Archive for the 'Constructioneer' Category

TRIP Reports: More Than 300 Connecticut Bridges – Carrying 4.3 Million Vehicles Daily- Are Structurally Deficient. Connecticut Is Ranked Fourth Nationally In Share Of Older Bridges.

More Than 300 Connecticut Bridges – Carrying 4.3 Million Vehicles Daily- Are Structurally Deficient. Connecticut Is Ranked Fourth Nationally In Share Of Older Bridges. Report Identifies Connecticut Bridges In Need Of Repair, Replacement

 More than 300 Connecticut bridges (20 feet or longer), carrying 4.3 million vehicles daily, are structurally deficient, according to a new report recently released by TRIP, a Washington, DC based national transportation research group. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components.

The TRIP report, Preserving Connecticut’s Bridges: The Condition and Funding Needs of Connecticut’s Aging Bridge System,” finds that 308 of Connecticut’s 4,254 bridges are structurally deficient. Structurally deficient bridges may be posted for lower weight limits or closed if their condition warrants such action. Deteriorated bridges can have a significant impact on daily life. Restrictions on vehicle weight may cause many vehicles – especially emergency vehicles, commercial trucks, school buses and farm equipment – to use alternate routes to avoid weight-restricted bridges. Redirected trips also lengthen travel time, waste fuel and reduce the efficiency of the local economy.

The chart below details the five most heavily traveled structurally deficient bridges (carrying at least 500 vehicles per day) in each Connecticut county. A list of up to 25 of the most heavily traveled structurally deficient bridges in each county is included in the report’s appendix. The appendix includes the individual ratings for each bridge’s deck, superstructure , nd substructure.


The following structurally deficient bridges in each county (carrying a minimum of 500 vehicles per day) have the lowest individual score for either deck, substructure or superstructure.  Each major component of a bridge is rated on a scale of zero to nine, with a score of four or below indicating poor condition. If a bridge receives a rating of four or below for its deck, substructure or superstructure, it is rated as structurally deficient. A list of up to 20 bridges in each county with the lowest individual score for either deck, substructure or superstructure is included in the report’s appendix.

“Our outdated, outmoded and potentially dangerous bridges and other structures desperately need robust federal investment,” said Senator Richard Blumenthal (D-CT). “The time for talk is over. Action is needed now.”

“In our ongoing efforts to advocate for the safety of everyone who uses our roadways, AAA encourages lawmakers to act in the best interest of commuters across Connecticut by providing and protecting the funds necessary to repair, maintain or replace our bridges as needed,” says Amy Parmenter, spokesperson for AAA in Greater Hartford. “The idea of our bridges being structurally deficient is not intended to frighten people. It’s intended to underscore the importance of investing in our infrastructure before it’s too late.”

A significant number of Connecticut’s bridges were built from the 1950s through the 1970s and have surpassed or are approaching 50 years old, which is typically the intended design life for bridges built during this era. Fifty-nine percent of the state’s bridges are 50 years or older, the fourth highest share in the U.S. The average age of all of Connecticut’s bridges is 53 years, while the average age of the state’s more than 300 structurally deficient bridges is 69 years. The cost of repairing and preserving bridges increases as they age and as they reach the end of their intended design life. The actual prioritization for repair or replacement of deficient bridges is at the discretion of state or local transportation agencies.

“Connecticut’s bridges are a critical component of the state’s transportation system, providing crucial connections for personal mobility, economic growth and quality of life,” said Will Wilkins, TRIP’s executive director. “Without increased and reliable transportation funding, numerous projects to improve and preserve Connecticut’s aging bridges will not move forward, hampering the state’s ability to efficiently and safety move people and goods.”

To view the full report: Click Here


Fraley AEC Solutions Tightens Market Focus, Rebrands as Fraley Construction Marketing

Fraley AEC Solutions, launched in June 2014 to provide marketing and communications services to the Architecture, Engineering, and Construction (AEC) industry, has narrowed its market focus to the construction industry. The consultancy will rebrand and begin operating as Fraley Construction Marketing, effective January 1, 2017. The ownership, management, team, services, contact information, and remain unchanged.

“Fraley Construction Marketing is essentially doubling down on the construction market, which has been our core area of expertise,” said Owner Brian M. Fraley. “The truth is that most marketing agencies and consultants, even those that claim to occupy this niche, serve multiple market sectors. This will be a bona fide construction marketing pureplay.”

