Category Archives: Benefit-Cost or BC

The Mobility Ecosystem: the changing landscape and the need for fresh, new ideas (Part 9: A Brief History of Our Human Species and Mobility)

07 Sunday Mar 2021

Posted by in Asset & Life Cycle Management, Benefit-Cost or BC, Biological Diversity, Business Transformation, Climate, Collaboration, Economics, Electric Vehicles, Environment, Extinction of Species, Fuel Taxes, Funding, History, Homo sapiens, Infrastructure, Interstate, Maintenance, Mobility, Mobility Ecosystem, Multimodal, Return on Investment or ROI, Safety, Society, Technology, Transportation

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Current events seem a good place to start before a walk through some history and mobility—where we’re at and how we got here.

We are a society of people, and with that comes “the good, the bad, and the ugly,” borrowing from the movie of that name, and mobility is a part of that mix. The United States, and other cultures as well, have come a long way, including the times when discrimination and oppression of anyone that was different and had not been a part of the dominant class—African-Americans, Hispanics, Asians, Native Americans, other colored peoples, women, other cultures and religions, and others—was rampant. But, we have a long way to go. In some form or fashion, this is reflected in what we are experiencing in the United States—division, tribalism, polarization, radicalism, cults, misinformation, disinformation, lies, conspiracy theories, inability to agree on facts, trust deficit, racial inequality, economic disparity, escalating, vindictive, caustic political dynamics, and even nihilism. These elements helped facilitate an attack on the United States Capitol, an act of domestic terrorism if not sedition (Bush, 2021). Moreover, voter suppression is reasserting itself at the state level and counterproductive to democracy. There is some speculation that this era of suppression may allow minority rule, similar to some fascist and autocratic regimes  (Derysh, 2021; Bagley, 2021; Albert, 2021; Smith, 2020; Chung and Hurley, 2021; Wolf, 2021). Where is this all headed and how will it end? How do we address or respond to this morass? Isabel Wilkerson (2020) makes a compelling case in her book, Caste: the Origins of Our Discontents, about how power—which groups who have it and which do not—has shaped America through a hidden caste system, a rigid hierarchy of human rankings, that has continued from our nation’s beginning to today. The situation our society has found itself in has been referred to as a “cold civil war.” With all of the issues we in the United States and around the world are facing, it can be a challenge to resolve them. Developing leaders and helping them succeed, trust, display mutual respect, create strong relationships, educate the public, and listen are critical to addressing these challenges and in a civil and collaborative way. One element that is emerging is discussion to develop consensus of what democratic social media and the Internet look like in order to guard against extremism, hate, and lies that can foment conspiracy theories, attacks on our democracy, and distract and make difficult the work toward more important issues and needs such as transportation and infrastructure while protecting the freedom of speech and Internet, in the United States and around the world. This is a fine line to walk but with progress, democracy will be improved. The United States Constitution preamble, after all, is: “We the People of the United States, in Order to form a more perfect Union, establish Justice, insure domestic Tranquility, provide for the common defence, promote the general Welfare, and secure the Blessings of Liberty to ourselves and our Posterity, do ordain and establish this Constitution for the United States of America.” The work to achieve that aspirational preamble will never end. The mobility space is a part of this mix, is impacted by these events, and has a role to play in advancing a more sustainable and healthy society, economy, and environment.

It is hard to imagine how we can meet and overcome our many challenges—social, economic, environmental—associated with growing populations (Figure 10) in cities and countries around the world, but transportation/mobility are part of the solution. In 1968, The Population Bomb (Ehrlich, 1968) predicted worldwide famine in the 1970s and 1980s, major societal upheavals, and other environmental degradation due to human population growth. While most of the predictions did not occur as predicted, the general premise is hard to ignore considering today’s climate change, environmental degradation, and other global events. Ehrlich’s predictions were not new. Thomas Robert Malthus (1766–1834), a British economist and mathematician, proposed that population growth would outstrip increases in food supplies in his day (Malthus, 1798). Others have predicted that a sixth mass extinction has already begun (Ceballos et al, 2017; Carrington, 2017). While events have not unfolded as Ehrlich, Malthus, and others predicted, environmental resilience and human ingenuity, although limited, have almost certainly delayed and modified the timing, scale, and specific details of their predictions. It is startling to contemplate these events, the fact that there is evidence to speculate on these outcomes is reason enough to act to change their potential impacts (Lovejoy, 2017). It is also rare that predictions of any kind take place as originally described.

FIGURE 10. Population growth over the last 10,000 years. (Source: Our World in Data, 2019)

Transportation and mobility have been around since the beginning of humans. In fact, the history of people and civilization could be told in terms of mobility. Therefore, it provides some context and perspective for where our species started and how we got to the present. Our species, after all, are travelers and explorers that seek to understand our world and ourselves.

