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30 The results of this synthesis project point to several key find- ings. First, supportive services and training measures were widely used among respondents, as were several marketing and outreach strategies. Supportive services and training mea- sures also ranked among the highest in terms of effectiveness. However, the strategies that were rated most effective by survey respondents were not always the most commonly used, and states that are less familiar with these highly rated strate- gies may wish to evaluate their potential for success. Two of these strategiesâreserving small contracts for small busi- nesses and using targeted loan mobilization programsâcan have high payoffs, but are challenging to implement. They may require a state department of transportation (DOT) to seek enabling legislation or FHWA approval, or to identify funding sources or umbrella programs (e.g., finding a place for con- tracting innovations within an agencyâs alternative contracting program). Respondents wrote more comments about communication and networking than about any other topic. Facilitating and improving communication between Disadvantaged Business Enterprises (DBEs) and prime contractors is seen as critical both in establishing new relationships and in maintaining suc- cessful partnerships between contractors and subcontractors on existing projects. When states identified barriers to meeting their DBE par- ticipation goals, financial challenges such as a weak econ- omy, high fuel costs, and DBEsâ lack of access to capital were high on the list, as were DBEsâ lack of experience and equipment related to specific work areas. States have miti- gated these challenges with measures that help individual DBEs in a direct, immediately tangible way, such as by assist- ing a limited number of DBEs in obtaining loans, bonding, or insurance, and with longer-term measures that help a larger group of DBEs grow, such as networking opportunities and training classes. States that use targeted measures stressed the importance of selecting the right firms to receive these benefits. Some states have found that evaluating the ways in which different DBE firms make use of the measures that benefit all firms is helpful in assessing which firms are good candidates for those benefits that need to be divided among fewer recipients. This synthesis considered the effectiveness of race-neutral measures from the perspective of state DOTs. A follow-up project that examines the perspective of DBE firms on similar issues would provide valuable insight for state DOTs on which measures DBEs see as most helpful. Feedback from support- ive services staff could provide a useful perspective as well. Second, follow-up research that identifies trends in statesâ use of race-neutral measures according to regional differ- ences, agency size, or state and federal funding levels would allow states to further tailor their implementation of these measures to those that are best suited to their circumstances and resources. In addition, more research into how states implement more complex race-neutral programs, such as reserving contracts for small businesses, would be valuable. Because programs such as these require more levels of approval than some other strategies, compiling model legislation and successful practices for implementation would allow more agencies to explore these programs. Finally, data on the extent to which states have met the race- neutral portion of their annual DBE participation goals would be beneficial in assessing the effectiveness of implementing race-neutral measures as a group. CHAPTER SIX CONCLUSIONS
