Tag Archive for 'transportation'

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NEW TRIP REPORT IDENTIFIES NEW YORK STATE BRIDGES MOST IN NEED OF REPAIR OR REPLACEMENT

APPROXIMATELY 11.6 MILLION VEHICLES PER DAY CROSS STATE’S POOR/ STRUCTURALLY DEFICIENT BRIDGES; TEN PERCENT OF NEW YORK’S BRIDGES ARE RATED POOR/STRUCTURALLY DEFICIENT AND 53 PERCENT ARE RATED FAIR.

Ten percent of bridges in New York State are rated in poor/structurally deficient condition, according to a new report released recently by TRIP, a Washington, DC-based national transportation research nonprofit. This includes bridges 20 feet or longer. A bridge is rated poor/structurally deficient if there is significant deterioration of the bridge deck, supports or other major components

The TRIP report, Preserving New York’s Bridges: The Condition and Funding Needs of New York’s Aging Bridge System,” finds that 1,757 of New York’s 17,521 bridges are rated in poor/structurally deficient condition –ten percent. New York bridges that are poor/structurally deficient carry 11,590,945 vehicles per day.  Poor/structurally deficient bridges may be posted for lower weight limits or closed if their condition warrants such action. Deteriorated bridges can have a significant impact on daily life. Restrictions on vehicle weight may cause many vehicles – especially emergency vehicles, commercial trucks, school buses, and farm equipment – to use alternate routes to avoid weight-restricted bridges. Redirected trips also lengthen travel time, waste fuel and reduce the efficiency of the local economy.

Fifty-three percent (9,364 of 17,521) of locally and state-maintained bridges in New York have been rated in fair condition.  A fair rating indicates that a bridge’s structural elements are sound, but minor deterioration has occurred to the bridge’s deck, substructure or superstructure. The remaining 37 percent (6,400 of 17,521) of the state’s bridges are rated in good condition.

“Maintaining safe and stable infrastructure is critically important to all New Yorkers. Every day, millions of people travel through our state on what are often poor and structurally deficient roads and bridges,” said Senator Tim Kennedy, chairman of the New York State Senate Committee on Transportation. “Now more than ever we need to ensure that we’re dedicating resources to local infrastructure that is desperately in need of repair and maintenance. Taxpayer dollars must be put to work to improve our local community. I will continue to work with local stakeholders and continue to fight for additional funding to improve our roads and bridges.”

The list below details the five most heavily traveled poorly/structurally deficient bridges in the Albany-Schenectady-Troy, Binghamton, Buffalo, Hudson Valley, Long Island, New York City, Rochester, Syracuse, and Utica areas. ADT is average daily traffic. A list of the 25 most heavily traveled poor/structurally deficient bridges in each area can be found in the body of the report. The report’s Appendix also includes the individual ratings for the superstructure, substructure, and deck of each bridge.

“On behalf of our more than 900 Town Highway Superintendents we’d like to thank TRIP for its excellent work highlighting the need for increased funding to stabilize the condition of our state and local bridges,” said Town of Denmark Highway Superintendent Patrick Mahar, president of the New York State Association of Town Superintendents of Highways. “We commend Governor Cuomo and our state legislators for investing over $450 million in local bridges through the Bridge-NY program. But significant increases are needed in this and other local infrastructure programs to ensure New Yorkers don’t have to continue to drive over deficient bridges.”

The list below details the five poor/structurally deficient bridges in the state’s largest urban areas (carrying a minimum of 500 vehicles per day) with the lowest average rating for the condition of the deck, substructure, and superstructure. Each major component of a bridge is rated on a scale of zero to nine, with a score of four or below indicating poor condition.  A bridge receiving a rating of four or below for its deck, substructure or superstructure is rated as poor/structurally deficient. A list of the 25 bridges in each area with the lowest average rating for the major components of the bridge can be found in the body of the report. The report’s Appendix also includes the individual ratings for the superstructure, substructure, and deck of each bridge.

“The TRIP Report underscores what highway superintendents throughout the state understand the condition of many of our local bridges. Poor bridge condition ratings negatively impact functionality, time of travel, safety, the local economy and the overall experience of the traveling public,” said Dennis S. Davis, president of the New York State County Highway Superintendents Association. “With many aging bridges more than 70 years old, not to mention tens of thousands of culverts also requiring immediate reconstruction or replacement, we face a situation in desperate need of increased public investment and a concerted effort on the part of all levels of government to address the funding demands of our aging and ailing transportation systems.”

