Communicating the Value of Preservation: A Playbook (2012)

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120 Appendix B: Additional Industry Examples Appendix B Additional Industry Examples B-1: Brochure and Fact Sheet Examples B-2: Press Release and Op-ed Examples

Communicating the Value of Preservation: A Playbook 121 B-1: Brochure and Fact Sheet Examples

122 Appendix B-1: Brochure and Fact Sheet Examples     For More Information Contact: Tom Sorel 651.366.4800 thomas.sorel@state.mn.us   January 2011   A sustainable approach to infrastructure preservation and improvement $1 billion program Protect vital state asset Generate jobs Meet customer demand Promote prosperity Better Roads for a Better Minnesota May 2011 Background More than 750 miles of Trunk Highway (TH) roads in Minnesota are currently in “Poor” condition. Despite approximately $980 million of planned pavement investments from 2012-15, the miles in “Poor” condition is projected to increase to 1,900 by the year 2020. This will have a significant negative impact on the traveling public, the state’s economy and quality of life. It will also increase the future cost of maintaining paved roads in Minnesota. Program Proposal The Minnesota Department of Transportation is developing a four-year program that will: • Significantly improve state highway pavement condition – the goal is to improve more than 700 miles of roads and reduce “Poor” pavements • Provide pavement-focused mobility enhancements and transit advantages in the Twin Cities metro area including MnPASS expansion and shoulder hardening for transit • Provide pavement-related improvements in the areas of safety and ADA accessibility and other work, such as drainage facilities • Explore innovative engineering and delivery techniques to best use taxpayer dollars • Support about 3,400 jobs in the Minnesota road construction industry Program Cost and Funding The overall cost of this program is $398 million and does not require any increase in revenue. The funding sources include: TH Bonds held as contingency for unanticipated cost increases in the Mn/DOT Bridge Program; state funds from the TH Fund; and available federal funds, including bid savings on recent projects. Source FY 2012 FY 2013 FY 2014 FY 2015 Total TH Bonds $68 m $50 m $35 m - $153 m TH Fund $56 m $28 m $25 m $33 m $142 m Federal Funds $31 m $12 m $19 m - $ 62 m Subtotal $155 m $90 m $79 m $33 m $357 m TH Debt Service $5 m $9 m $14 m $13 m $41 m Total $160 m $99 m $93 m $46 m $398 m Funding will be allocated statewide to MnDOT’s transportation districts based on pavement performance need. Additional Commitment MnDOT has already committed an additional $96 million in FY 2011 towards pavement improvement. Sustainability The Better Roads for a Better Minnesota program will stem the increase in “Poor” pavements over the next four years, after which, more investments above and beyond the regular program will be needed. These investments will be determined based on MnDOT’s risk management approach. Legislative Authority Appropriation authority is necessary to use this increased funding from the TH Fund balance, which includes debt service on the TH bonds, as well as federal funds for the Better Roads for a Better Minnesota program. No additional authority is needed to use the TH bonds for the program.

Communicating the Value of Preservation: A Playbook 123 Falling Off The Cliff In Missouri Transportation Funding

124 Appendix B-1: Brochure and Fact Sheet Examples When Transportation Funding Hits Rock Bottom “If we do not have a new revenue stream in place by .ffilc eht revo og ew ,0102 a ni kcab su stup tahT place where our highway - ”.gnitaroireted si metsys Missouri Department of Transportation Director Pete Rahn, June 28, 2007 The Ascent In 2004, Missouri voters approved Amendment 3 by an almost four-to-one margin. That move redirected some highway user fees to road construction and improvements. With this additional funding, the Missouri Department of Transportation has been able to tackle a record amount of highway con- struction projects – about $3 billion worth in the past three years. MoDOT has used the extra funding to improve Missouri’s deteriorating highways in three ways:  Making 2,200 miles of the state’s busiest highways smoother and safer in two years under the Smooth Roads Initiative; Falling Off The Cliff

Communicating the Value of Preservation: A Playbook 125  Accelerating key projects – some by two to three years; and  Tackling $1.6 billion worth of much needed new construction. The Results  Missouri has gone from having the third worst pavement on major roads to an estimated ninth best.  Seventy-eight percent of the state’s major roads are now in good condition.  Missouri jumped from 28th to 17th in overall performance of the state highway system from 2004 to 2005 and from 39th to 17th in overall performance from 2000 to 2005. These figures are from a Reason Foundation report that also showed the state had the third lowest administrative costs per mile.  The Show Me State recorded the largest drop in traffic-related fatalities of any state in the nation in 2006.  Customer satisfaction with MoDOT rose to 79 percent in 2006.  The Excellence in Missouri Foundation presented MoDOT with the 2007 Missouri Quality Award. “As a result of a rece nt increase in highway transportation fundi ng, Missouri has been a ble to address many neede d proj- ects to improve road and bridge conditions, e nhance highway safety and ease congestion.” - TRIP Report, June 2007 Not too long ago, the Missouri Department of Trans-portation (MoDOT) and its governing body – the Mis-souri Highways and Transportation Commission – were taking much criticism for failing to complete its plan for highway improvements. In fairness, we now must credit the commission and agency for pulling out of that tail-spin. The best way to restore credibility is with action, not talk, and the department has done precisely that.” - Jefferson City News Tribune editorial, January 2007

126 Appendix B-1: Brochure and Fact Sheet Examples Amendment 3 bonding – With the passage of Amendment 3 in 2004, voters directed MoDOT to use the new revenue to issue bonds for construction in order to fix Missouri’s roads fast. Now, future revenues will go to repay the bonds. State funds available for highway main- tenance and construction will return to pre-Amendment 3 levels. This level of investment was inadequate then and will be inadequate in 2010. Lagging federal revenue – In 2010, aid from the Federal Highway Trust Fund, which provides funding to state highway, bridge and safety programs, is expected to drop 40 percent. The nation will go from a $41 billion fed- eral highway program to a $25 billion program. Missouri’s portion of federal aid is expected to drop from $927 mil- lion annually to $568 million annually. Increasing construction, maintenance and fuel costs – The purchasing power of the dollars MoDOT receives continues to shrink because of the increasing price of doing business. For example, since 1997 state revenue for roads and bridges has grown 36 percent. At the same time, asphalt prices rose 97 percent - almost three times as much. Concrete has risen 48 percent. Steel has increased 57 percent. And fuel to mow right of way and move dirt has increased an incredible 204 percent. 1 The construction boom of the past few years might suggest all is well with transportation in Missouri. Unfortunately, that’s not the case. Three nega- tive factors are coming together to cause a “perfect storm” to take shape for the funding of Missouri’s critical highways: 2 3 At The Pinnacle

