High-volume pavement preservation: Untapped potential for contractors

Re-Blogging from Better Roads Magazine

BY:  Chris Hill

|  February 15, 2016 |

Screen Shot 2016-02-15 at 7.17.10 PMAsphalt pavement preservation is a tactic used primarily in the realm of low-volume roadways. It has helped municipalities expand road life, keep overall highway maintenance costs down, and keep residents relatively happy during their commutes to and from work and home.

The success of these programs, along with interest from the Federal Highway Administration, is now pushing the paving industry to focus on pavement preservation for high-volume roadways.

The National Center for Asphalt Technology (NCAT) at Auburn University is leading the way, implementing pavement preservation test plots on U.S. 280 in central Alabama. The highway is a major artery into the metro Birmingham area. (See sidebar below, “High-volume preservation method testing.”)

NCAT directed placement of these plots last summer, collecting performance data such as roughness, rutting and cracking. In addition to collecting this data weekly, they are also studying more long-term performance metrics (such as field permeability) on a quarterly basis.

The test is designed to be a “rational starting point,” in order to narrow down which pavement preservation techniques are the optimal combination of life-cycle costs and performance. The secondary goal is to use the data gathered to create guide specifications, and to recommend guidelines for pavement quality assurance testing and inspection.

NCAT’s partner in road research, Minnesota Department of Transportation’s Minnesota Road Research Facility (MnROAD), is also testing some of the same pavement preservation treatments on high volume roadways in Minnesota’s cold-weather climate.

“Our goal is to execute a single experiment with nationwide impact through the MnROAD partnership,” says Buzz Powell, NCAT assistant director and test track manager. “This involves experiment design, construction planning, installation, performance testing, dissemination of findings, and (most importantly) implementation. It would be ideal for guidelines/specifications to be universal; however, best practices could vary as a function of climate, materials, etc.”

 

Municipal experience

Screen Shot 2016-02-15 at 7.17.00 PMThe Charleston County (South Carolina) Transportation Development department has been a model example of a municipality continually improving and expanding a preservation program. In honor of those achievements, For Pavement Preservation (FP2) awarded the agency its 2014 James B. Sorenson Award. FP2 lauded the agency for its work testing and implementing multiple preservation techniques, and for its communication efforts explaining the preservation work to the public.

Though more than 80 percent of the county’s preservation work takes place on low-volume roadways, according to Richard Turner, project and preservation program manager, one method stands out for its effectiveness on high-volume roadways: microsurfacing.

“We continue to run pilot projects trying different applications, and probably the most used is microsurfacing,” Turner says. “I’ve seen that successfully placed on high-volume roads here in Charleston, by us or by the South Carolina Department of Transportation (SCDOT), assuming it’s put on the right road at the right time. If you put a microsurfacing treatment down on a road that’s a little bit further into its life, the microsurfacing lifecyle won’t be as good as it would be if you applied the treatment earlier in its life.”

This technique is fairly new in the market for high-volume roads in South Carolina, with SCDOT using the technique for the first time seven years ago (on U.S. 17 in Charleston County). Turner says his agency’s first use of the technique was in 2011.

“We’re looking at a market that’s five to seven years old,” he says, adding that he hasn’t been able to work with contractors in South Carolina because there aren’t any doing the work. Instead, contractors from adjacent states are winning the contracts.

“The two or three companies that are bidding on projects throughout South Carolina are able to have a nomad crew that comes and spends 30 to 60 days in each county, get the work done and report back. I don’t know if there’s anyone in the state ready to invest yet or not.”

From Turner’s perspective, microsurfacing is a far better application for high-volume settings (compared to low-volume roads), a viewpoint that comes as a direct result of his agency’s communication efforts. It boils down to look and feel.

“When it’s placed on roads that are higher volume, we’ve gotten no complaints,” he says. “When we’ve placed it on lower volume roads, that’s when we get the questions. It’s mostly because you have folks walking on these roads and they’re looking at every little detail of that road. They can tell that it’s not the same as a hot mix or dense graded asphalt. That’s when they notice it. When you’re driving down the road you can’t see it or feel it. You can’t tell that it’s any different.”