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

Preserving New York’s Bridges

THE CONDITION AND FUNDING NEEDS OF

NEW YORK’S AGING BRIDGE SYSTEM

Executive Summary

New York’s bridges are a critical element of the state’s transportation system, supporting commerce, economic vitality, and personal mobility. To retain businesses, accommodate population and economic growth, and preserve economic competitiveness, New York will need to maintain and modernize its bridges by repairing or replacing deficient bridges and providing needed maintenance on other bridges.  Making needed improvements to New York’s bridges will require increased and reliable funding from local, state and federal governments, which will 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 preserved and enhanced mobility and access.

 

NEW YORK BRIDGES ARE INCREASINGLY DETERIORATED

Ten percent (1,757 of 17,521) of New York’s locally and state-maintained bridges are rated as poor/structurally deficient, the 12thhighest rate in the nation.  A bridge is rated in poor/structurally deficient condition if there is significant deterioration of the bridge deck, supports or other major components. Bridges that are poor/structurally deficient may be posted for lower weight limits or closed if their condition warrants such action. Fifty-three percent of New York’s locally and state-maintained bridges have been rated in fair condition. A fair rating indicates that a bridge’s structural elements are sound but minor deterioration has occurred to the bridge’s deck, substructure or superstructure. The remaining 37 percent of the state’s bridges are rated in good condition.

The chart below details the number and share of poor/structurally deficient, fair and good bridges statewide and in New York’s largest urban areas.

Every day, approximately 11.6 million vehicles cross poor/structurally deficient New York bridges. The chart below details the number of vehicles in each urban area and statewide that cross a poor/structurally deficient bridge each day.

NEW YORK’S MOST DEFICIENT BRIDGES

The list below details the five most heavily traveled poor/structurally deficient bridges in the Albany-Schenectady-Troy, Binghamton, Buffalo, Hudson Valley, Long Island, New York City, Rochester, Syracuse, and Utica areas. ADT is average daily traffic. A list of the 25 most heavily traveled poor/structurally deficient bridges in each area can be found in the body of the report.

The list below details the five poor/structurally deficient bridges in the state’s largest urban areas (carrying a minimum of 500 vehicles per day) with the lowest average rating for the condition of the deck, substructure, and superstructure. Each major component of a bridge is rated on a scale of zero to nine, with a score of four or below indicating poor condition.  A bridge receiving a rating of four or below for its deck, substructure or superstructure is rated as poor/structurally deficient. A list of the 25 bridges in each area with the lowest average rating for the major components of the bridge can be found in the body of the report. The report’s Appendix also includes the individual ratings for the superstructure, substructure, and deck of each bridge.

NEW YORK’S BRIDGES ARE AGING

A significant number of New York’s bridges have surpassed or are approaching 50 years old, which is typically the intended design life for bridges built during this era. The average age of all New York’s bridges is 50 years, while the average age of the state’s bridges that are rated in poor/structurally deficient condition is 70 years.

TRANSPORTATION FUNDING AND PRESERVING NEW YORK’S AGING BRIDGES

Maintaining aging bridges becomes more costly as they reach the limits of their design life, challenging state and local transportation agencies to take an asset management approach to bridge preservation that emphasizes enhanced maintenance techniques that keep infrastructure in good condition as long as possible, delaying the need for costly reconstruction or replacement.

The Federal Highway Administration estimates that it would cost $3.6 billion to replace or rehabilitate all poor/structurally deficient bridges in New York.

TRANSPORTATION AND ECONOMIC DEVELOPMENT

The health and future growth of New York’s economy is riding on its transportation system. Each year, $1.3 trillion in goods are shipped to and from sites in New York, mostly by truck. Increases in passenger and freight movement will place further burdens on the state’s already deteriorated and congested network of roads and bridges. The value of freight shipped from and to sites in New York, when adjusted for inflation, is expected to increase by 154 percent from 2016 to 2045, and by 108 percent for goods shipped by trucks.

A report by the American Road & Transportation Builders Association found that the design, construction, and maintenance of transportation infrastructure in New York supports approximately 319,000 full-time jobs across all sectors of the state economy. These workers earn $9.8 billion annually. Approximately 3.5 million full-time jobs in New York in key industries like tourism, manufacturing, retail sales, agriculture are completely dependent on the state’s transportation infrastructure network.

Sources of information for this report include the Federal Highway Administration (FHWA), the National Bridge Inventory (NBI), the Bureau of Transportation Statistics (BTS), the American Road and Transportation Builders Association (ARTBA) and the U.S. Census Bureau.

