ECA Strengthens New England Presence

Equipment Corporation of America (ECA), a leading distributor of foundation construction equipment, acquired the assets and merged with sister company New England Construction Products, LLC (NECP) on March 1, 2015. The company, located in Taunton, Mass., will continue serving Massachusetts, New Hampshire, Vermont, Connecticut, Maine, and Rhode Island as ECA Boston.

ECA is retaining the core team from NECP. David Sciortino will continue his service as vice president and Boston branch manager. Anthony Sciortino will assume the position of sales engineer, and Bob Martinelli will remain service manager.

“We have been serving the New England region since 1997 through our partnership with NECP, but this move allows us to give the team that was in place the tools to expand their both the level of service and the availability of equipment and parts inventory,” said Executive Vice President Ben Dutton. “This is an important territory and we want to make sure construction firms in New England have access to the full ECA experience as it relates to their foundation construction equipment needs.”

About Equipment Corporation of America: ECA has been a supplier of foundation construction equipment in the Eastern United States and Eastern Canada for nearly a century. We are exclusive distributors for BAUER Drills, Klemm Anchor and Micropile Drills, RTG Piling Rigs, Pileco Diesel Pile Hammers, HPSI Vibratory Pile Hammers, Word International Drill Attachments, Dawson Construction Products, and Grizzly Side Grip Vibros. ECA offers sales, rentals, service, and parts from six facilities throughout the Eastern U.S. and Eastern Canadian Provinces.

TRIP Report: Washington’s Transportation Challenges Include Deteriorated Roads And Bridges, Increasingly Congested And Crowded Highways & Transit, Needed Safety Improvements, And A Lack Of Funding For Numerous Needed Projects, Which Could Stifle Economic Development

TRIPWashington’s transportation system faces mounting challenges in the form of deteriorated roads and bridges, increasingly congested and crowded highways and transit systems, a need for additional roadway safety improvements, and a lack of funding to proceed with numerous needed transportation improvements, threatening the state’s quality of life and economic vitality. Increased investment in transportation improvements at the local, state and federal levels could improve road and bridge conditions, boost safety, increase roadway efficiency and support long-term economic growth in Washington, according to a new report released today by TRIP, a Washington, DC based national transportation organization.

According to the TRIP report, Washington’s Top Transportation Challenges: Meeting the State’s Need for Safe and Efficient Mobility and Economic Vitality,” approximately one-third of the state’s locally and state-maintained urban pavements and more than one-fifth of major locally and state-maintained rural pavements are in poor condition. Over the next decade, the Washington State Department of Transportation (WSDOT) faces a $1.8 billion backlog in funds needed for pavement preservation. Because of the lack of funding, the share of state-maintained roads in need of resurfacing or reconstruction is projected to quadruple by 2025. Driving on rough roads costs Washington motorists a total of $2.9 billion each year in the form of extra vehicle operating costs – $551 annually per driver. These costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

Washington’s bridges are also increasingly deteriorated. Five percent of Washington’s locally and state-maintained bridges are structurally deficient, meaning they have significant deterioration of the bridge deck, supports or other major components. These bridges are often posted for lower weights or closed to traffic restricting or redirecting large vehicles, including commercial trucks and emergency response vehicles. An additional 21 percent of Washington’s locally and state-maintained bridges are functionally obsolete. Bridges that are functionally obsolete no longer meet current design standards, often because of narrow lanes, inadequate clearances or poor alignment. According to WSDOT, 110 state-maintained bridges that are currently rated in poor condition are expected to remain in poor condition through 2020, due to a lack of funding. WSDOT also projects that 41 state-maintained bridges currently rated in fair or good condition, are expected to deteriorate to poor condition by 2020 due to a lack of funding.

The list below details state-maintained bridges in the Puget Sound area that are currently structurally deficient. A list of structurally deficient bridges throughout Washington can be found in Appendix A of the report.

WA 1Congestion on the state’s roadways and ridership on the transit network are increasing, particularly in the Puget Sound area, where nearly 98 percent of delay hours occur. Congestion-related delays cost Washington’s drivers and businesses $858 million annually. The TRIP report identifies the 15 most congested commuting routes in the state, which include the following.

WA 2“The new TRIP data underscores what we already knew. Washington’s transportation system is fragile and deteriorating. It is past time for state lawmakers to take action on a bipartisan transportation investment package that will take better care of existing roads and bridges and improve key economic corridors,” said Steve Mullin, president of the Washington Roundtable.

Without a significant boost in transportation funding at the local, state and federal level, the condition and efficiency of Washington’s surface transportation system will decline. Many needed transportation improvements may not be completed without additional funds. The TRIP report identifies the following needed transportation projects throughout the state that are unable to move forward without additional funding.

WA 3“Poor roads and bridges are wasting time and strangling our economy.  We need a transportation package that enhances mobility and safety and improves critical corridors like Highways 167 and 509 and many others across the state,” said Tom Pierson, president and CEO of the Tacoma-Pierce County Chamber of Commerce.

Traffic crashes in Washington claimed the lives of 2,280 people between 2009 and 2013, an average of 456 fatalities each year. The state’s overall traffic fatality rate of 0.76 fatalities per 100 million vehicle miles of travel is lower than the national average of 1.09. Washington’s rural non-Interstate roads have significantly higher rates of fatal crashes, with a traffic fatality rate of 1.76 fatalities per 100 million vehicle miles of travel, nearly three-and-a-half times the 0.52 fatality rate on all other roads and highways in the state.

The efficiency and condition of Washington’s transportation system, particularly its highways, is critical to the health of the state’s economy.  In 2012, $181 billion in goods was shipped from sites in Washington to sites outside the state, $169 billion worth of goods was shipped into the state and $253 billion of freight was shipped within the state, mostly by truck. Fifty-eight percent of the goods shipped annually in Washington are carried by trucks and another 20 percent are carried by courier services or multiple mode deliveries, which include trucking.    “Our state is growing – people want to live, work and make this a better place – but the state transportation system is holding them back. Washington needs to invest in more efficient road and bridge networks, provide transit options and improve mobility and safety,” said Maud Daudon, president and CEO of the Seattle Metropolitan Chamber of Commerce.

