Tag Archive for 'infrastructure'



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

Executive Summary

Seven years after the nation suffered a significant economic downturn, Connecticut’s economy continues to rebound. The rate of economic growth in Connecticut, which will be greatly impacted by the reliability and condition of the state’s transportation system, continues to have a significant impact on quality of life in the Constitution State.

An efficient, safe and well-maintained transportation system provides economic and social benefits by affording individuals access to employment, housing, healthcare, education, goods and services, recreation, entertainment, family, and social activities. It also provides businesses with access to suppliers, markets and employees, all critical to a business’ level of productivity and ability to expand. Conversely, reduced accessibility and mobility – as a result of traffic congestion, a lack of adequate capacity, or deteriorated roads, highways, bridges and transit facilities – diminishes a region’s quality of life by reducing economic productivity and limiting opportunities for economic, health or social transactions and activities.

As the insurance capital of the nation and with an economy based largely on finance, engineering, manufacturing, information technology, electronics, agriculture and mining, the quality of Connecticut’s transportation system will play a vital role in the state’s level of economic growth and in the quality of life in Connecticut.

In this report, TRIP looks at the top transportation issues faced in Connecticut as the state addresses its need to modernize and maintain its system of roads, highways, bridges and transit systems.

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. The current federal transportation legislation was initially set to expire on September 30, 2014. However, following numerous short-term extensions passed by Congress, the bill is now set to expire on December 4, 2015. Congress will need to pass new legislation prior to the expiration to ensure prompt federal reimbursements to states for road, highway, bridge and transit repairs and improvements.

CT_Infographics_Nov_2015The level of funding and the provisions of the federal surface transportation program have a significant impact on highway and bridge conditions, roadway safety, transit service, quality of life and economic development opportunities in Connecticut.


An inadequate transportation system costs Connecticut motorists a total of $5.1 billion every year in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.

  • TRIP estimates that Connecticut roadways that lack some desirable safety features, have inadequate capacity to meet travel demands or have poor pavement conditions cost the state’s residents approximately $5.1 billion annually in the form of additional vehicle operating costs (including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear), the cost of lost time and wasted fuel due to traffic congestion, and the financial cost of traffic crashes.
  • TRIP has calculated the average cost to drivers in the state’s largest urban areas as a result of driving on roads that are deteriorated, congested and lack some desirable safety features. The chart below details the costs to drivers in the Bridgeport/Stamford, Hartford and New Haven urban areas.


The rate of population and economic growth in Connecticut have resulted in increased demands on the state’s major roads and highways, leading to increased wear and tear on the transportation system.

  • Connecticut’s population reached approximately 3.6 million residents in 2014, a nine percent increase since 1990.
  • Connecticut had 2.5 million licensed drivers in 2013.
  • Vehicle miles traveled (VMT) in Connecticut increased by 18 percent from 1990 to 2013 –from 26.3 billion VMT in 1990 to 30.9 billion VMT in 2013.
  • By 2030, vehicle travel in Connecticut is projected to increase by another 15 percent.
  • From 1990 to 2013, Connecticut’s gross domestic product, a measure of the state’s economic output, increased by 41 percent, when adjusted for inflation. U.S. GDP increased 65 percent during this time.


A lack of adequate state and local funding has resulted in one-third of major urban roads and highways in Connecticut and one-quarter of major rural roads and highways having pavement surfaces in poor condition, providing a rough ride and costing motorist in the form of additional vehicle operating costs.

  • Thirty-three percent of Connecticut’s major locally and state-maintained urban roads and highways have pavements in poor condition, while an additional 46 percent of the state’s major state and locally maintained urban roads are rated in mediocre or fair condition and the remaining 21 percent are rated in good condition.
  • Twenty-five percent of Connecticut’s major locally and state-maintained rural roads and highways have pavements in poor condition, while an additional 48 percent of the state’s major state and locally maintained rural roads are rated in mediocre or fair condition and the remaining 27 percent are rated in good condition.
  • Roads rated in poor condition may show signs of deterioration, including rutting, cracks and potholes. In some cases, poor roads can be resurfaced, but often are too deteriorated and must be reconstructed.
  • Driving on rough roads costs Connecticut motorists a total of $1.6 billion annually in extra vehicle operating costs. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.
  • The chart below details pavement conditions on major urban roads in the Bridgeport/Stamford, Hartford and New Haven urban areas:


More than one-third of locally and state-maintained bridges in Connecticut show significant deterioration or do not meet current design standards often because of narrow lanes, inadequate clearances or poor alignment. This includes all bridges that are 20 feet or more in length.