Screen Shot 2016-02-15 at 7.17.22 PMPlacing a microsurface treatment on high-volume roads changes the esthetics of the mat, Turner explains, with more traffic improving its appearance within the first month of use. “The effectiveness of it doesn’t change one way or another, but from a public perception standpoint, I think it looks better on a high volume road,” he adds.

Public perception of microsurfacing has taken a hit from instances of improper placement, and also from the application being used as more of a temporary bandage. “Those roads needed much more than a microsurfacing or some other preservation treatment,” Turner says.

Turner’s point touches on a major concept of pavement preservation. A roadway in need of major work, or one that is failing, is not a good candidate for preservation work and requires more extensive rehabilitation. To paraphrase Marty Comer, the president of Comer Contracting in Connecticut, even in lieu of public opinion, preservation is a difficult concept for some municipalities to grasp.

“It’s a real tough sell,” he says. “Pavement preservation is for ‘good’ pavement, and to get people to spend money on good pavement is sometimes a challenge. In dealing with municipalities, it’s a tough sell when they have bad roads that need work and then they try and spend money on preservation work. That’s what the whole industry has been promoting for quite a number of years, but it’s still a tough sell.”

 

Contractor perspective

As in South Carolina, microsurfacing has emerged as the high-volume preservation of choice in Connecticut. And just like its southern counterpart, Connecticut faces a shortage of contractors to perform the task. Even as a pavement preservation specialist, most of Comer’s work is chip seal.

But, much of the preservation work in the state has been handled a different way. Connecticut has seen a strong run of resurfacing work over the past few years, with the state’s Department of Transportation recently reporting 2015 as the fourth straight year of increased two-lane road resurfacing.

“There was a lot of bituminous concrete (asphalt) put down last year as far as historical amounts, and they plan to do a fair amount this year,” Comer says. “ConnDOT has a tendency to call that pavement preservation, especially if it’s thin lift, because the paving industry has tried to make that the pavement preservation of choice.“

“The public will, to a certain extent, accept cape seal in this area with chip seal and microsurfacing over it,” he adds. “They still turn their nose up at it a little bit, but it’s perceived as more acceptable because it’s smoother. “

“The name of the game in any surfacing project is to avoid having loose stone. For instance, if you’re going to chip seal, it needs to be swept practically the same day. That’s where I think it’s going, at least where I’m working. The motoring public doesn’t accept chip seal well, but if you can make it smoother, if you can sweep it up real quick, then the pavement maintenance industry can have more success. You certainly have to be neat and produce a good looking product.”

 

– See more at: http://www.equipmentworld.com/high-volume-pavement-preservation-untapped-potential-for-contractors/#sthash.N4fGzf4Z.dpuf

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Secret Sale Results | Pavement Management

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Congrats to the City of Kingman AZ, City of Jefferson, GA and City of Vidalia …  for taking advantage of our SECRET SALE!

We may never do that again but if you ever see a secret sale announcement be sure to get in!!!!

Do you want to learn more about the Three Legged Stool™ System of Pavement Management that everyone is talking about?

 “As a private consultant, Mr. Barnhardt is used to developing cost-effective roadway maintenance recommendations for various pavement owners at the network level.  Most pavement managers agree the next indispensable step is to go out and drive the roads to see conditions firsthand before making final decisions.  True to form, Mr. Barnhardt, having little regard for state boundaries or distances on the map, jumped into a 23’ RV and drove over 80,000 miles on US roads over a relatively short period of time, talking to folks to see how things are done across the land and to investigate where efficiencies might be improved.  I don’t know anyone else that knows pavements who has personally driven some 3% of the paved miles in the US.  I don’t know about you, but I’m interested to read and hear more of what he has to say.” Jonathon Heese, APM, Arapahoe County, CO  (TBG Pavement Management Client)

Today is YOUR DAY!

