supporting federal highway and public transportation invest-ments 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 respon-

sibility 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 proj-

ects that will benefit the traveling public.

Beth McGinn is ARTBA director of public affairs & new media: [email protected].


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Review of Clean

Air Act Long

Overdueby Nick Goldstein

Anyone who has been around Washing-

ton, 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!

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 environ-

mental 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.

In short, a discussion of the CAA is long

overdue, and thankfully U.S. Rep. Ed Whit-

field (R-Ky.), chair of the House Energy

Nick Goldstein is ARTBA vice president of environmental & regulatory affairs: [email protected]

and Power Subcommittee, has

undertaken an examination

of the law and whether or not

there are areas which can be

improved.

As it stands, the law directs

the U.S. Environmental Protec-

tion Agency (EPA) to re-examine pollu-

tion 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.

In order to solve this problem, ARTBA

has recommended that the CAA give great-

er 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 imple-

ment the law’s requirements.

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 re-

gion 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 bureau-

cratic 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.

Second, there is a growing trend of plac-

ing 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 indica-

tive 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 residen-

tial street. This practice should be modi-

fied, 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 impres-

sive 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 econo-

my, public health and safety.

EPA HQ Building in Washington, D.C.


AEM corner

CONEXPO-CON/

AGG to Recognize

Achievements of

IndustryAEM is starting a public relations cam-

paign to show appreciation for the con-

struction industry and to

highlight the great achieve-

ments 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 cat-

egories. We will tell their

stories and publicize their

work in helping to provide

our excellent quality of

life. Of all these contrac-

tors, 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.

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 spot-

lighting the work of these contractors.

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

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:

Where these critical projects are;

What the projects are, and how they

came to be;

The ways specific contractors/

local projects improved our lives;

The economic value of specific proj-

ects to the community;

The results of a project or the con-

sequences of not doing the project;

and

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 protected].

Association of Equipment Manufacturers (AEM) provides trade and business develop-ment services for companies that manufac-ture equipment, products and services used world-wide in the agricultural, construction, forestry, mining and utility sectors.


ADVERTISER INDEX

Promote your company’s products and services in “TB!”

Contact ARTBA’s Peter Embrey at 202.289.4434 or [email protected]

Check out our rates in the 2013 media kit available at

www.transportationbuilder.org

Advertise with “Transportation Builder”

“ARTBA reserves the right, at its discretion and without liability of any nature whatsoever, to reject, cancel or suspend any advertis-ing in whole or in part, in which case any fees paid in advance shall be refunded to the advertiser on a pro-rata basis.”

CONSTRUCTION EQUIPMENT & MATERIALS

Wirtgen America

www.wirtgenamerica.com....................IFC

Heritage Construction

www.thgrp.com..................................30

Caterpillar Inc. www.cat.com.................................. ..IBC

HIGHWAY SAFETY PRODUCTS & RESOURCES

Work Zone Safety Clearinghouse www.workzonesafety.org..........................7

LTAP www.ltap.org...................................... .9

Roadway Safety + Training Program www.workzonesafety.org...................... .19

SOFTWARE HCSS www.hcss.com....................................27

INSURANCE PRODUCTS Travelers www.travelers.com..............................BC

CONSTRUCTION & DESIGN

STV www.stvinc.com....................................5

HNTB www.hntb.com....................................13

www.thginfo.comwww.americastransportationnetwork.com

Heritage Construction & Materials

Building America’s Transportation Network

STAY CONNECTED WITH ARTBA

Contact ARTBA’s Peter Embrey at 202.289.4434 or [email protected] for more information.

2013 Leadership Directory and Buyers’ Guide

TRANSPORTATION DESIGN & CONSTRUCTION LEADERSHIP DIRECTORY & BUYERS' GUIDE

2013

Promote your firm’s products and services before a wide audience of material suppliers, manufacturers, design firms and contractors.


There’s work out there. Go get it.

PAVING ALL DAY. EVERY DAY.

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:

CB14B:

R

www.facebook.com/CATPaving

AP1608© 2012 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, ACERT, their respective logos, and “Caterpillar Yellow,” as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

Find us online at www.cat.com/paving


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.

Whether your company is large, small or something in between, we cover it.

travelers.com

©2012 The Travelers Indemnity Company. All rights reserved. Travelers and the Travelers Umbrella logo are registered trademarks of The Travelers Indemnity Company in the U.S. and other countries. The Travelers Indemnity Company and its property casualty affiliates. One Tower Square, Hartford, CT 06183

Documents

2012 Sept/Oct TB