NAPA Reports: Use of Recycled Asphalt Reaches New High

New Asphalt Pavements Contain, on Average, 21.1 Percent
Material Reclaimed From Old Roads and Parking Lots

Asphalt pavements are the most consistently recycled material in the United States. Every day as part of maintenance and improvement projects, old asphalt pavement material is reclaimed from roads and parking lots and then put back to use in new pavements.

In fact, according to the latest industry survey by the National Asphalt Pavement Association (NAPA) in partnership with the Federal Highway Administration (FHWA) more than 100 million tons of reclaimed asphalt pavement (RAP) was collected for re-use in the United States during 2018, saving some 61.4 million cubic yards of landfill space. This survey has been conducted for each construction season since 2009 by NAPA, and it has consistently found that nearly 100 percent of RAP is put to beneficial uses, primarily new asphalt pavements.

“Over the years, we’ve seen steady advancement in the amount of RAP being used across the country. This has been the result of concerted engineering efforts by industry and road owners to research and apply best practices to ensure we maintain or improve performance while increasing the use of recycled materials,” stated NAPA President & CEO Audrey Copeland, Ph.D., P.E. “As interest grows in incorporating other recycled materials into pavements, we must continue to gain a solid understanding of how new materials affect pavement performance before we move to widespread deployment.”

Nationally, the average amount of RAP in new asphalt pavements during 2018 was 21.1 percent, which is the highest level reported since the survey began in 2009. The survey found that 82.2 million tons of RAP, along with 1.05 million tons of recycled asphalt shingles (RAS) were used in 389.3 million tons of new asphalt pavement mixes in the United States during 2018.

An additional 8.8 million tons of RAP and RAS were used as aggregate, in cold-mix asphalt, and other road-building activities. The survey also found that at year-end 2018 about 111.7 million tons of RAP and RAS was stockpiled for future use across the country.

Although national usage estimates were not calculated, respondents to the survey reported recycling some 1.8 million tons of recycled tire rubber, steel, and blast furnace slags, cellulose fiber, and other reclaimed and waste materials into nearly 12.3 million tons of asphalt paving mixtures during 2018.

In total, more than 85 million tons of recycled materials — primarily RAP and RAS — were used in new asphalt pavement mixtures during the 2018 construction season, a 7.6 percent increase from the number of recycled materials used in 2017. The use of RAP and RAS alone resulted in cost savings of more than $2.9 billion compared to the use of virgin materials.

The asphalt pavement industry also continues to make significant use of energy-saving warm-mix asphalt (WMA) technologies. In 2018, 157.4 million tons of asphalt pavement mixture was produced using WMA technologies. More than half of this tonnage was produced at reduced temperatures, meaning less energy was required in manufacturing. The most common WMA technology used is plant-based foaming, which injects a small amount of water into the asphalt during production. A number of environmental, worker safety and construction benefits have been realized through the adoption of WMA technologies.

“A decade ago, WMA technologies were a novel idea. In 2018, though, more than half the asphalt pavement mixture tonnage produced in 23 states used WMA technologies, and in six of those states, it was more than 75 percent of the tonnage,” stated John Harper, 2019 NAPA Chairman and Senior Vice President of Construction Partners Inc. in Dothan, Alabama. “While there remains room to grow their use, WMA technologies have become just another tool we can use to produce the best asphalt mixture to meet a given project or agency need.”

The survey was conducted in the first quarter of 2019. Results from 272 companies with 1,329 plants in 49 U.S. states, the District of Columbia, and two U.S. territories, along with data from state asphalt pavement associations for 33 states, were used to compile the report. A copy of the full survey report, including a state-by-state breakdown of data, is available at www.asphaltpavement.org/recycling.

About the National Asphalt Pavement Association

The National Asphalt Pavement Association (NAPA) is the only trade association that exclusively represents the interests of the asphalt producer/contractor on the national level with Congress, government agencies, and other national trade and business organizations. NAPA supports an active research program designed to improve the quality of asphalt pavements and paving techniques used in the construction of roads, streets, highways, parking lots, airports, and environmental and recreational facilities. The association provides technical, educational, and marketing materials and information to its members; supplies product information to users and specifiers of paving materials; and conducts training courses. The association, which counts more than 1,100 companies as members, was founded in 1955.