Schedule a FREE Consultation with Blair for YOUR Local Agency Below by contacting lori@thebarnhardtgroup.com

After all, local agencies are responsible for maintaining 78% of the roads in the US. So of the 4,000,000 miles of US roads, both paved and unpaved, local agencies are responsible for about 2,000,000 miles of paved roads and many more miles of gravel roads. And most of us don’t have enough resources to do the job. And we’re competing for scarce resources with a seemingly endless stream of competing priorities, most more glamorous and exciting than roads. And our roadway maintenance costs continue their upward spiral. The way I see it, we have a huge responsibility and maybe even a bigger challenge in front of us!

Please book a phone consultation or in person meeting and start saving millions TODAY for your local agency, firm, base, facility or HOA! We don’t have to have crumbling roads any longer, will you join us?

We have limited availability of meeting times due to high demand, so be sure to take advantage of our offer quickly!  To book your phone consultation or personal meeting with Blair, simply call Lori at 404-953-0131 or email lori@thebarnhardtgroup.com!  Let’s get started!!!!

P.S. Blair will be sure to load up the Better Roads Bus with a box full of copies of his Amazon #1 Best Seller ‘The Book on Better Roads’ so you can get a free copy when you meet with him!  (This isn’t rocket science folks – let’s do this thing)

 

Best,

Lori Miles

Pavement Manager | Tip of the Week

 

Screen Shot 2016-02-08 at 6.16.31 PMBlair: Hey guys, this is Blair with your IPMA tip of the week. It’s great to see the economy coming back to life and all these roads that we’ve shut down, pipe farms, and the 2007-2008 era, they’re about to be redone, but there’s one thing that’s very important that I want to cover today. Stick around, we’ll be right back.

Announcer: Time for the IPMA tip of the week – brought to you by IPMA Academy, the most comprehensive online certification program for pavement managers on this planet. Here’s your host, author of the Amazon #1 Best Seller – The Book on Better Roads, Blair Barnhardt. Listen in with Blair and his guests as they show you how to do more with more money and less carbon footprint. Let’s get started!

 

Blair: Okay, so, it’s amazing now. We see the robust economy happening and here I am out in the middle of the rain today doing some pavement managing in any city of America and on one side of the fence, we’ve got this great economy kicking and houses being built on spec again. I’m really happy to see that, don’t get me wrong. But the bottom line is that there are still remnants of the 2007-2008 bust with 100% financing , all that stuff. So we’ve got all of these 21-22 foot roads at the back end of these subdivisions that have not been topped yet. One thing I want to point out is that it’s so so important when you do get out here to do the topping on these roads, make sure that they’re clean. I just took a core here in this subdivision, I went to pull the core out and of course you can see this is the binder, the top of the binder, and look at that Georgia red clay here. The road was never clean properly to begin with, and of course when the topping mix goes on and we compact the top layer, it’s pretty hard to get tact to stick. We’re all taught that in school. Please make sure that not only do you go out and clear the dirt and sweep it with a good L-Gen sweeper and get it all good and clean, but cut back right away all that nasty weeds and whatnot. Make sure you spray those sides of the curb and gutter, asphalt binder surfaces, with some Round Up.

 

Now, what I’ve done in this particular pavement management project here for the city of anywhere in America, is I’ve made a note here and I’ll read the note to you. Excuse my writing today, as I’m trying to keep everything dry and write while it’s wet. But I made a note here that I”m on a section, so I decided the section to 1426 feet long, predominantly it’s still binder and it’s about to be topped. Probably when the builder builds another 10-12 houses here, he’ll come up with the money to top this out. Make sure the road is good and clean and I said make sure road is sprayed with Round Up as well, and clean before topping. A lot of these roads are going to be too far gone. Make sure the builder doesn’t leave you a stinker. This is a good 3, 2.5in binder mix here. It’s going to be a pretty good base. I don’t see any truck traffic going through here. It’s just a dead end, cul de sac to cul de sac and a short cul de sac in behind me here. The point I’m trying to make is if it is too far gone, get in there and take advice from my buddy Tim at County Versailles in Georgia, what he taught me very early when I moved on to USA is before he gave the bond money back to the builder, if that road was tore up from the logging trucks, he made them do FDR a full depth reclamation with foamed asphalt cement, then top it. And once the road was up to his specification, the 6 inches of foamed asphalt base and inch and a half of top, then he gave them the bond money back and accepted the road on behalf of the county. So think about that. You’ve got hot in place, you’ve got cold in place. If it’s a small subdivision, you might as well just redo it with a small pulverizer and be done with it. You can’t get hot in place and cold in place trains to come in and do anything less than 20 or 30 or 40,000 square yards.