Communicating the Value of Preservation: A Playbook 127 Construction Program The combination of these three factors – Amendment 3 bond proceeds run- ning out, declining federal aid and rising costs - will cause the amount of money we spend on roads and bridges to fall off a cliff beginning in 2010. In 2008, our construction program will total $1.23 billion. By 2010, fund- ing for annual construction will fall to $569 million. That means we’ll barely be able to maintain our highways, much less address congestion and safety or enhance economic development. Furthermore, we estimate needing an additional investment of $300 million to $500 million over the next 10 years to repair or replace 203 of our aging, major bridges throughout the state. Major bridges are those more than 1,000 feet long. There are 203 of them in the state, 53 of which span either the Missouri or Mississippi rivers. On average they’re 33 years old and carry 21,000 vehicles a day. With an additional $300 million to $500 million, we could bring all of our major bridges up to satisfactory condition or better. Over the next 20 years, we project we’ll need more than $37 billion to meet Missouri’s most critical transportation needs. The bad news is we will have only $19 billion to invest - a gap of $18 billion not including inflation. This gap in what we have and what we have to do seems daunting, but it’s not impossible to close. The Fall 2008 $1.23 Billion $569 Million 2010

128 Appendix B-1: Brochure and Fact Sheet Examples Examples of Radical Cost Control Measures Practical Design - Projects are designed to fit specific needs, without the frills. Over the past three years Practical Design has saved nearly $500 million that has been reinvested in additional improvements. Keeping bids low - Bids that are too high are bid again. Sixty-seven projects worth $234 million were re-bid in the past two years, saving $27.2 million. Road closings - When practical, roads are shut down if it means get- ting the project done quickly and saving money. MoDOT has closed 136 roads over the past two years, trimming costs and completing those proj- ects an average of 30 percent faster. Contractor innovation - MoDOT asks highway contractors to pro- pose innovative solutions, such as using alternate materials, coming up with improved designs and working off-hours. Last year, this effort saved $3.7 million on 17 projects. Managing administrative costs - Over the past several years, Mo- DOT has kept direct administrative costs to only two percent of its annual budget. Still, these long-term cost control efforts will not be enough to bridge the funding gap and address Missouri’s long-range transportation needs. So what is being done to address this funding shortfall? MoDOT is continu- ing to bring projects in on time and within budget. The construction con- tracts awarded in fiscal year 2007 came in 7.4 percent under budget - a $90 million savings. Since 2003, $5.5 billion worth of projects have been com- pleted within less than one-tenth of one percent of the budgeted amount. It’s up to the General Assembly to decide how to fund transportation. It’s up to MoDOT to continue to be good stewards of Missourians’ money. It’s up to the voters to decide if they want to invest in their children and grandchildren’s future through the foundation of our modern economy . . . transportation. Closing the Gap

Communicating the Value of Preservation: A Playbook 129 Climbing Back Up the Mountain Funding Options Annual Yield One-cent motor fuel tax increase $41.5 million One percent motor fuel sales tax $72.5 million One percent general sales tax increase $700 million One percent motor vehicle sales tax increase $69.7 million One percent motor vehicle use tax $11.2 million $5 motor vehicle license fee increase $15.8 million $2 driver’s license fee increase $1.8 million Estimated Highway Construction Costs Estimated cost to build a mile of major highway $4 – $12 million Estimated cost to rebuild Interstate 70 $3.1 billion Estimated cost to rebuild Interstate 44 $4.1 billion 20-Year Project Needs Road and bridge construction $16.3 billion Highway maintenance $11.8 billion Bridge maintenance $3.5 billion Public transportation, aviation, ports and rail $5.7 billion Total $37.3 billion Project needs over 20 years $37.3 billion Projected revenue over 20 years $19 billion Funding gap over 20 years $18.3 billion Federal and state fuel taxes are the primary source of transportation fund- ing. The first state fuel tax rate was 2 cents per gallon, established in 1924. The state fuel tax was last raised in 1996 to its current rate of 17 cents. The 18.4-cent-a-gallon federal fuel tax has not increased in 15 years.

130 Appendix B-1: Brochure and Fact Sheet Examples Keep Improving Missouri’s Roads Kansas City Star July 5, 2007 . . . today’s snapshot on the state’s highways is no assurance that things will continue to improve in the future. Officials warn that in 2010, available revenue in Missouri will drop to $570 million, down from this year’s $1.2 billion. Lawmakers should begin work now to ensure that the state’s road network doesn’t begin to deteriorate once again. Highway Money -- How Long Will We Do Nothing? Columbia Daily Tribune May 17, 2007 In the next 20 years current revenue streams will produce about $19 billion, but estimated needs come to $37 billion, probably an overly conservative figure . . . Missouri needs substantially more public transportation funding than anything visible on the horizon . . . Missouri highways must receive more financial support, and tax increases will be necessary. Dialogue On Roads Opens Up Springfield News-Leader June 17, 2007 Momentum is building for Missouri to do something about its roads . . . We do have a problem. Our funding sources aren’t keeping up with basic maintenance needs. And eventually the bill will become due from the passage of Amendment 3 in 2004. The overwhelming passage of that amendment -- which redirect- ed some money from the state budget back to highways -- should be telling. It said that Missouri voters care about their roads, and they want to do something to make them better . . . It’s time to plan ahead so that today’s potholes don’t become tomorrow’s crumbled highways. Missouri Department of Transportation 1 888 ASK MODOT www.modot.org CR 07 .0 63

Communicating the Value of Preservation: A Playbook 131 American Society of Civil Engineers

132 Appendix B-1: Brochure and Fact Sheet Examples

Communicating the Value of Preservation: A Playbook 133 A = Exceptional B = Good C = Mediocre D = Poor F = Failing AMERICA’S INFRASTRUCTURE G.P.A. www.asce.org/reportcard tranSPortation 99 rEform the federal highway program to emphasize performance management, cost-benefit analysis, and accountability; DirEct federal transportation policies, programs, and resources to enhance U.S. global competitiveness, interstate commerce, passenger travel, and emergency preparedness; incrEasE spending significantly at all levels of government to repair, improve, and expand the nation’s surface transportation system; incrEasE funding for long-term, advanced highway research; aDDrEss the long-term viability of fuel taxes for transportation funding, and explore the viability of the most promising options to strengthen this funding; Establish a national policy goal of achieving zero deaths on America’s roadways and incrEasE funding in the Highway Safety Improvement Program by 10%. Facts About RoADS D-RoADS ESTIMATED 5-YEAR FUNDING REQUIREMENTS FOR briDges anD roaDs Total investment needs $930 billion Estimated spending $380.5 billion Projected shortfall $549.5 billion