The universe and our place in it is a complex one (Figure 11) (Flannery, 2012; Flannery, 2002; 2018, Christian, 2019; Harari, 2014).

Figure 11. A brief history of human evolution. (Source: http://esccalbe.blogspot.com/2013/05/prehistory-over-hundreds-of-millions-of.html)

Mobility allowed our species to move out of Africa and around the world in roughly 50,000 years (starting around 60,000-80,000 years ago and completing this global journey around 15,000 years ago). Early components included navigating on animal trails and along waterways (rivers, lakes, and oceans), increasingly large and sophisticated floating craft (boats, canoes, ships, and others), and using domesticated animals to increase transport (horses, alpacas, camels, and others) over larger and larger expanses. The invention of the wheel (and associated axle) appears to date back to about 5,000 years ago and was a milestone that has resulted in vehicles of increasing size and capability ever since. The Silk Road connecting Europe and Asia, and others, increasingly expanded trade and cultural exchange over vast areas of the globe.

History is marked by the longest and oldest trade route in the world—the Silk Road—an ancient overland trade route formed in the Western Han Dynasty from about 202 BC to 9 AD. This road or trade route spans 4,350 miles, connecting China, India, Persian Gulf, Japan and Europe. While this route has periodically declined in usage, it has existed for over 2,000 years. (History.com, 2019; Elizabeth, 2016; National Geographic Society, 2019).

Within the realm of recorded human history, mobility and its infrastructure is also marked by the Romans building a network of an estimated 200,000 miles of roads to connect their empire. That was in their DNA from the beginning, and is likely in ours today (Morales, 2021).

Fast forward to the United States. Our forefathers had a great interest in roads, particularly in a “National Road” to connect the emerging United States of America. What eventually became the National Road (also known as the Cumberland Road, Cumberland Pike, National Pike, and Western Pike) was created by an Act of Congress in 1806 and signed into law by President Thomas Jefferson. The Act was revolutionary and called for a road connecting the waters of the Atlantic with those of the Ohio River. Federal funding began in Cumberland, Maryland. The predecessors of the National Road included buffalo trails, Native American footpaths, Washington’s Road, and Braddock’s Road. The latter two were developed over part of the Nemacolin Trail, a Native American pathway, as part of the British campaign to evict the French from the forks of the Ohio River (Weiser-Alexander, 2019). Congress paid for the National Road, in part, by establishing a “2 percent fund” derived from the sale of public lands for the construction of roads through and to Ohio (National Road PA Org, n.d). Construction took longer than expected and the costs of maintenance were underestimated. As a result, tolls were eventually collected to pay for maintenance. To this day underestimating the cost of maintenance is true in many states and communities.

The United States developed the first National Park System in the world, signed into law by President Ulysses S. Grant in 1873, that began with Yellowstone National Park, treasures for all to enjoy. Prior to full control by the National Park Service in 1918, the U. S. Army Corps of Engineers was responsible for building roads, bridges, buildings and other appurtenances that provided access for the public to the Park while leaving nature as they found it (Williamson, 2016).

Early in the 20th Century, Gifford Pinchot, forester, conservationist, former Pennsylvania Governor, first Chief of the U. S. Forest Service, and close friend of Theodore Roosevelt, became known not only for advancing the protection of forests and public lands but economic development including road building for recreational public use access. (U.S. Department of the Interior, 2017; Encyclopaedia Britannica, n.d.).

In 1919, Oregon was the first to develop a reliable funding mechanism—the fuel tax—which has been the primary funding mechanism for roads and bridges. By 1929, all states had a fuel tax. It was not until 1956, that the federal government created a federal fuel tax—Federal Highway Trust Fund— to pay for construction (not maintenance) of the Dwight D. Eisenhower National System of Interstate and Defense Highways, commonly known as the Interstate Highway System. While much of the first half of the 20th Century was spent “getting out of the mud”, the 50 years subsequent to 1956 were spent building and maintaining the interstate highway system under the responsibility of state departments of transportation. In large part, the 21st Century ushered in an era of system preservation, due largely to inadequate funding, NIMBY (not in my backyard), and other competing issues (e.g. climate change, pandemic, social justice, equity, political polarization, etc.).

Using the United States as a yardstick, the first half of the 20th Century was marked by increasing motorized road, rail, air, and river and blue water conveyance. The second half of the 20th Century was marked by improvements in all areas of conveyance but largely by the creation of the Interstate Highway System. Simplistically, these can be referred to as the motorized conveyance era and Interstate era, respectively. The Interstate era also saw an increase in the emphasis on safety, an effort to decrease loss in lives and property driven partly by liability concerns and increasing value placed on human life. This is critical and continues to this day.

As great as development of the interstate highway system is, there is also a dirty secret. It destroyed many neighborhoods of color, the poor, and underserved through destruction of homes, businesses, displacement, congestion, pollution, noise, and racism. The shadows of these impacts linger to this day (McFarland, 2021).