“The condition and efficiency of Washington’s transportation system will worsen dramatically in the coming years if greater funding is not made available at the local, state and federal levels,” said Will Wilkins, TRIP’s executive director. “Without an efficient, well-maintained transportation system, Washington could miss out on opportunities for economic growth and residents could face a reduced quality of life.”

WASHINGTON’S TOP TRANSPORTATION CHALLENGES:

Meeting the State’s Need for Safe, Efficient Mobility and Economic Vitality

 Executive Summary

Washington’s extensive transportation system provides the state’s residents, visitors and businesses with a high level of mobility, while acting as the backbone that supports the state’s economy. Washington’s transportation system enables the state’s residents and visitors to travel to work and school, visit family and friends, and frequent tourist and recreation attractions while providing businesses with reliable access to customers, materials, suppliers and employees.

However, the state faces numerous challenges in providing a transportation system that is safe, well-maintained, efficient and adequately funded. As Washington works to retain its quality of life, maintain its level of economic competitiveness and achieve further economic growth, the state will need to preserve, maintain and modernize its roads, highways, bridges, transit, bike and pedestrian facilities by improving the physical condition of its transportation network and enhancing the system’s ability to provide efficient and reliable mobility for its residents, visitors and businesses. Making needed improvements to Washington’s transportation network could also provide a significant boost to the state’s economy by creating jobs in the short term and stimulating long term economic growth as a result of enhanced mobility and access.

Washington must maintain and improve its transportation system to foster economic growth and to support businesses in the state. In addition to economic growth, transportation improvements are needed to ensure safe, reliable mobility and a high quality of life for all residents. Meeting Washington’s need to modernize and maintain its system of roads, highways, bridges and transit will require significant local, state and federal funding.

TRANSPORTATION CHALLENGE: Deteriorated Pavement Conditions

Approximately one third of Washington’s locally and state-maintained urban pavements and more than one-fifth of locally and state-maintained rural pavements are in poor condition. Pavement conditions are projected to deteriorate further in the future, as the state anticipates a $1.8 billion backlog over the next 10 years in funds needed for pavement preservation. Deteriorated pavement conditions provide a rough ride and cost motorists in the form of additional vehicle operating costs.

  • Thirty-four percent of Washington’s major urban locally and state-maintained roads are in poor condition, while an additional 42 percent of the state’s major urban roads are in mediocre or fair condition. The remaining 24 percent are in good condition.
  • Twenty-two percent of the state’s major rural locally and state-maintained roads are in poor condition. An additional 52 percent of rural roads are in mediocre or fair condition and the remaining 26 percent are in good condition.
  • Over the next decade, the Washington State Department of Transportation (WSDOT) estimates a need of $2.8 billion for pavement preservation. However, only $1 billion will be available, leaving a backlog of $1.8 billion over the next decade.
  • According to WSDOT, 10 percent of state-maintained roads are currently in need of resurfacing or reconstruction. Because of a lack of funding, that number is anticipated to more than quadruple by 2025, to 41 percent of state-maintained roads in need of resurfacing or reconstruction, if available state pavement preservation funding is evenly distributed by lane miles and vehicle miles traveled.
  • Driving on rough roads costs Washington motorists a total of $2.9 billion annually in extra vehicle operating costs (VOC) –$551 annually per driver. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

TRANSPORTATION CHALLENGE: Share of Deficient Bridges to Increase

Approximately one-quarter of locally and state-maintained bridges (20 feet or longer) in Washington show significant deterioration or do not meet current design standards often because of narrow lanes, inadequate clearances or poor alignment.

  • Five percent of Washington’s locally and state-maintained bridges are structurally deficient. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles.
  • Twenty-one percent of Washington’s locally and state-maintained bridges are functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards, often because of narrow lanes, inadequate clearances or poor alignment.
  • According to WSDOT, 110 state-maintained bridges that are currently rated in poor condition are expected to remain in poor condition through 2020, due to a lack of funding. WSDOT also projects that 41 state-maintained bridges currently rated in fair or good condition, are expected to deteriorate to poor condition by 2020 due to a lack of funding.
  • The overall number or state-maintained bridges rated poor in Washington is expected to increase from 137 currently to 176 in 2020, according to WSDOT.
  • The list below details state-maintained bridges in the Puget Sound and Spokane areas that are currently rated in poor condition. A full list of state-maintained bridges rated in poor condition throughout Washington can be found in Appendix A.

WA 4

  • By 2020, WSDOT reports that 41 state-maintained bridges, which are currently in fair or good condition, will deteriorate to poor condition, based on current funding. The list below details state-maintained bridges in the Puget Sound area that currently are in good or fair condition, but are projected to decline to poor condition in 2020 due to a lack of sufficient funding. A list of all 41 state-maintained bridges throughout Washington that are currently in good or fair condition but are projected to decline to poor condition by 2020 can be found in Appendix B.

WA 5TRANSPORTATION CHALLENGE: Increasingly Congested Roadways Increasing levels of traffic congestion cause significant delays in Washington, particularly in the state’s larger urban areas, choking commuting and commerce. Traffic congestion robs commuters of time and money and imposes increased costs on businesses, shippers and manufacturers, which are often passed along to the consumer.

  • Congestion on the state’s roadways and ridership on the state’s public transit systems is increasing, particularly in the Puget Sound area, where nearly 98 percent of delay hours occur.
  • Congestion-related delays on state highways cost drivers and businesses $858 million in 2013, approximately $125 per Washingtonian.
  • Several major commuting corridors in the Puget Sound area have experienced significant increases in delay hours between 2011 and 2013, including I-5, I-90, SR 167 and I-405.

WA 6

  • The chart below details TRIP’s analysis and ranking of the 15 most congested commuting routes in the state, based on WSDOT’s 2014 Corridor Capacity Report. This analysis includes a morning trip during peak hours originating from the initial location and a reverse trip in the evening on the same route. It is weighted to include average time for trips on Single Occupancy Vehicle (SOV) lanes, High Occupancy Vehicle (HOV) and High Occupancy Toll (HOT) lanes and is ranked by the level of delay on each route, as measured by the additional time it takes to complete the trip during peak hours. The optimum trip time listed below indicates the length of the commute in minutes when all vehicles are traveling at the most efficient speed to maximize vehicle throughput. The Travel Time Index (TTI) for the route indicates the amount of extra time required to make each trip, with a baseline score of “1” meaning traffic is moving at optimum speeds to maximize throughput. A TTI score of 1.79 indicates that the average trip time is 79 percent greater than if traffic was moving at an optimum speed.