Fraley has not only provided marketing, communications, and editorial services to construction firms during his 20-plus career; he has

Brian M. Fraley, Owner of Fraley Construction Marketing.

also worked alongside of them in various capacities such issues as government agency and political liaison, construction safety, payment, design-build, transportation funding, specification changes, and more.

Streamlining the focus from three distinct market segments to one will allow Fraley Construction Marketing to better serve its clients. “The construction industry is very complex in its own right, from construction equipment dealers and manufacturers, to contractors, to material suppliers, technology firms, and more,” said Fraley. “Narrowing our focus to the construction industry that 86 percent of our clients occupy will allow us to more deeply understand the challenges they face.”

Click here to read the official announcement from Fraley Construction Marketing.

Fraley Construction Marketing is a niche consultancy with a unique 360-degree understanding of the construction industry. We start with strategy to create written and visual content that gets results for clients including construction equipment distributors, contractors, construction equipment manufacturers, construction material suppliers, trade associations, and trade magazines. Fraley specializes in marketing strategy, branding, digital marketing, public relations, writing and editing, content marketing, social media marketing, website design, photography and video, and advertising. Learn more at

TRIP Reports: Extending the Mon-Fayette Expressway and Busway East (E/BEE): Reducing Traffic Congestion, Enhancing Economic Vitality, Improving Public Safety, and Accommodating Desirable Development in the Mon Valley in the Pittsburgh Area

TRIP Reports: Extending the Mon-Fayette Expressway and Busway East (E/BEE): Reducing Traffic Congestion, Enhancing Economic Vitality, Improving Public Safety, and Accommodating Desirable Development in the Mon Valley in the Pittsburgh Area

Executive Summary

Improving the efficiency of a region’s transportation system by expanding the capacity of highways, transit and intermodal facilities has been found to be an effective way to enhance economic development opportunities and improve quality of life.

  • This report looks at the impact of the proposed 13-mile extension of the Mon- Fayette Expressway from PA-Route 51 to I-376 in Monroeville as proposed by the Pennsylvania Turnpike Commission.
  • This report also looks at the benefit of the extension of the Martin Luther King Jr. Busway East by 2.8 miles from its current terminus in Swissvale to the extended Expressway in East Pittsburgh as a separate project.
  • The proposed busway extension would include a park-and-ride lot at the Busway’s junction with the Expressway. The proposed busway extension would be a separate project of the Port Authority of Allegheny County (PAT). PAT is currently undertaking a feasibility study of the busway extension.

The key findings of the report include:

The proposed extension of the Mon-Fayette Expressway and the extension of Busway East (E/BEE) will play a critical role in enhancing economic development opportunities in the Mon Valley by improving transportation access in the region.

  • The E/BEE would extend the Mon-Fayette Expressway 13 miles from PA-Route 51 to I-376 in Monroeville and extend the Martin Luther King Jr., Busway East 2.8 miles from its current terminus in Swissvale to the extended Expressway in East Pittsburgh.
  • The Expressway proposal replaces an earlier proposal that included the Expressway expansion to Monroeville and a second additional Expressway spur heading west into central Pittsburgh.
  • The Federal Highway Administration is currently conducting a re-evaluation of the new Expressway proposal.
  • The expanded portion of the Expressway would be a tolled highway, administered by the Pennsylvania Turnpike Commission, which also administers the existing portion of the Mon-Valley Expressway.
  • The estimated cost of the Expressway is approximately $1.7 billion.
  • The estimated cost of the Busway East is approximately $100 million.

The benefits of the Expressway completion include:

  • The improvement of access and mobility in the economically distressed Mon Valley area, including industrial brownfield sites in Duquesne, McKeesport and Keystone Commons in East Pittsburgh. This would result in increased economic development opportunities along the corridor.

The completion of the entire Mon Valley Expressway system from I-68 in West Virginia to I-376 in Monroeville

The benefits of the Busway East extension include:

  • The improvement of mobility between East Pittsburgh and Oakland
  • Improved transit access from the proposed Expressway project north of PA Route 51 as well as completed sections south of PA Route 51.
  • Significantly enhanced transit access for the Monroeville, East Pittsburgh and Duquesne areas and communities located along the Expressway and busway extension.
  • Some traffic congestion relief on the Parkway East.
  • Construction of the Mon-Fayette Expressway or construction of the combined Expressway and Busway (E/BEE) will significantly reduce travel time in key travel corridors in East Pittsburgh.
  • The following chart indicates one-way travel times between key destinations in East Pittsburgh using the current transportation system, estimated one-way travel times with completion of either the Expressway extension or the combined Expressway/Busway extension (E/BEE) and reductions of one-way travel times as a result of improved transportation in the region:
Travel time improvements with Mon-Fayette Expressway Extension (in minutes)
From/To Current With Extension Time Savings
Monroeville Convention Center / East Pittsburgh 20 7 13
East Pittsburgh / Duquesne 17 3 14
Duquesne / Monroeville Convention Center 30 10 20


Travel time improvements with E/BEE (in minutes)
From/To Current With Extension Time Savings
East Pittsburgh / Pittsburgh 30 20 10
Duquesne / Pittsburgh 30 20 10
  • The selection of travel destinations is based on access of major Mon Valley economic assets to Monroeville. The City of Duquesne is the location of City Center Industrial Park and Keystone Commons is located in East Pittsburgh. The travel distance from Duquesne to Monroeville on existing roads is nine miles; from East Pittsburgh to Monroeville is four miles; and from East Pittsburgh to Duquesne is six miles. Existing roads include multiple traffic lights and two lane roads over and around hilly terrain that can compromise travel safety, particularly in winter months.
  • Traffic congestion in the Pittsburgh urban area causes 45 million hours of delay annually — an average of 39 hours per commuter — at an annual cost of approximately $1 billion in the value of lost time and wasted fuel.

Completion of the Mon-Fayette Expressway and the extension of the Busway East (E/BEE) would stimulate the development of underutilized property in the Mon Valley region and significantly improve mobility and connectivity in the Mon Valley and surrounding areas, improving access to jobs for the area’s residents.

  • The Expressway would improve access for the 1,500 current manufacturing and related firms in the Mon Valley that employ approximately 22,000 people and help to retain and grow these companies.
  • The Expressway would provide direct access to 1,000 acres of brownfield redevelopment sites including Duquesne City Center and Keystone Commons.
  • The Expressway extension would serve as the crucial eastern leg of the Southern Beltway system.
  • The Expressway would promote just-in-time production and shipping. In a survey of Mon Valley firms, 71 percent of the respondents said they would use the Expressway.
  • The Expressway would increase employment by existing firms. Twenty-five percent of Mon Valley firms surveyed said they would hire additional employees if the Expressway was completed.
  • The Expressway would improve access for intermodal commerce at facilities such as the Norfolk Southern Pitcairn Intermodal Terminal.
  • The E/BEE would promote community redevelopment in Mon Valley communities including infill development and transit-oriented development.
  • Good highway access is critical for manufacturers or companies reliant on goods distribution. Of the $1.1 trillion of goods shipped annually from and to sites in Pennsylvania, 79 percent were transported by truck and 14 percent were shipped by multiple modes, including trucks.

The completion of the Mon-Fayette Expressway and the extension of the Busway East (E/BEE) would create numerous jobs during the estimated four-year construction phase as well as numerous long-term jobs created as a result of both projects.

  • Based on the most recent estimate of the employment impacts of highway and transit investment generated by the Council of Economic Advisors (CEA) with the Executive Office of the President, TRIP estimates that the construction of the Expressway and Busway Extension (E/BEE) would support approximately 5,850 jobs annually in the construction and related sectors over a four-year period.
  • The following chart provides employment estimates during the four-year construction period anticipated for completing the Expressway and Busway extensions.
Annual Jobs Created
Total Construction Cost (Over 4-Year Period)
Construction of Mon-Fayette Expressway Extension $1.7 Billion 5,525
Construction of Busway East Extension $100 Million 325
Construction of E/BEE $1.8 Billion 5,850
  • Based on the Transportation Research Board’s extensive analysis of the impact of improved transportation access on employment, TRIP estimates that the completion of the E/BEE would result in the creation of approximately 20,880 long-term jobs: including 12,960 long-term jobs along the E/BEE corridor and approximately 7,920 jobs outside of the E/BEE corridor.
  • The following chart provides estimates of long-term jobs created by the completion of the E/BEE:

The need for the Mon-Fayette Expressway was born of the historic and unprecedented economic challenges encountered by the Mon River corridor.