  • Nine percent of Connecticut’s 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-six percent of Connecticut’s 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.
  • The chart below details bridge conditions in the Bridgeport/Stamford, Hartford and New Haven urban areas:


Improving safety features on Connecticut’s roads and highways would likely result in a decrease in the state’s 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 1,274 people were killed in traffic crashes in Connecticut, an average of 255 fatalities per year.
  • Connecticut’s overall traffic fatality rate of 0.89 fatalities per 100 million vehicle miles of travel in 2013 is lower than the national average of 1.09.
  • The chart below details the average number of fatalities from 2011 to 2013 in Bridgeport/Stamford, Hartford and New Haven, as well as the average cost per driver as a result of traffic crashes.
  • Conn 4Roadway 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 services.
  • 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 crashes.
  • 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; upgrading roads from two lanes to four lanes; 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.


Increasing levels of traffic congestion cause significant delays in Connecticut, particularly in its 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.

  • Based on Texas Transportation Institute (TTI) estimates, the value of lost time and wasted fuel in Connecticut is approximately $2.3 billion per year.
  • According to TTI, the average driver in the Bridgeport/Stamford urban area loses $1,174 each year in the cost of lost time and wasted fuel as a result of traffic congestion. The average Bridgeport/Stamford commuter wastes 49 hours each year stuck in traffic.
  • According to TTI, the average driver in the Hartford urban area loses $1,038 each year in the cost of lost time and wasted fuel as a result of traffic congestion. The average Hartford commuter wastes 45 hours each year stuck in traffic.
  • TTI estimates that the average driver in the New Haven area loses $932 annually in the cost of lost time and wasted fuel due to traffic congestion. The average New Haven commuter wastes 40 hours each year stuck in traffic.
  • Increasing levels of congestion add significant costs to consumers, transportation companies, manufacturers, distributors and wholesalers and can reduce the attractiveness of a location to a company when considering expansion or where to locate a new facility. Congestion costs can also increase overall operating costs for trucking and shipping companies, leading to revenue losses, lower pay for drivers and employees, and higher consumer costs.
  • Forty-two percent of businesses surveyed by the Connecticut Business and Industry Association believe that the state’s road congestion restricts or limits the territory of their market.
  • Fifteen percent of businesses surveyed by the Connecticut Business and Industry Association have considered relocation because of regional transportation concerns.



Connecticut’s heavily traveled and aging transit system, which plays a vital role in providing mobility in the state, has significant preservation needs to replace aging vehicles and to repair rail lines and bridges.

  • Connecticut’s transit network includes 20 urban and rural systems, including the CTfastrack Bus Rapid Transit line in Hartford and the New Haven Line, the nation’s busiest commuter rail corridor.
  • Connecticut’s transit system provides 42 million bus passenger trips per year on 1,100 buses and paratransit vehicles, and 41 million rail passenger trips per year on 500 rail cars and coaches traveling on 226 route miles.
  • The preservation needs for Connecticut’s bus transit system total $2 billion, while the preservation needs for the state’s rail transit system is $14.5 billion.
  • The average age of state-maintained buses in Connecticut is seven years, while the average age of buses maintained by local agencies is nine years. The average service life of a bus is 12 years.
  • Twenty-two percent of rail bridges that carry commuter rail in Connecticut are in poor condition.


Investment in Connecticut’s roads, highways and bridges is funded by local, state and federal governments. A lack of sufficient funding at all levels will make it difficult to adequately maintain and improve the existing transportation system.

  • From 2009 to 2013, the federal government provided $1.75 for road improvements in Connecticut for every dollar the state paid in federal motor fuel fees.
  • Following numerous short-term extensions passed by Congress, the current federal surface transportation legislation is set to expire on December 4, 2015. Congress will need to pass new legislation prior to the extension expiration to ensure prompt federal reimbursements to states for road, highway, bridge and transit repairs and improvements. 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.
  • 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 the American Association of State Highway and Transportation Officials.
  • 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.


The efficiency of Connecticut’s transportation system, particularly its highways, is critical to the health of the state’s economy. Businesses rely on an efficient and dependable 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.