WA 7

  • The number of transit trips in the state has increased steadily since 2009. The chart below details the five busiest transit routes in the state (including bus or rail service), as measured by the share of seats that are occupied during peak travel periods.

WA 8TRANSPORTATION CHALLENGE: Needed Safety Improvements

Improving safety features on Washington’s roads and highways would likely result in a decrease in traffic fatalities and serious crashes. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes.

  • Between 2009 and 2013 a total of 2,280 people were killed in traffic crashes in Washington, an average of 456 fatalities per year.
  • Washington’s overall traffic fatality rate of 0.76 fatalities per 100 million vehicle miles of travel in 2013 is lower than the national traffic fatality rate of 1.09.
  • The fatality rate on Washington’s rural non-Interstate roads was 1.76 fatalities per 100 million vehicle miles of travel in 2013, nearly three and a half times higher than the 0.52 fatality rate on all other roads and highways in the state.
  • Roadway features that impact safety include the number of lanes, lane widths, lighting and adaptive lighting systems, lane markings, rumble strips, shoulders, guard rails, break away and other protective devices, median barriers, roundabouts, and other intersection designs. The cost of serious crashes includes lost productivity, lost earnings, medical costs, lawsuits, insurance cost and emergency services.
  • Several factors are associated with vehicle crashes that result in fatalities, including human factors, driver behavior, vehicle characteristics and roadway features. TRIP estimates that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes.
  • Where appropriate, highway improvements can reduce traffic fatalities, serious injuries and crash occurrence while improving traffic flow to help relieve congestion. Such improvements include removing, relocating or shielding obstacles; adding or improving medians; improved and adaptive lighting systems; variable speed limits and dynamic warning devices; adding rumble strips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; better road markings, roundabout and traffic signals; and facilities that provide for the integration of the various transportation modes.

TRANSPORTATION CHALLENGE: State’s Economic Growth Threatened by Deteriorated Roads, Lack of Adequate Highways

The efficiency of Washington’s transportation system, particularly its highways, is critical to the health of the state’s economy. Increased deterioration of Washington’s roads and bridges and the lack of needed transportation improvements to serve economic development threaten the state’s economic vitality. New research from Oregon indicates that the cost of making needed road, highway, and bridge improvements is far less than the potential loss in state economic activity caused by a lack of adequate road, highway and bridge preservation.

  • Washington’s key economic sectors — manufacturing, tourism, agriculture, and technology — are highly reliant on an efficient and well-maintained transportation system.
  • Washington’s population reached approximately 7.1 million in 2013, a 45 percent increase since 1990. Washington had 5,301,630 licensed drivers in 2013.
  • Vehicle miles traveled (VMT) in Washington increased by 28 percent from 1990 to 2013 – from 44.7 billion VMT in 1990 to 57.2 billion VMT in 2013.
  • From 1990 to 2013, Washington’s gross domestic product, a measure of the state’s economic output, increased by 98 percent, when adjusted for inflation, above the national average of 65 percent.
  • In 2012, $181 billion in goods was shipped from sites in Washington to sites outside the state, $169 billion worth of goods was shipped into the state and $253 billion of freight was shipped within the state, mostly by truck. Fifty-eight percent of the goods shipped annually in Washington are carried by trucks and another 20 percent are carried by courier services or multiple mode deliveries, which include trucking.
  • 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 2013 survey of corporate executives by Area Development Magazine.
  • A 2014 report by the Oregon Department of Transportation (ODOT) concluded that allowing its state’s major roads, highways and bridges to deteriorate would result in significant reduction in job growth and reduced state gross domestic product (GDP) as a result of reduced economic efficiency.
  • The report found that allowing roads and bridges to deteriorate reduces business productivity by increasing vehicle operating costs as a result of driving on rough roads, reducing travel speeds and increasing travel times because of route detours necessitated by weight-restricted bridges.
  • As road and bridge conditions deteriorate, transportation agencies are likely to shift resources from preservation projects, which extend the service life of roads and bridges, to more reactive maintenance projects, which results in higher lifecycle costs, the report found. Transportation agencies are also likely to respond to increased road and bridge deterioration by shifting funds from modernization projects, which relieve congestion and increase business productivity, to maintenance projects.
  • The ODOT report estimated that the road, highway and bridge deterioration anticipated over the next 20 years will result in Oregon creating 100,000 fewer jobs and generating $9.4 billion less in state GDP.
  • Oregon could avoid losing 100,000 jobs and $9.4 billion in GDP through 2035 by spending an additional $810 million more on road, highway and bridge repairs – nearly a 12-to-1 return on investment, according to the ODOT report.

TRANSPORTATION CHALLENGE: Inadequate Transportation Funding

Without a significant boost in transportation funding at the local, state and federal level, the condition and efficiency of Washington’s surface transportation system will decline. Many needed transportation improvements may not be completed without additional funds. A recent national report found that improved access as a result of capacity expansions provides numerous regional economic benefits.

  • Numerous needed transportation projects, listed below by geographic area, are unable to move forward due to inadequate transportation funding at the local, state and federal levels. The list of projects is based on WSDOT’s list of priority projects that are currently unfunded.

SEATTLE:

SR 520 Corridor Improvements: This $1.4-1.57 billion project would complete corridor improvements between I-5 and the West High Rise to address the congestion and safety needs of the corridor.

Widening I-405 from Renton to Lynnwood: This $1.1-1.3 billion project would continue the widening of the I-405 corridor between Renton and Bellevue, including the implementation of Express Toll Lanes and rebuilding interchanges. This project would also build the first segment of the I-405/SR 167 Interchange by constructing a direct connector on northbound and southbound lanes between SR 167 HOT and I-405 express toll lanes. This project would complete a 40 mile corridor-wide express toll facility.