  • Fifty years ago, the Mon Valley suffered the shutdown of the US Steel Donora Works, the first integrated steel mill in the United States to close. In the mid- 1980s, the entire corridor saw the near-collapse of basic manufacturing.
  • While there has been significant economic progress in Pittsburgh and southwestern Pennsylvania, the ramifications of the economic losses in the 1960s and 1980s still reverberate in the Mon Valley.
  • The improved access provided by the E/BEE will be crucial to the redevelopment of Mon Valley communities and will attract and promote economic development in the region.

According to a 2012 national report, “Interactions Between Transportation Capacity, Economic Systems and Land Use,” prepared by the Strategic Highway Research Program for the Transportation Research Board, improved access as a result of highway and transit capacity expansions provides numerous regional economic benefits. Those benefits include higher employment rates, higher land value, additional tax revenue, increased intensity of economic activity, increased land prices, and additional construction as a result of the intensified use.

  • The report, reviewed 100 projects, costing a minimum of $10 million, which expanded transportation capacity either to relieve congestion or enhance access.
  • The projects analyzed in the report were completed no later than 2005 and included a wide variety of urban and rural projects, including the expansion or addition of major highways, beltways, connectors, bypasses, bridges, interchanges, industrial access roads, intermodal freight terminals and intermodal passenger terminals.
Long-Term Jobs Long-Term Jobs Total Long-Term
Construction of Mon-Fayette Expressway Extension Created in Corridor 12,240 Created Outside Corridor 7,480 Jobs Created 19,720
Construction of Busway East Extension 720 440 1,160
Construction of E/BEE 12,960 7,920 20,880
  • The expanded capacity provided by the projects resulted in improved access, which resulted in reduced travel-related costs, faster and more reliable travel, greater travel speeds, improved reliability, and increased travel volume.
  • The report found that improved transportation access benefits a region by: enhancing the desirability of an area for living, working or recreating, thus increasing its land value; increasing building construction in a region due to increased desirability for homes and businesses; increasing employment as a result of increased private and commercial land use; and, increasing tax revenue as a result of increased property taxes, increased employment and increased consumption, which increases sales tax collection.
  • The report found that benefits of a transportation capacity expansion unfolded over several years and that the extent of the benefits were impacted by other factors including: the presence of complementary infrastructure such as water, sewer and telecommunications; local land use policy; the local economic and business climate; and, whether the expanded capacity was integrated with other public investment and development efforts.
  • For every $1 million spent on urban highway or intermodal expansion, the report estimated that an average of 7.2 local, long-term jobs were created at nearby locations as a result of improved access. An additional 4.4 jobs were created outside the local area, including businesses that supplied local businesses or otherwise benefited from the increased regional economic activity.
  • The report found that highway and intermodal capacity projects in urban areas created a greater number of long-term jobs than in rural areas, largely due to the more robust economic environment and greater density in urban communities.

The efficiency of a region’s transportation system, particularly its highways, is critical to the state’s economy. Businesses are increasingly reliant on an efficient and reliable transportation system to move products and services. A key component in business efficiency and success is the level and ease of access to customers, markets, materials and workers.

  • Businesses have responded to improved communications and greater competition by moving from a push-style distribution system, which relies on low-cost movement of bulk commodities and large-scale warehousing, to a pull-style distribution system, which relies on smaller, more strategic and time-sensitive movement of goods.
  • Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system.
  • Highway accessibility was ranked the number two site selection factor behind only the availability of skilled labor in a 2015 survey of corporate executives by Area Development Magazine.
  • The Federal Highway Administration estimates that each dollar spent on road, highway and bridge improvements results in an average benefit of $5.20 in the form of reduced vehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road and bridge maintenance costs and reduced emissions as a result of improved traffic flow.