 

Think about those treatments on your binder asphalt as you bring Elvis back from the dead and recoup these valuable assets, these subdivisions that are built out of pipe farms that we saw from 2008 finally getting a chance to have life breathed into them. I’m sure people that had the houses from way back are real happy to have the new houses. It’s kind of strange when you see the new houses going in 10 years after the old houses, even the architectural style has changed. This is Blair with your IPMA tip of the week, 404-316-9792 if you need help with your pavement manager, give me a call. See you next time, thanks!

 

And I do want to point out one of our corporate sponsors here, this episode is sponsored by IPMA Academy – the world’s most comprehensive online learning platform for all things in place asphalt recycling, pavement preservation, and pavement management if you’ve ever had the burning desire to learn how to do more with less while saving your valuable infrastructure. This works out to be like a 941% return on investment. A couple cents a square yard to do pavement management, you save $10 a square yard by paying for the right treatment of the right road at the right time for the right reason with the right contractor. So thanks again to our corporate sponsor, IPMA Academy. More on that at http://www.ipmaacademy.com.

 

Announcer: Hey everyone, like what you just saw? Then you’ll love IPMA Academy! The most comprehensive online certification for pavement managers on this planet. Learn how to save your roads, and do more with less money and less carbon footprint. Head over to www.ipmaacademy.com for 3 free training videos. Thanks for watching!

 

Shelley Hansel: Hi I’m Shelley Hansel, the mayor of Wellington, Kansas. And we just had our first session with Blair Barnhardt of our pavement study. I have to say, it is probably the best money we have ever spent, as far as I’m concerned, in the city of Wellington. We now have a progressive roadmap, so to speak, of what we can do to improve the streets of our community. Without the Barnhardt group, we would just be fixing things willy nilly. But now we know what’s priority and what isn’t, and how to move forward and save our city money. I’m going to tell you right now, the Barnhardt group is the best decision you’ll ever make. It’s a progressive way for your city to move forward and have better streets, and happier citizens.

 

John Heese: Hi Folks, John Heese for Apple County. I usually do blooper rolls for Blair, I was hoping to make an exception this time. We brought the Barnhardt Group in last year, had them evaluate 25% of our overall network, had that done, put in street saver software. We’ve been doing pavement management for a long time, many years. We had a retirement and we thought this is a good time to look at our practices, take a close look at what we’ve been doing and see if we want to make changes. So we ended up doing 25% of the network, put it in the street saver software, we liked what we saw so we went ahead and did the other 75% this year. Blair is just wrapping up now today. With us we have the entire network, about 357 wide miles of our network in the street saver software. If you ever get a chance to work with the Barnhardt group, maybe on the last day you can talk Blair into sitting down with you like he did with us and going through all the reports. Real time, he’ll be there with you if your schedules work out, and you can have that back and fourth with him about what you’ve been doing and your decision tree and how all the various reports come out, how to get you to the PCI you want, and how much money it will take, all those good thigns. That’s a great opportunity if you get that chance. So we did that. Blair’s printing out his final report and we’ll be picking through that over the next several weeks and days. But yet, thumbs up if you get a chance to work with the Barnhardt group, I’d recommend it. Even if you can’t work with the Barnhardt group, I did read the book. If you get a chance to pick up the book it’s free if you just email blair@ipma.co, he’ll send you a free copy of the book. Definitely worth reading, it’ll give you some ideas you haven’t thought of. So that’s it for me!

 

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Pavement Management |Testimonial | Arapahoe

Jonathon Heese, APM Master, Arapahoe County, CO

Jon: Hi folks Jon Heese of Arapahoe County. I usually do blooper rolls for Blair; I was hoping to make an exception this time [laughter]. So we brought the Barnhardt Group and last year and got them to a evaluate 25% of our roadway network, got that done and put into the StreetSaver® software. We’ve been doing pavement managing for a long time, many years, we had a retirement and we thought this is a good time to look at our practices and take a close look at what we’ve been doing and see if we want to make changes. We ended up doing 25% of the network put it into StreetSaver® software, we liked what we saw so we went ahead and did the other 75% this year.