Mobility Improvements on I-5 from Tacoma to Everett: This $500 million – $1 billion project includes construction of an additional northbound I-5 lane past Seneca Street, integration of traffic management & modal systems, part-time transit bus shoulder lanes and other similar treatments throughout the corridor. Long range improvements could include new express toll lanes to improve HOV lane performance, lower-cost extensions of HOV or express toll lanes between Tacoma and Lakewood, an always-southbound lane in the I-5 reversible roadway, and the full range of operational, demand management, freight and transit enhancements needed to gain full utilization of the existing roadway.

SR 520 Bellevue-Redmond Corridor Improvements: This $350-460 million project would construct improvements at the 148th Avenue NE Interchange and reconstruct the 124th Avenue NE Interchange to a full diamond interchange, reducing congestion and improving access to Bellevue and Redmond off the SR 520 corridor.

I-90 Seattle to Issaquah Congestion Relief: This $193-250 project would implement tolling on the I-90 floating bridge, convert the HOV lane to an Express Toll Lane east of I-405, and restripe the roadway to allow for EB and WB shoulder use during peak periods between Eastgate and West Lake Sammamish Parkway and Sunset Way.

SR 522 Widening from Kenmore to Monroe: This $170-225 million project would complete the widening of SR 522 between Woodinville and Monroe by adding a lane in each direction between Paradise Lake Road and the Snohomish River. It would also construct a new interchange at Paradise Lake Rd.

TACOMA/PIERCE COUNTY:

I-5 JBLM Corridor Congestion Mitigation: This corridor experiences delays and heavy congestion during peak hours. This $250-450 million project would increase capacity on I-5 in the Joint Base Lewis-McChord corridor by adding one lane in each direction between Thorne Lane Interchange and the Steilacoom-DuPont Interchange, replacing the Thorne Lane, Berkeley Street and Steilacoom-DuPont Interchanges. The project also includes construction of the Gravelly Lake Drive to Thorne Connector to improve local access, along with bicycle and pedestrian facilities.

Construct New SR 167 Freeway: The existing SR 167 route is insufficient to carry existing levels of traffic, leading to unreliable travel times in the Pierce County area and limiting freight movement from the Port to the Green River Valley. This $790-955 million project would construct a new alignment between SR 509 in Tacoma and SR 512 in Puyallup, including a new interchange at I-5, two lanes in each direction between I-5 and Valley Avenue, and one lane in each direction between Valley Avenue and SR 512.

Construction of new SR 509 Freeway: This $758-960 million project would connect SR 509 south from SeaTac to I-5; including one lane in each direction between S 188th and S 24th/28th Avenue, two lanes in each direction between S24th/28th Avenue and I-5, interchanges at S 188th and S 24th, and improvements on I-5 in the vicinity of SR 516 to accommodate the SR 509 with connections to I-5 and local routes. These improvements would allow for improved freight movement south from SeaTac while providing an additional north-south corridor to alleviate heavy demands on I-5.

SPOKANE:

US 395 North Spokane Corridor Completion: This $750-980 project would complete the US 395 North corridor from Francis Avenue to I-90. It would also complete the connection with I-90 to further alleviate congestion in the area.

SR 902/Geiger Boulevard Improvements: This $18-23 million project would construct roundabouts at ramp terminals and the SR 902/Geiger Boulevard intersection to improve traffic flow on the interchange. It would also modernize all ramps and widen the existing bridge over I-90 from two to four lanes.

TRI-CITIES:

I-82 West Richland/Red Mountain Interchange Improvements: This $3-4 million project would construct a roundabout at the SR 224/SR 225 and I-82 ramp terminals.

VANCOUVER:

I 5 Mill Plain Boulevard Interchange: This $80-104 million project provides interchange upgrades for vehicle and truck freight access through this heavily urban area.

SR 14 Vancouver Corridor Expansion: This $60-79 million project would construct auxiliary lanes between I-205 and 164th Avenue, including improvements at the I-205NB/SR 14 Interchange. It would also construct the West Camas Slough Bridge. These improvements would make this congested route operate more efficiently.

STATEWIDE:

I-90 Snoqualmie Pass Widening and Reconstruction: This $130-170 million project would widen an additional two-mile section of the roadway, including reconstruction of the Stampede Pass and Cabin Creek Interchanges to eliminate the existing low clearance. This major freight and recreational corridor experiences frequent congestion during peak travel times and the existing concrete is in need of replacement.

US 2 Safety Enhancements: This $15-20 million project provides safety enhancements on US 2 between Snohomish and Skykomish.

I-5 and 179th Street Interchange Reconstruction: This $60-79 million project reconstructs the existing interchange and adjacent roadways to allow for improved movements between I-5 and 179th Street in Vancouver.

I-5 Slater Road Interchange in Ferndale: This $10-13 million project would improve this congested interchange, which is being strained by heavy commercial development nearby.

  • 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.
  • Signed into law in July 2012, MAP-21 (Moving Ahead for Progress in the 21st Century Act), has improved several procedures that in the past had delayed projects, MAP-21 does not address long-term funding challenges facing the federal surface transportation program.
  • A significant boost in investment on the nation’s roads, highways, bridges and public transit systems is needed to improve their condition and to meet the nation’s transportation needs, concluded a new report from AASHTO. The 2015 AASHTO Transportation Bottom Line Report found that annual investment in the nation’s roads, highways and bridges needs to increase from $88 billion to $120 billion and from $17 billion to $43 billion in the nation’s public transit systems, to improve conditions and meet the nation’s mobility needs.
  • A recent national report found that improved access as a result of capacity expansions provides numerous regional economic benefits. Those benefits include higher employment rates, higher land value, additional tax revenue, increased intensity of economic activity and additional construction as a result of the intensified use.
  • 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.
  • 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 complimentary 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.
  • For every $1 million spent on rural highway or intermodal expansion, the report estimated that an average of 2.9 local, long-term jobs were created at nearby locations as a result of improved access. An additional 1.6 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.

