Kiewit’s Post

As the Infrastructure Investment and Jobs Act approaches its four-year mark, the U.S. Dept. of Transportation has recently announced the selection of $4.2 billion in grants for a variety of infrastructure projects. These grants, totaling 44 projects in all, cover a diverse range of highway, bridge, port, and other infrastructure initiatives. Among the recent grant awards, $1.7 billion has been allocated to eleven projects under the National Infrastructure Project Assistance program, while 33 projects fall under the Infrastructure for Rebuilding America program. Notably, three projects have received grants from both programs, including enhancements to Grand Avenue in Phoenix, a replacement for the Washington Bridge North on Interstate-195 in Rhode Island, and the CREATE rail project in Chicago. #InfrastructureInvestment #USDepartmentofTransportation #InfrastructureProjects #IIJAgrants

Queensland’s Deputy Premier Cameron Dick has revealed the Government’s $107 billion Big Build capital program, which will deliver a range of projects including transport infrastructure. This investment reflects the ramping up of construction on the Miles Labor Government’s Queensland Energy and Jobs Plan, rail and road upgrades and hospital infrastructure program. Of the record $107 billion Big Build, more than $27 billion in capital works will be delivered next financial year alone.

Why U.S. Infrastructure Costs Are So High – And How to Fix It The U.S. spends far more on infrastructure projects like highways and railways than other countries. A 2022 report shows the U.S. spends over three times as much on highway projects compared to other nations. A recent study from Yale, Columbia, and UC Berkeley highlights two major reasons behind these inflated costs: Understaffed State DOTs: When state Departments of Transportation (DOTs) are understaffed, they rely heavily on costly external consultants. The study found that states with more DOT employees can reduce infrastructure costs by 16%, while increased use of consultants can add up to 20% to project expenses. Lack of Competition: Fewer firms are bidding on U.S. projects, driving up prices. Increasing outreach to bidders could lower project costs by 17.6%. Even adding just one more bidder to a project can cut costs by 8.3%. Additionally, poor planning leads to expensive change orders during construction, adding further to the costs. Addressing these issues by strengthening DOT staffing and promoting more competition could save billions in infrastructure spending every year.

What makes infrastructure one of the few things we can all agree on? It’s simple—everyone benefits. The Bipartisan Infrastructure Law couldn’t have a more fitting name. It recognizes that infrastructure isn’t about political divides—it’s about coming together to invest in what matters for our future. The Capital Southeast Connector is a perfect example of this. Stretching 34 miles, the project crosses three congressional districts, each with representatives who have different interests but are united in their support for regional infrastructure. The passage of the Bipartisan Infrastructure Law marked a historic moment for our nation’s infrastructure. It’s a recognition that investing in roads, bridges, flood protection, and clean drinking water isn’t just about today—it’s about securing the future for the next generation. Infrastructure is the backbone of the economy, and without it, growth stalls. Just as the infrastructure from 100 years ago has faded, it's now our generation's turn to build the facilities that will sustain our communities for decades to come. Every investment in infrastructure is an investment in our future, and the Connector project is a key piece of that puzzle for our region.

Today the National Infrastructure Commission published its Infrastructure Progress Review 2024. Yet there is nothing really new here. More needs to be done. A lot more. Many of the recommendations tie in the Civil Engineering Contractors Association (National) has been championing for the long-term. Could all these problems could be solved if the National Infrastructure Commission was put on its originally proposed #statutory #footing? https://lnkd.in/edNnYtva

🌟Exciting News for Civil Engineers!🌟 The UK government is gearing up to launch a consultation with private firms on its ambitious 10-year infrastructure strategy. 🏗️ Announced by Darren Jones, Chief Secretary to the Treasury, this move aims to bring long-term stability to infrastructure planning—something we've desperately needed after years of inconsistency. This is a golden opportunity for those in the civil and structural engineering fields to provide valuable input and help shape the future of our country's infrastructure. Imagine being part of projects that define the next decade! Jones emphasized that this strategy will be directly aligned with public financing decisions, ensuring its feasibility and impact. The consultation is expected to kick off before the Budget on 30th October, with long-term infrastructure budgets being settled then. Plus, Labour's new Infrastructure Forum is in action, led by industry and government heavyweights striving to streamline project delivery. With polling showing 40% of Brits believe our infrastructure delivery has worsened over the past decade, there's no better time to engage and innovate. 🚀 What are your thoughts on this new direction for UK infrastructure? Let's discuss in the comments! 💬 #CivilEngineering #InfrastructureUK #UKProjects