  • Annually, $143 billion in goods are shipped from sites in Connecticut and another $119 billion in goods are shipped to sites in Connecticut, mostly by truck.
  • Seventy-three percent of the goods shipped annually from sites in Connecticut are carried by trucks and another 18 percent are carried by courier services or multiple mode deliveries, which include trucking.
  • 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 2013 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.

Sources of information for this report include the Connecticut Department of Transportation (ConnDOT), the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), the Bureau of Transportation Statistics (BTS), the U.S. Census Bureau, the Texas Transportation Institute (TTI) and the National Highway Traffic Safety Administration (NHTSA).


NEW CAT 325F Is Built for Close-quarters Work

The new mid-size Cat® 325F is a reliable, durable, highly efficient compact radius excavator built for all your close-quarters work. The machine features a powerful C4.4 ACERT U.S. EPA Tier 4 Final engine that’s miserly on fuel paired with a state-of-the-art hydraulic system that’s responsive to your every command. Each pull of the “sticks” will feel like a natural extension of yourself, putting you in place to literally move tons of material all day long with tremendous speed, precision, and confidence.

Performance:  Compared with its Cat 321D Tier 3 predecessor, the 325F can run on biodiesel up to B20. Based on engineering validation, it will consume up to 22 percent less diesel fuel than its predecessor, with no loss of swing torque and bucket and stick forces. With a maximum lifting capacity of 27, 000 pounds (12 650 kg) at 15 feet over the front at ground level, the 325F exceeds its predecessor model’s capacity by 8 percent. It features proven electronic, fuel, air, and aftertreatment components like a maintenance-free diesel particulate filter, and it has isochronous control that automatically manages pump and engine speed for improved fuel efficiency. Boom and stick recirculation valves reduce fuel consumption and speed up cycle times, and a choice of three power modes—high power, standard, and eco—help you more actively manage fuel consumption. A variable-speed fan for less energy consumption and noise, high-ambient cooling capability to work in extreme heat, and altitude capability up to 9,840 feet (3000 m) with no engine de-rating round out the machine’s high-performance attributes.

C10596027Versatility:  The 325F’s compact radius design makes it ideal for working confidently in space-restricted C10576731areas like road jobs with lane closures and next to buildings or other structures. With a front swing radius of 7’8” (2.34 m) and a tail swing radius of 5’8” (1.72 m), the machine can dig, swing, and dump within a working space of 13’4” (4.06 m). When rotated 90 degrees and working over the side, just 135 mm (5”) of counterweight extends beyond the track width, which allows trucks and jersey barriers to be positioned closer to the machine. Bucket linkage is the same as the 321D, which means you can work with the same tools. Plus the new model includes quick coupler lines and circuit compatible with the new Cat Pin Grabber coupler. Using this coupler allows quick attachment changes from the safety of the cab and increases job site flexibility. The combination of a quick coupler, versatile attachments, and a machine built specifically as a tool carrier (with medium, high pressure, and quick coupler lines and circuits) allows you to get the most versatility from your machine.

Comfort:  The roll-over protective structure (ROPS) cab is both quiet and comfortable; it has viscous mounts and special lining and sealing to reduce vibration and sound. The 325F also comes with a fully adjustable heated seat, adjustable armrests and joystick consoles for maximum productivity, and an automatic climate control system that will keep you productive all day long in both hot and cold weather. The large LCD monitor is easy to navigate and is programmable in 44 languages. Plus there is abundant storage and auxiliary power for added convenience along with a new radio with auxiliary jack for an MP3 player.

Serviceability:  Most maintenance points can be easily reached at ground level. Wide service doors provide access to filters, pressure taps, and ports that are grouped together for convenient and speedier service. The two-piece engine hood comes with gas cylinder assist for easy access.

Durability:  The capability to work reliably year after year in severe applications permeates the 325F’s design, beginning with a high-pressure fuel system that features a newly designed pump and injectors for optimum combustion and a high-efficiency filtration system for protecting these precision components. The machine uses a modified X-frame design that resists digging and lifting forces for enhanced service life, and its front linkage—robotically welded for optimum strength—ensures long-term endurance and performance. In addition, the 325F’s heavy-duty undercarriage uses massive track frames, heavy-duty track rollers, forged carrier rollers, and grease-lubricated track links that significantly extend link life and reduce sound when the machine travels.