Sources of information for this report include the Washington State Department of Transportation (WSDOT), Federal Highway Administration (FHWA), the Bureau of Transportation Statistics (BTS), the U.S. Census Bureau, the American Association of State Highway and Transportation Officials (AASHTO), the Texas Transportation Institute (TTI) and the National Highway Traffic Safety Administration (NHTSA). All data used in the report is the latest available

TRIP Reports: Michigan’s Economic Recovery Could Be Jeopardized By Transportation System Challenges, Including Deteriorated Roads & Bridges, Needed Safety Improvements And A Lack Of Transportation Funding

TRIPMichigan’s transportation system faces mounting challenges in the form of deteriorated roads and bridges, a lack of adequate safety features, highway bottlenecks and an inability to fund projects needed to support economic development opportunities in the state. Increased investment in transportation improvements at the local, state and federal levels could improve road and bridge conditions, boost safety, increase roadway efficiency and support long-term economic growth in Michigan, according to a new report released today by TRIP, a Washington, DC based national transportation organization.

The TRIP report, Michigan’s Top Transportation Challenges: Meeting the State’s Need for Safe and Efficient Mobility,” finds that pavement conditions are projected to deteriorate significantly over the next decade under current transportation funding levels. And while the state has made progress in reducing the share of deficient bridges in recent years, the share of deficient bridges is expected to increase in the coming years due to a lack of funding. Failure to make needed improvements to Michigan’s transportation system could threaten the state’s economic recovery.

The percentage of Michigan’s major roads that are in poor condition increased significantly in recent years, from 23 percent in 2006 to 38 percent in 2014. By 2025, the share of major roads in poor condition is projected to increase to 53 percent. Driving on rough roads costs Michigan motorists a total of $4.8 billion each year in the form of extra vehicle operating costs, an average of $686 annually per motorist. These costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

Michigan has made progress in recent years in reducing the share of bridges that are structurally deficient.

However, under current funding levels, the share of structurally deficient bridges is expected to increase. The percentage of structurally deficient bridges decreased from 16 percent in 2006 to 12 percent in 2014. By 2023, the share of structurally deficient bridges is projected to increase to 14 percent. Bridges that are structurally deficient have significant deterioration of the bridge deck, superstructure or substructure. Sixteen percent of Michigan’s bridges are functionally obsolete, an increase from 2006, when 12 percent were functionally obsolete. Bridges that are functionally obsolete no longer meet modern design standards, often because of narrow lanes, inadequate clearances or poor alignment.

“Michigan drivers have a unique opportunity to address our deficient roads and bridges in a few weeks,” said Denise Donohue, director of the County Road Association of Michigan. “Proposal 1 will add $1.2 billion to road funding, and it will be constitutionally dedicated to roads. We won’t fully recover from our current band-aid approach to roads for several years, but passing Proposal 1 puts us on the right path.”

Traffic crashes in Michigan claimed the lives of 4,587 people between 2009 and 2013, an average of 917 fatalities each year. And Michigan’s rural non-Interstate roads have significantly higher rates of fatal crashes, with a traffic fatality rate of 1.76 fatalities per 100 million vehicle miles of travel, nearly two-and-a-half times the

0.75 fatality rate on all other roads and highways in the state.

Michigan’s economic recovery is threatened by increased road and bridge deterioration, freight bottlenecks and the lack of needed transportation improvements to serve economic development. The efficiency and condition of Michigan’s transportation system, particularly its highways, is critical to the health of the state’s economy. Annually, $520 billion in goods are shipped throughout Michigan, mostly by truck. The amount of freight, measured by weight, shipped annually throughout Michigan is expected to increase by 25 percent from 2015 to 2030, putting further stress on the state’s roads, highways and bridges.

The efficiency of freight delivery and personal travel in Michigan is being compromised by six significant highway bottlenecks. Relieving congestion at these bottlenecks will require significant investment to improve traffic flow at these locations. The top six highway bottlenecks in Michigan include the following: I-94 at I-75 and I-75 at I-696 in the Detroit area; I-96 at US 131 in the Grand Rapids area; I-69 at I-96 and I-96 at US 127 in the Lansing area; and I-94 at I-69 in the Port Huron area.

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.

“Michigan’s road and bridge conditions are only going to get worse if greater funding is not made available at the local, state and federal levels,” said Will Wilkins, TRIP’s executive director. “Michigan has made tremendous strides to recover from a devastating economic downturn, but the deteriorating condition of the state’s roads and bridges threatens the state’s future economic growth.”

MICHIGAN’S TOP TRANSPORTATION CHALLENGES

Providing a Transportation System to Support and Sustain Michigan’s Economic Revival

Executive Summary 

As Michigan continues to recover from a devastating economic downturn, the condition, efficiency and safety of the state’s transportation system is likely to play a critical role in determining the extent and pace of the state’s re-emergence as a region with a strong economy and a desirable quality of life.

Since unemployment and population loss crested in 2010, Michigan has experienced steady economic and employment growth and seen its population stabilize and begin to grow modestly. But the state’s economic recovery is threatened by Michigan’s inability to address its transportation challenges. These challenges include deteriorating roads, highways and bridges, a lack of adequate traffic safety features, a lack of transportation facilities to support economic growth and quality of life, and a lack of adequate financial resources to address the state’s transportation challenges.

For Michiganders to enjoy an enhanced quality of life while the state sustains and accelerates economic recovery, Michigan will need to maintain and improve the condition of its roads, highways and bridges. Making needed improvements to the state’s transportation system will enhance its ability to provide efficient, safe and reliable mobility for residents, visitors and businesses.

Meeting Michigan’s need to modernize and maintain its transportation system will require a significant boost in local, state and federal funding.

TRANSPORTATION CHALLENGE: Deteriorated Pavement Conditions

The condition of locally and state-maintained roads and highways are deteriorating and are forecast to worsen significantly under current levels of funding. Repairing roads and highways while they are in good or fair condition greatly reduces long-term preservation costs because of the high cost of repairing roads in poor condition.