Data for improving mobility is not new and is reflected in virtually every aspect of the mobility ecosystem. These include engine oil diagnostics which serve to extend engine life, data-based preventative maintenance checks and services and scheduled services for all types of vehicles, data-based structural and functional capacities of roads and bridges, data-based pavement management systems, data-based bridge management systems, data-based needs assessments and estimated costs for repair and replacement of infrastructure (roads, bridges, buildings, runways, etc.), data-based asset management for determining priorities of spending within and between modes, analytic tools such as life-cycle costs, return on investments, and many others. In fact, it would be difficult to identify an element of the mobility ecosystem that is not or cannot be managed by data—we are dependent on it. Of course, good data does not always exist. There are many examples of poor organization and project performance (over budget, over schedule, poor quality) that resulted from the lack of good data.

In 2007 the first iPhone was fielded, and this serves to mark the beginning of a new era, one driven largely by rapidly evolving digital technology but other elements as well, including demand for vast amounts of data and analysis. These elements include other technologies and increasing demand for collaboration. While 2007 was not the beginning, it is convenient to view it as an inflection point, especially for mobility. The United States is, and has been, a leader in mobility and that has been a significant force-multiplier in building our nation’s strong economy.

The result—the United States is the best connected country in the world with the most extensive transportation system in the world—over 4 million miles of public roads, over 600,000 bridges on public roads, over 5,000 public airports, over 90,000 miles of privately owned Class 1 freight rail, over 20,000 miles of AMTRAK passenger rail, over 10,000 miles of transit rail, nearly 7,000 public transit providers, over 25,000 miles of navigable river channels, and over 300 ports (Wagner, 2020; BridgeReports.com, 2019; Hughes-Cromwick, 2019; Mazareanu, 2020; Bureau or Transportation Statistics, n.d.; Maritime Administration, 2019). This does not even consider other privately owned roads, bridges, airports, and other means of conveyance such as pipelines, short-line rail roads, trails, etc.

While much of the rest of the world has lagged behind the United States in the mobility space, it is rapidly catching up. Two examples: China’s “One Belt, One Road” which will result in the largest road network in the world, paving the Silk Road connecting China and Europe (Belt and Road Initiative, n.d.), and India’s National Highways Development Project which will result in a road network of over 30,000 miles as an element of their industrial revolution (IBEF, 2021; Devonshire-Ellis, 2020). This does not even consider other countries such as Norway, where roughly half of all cars on the road are no longer powered by gas, incentivized by tax savings, toll road exemptions and other incentives to limit climate change (Welch, 2021).

Multimodal advances, including through technology and collaboration, are also increasingly providing three dimensional vice two dimensional thinking—land, water, air, and space. It’s about connecting people to people and to other assets and resources. As such, transportation and mobility professionals are deemed “essential workers.”

We are now in the 4th Industrial Revolution—digital technology—with velocity, scope, and systems impacts that are blurring the lines between physical, digital, and biological spheres. The speed of these break throughs has no historical precedence and is evolving at an exponential rather than a linear pace. (Schwab, 2016). The evolution of transportation and mobility has been quite a journey and that journey continues.

Citations

Albert, S. (2021, February 24). Based on Trump’s election ‘big lie’, GOP proposes 165 voter suppression bills in 33 states. Between the Lines. Retrieved March 7, 2021, from https://btlonline.org/based-on-trumps-election-big-lie-gop-proposes-165-voter-suppression-bills-in-33-states/

Bagley, P. (2021, March 1). Bagley cartoon: voter oppression. The Salt Lake Tribune. Retrieved March 7, 2021, from https://www.sltrib.com/opinion/bagley/2021/03/01/bagley-cartoon-voter/

Belt and Road Initiative. (n.d.). Belt and road initiative. BRI. Retrieved March 7, 2021, from https://www.beltroad-initiative.com/belt-and-road/

BridgeReports.com. (2019). National bridge inventory data. BridgeReports.com. Retrieved March 7, 2021, from https://bridgereports.com/

Bureau of Transportation Statistics. (n.d.). System mileage within the United States. United States Department of Transportation. Retrieved March 7, 2021, from https://www.bts.gov/content/system-mileage-within-united-states

Bush, D. (2021, January 7). How the attack on the U.S. Capitol unfolded. PBS News Hour. Retrieved March 7, 2021, from https://www.pbs.org/newshour/politics/how-the-attack-on-the-u-s-capitol-unfolded

Carrington, D. (2017, July 10). Researchers talk of ‘biological annihilation’ as study reveals billions of populations of animals have been lost in recent decades. The Guardian. Retrieved March 7, 2021, from https://www.theguardian.com/environment/2017/jul/10/earths-sixth-mass-extinction-event-already-underway-scientists-warn

Ceballos, G., P.R. Ehrlich, R. Dirzo. (2017, July 10). Biological annihilation via the ongoing sixth mass extinction signaled by vertebrate population losses and declines. PNAS. Retrieved March 7, 2021, from https://www.pnas.org/content/114/30/E6089

Christian, D. (2018). Origin story: a big history of everything. Little, Brown and Company.