134 Appendix B-1: Brochure and Fact Sheet Examples 100 2009 Report Card for America’s Infrastructure www.asce.org/reportcard ConDition Our nation’s economy and our quality of life require a highway and roadway sys- tem that provides a safe, reliable, efficient, and comfortable driving environment. Although highway fatalities and traffic- related injuries declined in 2007, the drop is most likely attributable to people driving less. Still, in 2007, 41,059 people were killed in motor vehicle crashes and 2,491,000 were injured.4 Motor vehicle crashes cost the U.S. $230 billion per year—$819 for each resident in medi- cal costs, lost productivity, travel delays, workplace costs, insurance costs, and legal costs.1 Next to safety, congestion has become the most critical challenge facing our highway system. Congestion continues to worsen to the point at which Ameri- cans spend 4.2 billion hours a year stuck in traffic at a cost of $78.2 billion a year in wasted time and fuel costs—$710 per motorist.1 The average daily percentage of vehicle miles traveled (VMT) under congested conditions rose from 25.9% in 1995 to 31.6% in 2004, congestion in large urban areas exceeding 40%.2 And as a result of increased congestion, total fuel wasted climbed from 1.7 billion gallons in 1995 to 2.9 billion gallons in 2005.5 Poor road conditions lead to excessive wear and tear on motor vehicles and can also lead to increased numbers of crashes and delays. According to the Federal High- way Administration, while the percent- age of VMT occurring on roads classified as having “good” ride quality has steadily improved, the percentage of “acceptable” ride quality steadily declined from 86.6% in 1995 to 84.9% in 2004, with the low- est acceptable ride quality found among urbanized roads at 72.4%.2 These figures represent a failure to achieve significant increases in good and acceptable ride quality, particularly in heavily trafficked urbanized areas. Compounding the problem are steadily increasing demands on the system. From 1980–2005, while automobile VMT increased 94% and truck VMT increased 105%, highway lane-miles grew by only 3.5%. From 1994–2004, ton miles of freight moved by truck grew 33%.6 The increase in freight traffic is of particular concern because of the increased depen- dency of commerce upon the efficiency of the roadways and the added wear and tear caused by trucks. Without adequate investment and attention, the negative trends will continue, as will the adverse consequences. It is clear that significant improvements and system maintenance will require sig- nificant investments. The National Surface Transportation Policy and Revenue Commission studied the impact of varying investment levels (medium and high) and produced the fol- lowing ranges of average annual capital investment needs (in 2006 dollars): $130 billion–$240 billion for the 15-year period 2005–2020; $133 billion–$250 billion for the 30-year period 2005–2035; $146 billion–$276 billion for the 50-year period 2005–2055. ★ ★ ★

Communicating the Value of Preservation: A Playbook 135 Facts About RoADS 101www.asce.org/reportcard The lower end of the ranges reflect the estimated costs of maintaining key condi- tions and performance measures at cur- rent levels, while the higher end ranges would allow for an aggressive expan- sion of the highway system, which would provide improved conditions and per- formance in light of increasing travel demand.3 Even at the lower range of esti- mates, an enormous gap exists between the current level of capital investment and the investment needed to improve the nation’s highways and roads. TABLE 11.1 ★ Top 10 Most congested cities in the U.S. rank city Hours of delay per traveler 1 Los Angeles/Long Beach-Santa Ana, cA 72 2 San Francisco-oakland, cA 60 2 Washington, Dc-vA-MD 60 2 Atlanta, GA 60 5 Dallas-Fort Worth-Arlington, Tx 58 6 Houston, Tx 56 7 Detroit, MI 54 8 Miami, FL 50 9 Phoenix, AZ 48 10 chicago, IL-IN 46 SoURCE Urban Mobility Report, Texas Transportation Institute, 2007 The average daily percentage of vehicle miles traveled (VMT) under congested conditions rose from 25.9% in 1995 to 31.6% in 2004, congestion in large urban areas exceeding 40%.

136 Appendix B-1: Brochure and Fact Sheet Examples 102 2009 Report Card for America’s Infrastructure www.asce.org/reportcard RESiliEnCy The Interstate Highway System was con- structed as part of the nation’s strategic homeland defense, illustrating the impor- tant role of transportation in mitigation, defense and recovery. The ability of our transportation sys- tem to withstand threats from hazards of all types, both natural and human-caused, and to restore service promptly following such events, is known as resilience. Building disaster-resistant roads and highways reduces hazard mitigation costs, limits exposure, and maintains opera- tional continuity. A multihazard approach utilizing next-generation codes, standards, and practices is necessary to minimize the extent of a disaster. ConClUSion The challenges imposed by our highway infrastructure require a large increase in capital investment on the part of all levels of government and other sources as well. The failure to adequately invest in the nation’s highways and roads will lead to increased congestion and delays for motorists and the further deterio- ration of pavement conditions and will pose increased safety concerns. An over- stressed infrastructure will also slow freight delivery, create unpredictability in supply chains, diminish the competi- tiveness of U.S. businesses, and increase the cost of consumer goods. There must also be a significant change in the way we manage the system, which should include FIGURE 11.1 ★ Highway vehicle Miles Traveled: 1995–2005 2,400,000 2,500,000 2,600,000 2,700,000 2,800,000 2,900,000 3,000,000 . "! &&&&&%&&$&&#&&" SoURCE Transportation Statistics Annual Report: 2007, U.S. Department of Transportation, Bureau of Transportation Statistics, 2008