  • A report by the Michigan Transportation Asset Management Council (MTAMC) found that the percentage of Michigan’s major roads in poor condition has increased from 23 percent in 2006 to 38 percent in
  • 45 percent of Michigan’s major roads were rated in fair condition and the remaining 17 percent were rated in good condition in
  • Michigan’s major roads and highways (all arterial and collector routes) account for 37 percent of all lane miles of roadways in the state and carry 90 percent of all vehicle miles of travel in the
  • Under current funding, the MTAMC found that the percentage of major roads in Michigan in poor condition will increase to 53 percent by
  • Keeping roads in good condition by performing minor maintenance is far more cost- effective than waiting until roads are in fair or poor condition when it becomes far more costly to make needed.
  • Roads in good condition can be maintained by preventive maintenance, which costs approximately $85,000 per lane mile. Roads in mediocre or fair condition require resurfacing, which costs approximately $575,000 per lane mile. Roads in poor condition require reconstruction to repair the surface and the base under the road, which costs approximately $1,625,000 per mile – 19 times greater than the cost of preventive maintenance.
  • A Fall 2014 poll of local Michigan governments conducted by the Gerald R. Ford School of Public Policy at the University of Michigan found that a majority (52 percent) of the state’s local governments are only able to keep up with short-term road fixes such as filling potholes, as opposed to practicing long-term and more cost-effective preventive maintenance.
  • Driving on rough roads costs all Michigan motorists a total of $4.8 billion annually in extra vehicle operating costs (VOC), an average of $686 annually per motorist. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire

TRANSPORTATION CHALLENGE: Progress in Reducing Share of Deficient Bridges Threatened

Michigan has made progress in reducing its share of bridges that are rated structurally deficient, but under current funding levels, the share of Michigan’s locally and state- maintained bridges that are structurally deficient is expected to increase.

  • Twelve percent of Michigan’s locally and state-maintained bridges were rated structurally deficient in 2014. A bridge is structurally deficient if there is significant deterioration of the bridge deck, superstructure or substructure. A structurally deficient bridge may be posted for lower weight, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles, or it may need to be
  • Sixteen percent of Michigan’s locally and state-maintained bridges are functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards, often because of narrow lanes, inadequate clearances or poor.
  • In 2006, 16 percent of Michigan’s bridges were rated structurally deficient and twelve percent were rated functionally.
  • Under current funding, the share of Michigan’s bridges rated structurally deficient is expected to increase to 14 percent by

TRANSPORTATION CHALLENGE: Improving Roadway Safety

Improving safety features on Michigan’s roads and highways would likely result in a decrease in traffic fatalities and serious crashes. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes.

  • Between 2009 and 2013 a total of 4,587 people were killed in traffic crashes in Michigan, an average of 917 fatalities per
  •  Michigan’s overall traffic fatality rate of 1.00 fatalities per 100 million vehicle miles of travel in 2013 is slightly lower than the national traffic fatality rate of 09.
  • Michigan’s overall traffic fatality rate of 1.00 fatalities per 100 million vehicle miles of travel in 2013 is slightly lower than the national traffic fatality rate of 09.
  • The fatality rate on Michigan’s rural non-Interstate roads was 1.76 fatalities per 100 million vehicle miles of travel in 2013, nearly two-and-a-half times higher than the 75 fatality rate on all other roads and highways in the state.
  • Roadway features that impact safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders, guard rails, other shielding devices, median barriers and intersection design. The cost of serious crashes includes lost productivity, lost earnings, medical costs and emergency
  • Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features. TRIP estimates that roadway features are likely a contributing factor in approximately one-third of fatal traffic
  • Where appropriate, highway improvements can reduce traffic fatalities and crashes while improving traffic flow to help relieve congestion. Such improvements include removing or shielding obstacles; adding or improving medians; improved lighting; adding rumble strips, wider lanes, wider and paved shoulders; and better road markings and traffic signals.
  • Investments in rural traffic safety have been found to result in significant reductions in serious traffic crashes. A 2012 report by the Texas Transportation Institute (TTI) found that improvements completed recently by the Texas Department of Transportation that widened lanes, improved shoulders and made other safety improvements on 1,159 miles of rural state roadways resulted in 133 fewer fatalities on these roads in the first three years after the improvements were completed (as compared to the three years prior). TTI estimates that the improvements on these roads are likely to save 880 lives over the next 20 years

TRANSPORTATION CHALLENGE: Economic Recovery Threatened by Deteriorated Roads and Bridges, Freight Bottlenecks and lack of Modernized Highway and Transit Facilities

The efficiency of Michigan’s transportation system is critical to the recovery and health of the state’s economy. The state’s economic recovery is threatened by increased deterioration of Michigan’s roads and bridges and the lack of needed transportation improvements to serve economic development.