Chung, A. and L. Hurley. (2021, March 2). U.S. Supreme Court signals more leeway for voting restrictions. Reuters. Retrieved March 7, 2021, from https://www.reuters.com/article/us-usa-court-ballots-idUSKCN2AU13M

Derysh, I. (2021, February 27). Republicans roll out “tidal wave of voter suppression”: 253 restrictive bills in 43 states. MSN. Retrieved March 7, 2021, from https://www.msn.com/en-us/news/politics/republicans-roll-out-tidal-wave-of-voter-suppression-253-restrictive-bills-in-43-states/ar-BB1e4akH?ocid=BingNews

Devonshire-Ellis, C. (2020, May 18). Belt & Road initiative: India. Silk Road Briefing. Retrieved March 7, 2021, from https://www.silkroadbriefing.com/news/2019/06/20/belt-road-initiative-india/

Ehrlich, P.R. (1968). The population bomb. Buccaneer Books.

Elizabeth. (2016, December 6). How long is the Silk Road in miles. PandaSilk. Retrieved March 7, 2021, from https://www.pandasilk.com/how-long-is-the-silk-road-in-miles/

Encyclopaedia Britannica. (n.d.). Gifford Pinchot American conservationist. Britannica. Retrieved March 7, 2021, from https://www.britannica.com/biography/Gifford-Pinchot

Esccalbe Blogspot. (2014, April 20). Science. Esccalbe Blogspot. Retrieved March 7, 2021, from http://esccalbe.blogspot.com/2013/05/prehistory-over-hundreds-of-millions-of.html

Flannery, T. (2002). The eternal frontier: an ecological history of North America and its peoples. Grove Press.

Flannery, T. (2012). Here on Earth: a natural history of the planet. Grove Press.

Harari, Y.N. (2014). A brief history of humankind. Signal Books.

History.com (2019, September 26). Silk Road. History.com. Retrieved March 7, 2021, from https://www.history.com/topics/ancient-middle-east/silk-road

Hughes-Cromwick, M. (2019). 2019 public transportation fact book. American Public Transportation Association. Retrieved March 7, 2021, from https://www.apta.com/wp-content/uploads/APTA_Fact-Book-2019_FINAL.pdf

IBEF. (2021, February 28). Road infrastructure in India. India Brand Equity Foundation. Retrieved March 7, 2021, from https://www.ibef.org/industry/roads-india.aspx

Lovejoy, T.E. (2017, July 26). Extinction tsunami can be avoided. PNAS. Retrieved March 7, 2021, from https://www.pnas.org/content/114/32/8440

Malthus, T.R. (1798). An Essay on the Principle of Population, 2 vols. E.P. Dutton & Co., New York.

Maritime Administration. (2019, July 23). Ports: the gateway to American waters. U.S. Department of Transportation. Retrieved March 7, 2021, from https://www.maritime.dot.gov/ports/strong-ports/ports

Mazareanu, E. (2020, June 26). How many airports are in the U.S.? Statista. Retrieved March 7, 2021, from https://www.statista.com/statistics/183496/number-of-airports-in-the-united-states-since-1990/

McFarland, M. (2021, February 27). Highways that destroyed Black neighborhoods are crumbling. Some want to undo the legacy. CNN Business. Retrieved March 7, 2021, from https://www.cnn.com/2021/02/27/cars/buttigieg-highway-removals/index.html

Morales, J.R. (2021, January 21). 200,000 miles of Roman roads provided the framework for empire. National Geographic Society. Retrieved March 7, 2021, from https://www.nationalgeographic.com/history/world-history-magazine/article/200000-miles-roman-roads-provided-framework-empire

National Geographic Society. (2019, July 26). The Silk Road. National Geographic Society. Retrieved March 7, 2021, from https://www.nationalgeographic.org/encyclopedia/silk-road/

National Road PA Org. (n.d.). Historic National Road: America’s road to revolution. National Road PA Org. Retrieved March 7, 2021, from http://nationalroadpa.org/timeline/

Our World in Data. (2019). World population since 10,000 bce. Our World in Data. Retrieved March 7, 2021, from https://ourworldindata.org/grapher/world-population-since-10000-bce-ourworldindata-series

Schwab, K. (2016, January 14). The Fourth Industrial Revolution: what it means, how to respond. World Economic Forum. Retrieved March 7, 2021, from https://www.weforum.org/agenda/2016/01/the-fourth-industrial-revolution-what-it-means-and-how-to-respond/

Smith, T. (2020, August 20). Timeline: voter suppression in the US from the Civil War to today. ABC News. Retrieved March 7, 2021, from https://abcnews.go.com/Politics/timeline-voter-suppression-us-civil-war-today/story?id=72248473