Safety:  A handrail helps take you to the top of the machine, and anti-skid plating and countersunk bolts help reduce the risk of slipping and tripping. A large expanse of glass in the cab affords all-around visibility, and enhanced job site safety results from the new model’s four mirrors and standard rearview camera system. The machine also comes with a full-length firewall to separate the pump and engine compartments. Plus a red-colored, ground-level fuel cutoff switch to shut down the engine in case of emergency can be easily found and reached at the seat base.

Attachment solutions:  A wide variety of purpose-built Cat attachments extend machine capability into different industries and job site tasks. The Cat Pin Grabber Coupler assures swapping attachments in quick, boosting productivity. Several different bucket styles are available to meet specific excavating and truck loading requirements. The addition of a thumb, compactor, grapple, shear, pulverizer or hammer makes this machine even more productive and more profitable.

Bottom line: If your work takes you in to tight spaces and you need the absolute best performance at the lowest cost per unit of work that you can possibly get from a 25-ton excavator, take along a Cat 325F.

Visit www.cat.com to find a dealer near you.


Engine Cat C4.4 ACERT
Net power, hp (kW) 161 (120)
Op. weight, lb. (kg) 57,115 (25 907)
Max. dig depth, ft. (mm) 22 (6 710)
Max. bucket, yd3 (m3) 2.08 (1.59)
Hyd. flow, gpm (L/min) 113 (428)
Relief pressure, psi (kPa) 5,076 (35 000)
Heavy lift, psi (kPa) 5,512 (38 000)
Drawbar pull, lb.  (kN) 45,591 (203)
Track gauge, in. (mm) 94 (2 380)
Tail swing radius, in. (mm) 68 (1 720)
Swing speed, rpm 11.2
Travel speed, mph (km/h) 3.5 (5.6)



ASCE Reports: Surface Transportation Conference Committee Makes Progress and Gets More Time

{08d819bc-1d22-4dd2-80f4-4bea43d54eb4}_ASCE_GovernmentRelations_WashingtonThis week the Surface Transportation Bill Conference Committee met in what will likely be its only public meeting to finalize work on a compromise bill. Congress moved the November 20 deadline to December 4 to give conferees additional time to complete their work. The conference committee chairman, Rep. Bill Shuster (R-PA) kicked-off the meeting by stating, “There is plenty of common ground between the [House & Senate] proposals to allow us to reach an agreement that both [chambers] can willingly support.” The lead House Democrat on the committee, Rep. Peter DeFazio (D-OR), underscored the importance of achieving an increase in overall funding in the final bill. “I’m hopeful to get higher levels of spending on an annual basis and if funds are so limited that we have to reduce the term of the bill, it’s an option I think should be looked at,” said DeFazio.

The committee announced a timeline which includes finalizing the conference agreement by November 30 and having a House vote on the bill by the December 4 deadline. It remains to be seen whether the Senate will be able to act before that date. They may need a week extension to approve the legislation before it can be sent to President Obama for his signature. Many members of the committee seem hopeful that a final agreement will be reached very soon and that they can craft a measure that will receive the necessary votes in both the House and Senate to be signed by the president.

In a letter sent to conferees this week , ASCE stated that a five-year program which includes significant funding increases should be the goal of the committee. Otherwise the country could begin to see the job losses and reduction in GDP identified by ASCE’s Failure to Act Economic Report.

Now is a critical time to reach out to conference committee members. Please take a moment to determine if your election official(s) sit on this committee and ask them to support a final bill that increases investment in America’s transportation system. Visit our Click and Connect page to identify your elected official! Take action today!

ASCE’s Comments Regarding House Passage of Six-Year Highway & Transit Bill

On November 5, 2014, newly-minted House Speaker Paul Ryan (R-WI) shepherded through his first piece of major legislation with bipartisan passage of a six-year, $325 billion surface transportation reauthorization bill.  The Surface Transportation Reauthorization & Reform (STRR) Act of 2015 cleared the House by a vote of 363-64.  A last-minute amendment was added to STRR that secured an additional $40 billion in revenue from an unused Federal Reserve account.  This means that while the House bill is now funded for a full six-years, it does not increase highway and transit funding levels over the current amount.

ASCE endorsed multiple amendments that were offered to raise the gas tax. However none of those amendments were allowed to receive a full vote on the House floor.