  • Michigan’s three largest economic sectors – manufacturing, agriculture and tourism – are highly reliant on an efficient and well-maintained transportation
  • More than half of Michigan local governments (58 percent) said that poor roads in their jurisdictions had a negative impact on economic development, in response to a 2014 Fifty-one percent said that poor roads had a negative impact on the fiscal health of local governments.
  • Michigan’s population increased by approximately eight percent between 1990 and 2005, from approximately 9.3 million to 10.1 million, before experiencing a slight decline through 2010 when the state’s population declined to approximately 9.9 (9.877) million people as a result of Michigan’s severe economic
  • Michigan’s population has achieved modest growth as the state’s economy has The state’s population rose from 9.877 million in 2010 to 9.909 million in 2014.
  • Michigan’s economy faltered during the latter half of the 2000s. Employment peaked at approximately 4.7 million jobs in 2005 resulting in an unemployment rate of 7.1 percent, before dropping to approximately 4.2 million jobs and an unemployment rate of 9 percent in 2010.
  • By January 2015, Michigan had added approximately 300,000 jobs, reaching approximately 4.5 million jobs, and the state’s unemployment rate dropped to 9 percent.
  • Annually, $520 billion in goods are shipped throughout Michigan, mostly by Seventy-eight percent of the goods shipped annually throughout Michigan are carried by trucks, another 21 percent are carried by rail, and the remaining freight shipped by water and air.
  • The amount of freight, measured by weight, shipped annually throughout Michigan is expected to increase by 25 percent from 2015 to 2030, putting further stress on Michigan’s roads, highways and
New international bridge crossing between Detroit and Windsor.
Improved intermodal truck-rail terminal and facilities in Southeast Michigan.
Modernizing and repairing portions of I-94 and I-75 in the Detroit area.
Improvements to Willow Run Airport in the Detroit area.
New rail tunnel between Detroit and Windsor to accommodate modern rail cars.
New intermodal rail/bus transit facilities in Troy/Birmingham, Grand Rapids, Dearborn, East Lansing, Ann Arbor and Detroit.
Completion of the M-1 Streetcar along Woodward Avenue in Detroit.
Construction of a second bus rapid transit line in the Grand Rapids area and a bus rapid Transit line in the Lansing area.
Improve and enhance public transit along the Woodward Avenue corridor from the Detroit riverfront to the city of Pontiac.
Improve and enhance public transit from northeast of Ann Arbor to south of Ann Arbor, connecting the campuses of the University of Michigan, downtown, the medical center, the train station and commercial areas.
  • The efficiency of freight delivery and personal travel in Michigan is being compromised by six significant highway bottlenecks, which are rated among the nation’s worst 250 highway bottlenecks. Relieving congestion at these bottlenecks will require significant investment to improve traffic flow at these
  • The American Transportation Research Institute reports that the top six highway bottlenecks in Michigan on highways that are critical to the nation’s freight delivery system are: I-94 at I-75 and I-75 at I-696 in the Detroit area; I-96 at US-131 in the Grand Rapids area; I-69 at I-96 and I-96 at US-127 in the Lansing area; and I-94 at I-69 in the Port Huron
  • Highway accessibility was ranked the number two site selection factor behind only the availability of skilled labor in a 2013 survey of corporate executives by Area Development magazine.
  • A number of critical transportation improvements that will improve the efficiency of Michigan’s transportation system are underway or are in the planning process. However, most of these projects will need significant additional funding to be completed. These projects include:
  • Because of a lack of adequate resources, the Michigan Department of Transportation (MDOT) plans to focus almost exclusively on preserving its current system rather than making any improvements to the system to support economic development
  • From 2015 to 2019, MDOT plans to spend an average of $671 million on road, highway and bridge repairs and only $4 million annually on expanding the capacity of the

TRANSPORTATION CHALLENGE: Inadequate Transportation Funding

Without a significant boost in transportation funding at the local, state and federal level, the condition of Michigan’s roads, highways and bridges will decline. This lack of funding will reduce economic productivity in the state and many projects needed to support economic growth and to support quality of life in Michigan will not move forward. New research indicates that the cost of making needed road, highway, and bridge improvements is far less than the potential loss in state economic activity caused by a lack of adequate road, highway and bridge preservation.

  • Upgrading all of Michigan’s major roads currently in poor or fair condition to good condition would cost $14.1
  • Seventy-nine percent of local Michigan governments said they would need a 50 percent increase in state funding for local roads just to maintain their roads in their current condition. And more than half (56 percent) said that state funding for local roads would need to more than double to allow them to improve the condition of their roads, in response to a 2014 poll.
  • 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 traffi
  • Signed into law in July 2012, MAP-21 (Moving Ahead for Progress in the 21st Century Act), has improved several procedures that in the past had delayed projects, MAP-21 does not address long-term funding challenges facing the federal surface transportation program.
  • In July 2014, Congress approved the Highway and Transportation Funding Act of 2014, an eight-month extension of the federal surface transportation program, on which states rely for road, highway, bridge and transit funding. The program, initially set to expire on September 30, 2014, will now run through May 31, 2015. In addition to extending the current authorization of the highway and public transportation programs, the legislation will transfer nearly $11 billion into the Highway Trust Fund (HTF) to preserve existing levels of highway and public transportation investment through the end of May.
  • If Congress decides to provide additional revenues into the federal Highway Trust Fund in tandem with authorizing a new federal surface transportation program, a number of technically feasible revenue options have been identified by the American Association of State Highway and Transportation Officials (AASHTO).
  • A significant boost in investment on the nation’s roads, highways, bridges and public transit systems is needed to improve their condition and to meet the nation’s transportation needs, concluded a new report from AASHTO. The 2015 AASHTO Transportation Bottom Line Report found that annual investment in the nation’s roads, highways and bridges needs to increase from $88 billion to $120 billion and from $17 billion to $43 billion in the nation’s public transit systems, to improve conditions and meet the nation’s mobilit

A 2014 report by the Oregon Department of Transportation (ODOT) concluded that allowing the state’s major roads, highways and bridges to deteriorate would result in significant reduction in job growth and reduced state gross domestic product (GDP) as a result of reduced economic efficiency.

  • The ODOT report used a sophisticated model that integrates transportation, land use and economic activity to compare how an economy operates when a transportation system is well-maintained versus when it is allowed to deteriorate. The report found that deteriorated pavements, which result in a rougher and slower ride for vehicles, and deteriorated bridges, which need to be closed to heavy trucks, reduce economic productivity by increasing transportation
  • The report found that allowing roads and bridges to deteriorate reduces business productivity by increasing vehicle operating costs as a result of driving on rough roads, reducing travel speeds and increasing travel times because of route detours necessitated by weight-restricted
  •  As road and bridge conditions deteriorate, transportation agencies are likely to shift resources from preservation projects, which extend the service life of roads and bridges, to more reactive maintenance projects, which results in higher lifecycle costs, the report found. Transportation agencies are also likely to respond to increased road and bridge deterioration by shifting funds from modernization projects, which relieve congestion and increase business productivity, to maintenance
  • As road and bridge conditions deteriorate, transportation agencies are likely to shift resources from preservation projects, which extend the service life of roads and bridges, to more reactive maintenance projects, which results in higher lifecycle costs, the report found. Transportation agencies are also likely to respond to increased road and bridge deterioration by shifting funds from modernization projects, which relieve congestion and increase business productivity, to maintenance
  • The ODOT report estimated that the road, highway and bridge deterioration anticipated over the next 20 years will result in Oregon creating 100,000 fewer jobs and generating $9.4 billion less in state GDP.
  • Oregon could avoid losing 100,000 jobs and $9.4 billion in GDP through 2035 by spending an additional $810 million more on road, highway and bridge repairs – nearly a 12-to-1 return on investment, according to the ODOT

Sources of information for this report include the Federal Highway Administration (FHWA), the Bureau of Transportation Statistics (BTS), the U.S. Census Bureau, the American Association of State Highway and Transportation Officials (AASHTO), the Texas Transportation Institute (TTI), the Michigan Department of Transportation (MDOT), the Michigan Transportation Asset Management Council, the Gerald R. Ford School of Public Policy at the University of Michigan, the American Transportation Research Institute and the National Highway Traffic Safety Administration (NHTSA). All data used in the report is the latest available.