U.S. Department of the Interior Blog. (2017, August 9). Gifford Pinchot: a legacy of conservation. U.S. Department of the Interior. Retrieved March 7, 2021, from https://www.doi.gov/blog/gifford-pinchot-legacy-conservation

Wagner, I. (2020, May 18). U.S. highway mileage 1990-2018. Statista. Retrieved March 7, 2021, from https://www.statista.com/statistics/183397/united-states-highway-mileage-since-1990/

Weiser-Alexander, K. (2018, December). Nemacolin’s Trail in Pennsylvania & Maryland. Legends of America. Retrieved March 7, 2021, from https://www.legendsofamerica.com/nemacolin-trail/

Welch, C. (2021, January 22). Has the electric car’s moment arrived at last? National Geographic Society. Retrieved March 7, 2021, from https://www.nationalgeographic.com/environment/article/has-electric-car-moment-arrived-at-last

Wilkerson, I. (2020). Caste: the origins of our discontents. Random House.

Williamson, E.L. (2016, September 15). 100-year-old National Park Service’s roots go deeper with U.S. Army. U.S. Army Corps of Engineers. Retrieved March 7, 2021, from https://www.nad.usace.army.mil/Media/News-Stories/Article/947994/100-year-old-national-park-services-roots-go-deeper-with-us-army/

Wolf, Z.B. (2021, March 2). Two maps show why both sides are trying to change rules ASAP. CNN Politics. Retrieved March 7, 2021, from https://www.cnn.com/2021/03/02/politics/what-matters-march-2/index.html

The Mobility Ecosystem: the changing landscape and the need for fresh, new ideas (Part 7: Maximizing Results with Limited Funding)

20 Saturday Feb 2021

Posted by in Alternative Delivery, Asset & Life Cycle Management, Benefit-Cost or BC, Construction, Design, Funding, Intelligent Transportation Systems or ITS, Internet of Things or IoT, Maintenance, Materials, Multimodal Needs Assessment, Needs Assessments, Operations, Partnerships and Collaboration, Performance Measurement and Management, Planning, Program Management, Program or Project Controls, Project Management, Recycling, Relationships, Return on Investment or ROI, Risks, Safety, Scope, Schedule, Budget, Transportation

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There is never enough funding in any organization to meet the needs, much less the wants. The debates to determine funding and how to allocate it are endless and continue to this day at all levels of government (Ryan, 2021). Typically, the effective use of available funding falls to public sector transportation professionals, unless private-sector owners, in conjunction with private sector partners. Thus, it is important to review some analytic tools, methodologies, and aspects for maximizing results with limited funding. These could loosely be considered part of asset management. A more thorough review of asset management, setting a basis, criteria, and priorities, is on the March 6, 2016, article on this website entitled Transportation Asset Management. This discussion merely augments that discussion and is by no means an exhaustive list. In no particular order, these are some of the more important tools, methodologies, and aspects that can help establish priorities and maximize results with limited funding.

  • Asset Management: Every public and private body is under increasing pressure to justify investment and that it is making the best use of its resources. The essence of asset management is to better prioritize resources to optimize outcomes, basically institutionalizing a business-like approach to managing infrastructure—asset management. The ability to retain, retrieve, and analyze increasing amounts of data in recent decades has enabled evidence-based decision-making on a network scale. Made possible by computers and digital technology, other “big picture” analyses are increasingly emerging to include the discipline of sustainability that facilitates decision-making among economic, social, and environmental realms. Performance metrics also began to evolve at the same time as asset management. The result is a fundamental framework for managing resources or assets:
    • Performance measures: what target is desired and achievable
    • Asset:
      • Inventory
      • Condition
      • Utilization
      • Value in dollars
    • Life-cycle cost prediction: estimate remaining useful life
    • Agency or organization cost
    • User cost
    • Trade-off analysis and investment strategies (by combining the above to produce an optimized budget)—criteria to develop needs priorities
    • Develop an emergency fund for unexpected events
    • Develop program including asset needs priorities with available funding