James Joseph Elliott passed away August 4, 2016 at the age of 94

James Joseph Elliott May 03, 1922 - August 04, 2016

James Joseph Elliott May 03, 1922 – August 04, 2016

James Joseph Elliott passed away August 4, 2016 at the age of 94. James was born in Hastings, Nebraska, the youngest of seven children born to Joe and Anna Elliott. He enlisted in the United States Marine Corp with the 7th Regiment 1st Division while attending Hastings College. James was in the landing invasion of Okinawa and active in combat with the Japanese for the 86 day fight to secure the island. He then served in China for 9 months and was honorably discharged in 1946. James married Leitha Seberg and they shared 27 years together. After the passing of Leitha, he later married Jeannie Markert and they resided in Visalia for 28 years. Jeannie passed away on January 10, 2007. He leaves behind his companion of ten years, Betty Peters of Visalia. James is also survived by his children, Anne Hickman and Gregory Elliott and wife Mary, all of Bonanza, Oregon. James leaves the Elliott grandchildren, Teri Torres and husband, George Torres and Daniel Hickman and wife, Pamela; three great grandchildren Austin Torres, Hunter and Bryce Hickman. James was preceded in death by his son-in-law, Jeffrey Hickman and granddaughter Leanna Torres. He was a member of Grace Lutheran Church of Visalia for 27 years where he served as an usher for many years. James’ greatest love was for the Lord. He was a very spiritual man. He was a member of Avenue of the Flag, Veterans of Foreign Wars and American Legion. James volunteered at Kaweah Delta District Hospital as a Blue Boy and was a member of Lifestyle Center for 18 years. James worked as an advertising/public relations executive for over 60 years. Baseball was his passion. Our Dad had a great sense of humor; loved his family and loved life. Memorial services will be held on Wednesday, August 10, 2016 at 11:30 a.m. at Grace Lutheran Church, 1111 S. Conyer Street in Visalia. Remembrances may be made to Grace Lutheran Project “The Next 100 Years” or Avenue of the Flag, PO Box 1261, Visalia, CA. Tributes and condolences may be made at Arrangements entrusted to Miller Memorial Chapel, 1120 W. Goshen Ave., Visalia, CA (559) 732-8371.

Jim will be missed and remembered by his numerous friends in the construction industry where he plied his skills as an advertising and public relations executive for the Associated Construction Publications (ACP) from 1972 to 1990. Jim was ACP’s Western Regional representative responsible for all 14 ACP magazines (California Builder & Engineer, Construction, Construction Bulletin [no loner with the ACP magazines],Construction Digest, Construction News, Constructioneer, Dixie Contractor, Michigan Contractor & Builder, Midwest Contractor, New England Construction, Pacific Builder & Engineer, Rocky Mountain Construction, Texas Contractor, Western Builder) – a big territory, from Oregon to the Dakotas all the way to Texas. After leaving the ACPs Jim was an independent rep for several publications including the Associated Equipment Distributors (AED) association magazine.

Jim really was an industry icon.

Greg Sitek

CASE Construction Equipment Announces 2016 “Diamond Dealer” and “Gold Dealer” Award Winners

Diamond Dealer Logo copyNorth American dealers recognized for excellence in five categories related to sales and support of CASE construction equipment.            

CASE Construction Equipment has released its list of 2016 “Diamond Dealer” and “Gold Dealer” award recipients as a part of its North American Construction Equipment Partnership Program. The awards recognize dealerships across the US and Canada for leadership in growing the CASE dealer network, as well as excellence in five categories: sales performance, marketing and communications, product support, parts support and training.

The 2016 Diamond Dealer award winners are: ASCO (Texas), Birkey’s Construction Equipment (Ill.), J.R. Brisson Equipment (Ontario), Burris Equipment Company (Ill.), Groff Tractor (Pa., Md. and N.J.), Hills Machinery (N.C., S.C.), HiTrac (Manitoba), Kucera Farm Supply (Ontario), McKeel Equipment (Ky.), Miller Bradford & Risberg (Wis., Mi. and Ill.), Nueces Power Equipment (Texas), Redhead Equipment (Saskatchewan) and State Equipment (Ky., W.Va.).

The 2016 Gold Dealer award winners are: Crawler Supply Company (La.), Diamond Equipment (Ill., Ind., Ky. and Tenn.), Eagle Power & Equipment (Pa., Del.), Hopf Equipment (Ind.), Longus Equipment (Quebec), McCann Industries (Ill., Ind.), Medico Industries (Pa.), Monroe Tractor (N.Y.), OCT Equipment (Okla.), Potter Equipment (Ark., Mo.), RPM Machinery (Mich., Ind.), Scott Equipment (La., Ark.), Sequoia Equipment (Calif.), Townline Equipment (N.H.), Triebold Implement (Wis.) and Yukon Equipment (Alaska).

“I would like to congratulate these exemplary dealers who have displayed true leadership and dedication in growing the CASE brand,” says Scott Harris, vice president for CASE Construction Equipment in North America. “These high-performing dealerships live up to the CASE brand promise throughout every aspect of their business; hiring the right people, delivering a differentiated level of service in market, and building enduring relationships with customers.”

CASE’s Partnership Program is designed to increase dealer performance per the results of a dealer assessment while encouraging them to excel in their role as a “Professional Partner” to customers.