Blair is just wrapping up now today with us we’ve got the entire network, about 350 center lane miles of our network in the StreetSaver® software, and if you ever get a chance to work with the Barnhardt group, maybe on the last day you could talk Blair into sitting down with you like he did with us and going through all of the reports, that’s great. Real time, he will be there with you if your schedules work out and he can have that back-and-forth with him about what you’ve been doing and your decision tree and how the report comes out, all the various reports, how to get you to PCI that you want, and how much money it will take you to get all of those things. It’s a great opportunity if you get that chance, so we just did that, Blair is printing out his final report and we will be picking through that over the next several weeks.

Thumbs up if you get a chance to work with the Barnhardt group, I would recommend it even if you can’t work with the Barnhardt Group, I did read the book. If you get a chance to pick up the book, it’s free. Just email blair@ipma.co he will send you a free copy of the book [The Book on Better Roads, Saving Your Crumbling Roads with Practical Pavement Management], definitely worth reading, maybe give you some ideas that you haven’t thought of. That’s it for me, Blair, nice to talk to you folks.

As the Author of the Amazon #1 Best Seller, “The Book on Better Roads – Saving Your Crumbling Roads with Practical Pavement Management” I have witnessed the transformation of local agencies just like you as they save millions of dollars by treating the right roads, at the right time, with the right treatment, for the right reason and with the right contractor!  You see, I have been in YOUR shoes!  Back in 2005, I was thrown into the position of Public Works Director for the largest privatized City in America, the City of Sandy Springs!  To make matters worse, there was no tax revenue in the coffers when the City broke free from the County, so I had to quickly learn how to do MORE with LESS!

I promised myself back then that no local agency should ever have to struggle with maintaining their crumbling infrastructure.  So over the last decade our team has built an entire suite of pavement management products and services that could collectively save this great Country 2.5 Billion Dollars a YEAR!  Take advantage of my 3 decades of experience in the pioneering trenches of the pavement management, in place recycling and pavement preservation industry!  Our team is the leader in this industry and is the voice for all new innovation across the nation!  Want to start saving millions like our other learners and clients?

Call today:  404-316-9792 or email lori@thebarnhardtgroup.com

Pavement Management Testimonial From Mayor Shelley Hansel

Wellington, KS Pavement Management Plan

Watch Full Video Here:

https://ipma-1.wistia.com/medias/qhnkp6yh9

And, here is the audio transcript:

Mayor Shelly Hansel, Wellington, KS

Shelly: Hi, I’m Shelly Hansel, the Mayor of Wellington, Kansas. And we just had our first session with Blair Barnhardt for our pavement study. We have to say; it is probably the best money that we have ever spent as far as I’m concerned in the city of Wellington. We now have a progressive roadmap so to speak of what we can do to improve the streets of our community. Without The Barnhardt Group, we would just be fixing things willy-nilly, but now we know what is a priority and what isn’t and how to move forward and save our city money. So I’m going to tell you right now, the Barnhardt group is the best decision you’ll ever make. It’s a progressive movement for your city to make move forward and have better streets and happier citizens.

As the Author of the Amazon #1 Best Seller, “The Book on Better Roads – Saving Your Crumbling Roads with Practical Pavement Management” I have witnessed the transformation of local agencies just like you as they save millions of dollars by treating the right roads, at the right time, with the right treatment, for the right reason and with the right contractor!  You see, I have been in YOUR shoes!  Back in 2005, I was thrown into the position of Public Works Director for the largest privatized City in America, the City of Sandy Springs!  To make matters worse, there was no tax revenue in the coffers when the City broke free from the County, so I had to quickly learn how to do MORE with LESS!