      Asset management is quite literally the best of continuous improvement. That process never ends. More discussion can be found on this website under transportation asset management.
  • Scope, Schedule, Budget: This is closely related to Planning, design, below. Regardless, as a program or project is contemplated, a preliminary and final scope, schedule, and budget must be developed. Tied to the next bullet point, it is common for scope to creep or an ill-defined scope to create problems later on. As such, that can lead to schedule and budget problems later. This is especially prevalent in mega and giga programs and projects. The takeaway: spend the time necessary up front to conduct thorough due diligence, planning, risk assessment, and scoping. It is a lot better and a lot less expensive in time, money, and resources to do it right the first time vice the second or more times. Effective and efficient program or project controls are essential to track changes against the baseline contract of scope, schedule, and budget.
  • Planning, Design: There is no substitute for good, solid planning and design. This in no way discounts good construction, maintenance, operations, materials, and other practices. These can all save or optimize dollars when done right. However, many times problems and opportunities missed can be traced back to the beginning of planning and design. It can be a challenge and take time to get input and reviews from construction, maintenance, operations, stakeholders, and partners. It is worth the effort to do things right or as well as possible at the beginning. Otherwise, time and money will be expended later and opportunities will likely be lost. More broadly, open-source engineering can be more valuable economically and in terms of building on standard design specifications. Thus providing more cost-effective projects, more innovation, improved quality, and scalability. (Shepherd-Smith, 2021).
  • Needs Assessments, Criteria, and Priorities: This may appear obvious, and as stated above it is discussed in more detail in other blogs. Regardless, this process is essential in setting priorities for what to do first, second, third, and so on in spending on the highest priorities. While many governments do this, all do not. The larger, more capable governments tend to do this a lot more than smaller governmental, typically more rural, cities and counties. This typically manifests itself in state departments of transportation doing thorough needs assessments while smaller, less populated cities and counties have neither the staff or funding to do this. This can be a problem. This can be similar in non-highway modes. One solution is to generate one multimodal needs assessment for states, cities, and counties. To gain consensus on such a mechanism would be Herculean but not impossible. As it is, each entity has its own way of identifying needs and setting priorities and the challenge increases as governments establish “formulas” in an attempt to equitably distribute funding to the highest needs. This manifests itself in several ways such as donor and donee states relative to the federal Highway Trust Fund, earmarks depending on the power of elected officials, competitive grants which typically leave out smaller, more rural communities, and others. These are all an attempt to do the best we can but they also fall short. The net result—the inability to fund the highest needs. While it is true that federal and state highways carry the vast majority of traffic, the needs of rural communities are of equal importance. So, the idea of a multimodal and multigovernmental needs assessment should be aspired to if not accomplished. There are some rare examples of similar efforts in other areas that have been successful such as the State of Iowa developing one common state-city-county design manual. Also, the State of Nebraska requires an annual needs assessment (with inventory, standard criteria, inspections, estimated scope and cost, etc) for their state highway system so that the state legislature has a target to determine funding. Uniquely, Nebraska law has a variable fuel tax that adjusts the state fuel tax to meet that funding, regardless of impacts such as decreased fuel consumption due to pandemics or other unforeseen events. A system that effectively prioritizes limited funding to address the needs of one seamless transportation/mobility system would be invaluable to our society vice each governmental entity struggling on its own. While this may never be achieved, it is worth aspiring to.
  • Design Exceptions, Practical Design, and Least-cost Planning: Until perhaps the last two decades, the standards for planning and design were fairly rigidly followed, partly due to liability risks of not doing so. That is understandable because of the importance of standards. However, as funding continues to be tight as needs grow, exceptions have increasingly been made. This evolution began as design exceptions to established standards, to somewhat broader exceptions termed practical design, and that has evolved into more recently termed least-cost planning. The core purpose of all is to maximize results with limited funding where a high proportion of benefits can be gained while accepting little or no additional risk. These are of course highly scrutinized for approval but can save considerable dollars. One mega program in Oregon had 275 design exceptions which saved $683 million.
  • Alternative Delivery Methodologies: Alternative delivery methodologies have been around for decades in the form of contracts of which the U. S. Army Corps of Engineers has been one of the more innovative. In 1993 the Design-Build Institute of America (DBIA) agreed upon the term design-build and its use among transportation agencies began to accelerate. Originally established to save time, not money, design-build projects have evolved to save time and money (Figure 8). Other integrated delivery methodologies have also begun to emerge such as design-build-operate, design-build-operate-maintain, construction management-general contractor, public-private-partnerships, and others, each designed for a specific purpose in saving the owner time, money, level of oversight, or all three. The key is that integrated delivery teams can work together, resulting in time and money savings for the owner. Embedded is risk and who has it, but that’s another subject that warrants a paper on its own.
FIGURE 8. Design-build compared to other project delivery methods. Source: DBIA, n.d.
  • Materials: This may seem out of place but it is not. High-strength steel is a good example of allowing wider gaps to be spanned with fewer vertical supports and girders. Superpave asphalt mixes compete effectively with concrete depending on the costs of oil, cement, and other commodities. Likewise, steel can compete against concrete and accrue savings. Fiberglass reinforced-polymer girders and other corrosion-resistant features have also been employed to extend the design life of bridges to at least 100 years (Knapschaefer, 2021). 3D printed bridges and other structures can save on time and labor (U.S. Bridge, 2021).
  • Recycling: Recycling is about saving resources and money. Asphalt, concrete, and steel are regularly recycled by owners and construction contractors, through both on-site and off-site processes. Depending on the strength, bridge girders are utilized on other bridges as appropriate. Old rail cars have been recycled as low cost-culverts where appropriate. One of the more innovative recycling methods being studied is to use old wind turbine blades in bridges as well as buildings, etc., rather than placing them in landfills (Stone, 2021).
  • Engineering Economics: This tool has been around for over 100 years but continues to be relevant although other tools now supplement it and can lead to other conclusions.