Communicating the Value of Preservation: A Playbook 137 Facts About RoADS 103www.asce.org/reportcard FAIRFAx coUNTy, vA ★ I-495 virginia HoT Lanes Project Designed to help alleviate conges- tion on Virginia’s busiest highway in the third worst congested region in the country, the I-495 High Occu- pancy Toll (HOT) lanes project will add 4 lanes to a 12-mile stretch of the Capital Beltway. The estimated $1.7- billion project will employ electronic tolling and dynamic pricing to manage traffic flow and will replace more than $260 million in aging infrastructure, including more than 50 bridges, over- passes, and major interchanges. ABoVE: Conceptual renderings of the future Capital Beltway HOT Lanes Project. Photo courtesy of Transurban. MISSoURI ★ Median crash Barriers Through an analysis of the state’s crash data, MoDoT recognized an emerging problem of severe cross-median crashes on its most heavily traveled roadways. To address this safety concern, Mis- souri began an effort to install median cable bar- riers system-wide on its major interstates. Simple cable barriers lining all highway medians offered a low cost solution to this problem. The cable bar- riers have performed successfully in Missouri, catching over 95% of vehicles entering the median. Most importantly, the barriers are saving lives. As an example, Interstate 70 suffered 24 cross-median fatalities in 2002. The installation of system-wide cable barriers since then has virtually eliminated this crash type, as only two cross-median fatalities occurred in 2006. Photo courtesy of the Roadway Safety Foundation.

138 Appendix B-1: Brochure and Fact Sheet Examples 104 2009 Report Card for America’s Infrastructure www.asce.org/reportcard the use of emerging technologies and innovative operational strategies. Legislation to replace SAFETEA-LU, which expires on September 30, 2009, must address the following issues if it is to set the stage for the major reforms needed to ensure the viability of our surface transportation system. First, it must more clearly define the federal role and respon- sibilities, and from that definition, the framework for a performance-based and fully accountable system can emerge. Second, it is clear that the current fund- ing model for the Highway Trust Fund (HTF) is failing. The latest projections by the U.S. Department of Treasury and Con- gressional Budget Office indicate that by the end of FY 2009, the HTF will have a negative balance of $4–5 billion if no cor- rective action is taken. While acknowledg- ing the need to move to a new, sustainable funding system in the long term, the National Surface Transportation Policy and Revenue Study Commission has rec- ommended an increase of 5–8 cents per gallon in the gas tax per year over the next 5 years to address the current projected shortfall.3 We cannot continue to rely upon gasoline and diesel taxes to generate the HTF revenues, when national policy demands a reduction in both our reliance upon foreign sources of energy and our nation’s carbon footprint. An increase in the gas tax is necessary in the short term, but our national policy must move toward a system that more directly aligns fees that a user is charged with the benefits that the user derives. Finally, the legislation must encourage innovative thinking and solutions from all sectors: public, private, and academia. ★ SoURCES 1 The Road Information Project (TRIP), Key Facts About America’s Road and Bridge Condi- tions and Federal Funding, August 2008. 2 U.S. Department of Transportation, Status of the Nation’s Highways, Bridges and Transit: Con- ditions and Performance, 2006. 3 Report of the National Surface Transpor- tation Policy and Revenue Study Commis- sion—Transportation for Tomorrow, Volume II, December 2007. 4 National Highway Traffic Safety Administra- tion, Motor Vehicle Traffic Crash Fatality Counts and Estimates of People Injured for 2007—DOT HS 811 034, September 2008, p. 7. 5 Texas Transportation Institute, The 2007 Urban Mobility Report. 6 The Path Forward—Interim Report of the National Surface Transportation Infrastructure Financing Commission, February 2008.

Communicating the Value of Preservation: A Playbook 139 Facts About RoADS 105www.asce.org/reportcard MILWAUKEE, WI ★ The Marquette Interchange Renovation By the early 2000s, the Marquette Interchange, which provides access to 37% of the state’s jobs and links to one- third of the state’s freeways, carried 300,000 vehicles per day and averaged three crashes daily. The $810-million improvement project—which is ahead of schedule and under budget—pro- vides additional ramp lanes, increases ramp and merge distances, straightens curves, and places entrances and exits on the right-hand side of the highway to improve safety. The interchange’s bridges have been built for a 75-year design life. Photos courtesy of the Wis- consin Department of Transportation.

140 Appendix B-2: Press Release and Op-ed Examples B-2: Press Release and Op-ed Examples

Communicating the Value of Preservation: A Playbook 141 TDOT Achieves 'Excellence in Pavement Preservation' News release from Department of Transportation: Nashville, TN - The Tennessee Department of Transportation (TDOT) has been awarded the 2011 James B. Sorenson Excellence in Pavement Preservation Award. This national award focuses on pavement preservation programs and is given annually by the Foundation for Pavement Preservation, Inc., a non-profit trade association that works in close cooperation with the Federal Highway Administration (FHWA) and others promoting the importance of protecting and preserving investments in pavement infrastructure. TDOT was recognized because of its outstanding support and for the implementation of a Pavement Preservation Program. The program enables the department to develop cost-effective strategies for maintaining each state owned roadway while maximizing the state’s investment in Tennessee’s entire transportation system. With future budget challenges and increasing materials costs, this approach has become critical in stretching available resources. “Through this program, TDOT has consistently kept our roadways in the top five in the nation while saving taxpayer dollars,” said Commissioner John Schroer. “It is our goal that we constantly work to improve this program and seek additional ways to maximize our effectiveness and efficiency.” Pavement preservation includes techniques such as sealing cracks that develop in pavement before further asphalt damage occurs and changing hot mix asphalt specifications. TDOT will continue to work closely with the FHWA and the Tennessee General Assembly to gain additional funding dedicated to pavement preservation.