Following the bill’s passage, ASCE President Mark W. Woodson, P.E., F.ASCE, released a statement saying, “While the House-passed bill provides six years of stability for the nation’s road, bridge, and transit programs, it fails to increase funding to levels that are adequate to properly maintain our infrastructure.” Woodson went on to state that, “ASCE is disappointed that House leadership prevented a vote on raising the federal gas tax – a policy solution that would have provided long-term funding and certainty that states desperately need to move forward with their transportation projects.“

ASCE also weighed-in against a resolution introduced by Rep. Ron DeSantis (R-FL) in support of devolving the federal transportation program to the states. The amendment was defeated 118-310. See how your Representative voted!

Some highlights of the House bill include:

  • Multi-year program certainty that will help states and localities better plan and deliver projects;
  • Accelerated project delivery reforms aimed to improve collaboration between agencies and create deadlines for agency action(s);
  • Providing grants to states for continued and expanded pilot testing of future road user fee collection systems;
  • A new competitive grant to address bus and bus facility needs;
  • Increased focus on funding for roadway safety infrastructure and on the safety needs of rural roads; and,
  • An option for localities to bundle small projects such as bridges to increase efficiency.

The House vote follows previous Senate action in July on their surface transportation bill which provided only three years of funding although at much higher levels.  Now the House and Senate will work to negotiate a compromise before the looming November 20 deadline.  ASCE will be reviewing the House and Senate bills to determine which provisions we favor to be included in any final agreement.  On funding, ASCE urges a final bill be multi-year with sizable funding increases for highway and transit programs.  In the coming weeks, ASCE will continue to engage with our members in our advocacy effort to #FixTheTrustFund. Thank you for all you have done to support the Society’s advocacy efforts!

ABC Reports: Construction’s Percentage Job Gains Lead All Economic Sectors in Oct

CEU2“Specialty trade contractors created more than 21,000 jobs in October, leading to 0.7 percent growth for nonresidential construction employment on a monthly basis.”—ABC Chief Economist Anirban Basu.


Employment_11.6.15The U.S. construction industry added more jobs in October than during the previous four months combined, according to an analysis of Bureau of Labor Statistics data released today by Associated Builders and Contractors (ABC). Construction employment expanded by 31,000 net new jobs last month after adding 12,000 jobs in September (revised upward from 8,000). Nonresidential construction employment increased by 20,100 jobs in October after adding 11,100 jobs in September (revised upward from 6,800).

“Over the past year, nonresidential construction employment has expanded by 113,100 jobs, or 3.9 percent, which is particularly impressive given the ongoing difficulties many contractors experience filling available job openings,” said Anirban Basu, ABC’s chief economist. “Despite the overall robust nonresidential employment gains, the nonresidential building sector actually lost 1,000 jobs in October, due in large measure to the impact of a slumping energy sector. However, specialty trade contractors created more than 21,000 jobs in October, leading to 0.7 percent growth for nonresidential construction employment on a monthly basis.

“The overall economy added 271,000 net new jobs in October, far above the consensus estimate of around 175,000,” said Basu. “The three-month average gain stands at 187,000 net new jobs. The nation’s unemployment rate is down to 5 percent, and the so-called real rate of unemployment stands at 9.8 percent, a multi-year low. Wages are up 2.5 percent on a year-over-year basis, the fastest pace of wage growth since 2009. All of this suggests that the chances for a Federal Reserve rate hike in December have expanded massively with today’s release.”

The residential construction sector added 6,000 jobs in October after adding 6,100 during the prior month, while employment in the civil and heavy engineering increased by 4,800 jobs. Overall construction employment increased by 0.48 percent for the month, more than any other industry. Employment growth in the professional/business services sector was second at 0.39 percent. The construction industry’s unemployment rate actually rose by 0.7 percentage points to 6.2 percent in October. This is very good news because it indicates that more people are again looking to construction as a source of gainful employment.

Construction employment for the month and the past year breaks down as follows:

  • Nonresidential building construction employment fell by 1,000 jobs in October but is up by 14,500 jobs or 2.1 percent on a yearly basis.
  • Residential building construction employment expanded by 2,400 jobs in October and is up by 25,100 jobs or 3.7 percent on a year-over-year basis.
  • Nonresidential specialty trade contractors added 21,100 jobs for the month and employment in that category is up by 98,600 jobs or 4.5 percent from the same time one year ago.
  • Residential specialty trade contractors added 3,600 net new jobs in October and have added 74,000 jobs or 4.4 percent since October 2014.
  • The heavy and civil engineering construction segment added 4,800 jobs in October and is up by 20,700 positions or 2.2 percent on a year-over-year basis.

To view the previous employment report, click here.