  • Life Cycle Costs: This tool has been around for over 100 years although it has been refined during that time. As our perspectives have increasingly become long-term versus short-term or a human lifetime, the life cycle of infrastructure, vehicles, and other assets have taken on additional meaning relative to least-cost decision-making. Therefore, the life cycle cost of any asset is critical to know.
  • Return on Investment (ROI): Commonly known as ROI, this is another analytical tool that can have myriad perspectives. That is the ROI in economic terms, jobs created or sustained, environmental values, social values, and so forth. Regardless, knowing the return on dollars expended is a critical part of decision-making.
  • Benefit-Cost (BC): Benefit-Cost is commonly assessed as a ratio, normally calculated in dollars. Frequently shown as an equation such as a BC ratio of 3:1 or B/C and if the numerator or B is greater than the denominator, then it is concluded to be a benefit. If the numerator or B is less than 1 it is considered a net cost and not a benefit. Nonetheless, this is another important tool in determining investments.
  • Economies of Scale: This is a methodology that can provide a return on scale. For example, “bundling” projects within a region can reduce mobilization and material delivery costs. Conversely, breaking projects up has the potential to increase competition and reduce costs. While this is not a new concept, it is valuable. The term “bundle” is a relatively new term and is now commonly used. Previously, other terms such as “tied projects” were used to describe the same methodology. Buying materials, equipment, and other assets at scale can also provide economies of scale and reduce costs.
  • Multimodal Needs Assessments: Typically, needs assessments have been done by asset or mode with critically important and useful outcomes. As mobility has become increasingly multimodal, the question has become how to conduct needs assessments across all modes. Multimodal planning is common but multimodal needs assessments are largely qualitative, not standardized, and not widely accepted. One of the outcomes in the absence of good, repeatable, and reliable multimodal needs assessments is that funding (federal and state) is distributed based on modal assessments, dominated by highways and bridges, and then a somewhat subjective assessment of how to distribute dollars to each mode. Until we achieve a truly standardized multimodal needs assessment with specific criteria, allocating funds to other modes (such as transit and pedestrians) will be a challenge. Generally, transportation is not a particularly partisan topic at governmental levels, partly because it provides objective information to help determine what funds can or will be appropriated and what the long-term implications may be. This is critical for the built environment in which we live.
  • Operations and Intelligent Transportation Systems (ITS): ITS was one outcome of advancing digital technology. What this allowed was the transportation system to be instrumented with sensors that provide data and information, especially on volume and speed, to a central office that can more quickly and effectively assess and respond to congestion and issues stemming from traffic congestion, crashes, and other incidences. Advanced Traffic Management System (ATMS) is used for traffic management and control and accounts for the most revenue in the overall ITS market. Although the benefit-costs of ITS vary widely from 2-9:1, others exceed 100:1. One ratio used for comparing ITS to more infrastructure is 8:1, a methodology to get more capacity from the existing roadway. The prudent use of ITS technologies can achieve greater benefit at less cost than more concrete, asphalt, and steel. Related, vehicle pricing systems such as electronic toll collection, congestion pricing, vehicle miles traveled, and other road user charging systems can be cost-effective. In addition, transport and supply chain service providers are seeking cost-effective solutions that ITS can provide to boost their productivity, performance, and profits. On e example developed early in Nebraska was a statewide oversize-overweight permitting system that allowed truckers to efficiently route their trucks and cargo and became an effective decision-making tool.
  • Internet of Things or IoT: There are benefits to be gained throughout society by leveraging IoT, including in government, and new opportunities are continually being uncovered to improve services and efficiencies (Center for Digital Government, 2019; AT&T, n.d.; ServiceNow, n.d.; Descant, 2019).
  • Partnerships and Collaboration: It is virtually impossible for any organization to have all the talent, tools, and resources to optimize returns for society, the economy, and our environment. As such, partnerships and collaboration are keys to leveraging the unique strengths of an organization. This is not a new concept, but like the exponential growth of our 4th Industrial or Digital Age, the need is greater than ever before. These strategies continue to grow (Salesforce, n.d.).
  • Program and Project Management: Good program and project management begins and ends with good leadership. The team is all-important since they are the ones that get work done. As such, good leadership can make a team better while bad leadership can destroy a team. This easily translates to improved or decreased performance, costs, and profits. This topic is also discussed in other blogs on leadership, program, and project management on this website. There are many articles and books on program and project management, one of the most prolific and best is Robert Prieto who publishes regularly in PM World. He also authored one of the most comprehensive books on the subject, “Theory of management of large complex projects” (Prieto, 2015). Also, review PMWorld Journal, https://pmworldjournal.com/welcome, and the Project Management Institute (https://www.pmi.org).
  • Risk Management: This is the identification, evaluation, and prioritization of risks followed by methodologies to minimize, monitor, and control the probability or impact of unfortunate events or to maximize the realization of opportunities. The U. S. transportation industry has enormous risk exposure and among the most risk-prone industries in the world. As such, the federal transportation law—Moving Ahead for Progress in the 21st Century Act, or MAP-21, and signed into law in 2012 (FMCSA, n.d.)—established the requirement for states to develop a risk-based asset management plan. Risk management is a dynamic process and used routinely within the public and private sectors. Without such plans, organizations can be surprised by events with negative financial impact or miss positive opportunities with improved outcomes. The literature on risk management is rich and continues to evolve.
  • Strong Relationships: This is another topic that might seem odd within a discussion of maximizing results with limited funding. However, the adage “a good relationship can make a bad contract better while a bad relationship can make a good contract worse” reflects the importance of strong relationships. It is common to have disputes but resolving them in a fair and amicable way while preserving the all-important relationships is critical. No one really wins when disputes move to litigation. This topic is further discussed in other blogs on this website, including the importance of trust.
  • Safety: This may seem an odd topic within the topic of maximizing results with limited funding but the cost in lives, injuries, and property damage is staggering. As has been stated, virtually every transportation organization has the safety of their employees and traveling public as their highest priority. One of these efforts to improve safety, although for NASCAR racing, has important implications for the traveling public (Midwest Roadside Safety Facility, n.d.; Wikipedia, 2021). The work towards a safer built environment will likely never end.