142 Appendix B-2: Press Release and Op-ed Examples Administration launches drive to create ‘Better Roads for a Better Minnesota’ May 03, 2011   Smoother rides, thousands of private sector jobs are just some of the 4‐year program’s benefits ST. PAUL, Minn. – Minnesotans will experience smoother rides on more than 700 miles of state highways under the ‘Better Roads for a Better Minnesota’ infrastructure improvement program announced today by Governor Mark Dayton and Transportation Commissioner Tom Sorel. The four-year program, aimed at improving existing highways determined to be in ‘poor’ condition, will result in approximately 9,900 direct and indirect, private sector jobs across our state. About Better Roads for a Better Minnesota, Governor Dayton said, “This important program will support thousands of private sector jobs for Minnesotans, and through the Better Roads for a Better Minnesota initiative, we will see major improvements in transportation infrastructure. Improved highway conditions will benefit citizens and businesses, making it easier for employees to travel to and from work, and easier for businesses to get goods to and from market.” Funding for the $398 million Better Roads program does not require any increased revenue – instead, it will come from current state and federal funds, as well as previously authorized bonds. This Better Roads funding is in addition to the $980 million the Minnesota Department of Transportation already has committed through June 30, 2014 (FY 2015) for improving pavements. “Minnesota roads are aging faster than our transportation investments can keep up,” Sorel said. “Investing in roads now will stop the accelerated decline of our infrastructure and allow for more sustainable maintenance in the future.” State performance measures currently show that about 750 miles of trunk highway in Minnesota are classified as ‘poor’ condition. Without additional investment, the number of miles in ‘poor’ condition is estimated to increase to 1,900 by the year 2020. Sorel said that a key component of the Better Roads program will be exploring use of innovative methods of contracting, design and construction to get the highest return on investment. According to Federal Highway Administration estimates, 9.5direct jobs are supported per million dollars spent on highway construction, or about 3,400 direct jobs. The bulk of the Better Roads work will be concrete and asphalt repaving, requiring heavy equipment operations. Contractors will excavate and then repair or replace culverts and other drainage systems, and electricians will work on light systems and traffic signals as needed. There will also be freeway traffic management system repair work, and American Disabilities Act masonry work such as curb ramps and sidewalks as well as traffic signal crossing enhancements.

Communicating the Value of Preservation: A Playbook 143 More details about the program as it develops will be available at http://www.dot.state.mn.us/betterroads FOR IMMEDIATE RELEASE PR- 466-07 December 17, 2007 MAYOR BLOOMBERG MARKS FIVE-THOUSANDTH LANE-MILE PAVED As Paving Season Ends and Pothole Repair Season Begins, Mayor Reminds New Yorkers to Call 311 to Report Potholes Mayor Michael R. Bloomberg today announced that Department of Transportation (DOT) crews were on pace this year to pave the 5,000th lane-mile of street since 2002, and to announce the traditional kick off to pothole season in New York. Fully one quarter of City streets have been repaved under the Bloomberg Administration. The Mayor made the announcement on Carlton Avenue in Fort Greene, where the City DOT crews were resurfacing the street after transforming it into a safer, landscaped stretch of road-one of the last paving projects of 2007. DOT is on track to pave 950 lane-miles of roads this year, an Administration high, and has plans to pave more than 1000 miles next year. Keeping streets in a state of good repair has helped result in a 20% decline in traffic fatalities since 2002. The Mayor was joined at the announcement by DOT Commissioner Janette Sadik-Khan "Keeping our streets in good condition is an important priority for our Administration. Today we are marking a significant milestone for what really is a basic quality of life issue - good, safe streets. The change in weather we've seen over the past few weeks also brings about a change in road conditions with freezing and thawing often resulting in potholes," said Mayor Bloomberg, "As winter officially is upon us in a few days, I want to remind New Yorkers to help us by calling 311 to report potholes, which will allow us to get crews out to repair them quickly. Between 311 and our new SCOUT program, where crews out on the street report problems to specific agencies, we have seen a drastic reduction in the time it takes to repair a pothole." "DOT pothole repair crews are already out in the streets citywide, filling the potholes that were created by these latest freeze/thaw cycles - more than 70,000 in the past five months," said Commissioner Sadik-Khan. "Throughout the winter, there will be as many as 40 pothole crews available daily for road repair. Our crews fill the equivalent of 22 potholes every hour, 24 hours a day, 365 days a year. In spring, when paving resumes, we will increase the number of paving crews by 20%, from 10 to 12 citywide." DOT has repaired nearly 1.25 million potholes since 2002, and has 40 pothole crews available daily for road repair in winter months when paving crews are reassigned. There is traditionally a spike in pothole related calls and repair crews dispatched during winter months. The public plays an important role in eradicating potholes by reporting street defects to 311, which allows DOT to respond quickly. The Mayor's newly launched SCOUT program also notifies DOT of potholes - resulting in 1,300 being reported last month. As a result, pothole repair rates have improved substantially. Now, 99% are repaired within 30 days of being reported, up from 65% in 2002. Once notified of a pothole, DOT dispatches a crew that removes excess debris or material from the hole. Asphaltic cement is poured into the pothole, followed by a hot asphalt mixture. This material is compacted and the hole is again sealed with asphaltic cement to prevent water from penetrating the hole. This year, the Bloomberg administration increased paving funding by $11 million, from $97 million to $108 million, allowing for additional paving crews in the spring when paving resumes. Carlton Avenue in Brooklyn is one of the last paving jobs of the 2007 season. The DOT transformed the chaotic road into a two-way street with a tree-planted median, flanked by bike lanes to provide safety while calming traffic-all without the loss of street parking for nearby residents and businesses.

144 Appendix B-2: Press Release and Op-ed Examples For Immediate Release Bay Area Pavement Conditions Stalled in Fair Territory “Pothole Report” Spotlights Strategies for Safer, Greener Roads; Cites Need for Funding June 2011 Contact: John Goodwin - 510.817.5862 Randy Rentschler - 510.817.5780 Theresa Romell - 510.817.5772 OAKLAND, CA, June 22, 2011 . . .The condition of pavement on the Bay Area’s 42,500 lane-miles of local streets and roads is only fair at best, with the typical stretch of asphalt showing serious wear and likely to require rehabilitation soon. Data released today by the Metropolitan Transportation Commission (MTC) puts the region’s 2010 pavement condition index (PCI) score at 66 out of a maximum possible 100 points, as computed on a three-year moving average basis. This is unchanged from the 2009 reading, and is within two points of readings going back to 2006, leaving the region mired in a mediocre-quality range. The 2010 pavement assessment is contained in a new MTC report on the region’s streets and roads. TitledThe Pothole Report: Can the Bay Area Have Better Roads?, the report supplements the agency’s annual jurisdiction-by-jurisdiction ranking of the PCI scores of the Bay Area’s nine counties and 101 cities with a handy primer on the cost and life-cycle of pavement. The report looks at some of the key factors that affect the condition of our roads, and catalogs the persistent and daunting challenges that confront public works departments in the region, including a serious need for greater funding. On a somewhat brighter note, The Pothole Report spotlights trends and technologies that make it possible to imagine a future where roads are not only smoother, but also safer and greener. "The report documents the difficulties we face in maintaining our pavement, and identifies some promising new approaches,” said MTC Chair and San Mateo County Supervisor Adrienne Tissier. “That’s why we subtitled the report with a question. For a while now, the Bay Area has barely been holding its ground in terms of pavement quality. Clearly, we could do a better job. Whether we take the necessary steps is up to us as a region.” 1.1.1 Leaders and Laggards, by the Numbers The Bay Area jurisdiction with the highest-ranked pavement in 2010 was the city of Brentwood, with a PCI score of 86. This is the third straight year that this city in eastern Contra Costa County has finished at the top of the regional list. Brentwood’s 2010 score was a one-point improvement over its 2009 score of 85. Other top-ranked cities for 2010 (and their PCI scores) were: Belvedere, in Marin County (84); Dublin, in Alameda County (82); Los Altos, in Santa Clara County (82); and Foster City, in San Mateo County (81). At the other end of the scale, the Bay Area locality with the lowest-ranked pavement in 2010 was the Solano County city of Rio Vista, which had a PCI score of 42, down three points from its ranking in 2009. Other jurisdictions at the low end of the rankings (and their PCI scores) were Sonoma County (45 – up one point