As Summer fades

By Greg Sitek

It’s hard to believe that Summer 2019 is fading into history. We are one step closer to a new transportation bill as theSenate’s America’s Transportation Infrastructure Act (ATIA) Committee on July 30 unanimously approved the America’s Transportation Infrastructure Act (ATIA), legislation introduced July 29 by EPW Committee Chairman John Barrasso (R-Wyo.), Ranking Member Tom Carper (D-Del.), Transportation & Infrastructure Subcommittee Chairman Shelley Moore Capito (R-W.Va.) and Subcommittee Ranking Member Ben Cardin (D-Md).  If enacted, the measure would significantly increase funds for highway and bridge improvements from FY 2021 through FY 2025.

According to reports from the American Road & Transportation Builders Association, ARTBA, “The Senate proposal represents the first program reauthorization bill in nearly 15 years that would significantly increase federal investment in highway safety and mobility improvements.

“The committee’s early action is a critical first step in the lengthy legislative process.  It’s also a welcome departure from the series of extensions and years of delay that have plagued the last few surface transportation bills.

“We urge the Senate Commerce, Banking and Finance Committees to take timely action early this fall on their respective policy and financing components of the measure.  Final passage of a bill this year provides a meaningful opportunity for members of Congress and the Trump administration to deliver on the infrastructure investment promise they have been making since the 2016 elections.”

The current FAST Act highway and transit investment law expire Sept. 30, 2020.

There have been reports from Washington that Senate is anxious to have the ATIA passed this year. In some of the articles, I’ve read a target date as early as this September has been suggested. Hopefully, it will get through Congress faster than the FAST Act.

In addition to transportation infrastructure getting attention, the Trump administration recently  announced three regulatory measures with significant impact for highway and heavy construction:

  • The Occupational Safety and Health Administration published a request for information asking the regulated community to help clarify various aspects of the crystalline silica rule.
  • The Federal Motor Carrier Safety Administration (FMCSA) released proposed changes to the federal Hours of Service (HOS) rules, which govern the amount of time truck drivers can spend on the road.
  • An overhaul of the Endangered Species Act includes new limits to where the government can block development by declaring land as “critical habitat.”

“These three developments highlight the administration’s continued focus on removing unnecessary regulatory burdens from the project delivery process,” said ARTBA Vice President of Regulatory & Legal Issues Nick Goldstein. “ARTBA will continue to work with federal agencies to keep advancing beneficial regulatory reforms.”

ARTBA also expects in the coming weeks to hear from the U.S. Department of Transportation about the potential repeal of a federal regulation that prohibits state and local governments from using patented or proprietary products on highway and bridge projects that receive federal funding unless those products qualify for limited exceptions. The rule was adopted in 1916 by the U.S. Department of Agriculture, which then managed the emerging federal-aid highway program.

To address the transportation problems on the local level, there will be higher taxes in some states: The fuel price news will be compounded in a handful of states where excise taxes where hiked just as folks were finalizing their July 4th travel plans.

Drivers in California, Connecticut, Illinois, Indiana, Maryland, Michigan, Montana, Nebraska, Ohio, Rhode Island, South Carolina, Tennessee, Vermont and along one major highway in Virginia will pay more for fuel, primarily gasoline, due to tax increases that took effect on July 1, 2019the start of their fiscal years.

Some were already in the works as phased-in incremental fuel tax hikes. Others are new, large bumps in the fuels’ prices. And a few apply to vehicles that run on diesel instead of gasoline. (Dontmesswithtaxes.com)

This fall could prove to be “legislatively interesting.” You will want to keep informed.

ARTBA Safety Certification Program Reaches Milestone

Home to the Industry’s Only Internationally-Accredited Safety Program puttingsafetyfirst.org

Bradley Middleton, a safety manager at Drill Tech Drilling and Shoring Inc., of Antioch, Calif., is the 400th industry professional to earn the Safety Certification for Transportation Project Professionals™ (SCTPP) credential, marking a major milestone in the program.

“I am excited to be able to use my training to pass the certification process and hold a Safety Certification for Transportation Project Professionals,” said Middleton. “The credential serves as a reaffirmation of my dedication to safety, and I hope more and more construction professionals continue to earn it.”

The SCTPP credential continues to gain traction within the transportation construction sector, with professionals from nearly 100 companies and agencies in 37 states and Washington, D.C. passing the exam.

Launched in fall 2016 by top industry executives and safety advocates via the American Road & Transportation Builders Association (ARTBA) Foundation, the SCTPP is designed to reduce or ideally eliminate the nearly 50,000 deaths and injuries each year on or near U.S. transportation infrastructure construction projects. It is aimed at workers, supervisors, foremen, inspectors, designers, planners, equipment operators, manufacturers, materials suppliers and owners who impact safety–ensuring they know the core competencies necessary to identify and mitigate potentially life-threatening on-site risks.