This is by no means meant to be an exhaustive list and is only intended as a sample. The search to reduce costs is part of continuous improvement and that never ends. There are some very simple changes that cumulatively can have huge impacts including the use of LED bulbs in traffic signals and buildings, the use of highly reflective tape rather than electric lit signs, shutting off computers during overnight hours, and so on. This, again, is in no way a substitute for sound and skilled planning, project development, design, construction, maintenance, and operations, all of which continue to evolve and improve within their own discipline.

The Biden Administration recently announced through their Infrastructure for Rebuilding America grants or INFRA some of the above tools and methods as part of their criteria in addition to other related criteria such as climate change, environmental justice, and racial equity (Ichniowski, 2021). Still, other technologies are being advanced with their own inherent efficiencies (New Hampshire Union Leader, 2021; VIA, n.d.; LeBeau, 2021; Danko, 2021; Ewoldsen, 2021). Other technologies that may seem a bit far-fetched continue to advance and may be part of a transportation future and at less cost (Levy, 2021; Subin, 2021; Halvorson, 2021). Still, other areas are advancing, including space, and may well have cost-effective impacts on our futures on earth (Adams, 2021; Hughes, 2020).

Citations

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AT&T (n.d.) Creating Better Communities. Government Technology. Retrieved February 20, 2021, from https://media.erepublic.com/document/GT18_HANDBOOK_ATT_Slides_V.pdf

Center for Digital Government. (2019). IoT innovation: how government is uncovering new opportunities. Center for Digital Government sponsored by Cisco. Retrieved February 20, 2021, from https://media.erepublic.com/document/CDG18_WHITE_PAPER_Cisco-IoT-NewOps_V.pdf

Danko, P. (2021, February 3). Arcimoto’s latest stock surge gives it $1B market cap. Portland Business Journal. Retrieved February 20, 2021, from https://www-bizjournals-com.cdn.ampproject.org/c/s/www.bizjournals.com/portland/news/2021/02/03/arcimotos-market-cap-1b.amp.html

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Descant, S. (2019, October 29). Chicago collaboration looks to redefine modern transportation. Government Technology. Retrieved February 20, 2021, from https://www.govtech.com/transportation/Chicago-Collaboration-Looks-to-Redefine-Modern-Transportation.html

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Halvorson, B. (2021, February 15). Toyota claims the 2021 Mirai fuel-cell car cleans the air, calls it “minus emissions.” Green Car Reports. Retrieved February 20, 2021, from https://www.greencarreports.com/news/1131268_toyota-claims-the-2021-mirai-fuel-cell-car-cleans-the-air-calls-it-minus-emissions

Hughes, O. (2020, November 25). To the moon and beyond: the robots that are blazing a trail for human space exploration. TechRepublic. Retrieved February 20, 2021, from https://www.techrepublic.com/article/to-the-moon-and-beyond-the-robots-that-are-blazing-a-trail-for-human-space-exploration

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LeBeau, P. (2021, February 10). United Airlines orders electric vertical aircraft, invests in urban air mobility SPAC. CNBC Evolve. Retrieved February 20, 2021, from https://www.cnbc.com/2021/02/10/united-airlines-orders-electric-vertical-aircraft-invests-in-urban-air-mobility-spac.html

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