Communicating the Value of Preservation: A Playbook 145 from 2009’s lowest-in-the-region PCI score of 44); Larkspur, in Marin County (45); St. Helena, in Napa County (46); and Orinda, in Contra Costa County (49). On the positive side, The Pothole Report highlights the very impressive efforts undertaken by the city of El Cerrito to improve the quality of its 145 lane-miles of city streets. Thanks to the 2008 passage of a half-cent city sales tax for a Street Improvement Program, plus a combination of bond funds and grant money, El Cerrito reduced its maintenance backlog from $21.2 million in 2006 to $500,000 last year, and boosted its one-year PCI score from 48 (poor) to 85 (very good) and its three-year moving average from 53 (at-risk) to 62 (fair). PCI scores of 90 or higher are considered “excellent.” These are newly built or resurfaced streets that show little or no distress. Pavement with a PCI score in the 80 to 89 range is characterized as “very good,” and shows only slight or moderate distress, requiring mostly preventive maintenance. The “good” category ranges from 70 to 79, while streets with PCI scores in the “fair” (60-69) range are becoming worn to the point where rehabilitation may be needed to prevent rapid deterioration. Because major repairs cost five to 10 times more than routine maintenance, these streets are at an especially critical stage. Roadways with PCI scores of 50 to 59 are deemed “at-risk,” while those with PCI scores of 25 to 49 are considered “poor.” These roads require major rehabilitation or reconstruction. Pavement with a PCI score below 25 is considered “failed.” These roads are difficult to drive on and need reconstruction. 1.1.2 New Developments, Fresh Thinking In addition to updating the PCI scores throughout the region, The Pothole Report provides a briefing on a couple of exciting developments in the pavement-management field that can help make roads greener and safer. “Cold In-Place Recycling” (CIR) is a highly promising technique, new to the Bay Area, in which specialized machinery cold-planes existing pavement to a depth of two to eight inches, pulverizes this removed pavement, mixes it with additives, and then replaces and smooths the mix back onto the roadway. While not appropriate for all local roadways, this repaving method has been shown to cut asphalt rehabilitation costs by 20 percent to 40 percent, and to reduce greenhouse gas emissions from pavement repair projects by eliminating the need to produce new paving material or transport it to the worksite. MTC recently awarded a $2 million grant through its Climate Initiatives Program to help finance a CIR demonstration project by Sonoma County and the city of Napa, with the intention of piloting the use of this technology for possible applications elsewhere in the Bay Area. The Pothole Report also endorses the concept of “Complete Streets,” a relatively new design approach for urban neighborhoods in which the entire streetscape, from sidewalk to sidewalk, is geared for safe access and use by pedestrians, bicyclists and transit riders, as well as motorists. Common elements typically include bike lanes, sidewalk bike racks, transit stops, pedestrian signals, street trees and curb ramps. “Building Complete Streets requires a somewhat larger construction investment,” commented MTC Chair Tissier, “but the benefits of this spending are spread to a wider spectrum of road users.” One study cited by the National Complete Streets Coalition found that designing for pedestrian travel by installing raised medians and redesigning intersections and sidewalks reduced pedestrian injury and fatality risk by 28 percent.

146 Appendix B-2: Press Release and Op-ed Examples 1.1.3 New Funding Needed to Avert Fiscal Pothole The potential benefits associated with these promising techniques are quite attractive, but with a regionwide average PCI score of 66, the Bay Area’s city streets and county roads are already close to the tipping point on the pavement life-cycle curve, after which pavement may decline rapidly and repair costs increase. The Pothole Report states that “predictable, long-term funding is imperative if cities and counties are to travel toward a pothole-free future.” At current funding levels, the report points out, pavement conditions in the region will deteriorate to an average PCI reading of 45 – in the “poor” range – by the year 2035. In order to bring Bay Area pavement up to a “good” condition (PCI of 75), the region would need to triple current maintenance expenditures, from the present level of $351 million a year to nearly $1 billion annually. “As the various levels of government look to renew and/or reauthorize funding measures and long-range plans,” said Tissier, “attention to the cost of maintaining streets and roads at a good state of repair should be a high priority.” MTC is the transportation planning, financing and coordinating agency for the nine-county San Francisco Bay Area. # # #