I promised myself back then that no local agency should ever have to struggle with maintaining their crumbling infrastructure.  So over the last decade our team has built an entire suite of pavement management products and services that could collectively save this great Country 2.5 Billion Dollars a YEAR!  Take advantage of my 3 decades of experience in the pioneering trenches of the pavement management, in place recycling and pavement preservation industry!  Our team is the leader in this industry and is the voice for all new innovation across the nation!  Want to start saving millions like our other learners and clients?

Call today:  404-316-9792 or email lori@thebarnhardtgroup.com

 

 

 

 

 

 

Pavement Management | Secret Weapons | IPMA

These 5 things have made the biggest difference in my career …ever.

This slideshow requires JavaScript.

Literally, they have helped more than any discovery in the past 28 straight years of surveying pavement and implementing pavement management plans.

Here is YOUR “SECOND CHANCE” bundle.

Get it…here.

I’ll be giving it to you using the same process-map and I walk clients through when they come for a $3,000.00 day of consulting on Pavement Management Software and Surveying Techniques 😉

(Except you don’t have to pay $3,000.00 or even leave the house).

Yours for the taking, here 🙂

Blair

P.S.  Literally. I think this is the coolest thing I could possibly offer you.

About three weeks ago, I presented this to a diverse group of City and County Staff Members ranging from a Road Tech all the way to a Director of Public Works for a County with 1457 Center Lane Miles (and the Commissioners, LOL) …and they all flipped out over this information.

You’re a Public Works Professional or Pavement Professional so you’ll “get it” fast, and I think you’ll be able to implement it even faster.  Enjoy!

P.P.S. I’m giving this to you because I can 🙂

I am offering IPMA Academy (CLICK HERE FOR SYLLABUS), 8 DVD Box set, The Book on Better Roads and The Unreleased Black Album for…..$$$$$$$$$$$

CLICK HERE TO SEE RIDICULOUSLY LOW PRICE!

Now GO GET THIS DEAL HERE!

Blair

Pavement Management | Secret Sale | IPMA™

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THANK YOU TO THE 381 Pavement Professionals that OPTED-IN!

WOW, THAT WAS A CRAZY!!!!!

But, the OVERWHELMING response leads me to believe that I should offer a “SECOND CHANCE” bundle.  Almost as good ;~)

Limited to first 50 people and link will be disabled on Friday at Midnight!

Thank you SO much to ALL of our Pavement Management SUPERSTARS that are making a difference.

You know what roads, what time and what treatment and you are saving MILLIONS for your agency! 😉

I am offering IPMA Academy (CLICK HERE FOR SYLLABUS), 8 DVD Box set, The Book on Better Roads and The Unreleased Black Album for…..$$$$$$$$$$$

CLICK HERE TO SEE RIDICULOUSLY LOW PRICE!

Want to learn more about pavement management, in-place recycling, and pavement preservation? Do you feel like you’re setup for failure as an agency engineer with little or no money to spend on your roads?

Now GO GET THIS DEAL HERE!

Lori

IPMA ACADEMY

IPMA | SECRET SALE REVEALED | BARNHARDT

The doors to the Secret Sale open tomorrow but you’re going to miss out if you’re not on the Insider’s List.

Go here and get on the list ASAP!

The reason you want to do that is you’re about to have access to the craziest offer in the HISTORY of Pavement Management.

Seriously …you’re going to flip out over this 🙂

Get on the list here so you don’t miss out!

Blair Barnhardt, APM
The International Pavement Management Association

Author of the Amazon #1 Best Seller,
‘The Book on Better Roads’

click here

We need to fix our crumbling infrastructure

FROM THE HILL

There’s an old song that aptly describes Congress today when it comes to our nation’s infrastructure. It’s called “You don’t miss your water (’til the well runs dry).”  Our “well” hasn’t run dry — yet — but it’s just a matter of time, and it would be foolish to wait until it does before we start building its replacement.

Much of our nation’s infrastructure — including many of our roads and bridges, locks and dams, and water and sewer systems — is outdated and crumbling. It’s desperately in need of repair or replacement — and yet, Congress keeps short-changing the federal government’s investment in maintaining and improving this essential foundation of our economy.