The infrastructure bill is working! I'm starting to see first hand my projects that benefited from infrastructure funding go through construction and the extra funding has benefitted the NMDOT in a few ways. 1. We were able to use that extra infrastructure money to ensure that bridge preservation and rehab projects have enough funding to cover the entire scope of preventative maintenance, rather than addressing only the items in poor condition. We can prevent the deterioration of good and fair elements while we are remedying items in poor condition. This means a longer period of time before we need to revisit a bridge. 2. We are able to do more comprehensive rehab on bridges that have widespread poor/fair elements instead of Band-Aid treatments. Deck patching a bridge that already has numerous patches will only buy you a couple of years before you are patching again. A deck replacement will give you 25+ years before maintenance is required. 3. We have used infrastructure money to address bridges that are within roadway paving projects. Instead of separate projects, we can rehab and maintain bridges in the same project and traffic control as a roadway project. Reducing inconvenience to motorists and reducing the cost of an extra mobilization and traffic control. 4. We can be proactive about protecting bridge elements from environmental risks. I had a project where we used infrastructure money to armor piers in a creek that can see massive flows when it rains. We didn't wait until scour affected the structural capacity of the piers. We proactively protected our asset. In general a sustained commitment to infrastructure funding will always be more efficient than periodic large influxes of money. It allows engineers and contractors to scale up to meet the demand of infrastructure projects. But this influx of money is being put to use to protect and rebuild our bridges. And if you don't believe me, I am happy to take you to one of my projects and show you how this looks on the ground. #Infrastructure #InfrastructureBill

BREAKING: Calgary Construction Association Dismayed by Further Delays to Green Line LRT Due to Provincial Funding Pull, Warns of Risk Precedent for Future Provincially Funded Projects Calgary, AB – September 5 – The Calgary Construction Association (CCA) expresses deep dismay and concern over the recent announcement that the Green Line LRT project will face further delays due to a pull in the Province’s funding. The Green Line LRT project, which has long been heralded as a transformative infrastructure project for Calgary, now faces an uncertain future, putting jobs, economic growth, and the city’s transportation infrastructure at risk. The Provincial Government’s abrupt decision to reduce its financial commitment to the Green Line project is a significant setback not only for Calgary’s construction industry but also for the broader community that has been anticipating the benefits of this vital transit expansion. The Green Line, envisioned to be Calgary’s largest infrastructure project, has already faced numerous delays, and this latest development only compounds the challenges. Moreover, the Provincial Government's decision to unilaterally claw back funding for the Green Line LRT sets a concerning precedent for all future infrastructure projects across Alberta. This move sends a clear signal that no project, regardless of its scope or significance, is safe from unexpected funding cuts. The resulting uncertainty introduces a huge element of risk for contractors and businesses involved in provincial projects, undermining confidence in the stability and reliability of government commitments. If this trend continues, it could jeopardize future investments, delay critical infrastructure developments, and hinder economic recovery efforts across the province. Read the full release here: https://lnkd.in/dm7z6qDF -30- #Calgary #Construction #GreenLineLRT #Transit #Infrastructure

An interesting read last week on the future of large Infrastructure projects. #Reed #Property #Construction #Infrastructure

The call from Costain's CEO for a dedicated Infrastructure Minister underscores a pivotal moment for the UK's construction sector. Amid heightened efforts to expedite major infrastructure projects, the suggestion for cabinet-level oversight suggests a transformative approach to tackling the challenges of infrastructure delivery. As the UK gears up for its upcoming general election, the construction industry finds itself at a crossroads, seeking more efficient and productive ways to advance the nation's infrastructure.