Communicating the Value of Preservation: A Playbook 147 The crucial connection between potholes and U.S. jobs  Posted Wednesday, Aug. 31, 2011 BY MATTHEW J. SLAUGHTER Special to the Star-Telegram Today in Dallas, the President's Council on Jobs and Competitiveness will convene a Listening and Action Session with local businesses. This session will focus on how American infrastructure supports American jobs. The issues to be discussed are all too familiar to many in Texas and throughout the country. An estimated 30 million Americans will soon be driving on America's highways en route to Labor Day gatherings with family and friends. Many motorists will encounter potholed on-ramps, rusting bridges, and congested roads. And while idling in these traffic jams, the thoughts of many will drift to America's still-fragile labor market: its 9.1 percent unemployment rate, with nearly 25 million unemployed or under-employed Americans. There is a crucial connection between potholes and unemployment. America's crumbling infrastructure is eroding America's competitiveness in the global economy by eroding America's ability to attract and retain global corporations and their high- productivity, high-wage jobs. This was not always so. Over much of the 20th century, America's strong infrastructure investment was a major factor attracting global corporations headquartered in other countries to invest and create jobs here. Rising U.S. standards of living were fueled by a strong infrastructure system that facilitated the growth of companies in America, both global and domestic alike: transportation systems to move people and products, electrical systems to power plants and offices, communications backbones to drive computers and creativity. By 2008, the U.S. subsidiaries of foreign companies employed over 5.6 million Americans -- nearly 2 million in manufacturing -- and exported $232.4 billion in goods. That's 18.1% of America's total. Today is very different. America's decaying infrastructure costs the typical American worker hundreds of hours in lost productivity. It also costs companies time and efficiency in moving their products around -- and also out of -- the country. This decay is particularly stark for global companies, whose executives are witness to the dynamism of emerging economies like China and India that present them with ever-widening choices for where to grow jobs and investments around the world. Yet at the same time, these global companies -- along with their U.S.-based counterparts -- are already on the job helping fund, build and operate infrastructure projects in America that are high-quality, efficient and green. They have a strong interest in a modernized infrastructure to maintain their success in this country and enable them to continue as a source of American job creation into the future. How global companies support American infrastructure can be seen right here in Texas. Consider the Texas Department of Transportation $224 million project to reconstruct State Loop 12 and State Highway 114 stretches along Loop 12, a project that is part of a bigger effort to alleviate bottlenecks on the many roads around the site of the former Texas Stadium. A significant number of trucks on the job come from Mack Trucks Inc., a widely recognized part of Sweden's Volvo Group, which employs more than 10,000 people nationwide. Or take the DFW International Airport Skylink. Supplied by Canada-based Bombardier, the fully automated people-mover system has been maintained by Bombardier since it opened in May 2005. More than 60 Bombardier-built vehicles are in service at DFW, shuttling passengers among connecting flights without needing re-screening and at an average ride time of

148 Appendix B-2: Press Release and Op-ed Examples less than five minutes. Bombardier operates and maintains similar systems throughout America, including at Houston's George Bush Intercontinental Airport. America today needs to create more than 10 million new jobs to restore full employment. The 109 million private-sector jobs in the U.S. today is the same number there were in summer of 1999. Whether we address this jobs crisis will depend a lot on whether we address the infrastructure crisis. Not improving America's infrastructure will mean the erosion of America's global competitiveness, and with that the loss of future American jobs and related investments to other countries. Today's Listening and Action Session will hopefully be one step in avoiding this future. Beyond that, Congress must pass comprehensive infrastructure legislation now to support America's competitiveness. In particular, Congress must ensure that sufficient funds are dedicated to this urgent issue. Americans stuck in Labor Day traffic understand this challenge of building infrastructure to build jobs. This connection should be on the minds of policymakers and business leaders in Dallas today as well. Matthew J. Slaughter is professor and associate dean at the Tuck School of Business at Dartmouth. He also is economic advisor to the Organization for International Investment, of which Bombardier and Volvo are members.  

Communicating the Value of Preservation: A Playbook 149 August 11, 2011 Transportation Spending Is the Right Stimulus China and Brazil are surpassing us with state-of-the-art ports and roads. By ED RENDELL And SCOTT SMITH During this time of economic uncertainty and record federal deficits, many question why America should invest aggressively in infrastructure. The answer is simple: Whether it involves highways, railways, ports, aviation or any other sector, infrastructure is an economic driver that is essential for the long-term creation of quality American jobs. Unfortunately, our position as the world leader in infrastructure has begun to erode after years of misdirected federal priorities. When it comes to transportation, Washington has been on autopilot for the last half-century. Instead of tackling the hard choices facing our nation and embracing innovations, federal transportation policy still largely adheres to an agenda set by President Eisenhower. As a result, American citizens and businesses are wasting time, money and fuel. According to the Texas Transportation Institute, in 2009 Americans wasted 4.8 billion hours sitting in traffic at a cost of $115 billion and 3.9 billion wasted gallons of gas. Meanwhile, nations around the world are investing in cutting-edge infrastructure to make their transportation networks more efficient, more sustainable and more competitive than ours. These investments have put them on a cycle of economic growth that will improve their standard of living and improve their citizens’ quality of life. Building America’s Future Educational Fund, a national and bipartisan coalition of state and local elected officials, of which we are members, recently issued a report on the subject, “Falling Apart and Falling Behind.” It offers a sobering assessment of transportation-infrastructure investments in the U.S. as compared to the visionary investments being made by our global economic competitors. As recently as 2005, the World Economic Forum ranked the U.S. No. 1 in infrastructure economic competitiveness. Today, the U.S. is ranked 15th. This is not a surprise considering that the U.S. spends only 1.7% of its gross domestic product on transportation infrastructure while Canada spends 4% and China spends 9%. Even as the global recession has forced cutbacks in government spending, other countries continue to invest significantly more than the U.S. to expand and update their transportation networks.

150 Appendix B-2: Press Release and Op-ed Examples China has invested $3.3 trillion since 2000, for example, and recently announced another $105.2 billion for 23 new infrastructure projects. Brazil has invested $240 billion since 2008, with another $340 billion committed for the next three years. The result? China is now home to six of the world’s 10 busiest ports—while the U.S. isn’t home to one. Brazil’s Açu Superport is larger than the island of Manhattan, with state-of-the-art highway, pipeline and conveyor-belt capacity to ease the transfer of raw materials onto ships heading to China. To get our nation’s economy back on track, we must develop a national infrastructure strategy for the next decade. This policy should be based on economics, not politics. Washington must finally pass a reauthorized multiyear transportation bill; target federal dollars toward economically strategic freight gateways and corridors; and refocus highway investment on projects of national economic significance, such as New York’s Tappan Zee Bridge across the Hudson, where capacity restraints impose real congestion and safety costs in an economically critical region. It is also time we create new infrastructure financing options, including a National Infrastructure Bank. Many of these new programs, using Build America Bonds, for instance, can be paid for with a minimal impact on the federal deficit. The government's continued neglect of infrastructure will consign our nation and our children to economic decline. Rebuilding America’s future cannot be a Democratic or Republican political cause. It must be a national undertaking. And if it is, there will be no stopping us. Let’s get to work. Mr. Rendell, a Democrat, was governor of Pennsylvania from 2003 to 2011. Mr. Smith, a Republican, is the mayor of Mesa, Ariz., and vice chairman of the U.S. Conference of Mayors. Both are members of Building America’s Future Educational Fund. A copy of the report can be found at: www.BAFuture.org

Communicating the Value of Preservation: A Playbook 151 Source:
Building
America’s
Future
Educational
Fund
(www.BAFuture.org)