The numbers are mind-boggling. A quarter of our major roads are in poor condition, and one out of every nine bridges are structurally deficient. Nearly 800 cities have outdated wastewater collection systems that discharge raw sewage into rivers and streams when it rains. Many locks and dams on our nation’s waterways are decades past their design lives and at risk of catastrophic failures that could devastate regional economies.

There’s a heavy economic cost to such a shortsighted policy. The burden falls on households and businesses alike through higher costs, lower productivity, fewer jobs, lost time and weakened international competitiveness. The Council of Economic Advisers reported last year, for example, that Americans spend 5 billion hours stuck in traffic each year. The U.S. Department of Transportation recently estimated that the annual cost of traffic congestion on freight transportation alone is approaching $200 billion, most of which is passed along to consumers through higher prices. The American Society of Civil Engineers has calculated that the cumulative cost to the U.S. economy of failing to adequately invest in our infrastructure would be more than $3 trillion between 2012 and 2020. Those are significant costs, and they don’t include the economic impact of any catastrophic failures.

We’re paying a heavy price today for allowing our nation’s infrastructure to crumble, and that price will rise dramatically if we continue on our current course. On the other hand, there would be a substantial economic benefit from increasing our investment in the country’s infrastructure.

For starters, that increased investment would reduce the burden imposed on us by our crumbling infrastructure in the form of lost fuel, wasted time, higher costs and fewer jobs. Investing more in our nation’s infrastructure now would actually save us money over the long run.

In addition, increased investments in our nation’s infrastructure would provide the added benefit of stimulating both short- and long-term economic growth. Private sector analysts  Standard & Poor’s projected that investing an additional 1 percent of U.S. GDP ($160 billion) in infrastructure construction in 2015 would increase our GDP by $270 billion between 2015 and 2017 — and promote future economic growth by “allowing goods and services to be transported more quickly and at lower costs.” That’s a pretty decent return on our investment.

Increased investment in infrastructure would create new jobs as well — from the long-term economic growth it would produce as well as the near-term construction it would require. While the official unemployment rate is now 5 percent, the labor participation rate is also unusually low; millions of Americans would re-enter the workforce if additional opportunities arose — including many construction workers. The number of people working in construction jobs hit 6.4 million in October, the highest since 1999 — but still far below the 2006 level of more than 7.7 million. Estimates vary substantially, but there’s widespread consensus that each $1 billion invested in infrastructure construction creates at least 10,000 jobs. Standard & Poor’s estimated that investing an additional 1 percent of GDP would create more than 700,000 new jobs.

Unfortunately, while investing in our nation’s infrastructure is a proven and productive way to stimulate economic growth and create new jobs, we’ve been cutting back in recent years — and struggling pitifully just to maintain the current inadequate level of investment. The Congressional Budget Office estimated last year that, adjusted for inflation, federal investments in transportation and water resources had fallen by 20 percent since 2003. Congress isn’t investing enough to properly maintain the infrastructure we’ve got — and certainly not enough to build the infrastructure our economy will need in the coming years.

We can’t keep taking our nation’s infrastructure needs for granted. We’re going to have to pay for them at some point. We can make the smart choice — sacrifice now to make productive investments, and get a substantial return on those investments in the near future — or we can stick our heads in the sand, choose the status quo and impose rapidly rising burdens on American households and businesses. That might be the politically popular choice today, but there’ll be hell to pay when that well runs dry.

Doyle represents Pennsylvania’s 14th Congressional District and has served in the House since 1995. He sits on the Energy and Commerce Committee.

Pavement Management | Secret Sale | Blair Barnhardt

THIS IS BIG.


 

 

Looks like you’re not on the Insider’s List for the Secret Sale.

 

You need to act now.

 

The reason why is because this is the most generous, outlandish, and fun offer in the history of Pavement Management.

 

You’re getting a 76% discount on …HMMMMMM?

 

What is it? Why am I doing this? 76% off of what??

 

Well, you’ll just have to see here 😉

 

One thing I’ll tell you is that you won’t know unless you get on the Insider’s List here.

 

So …go here and get on it! Otherwise you’ll never know the answer (and you’ll miss out on the most awesome sale ever, period 🙂

Blair

 

P.S. Seriously. You’re going to enjoy this a lot. Get the full scoop here.