In May 2018, the SCTPP earned the “seal of approval” from the American National Standards Institute (ANSI). It is the only internationally-accredited safety program in the transportation construction industry.

The milestone comes as major transportation construction contractors are calling on their industry peers to commit at least 25 employees annually to earn the SCTPP credential before the end of 2019, in 2020, and beyond. ARTBA Chairman Bob Alger, chairman of The Lane Construction Corporation; Ross Myers, chairman, and CEO of Allan Myers; and David Walls, president, and CEO of Austin Industries, together recently issued the challenge.  Myers and Walls co-chair the commission overseeing the program’s operations.

A complete list of the 415 entries, companies and public agencies with employees who have become “safety certified,” can be found here.

To learn more about the certification exam and eligibility requirements, visit puttingsafetyfirst.org.

The ARTBA Foundation’s Safety Certification for Transportation Project Professionals™ Safety Certification Program (SCTPP) program was established in 2016:

Its vision:

“To ensure the safety and well-being of construction workers, motorists, truck drivers, pedestrians and their families by making transportation project sites worldwide zero-incident zones.”

The program was developed by the senior executives from America’s leading transportation design and construction firms, senior federal and state transportation agency officials, and top labor union officials.

Its mission:

“To make safety top-of-mind for all professionals involved in the planning, design, management, materials delivery and construction of transportation projects from inception through completion.”

This is achieved by providing and encouraging an accredited certification program to the International Organization for Standardization and the International Electrotechnical Commission (ISO/IEC 17024) Conformity Assessment—General Requirements for Bodies Operating Certification of Persons as administered by the American National Standards Institute (ANSI).

SCTPP is the transportation construction industry’s only internationally-accredited safety program.

To learn more, watch this video and download our two program brochures.

https://youtu.be/kJ_X5LiYbPU

https://youtu.be/87nSmNJMYF0

 

Getting Started

  1. Read the Candidate HandbookFAQs (test dates, topics, costs, etc.) and eligibility requirements.
  2. Complete the application.  You will pay for your exam at the end of the application. If you are eligible, the ARTBA certification department will email you within 15 business days, with an approval of your application and instructions to on how to schedule your exam.
  3. Schedule your exam with a Pearson VUE test center. Find the nearest test center.

Forms:

The Exam & Certification

Candidates must check into a Pearson VUE test center using one form of primary identification with a photo and signature, and a second form of identification.  The name on the ID must match exactly the name submitted on the application.

The following forms are accepted as primary ID:

  • government-issued driver’s license
  • state/national identification card
  • U.S. Passport or alien registration card (green card, permanent resident visa)

The following forms are accepted as secondary ID: any ID on the primary list, Social Security card or credit/bank ATM card (signature required), employer I.D. card.

Score reports shall be issued onsite following completion of the examination. Candidates who fail the exam may request diagnostic feedback regarding their performance on the exam.

Only candidates who are successful in passing the written examination for the certification, meet all criteria for certification, and remain in good standing are considered certified.

Certificates shall be issued generally within 30 days of receipt of examination results.

Renew your credentials by meeting our recertification requirements and submitting documentation to maintain certification every 36 months after your exam date.

 If you have additional questions, please email certificationteam@sctpp.org.

 

 

 

Statement by ARTBA CEO Dave Bauer on Proposed Changes to FMCSA Hours of Service Rule

American Road & Transportation Builders Association (ARTBA) President & CEO Dave Bauer released the following statement regarding the Federal Motor Carrier Safety Administration’s (FMCSA) proposed changes to the hours of service rule for truckers:

ARTBA applauds FMCSA for proposing long-needed updates to the federal hours of service rule. The proposed revisions will help the transportation construction industry’s short-haul drivers comply with the rule, while better enabling contractors to build projects in a safe, efficient and timely manner.

“Specifically, we support expanding the ‘short-haul’ exemption from 100 to 150 air miles, which provides regulatory relief to the vast majority of industry drivers delivering materials or equipment to project sites. We also support the agency’s proposal to let non-driving activities satisfy the agency’s 30-minute rest requirement. This provision will help industry drivers who spend much of their work day loading and unloading materials or equipment, or helping with other project tasks, instead of staying behind the wheel for hours on end.

“Correcting this misapplication of federal requirements is the type of regulatory reform that all sides should support. ARTBA appreciates the Trump administration’s continued efforts to improve a federal regulatory structure that has often impeded the efficient delivery of transportation infrastructure projects.”

For more information visit www.artba.org