 For
Immediate
Release:
August
8,
2011 Contact:
Laura
Braden,
615‐891‐8433,
lbraden@mercuryllc.com


 Bipartisan Coalition Releases Infrastructure Report:  “Falling Apart and Falling Behind”  Details Declining State of American Infrastructure and How America is Lagging Behind  International Competitors in Strategic Infrastructure Investments    Outlines a Series of Recommendations for Crafting New Innovative Transportation Policies to  Spur Economic Growth 
 WASHINGTON, DC
–
Building
America’s
Future
Educational
Fund
–
a
bipartisan
and
national
 infrastructure
coalition
co‐chaired
by
Mayor
Michael
Bloomberg
(I‐NYC),
former
Governor
Ed
Rendell
(D‐ PA)
and
former
Governor
Arnold
Schwarzenegger
(R‐CA)
–
today
released
a
new
report
that
lays
out
the
 economic
challenges
posed
by
America’s
ailing
infrastructure.
“Falling
Apart
and
Falling
Behind”
also
 provides
a
comparative
look
at
the
smart
investments
being
made
by
international
economic
 competitors
and
suggests
a
series
of
recommendations
for
crafting
new
innovative
transportation
 policies
in
the
United
States
that
will
spur
economic
growth.
 

 “There
are
always
excuses
to
delay
tough
decisions,
but
the
time
has
come
for
the
U.S.
to
commit
to
a
 long‐term
infrastructure
revitalization
plan
that
invests
at
least
$200
billion
a
year,”
said
former
 Governor
Ed
Rendell
(D‐PA),
co‐chair
of
Building
America’s
Future.
“It
should
focus
on
transportation
but
 should
also
include
our
water
and
wastewater
systems,
our
dams,
our
electric
grid
and
our
broadband
 system.
At
a
time
when
our
nation
is
crying
out
for
job
creation,
this
plan
can
produce
millions
of
good‐ paying
American
jobs
over
a
sustained
period
of
time.”
 
 “In
Washington,
everyone
is
talking
about
the
need
to
fix
the
economy,
but
our
long‐term
economic
 prospects
will
only
get
weaker
the
longer
Congress
allows
our
infrastructure
to
crumble,"
said
Mayor
 Bloomberg
(I‐NYC),
co‐chair
of
Building
America's
Future.
"As
Congress
stands
idly
by,
our
competitors
 around
the
world
are
racing
ahead
–
especially
when
it
comes
to
building
modern
transportation
 networks.
Washington
needs
to
get
into
gear
transforming
our
infrastructure
or
else
our
economy
will
 be
stalling
out
for
decades
to
come."
 
 "The
single
most
important
challenge
facing
Washington
today
is
making
sure
that
America
remains
the
 economic
powerhouse
that
it
has
been
for
generations,
and
to
do
that,
Congress
must
lay
out
a
bold
 infrastructure
vision,”
said
former
Governor
Arnold
Schwarzenegger
(R‐CA),
co‐chair
of
Building
 America’s
Future.
“This
issue
is
as
crucial
to
our
future
as
the
national
debt
and
entitlement
reform.
This
 report
should
inspire
Congress
to
take
real
action
on
infrastructure
and
make
it
a
national
priority.”
 


152 Appendix B-2: Press Release and Op-ed Examples The
report
explains
how
international
economic
competitors
are
sprinting
ahead
of
the
U.S.
and
outlines
 the
case
for
creating
a
blueprint
to
transition
to
a
high‐tech
transportation
network
for
the
21st
century.
 The
report
also
contains
many
sobering
statistics
detailing
how
the
U.S.
is
falling
behind
including:
 
 • U.S.
infrastructure
has
fallen
from
first
place
in
the
World
Economic
Forum’s
2005
economic
 competitiveness
ranking
to
number
15
today;


 
 • China
now
boasts
six
of
the
world’s
top
ten
ports
–
and
none
of
the
top
ten
are
located
in
the
 U.S.

The
Shanghai
port
now
moves
more
container
traffic
a
year
than
the
top
seven
U.S.
ports
 combined;

 
 • The
U.S.
has
the
world’s
worst
air
traffic
congestion—a
quarter
of
flights
in
the
U.S.
arrive
more
 than
15
minutes
late,
and
the
national
average
for
all
delayed
flights
in
the
U.S.
(about
56
 minutes)
is
twice
that
of
Europe’s
average;
 
 • There
are
more
than
15,000
miles
of
true
high‐speed
rail
in
operation
around
the
world
–
 essentially
none
of
which
is
in
the
U.S.;
 
 • The
U.S.
is
one
of
the
only
leading
nations
without
a
national
plan
for
public‐private
partnerships
 for
infrastructure
projects
or
a
National
Infrastructure
Bank
to
finance
large‐scale
projects
and
 leverage
private
capital.
 
 The
final
section
of
the
report
is
a
set
of
recommendations
for
moving
the
economy
forward
through
 strategic
investments
in
infrastructure
including:
 
 • Develop
a
long‐term
national
infrastructure
strategy
that
makes
choices
based
on
economics,
 not
politics.
 
 • Pass
a
robust
transportation
bill
that
focuses
investment
on
projects
that
will
increase
economic
 return
and
mobility
while
reducing
congestion
and
pollution.
Such
a
bill
will
put
Americans
back
 to
work
and
make
the
U.S.
more
competitive
in
the
global
economy.
 
 • Be
both
innovative
and
realistic
about
how
to
pay
(including
the
establishment
of
a
National
 Infrastructure
Bank)
and
looking
at
all
long‐term
revenue
generating
options
including
 congestion
pricing,
carbon
auctions,
fees
based
on
miles
traveled,
and
–
once
the
economy
 recovers
–
an
updated
gas‐tax.



 
 • Promote
accountability
and
innovation
by
setting
clear
criteria
for
all
funding;
encouraging
 innovation
by
states
and
the
country’s
largest
cities
through
competitive
grants;
and
carefully
 auditing
the
results
to
ensure
projects
are
completed
on
time,
on
budget,
and
yielding
promised
 results.
 
 For
the
full
report
and
more
information,
please
visit
www.BAFuture.org/Report.

 
 #
#
#
 

 For more information, please visit www.BAFuture.org. For the latest infrastructure news, please follow  us on Twitter (www.twitter.com/BAFuture), Facebook (www.facebook.com/BuildingAmericasFuture),  and YouTube (www.youtube.com/BAFInfrastructure)