 

 

 

Bridge to Sustainable Infrastructure Act

On April 16, 2014 the following statement from Association of Equipment Manufacturers (AEM) President Dennis Slater regarding the introduction of the Bridge to Sustainable Infrastructure Act  in Congress:

AEM congratulates Congressmen Jim Renacci, Bill Pascrell, Reid Ribble and Dan Lipinski for putting forth a substantive and politically courageous proposal to fix the Highway Trust Fund. Their legislation deserves serious consideration in the Ways and Means Committee.

While the proposal is not perfect, it is a serious effort to give certainty to America’s transportation infrastructure and impose accountability on Congress to force lawmakers to develop a long-term solution to make the Highway Trust Fund solvent.

This is a bipartisan effort to end the stalemate on Capitol Hill over highway spending. Because Congress has been unable to generate a sustainable stream of revenue to make up for the annual shortfall in the Highway Trust Fund, America’s infrastructure has been chronically underfunded. The proposed Bridge to Sustainable Infrastructure Act seeks to break the cycle of patchwork efforts to short up the trust fund a few months at a time.

In essence, this legislation would force Congress to act. It would make the Highway Trust Fund solvent in the short-run and bring together a bipartisan group of leaders in Congress to figure out a way to finance America’s surface transportation for the future. And if those efforts fail, this plan provides a path forward to ensure the Highway Trust Fund is made whole in the future

DEWALT Introduces New Mechanic Tool Set and Stackable Case System

Product Report Mechanic Tool Set

I don’t know about you but I really hate it when I pick up my tool set, open it and find that I have it “This Side Up,” down and all the sockets, extensions, ratchets come spilling out rolling across the floor or in the dirt.

Well, DEWALT recently introduced a new Mechanic Tool Sets and Mechanic Accessory Tool Sets for professionals.

SONY DSCDEWALT has re-designed the contents of these sets, from ratchets, to sockets, to extenders, and more, for high performance and convenience. And when you open a case the stuff is where it’s supposed to be.

Guaranteed Tough®, the new DEWALT® Mechanics Tool Sets offer a full lifetime warranty including hassle free replacement with next day delivery.

“We are so confident in the performance of each piece of the new Mechanics Tool Sets that we are offering a 24-hour replacement program,” said Rob Ronan, Senior Product Manager. “Where competing set manufacturers promise replacement with proof of purchase at a store, requiring traveling to and from a retail outlet, DEWALT will ship replacement parts direct without proof of purchase for next day delivery if customers call 800-4-DEWALT or go online to the DEWALT customer service website before 3 p.m.”

The new Mechanics Tool Set includes a 168 piece set – model DWMT73803, 142 piece set – model DWMT73802 and 108 piece set – model DWMT73801. The new sets come in durable blow molded, high-quality plastic cases with metal latches that can take a beating while providing protection and organized storage.

The new 72-Tooth Ratchet is ideal for high torque ratcheting and offers 3X longer life cycle versus standard ratchets on average. The 72 teeth allow for slight tightening or loosening in cramped spaces where it is difficult to back up the ratchet. The Ratchet’s 5 degree arc swing and slim head design offer maneuverability in constricted areas

Offering one-hand operation, the new Ratchet features a contoured, ergonomically designed handle with anti-slip grooves for comfort and control. It is made from premium chrome vanadium steel for strength and SONY DSCdurability.

The Ratchet easily connects and disconnects to an extensive range of sockets. Sockets and other pieces in the sets feature knurled rings that help reduce slippage for hand tightening applications. Sockets also features laser etched markings for quick and easy identification.

The 168 piece and 142 piece Mechanic Tool Sets also include new Combination Wrenches with a long-panel forged design for longer reach and leverage. A new Anti-Slip design delivers 400 percent more gripping power by locking the wrench onto the nuts and bolts to help prevent slippage and provide extra torque. The Anti-Slip Design features raised ridges and indented grooves in the mouth of the wrench to provide added grip for grasping nuts and bolts. The Combination Wrenches also features a 15 degree box end offset for knuckle clearance.

A high-end vinyl Grip Bit Driver is included in the sets. This durable driver is designed to reduce slipping and provides maximum comfort.

Unique to mechanic sets are the DEWALT® Removable Accessory Cases of MAXFIT™ screwdriving tips, sleeves, and extenders. The cases can be removed from the set and SONY DSCbrought to the specific application. DEWALT’s MAXFIT™ Screwdriving Bits are made of shock-resistant steel, and feature a precision-milled top for ideal fit in screw heads. Designed for use with the Magnetic Screw Lock™ System, the MAXFIT™ bits allow for a fastener retention solution with every size and type of bit.

Individual pieces of the new DEWALT® Mechanic Tool Sets are also sold separately, totaling more than 450 skus to meet a range of demanding tasks required by mechanics and construction trades.

Stackable Sets With Job-Specific Tools

DEWALT® introduced new Mechanics Accessory Tool Sets in new durable cases. These sets slide into the individual trays that clip together as part of the new DEWALT® ToughSONY DSC Lock Stacking System for secure transport and quick grab and go convenience of hand tools and accessories.

Build your own tool platform for the task at hand with DEWALT’s new Guaranteed Tough® line of Mechanics Tools, including newly designed sockets, ratchets, drivers, wrenches, and more with new and innovative features that give mechanics the edge in on-the-job performance.

For many jobs you don’t need to bring along an entire set of mechanics tools. With the Stackable Sets program you can build your own tool platform, ideal for your specific job, and bring along only the tools you need – in a convenient durable carrying case or set of cases locked together.

The Stackable cases feature durable shatter-resistant transparent lids so it is easy to see inside the case. The cases also feature an injection molded tray which can be removed and stored in DEWALT® roller boxes or DEWALT® Metal Storage chests.

For more information, visit www.dewalt.com