American Society Of Civil Engineers

At the last year of college, I took construction management specialisation and worked as a junior researcher in Center for Sustainable Infrastructure Development University of Indonesia (CSID-UI). As a fresh graduate, I decided to pursue my career in infrastructure by joining Cardno Emerging Markets (Australia) Pty Ltd since 2 October 2017. Working as an assistant engineer in international consultant leads me to broaden my perspective in managing Indonesia’s infrastructure asset, in National Roads Delivery team, we analyse pavement and bridge condition to be stored in a cloud storage namely JunoViewerWeb. Obviously, every day is a learning process throughout my lifetime experiences both on campus and workplace, then instead of feeling satisfied with my bachelor degree, I intend to enhance my knowledge and skill to improve the better sustainable infrastructure for my country’s future by taking a higher level of

Warrant: This is true because American Society of Civil Engineers have given America's roads a grade of D in road quality.

Mike Parker is the US Infrastructure Advisory Leader of Ernst & Young Infrastructure Advisors, LLC, an affiliate of Ernst & Young LLP. Based in Philadelphia, he advises on finance, procurement, business strategy and public-private partnerships (PPP) for large-scale infrastructure projects and programs. Selected as one of Mass Transit magazine’s “40 Under 40,” Mike has taught workshops, written articles and served as a speaker at numerous transportation, infrastructure and financial forums.

According Edmonton’s 2012 budget report, almost all municipalities across Canada face a significant infrastructure deficit. Neighborhood renewal occurred periodically with funding from other orders of government, yet it failed to address the full life-cycle requirements of preventative maintenance, rehabilitation, and reconstruction. Over time, the condition of roads, sidewalks and sewers deteriorated, resulting in more frequent collapsed sewers, increased sidewalk hazards, and dramatically increased maintenance like pothole repairs. The Office of Infrastructure and Funding Strategy highlighted the need for ongoing funding for neighborhood infrastructure to overcome an anticipated $2.2 billion funding gap in neighborhood roads and related infrastructure.

Because of the poor state of the economy the care American infrastructure has been ignored, which poses a danger to everyone that come in contact with it. Recent disasters have reminded many how important the care of American infrastructure is. America’s infrastructure gets a grade of “D” from the American Society of Civil Engineers (ASCE), which recommends that we spend $2.2 trillion on repairs and maintenance. “Much of America is held together by Scotch tape, bailing wire and prayers,” says director of the Fels Institute of Government at the University of Pennsylvania. But with the country no longer swimming but drowning in debt the upkeep of things such as roads and bridges, which we use every

In which the last time this occurred, was during President George W. The Bush administration in 2005 when signed the Safe, Accountable, Flexible, Efficient Transportation Equity Act. Unfortunately, it was not enough federal assistance for the United States infrastructure. Before President Barack Obama signed off on the FAST Act, the United States infrastructure was in turmoil. The American Society of Civil Engineers (ASCE) estimates that the country would need to spend $1.6 trillion in the next five years to bring the country's infrastructure to an acceptable minimum standard (Goldhagen,

Throughout the course of history there have been many advances in the world of infrastructure, mostly occurring in the 1800’s and the 1900’s. Infrastructure is defined as the basic physical and organizational structure needed for the operation of a society or enterprise, or the services and facilities necessary for an economy to function. This definition shows how important infrastructure is to people’s lives today. It affects how people live, travel, and communicate with one another. Three men who made huge contributions in the world of infrastructure were Robert Moses, Richard Ravitch and Othmar Hermann Ammann. All three of these men were involved in designing numerous landmarks, highways, bridges, tunnels, and other forms of infrastructure that today we take for granted. Although all of these men were involved in infrastructure in the New York metropolitan area, their contributions, personalities, and the public’s opinion of them were all different.

During the early 1940s President Franklin D. Roosevelt commissioned “the Manhattan Engineer District, U.S. Army Corps of Engineers” to start the creation of the United States wartime atomic bombs (Findlay & Hevly, 2011, p. XI). Dubbed the Manhattan Project, the area of Hanford, Washington became the new plutonium factory after the federal government acquired “670-square-mile reservation” (Findlay & Hevly, 2011, p. XI). This reservation was made up of private land holdings, but became condemned for the government to start its build. Near the mid-1940s the first reactor, Hanford’s B, started producing plutonium, then was shortly followed by three more plutonium reactors (Findlay & Hevly, 2011, p. XI). In order to keep the secrecy of the

US Army Corps of Engineers (USACE) is part of the US federal government and the US military providing project management and construction management services for the US military. It has staff consists of more than 30,000 civilians and 600 soldiers. USACE is the world's largest public engineering, design and construction governing body. In October 2006, USACE issued a 15-year BIM roadmap plan for the adoption and implementation of BIM technology. In fact, before the release of the roadmap plan, USACE has already taken several steps leading the way to BIM. USACE's first BIM project is the design and management of Unaccompanied Enlisted Personnel Housing Project in Seattle using Bentley's BIM software. Then in November 2004, USACE implemented

This magazine article will look into the financial implications of our infrastructure. Both the current need and our future spend will be broken down. This will show the possibility of national economic expansion by creating jobs in industries such as highways, bridges, waterways, and electric grids. Billions of dollars a year are spent in emergency costs. There is currently not enough man power to sustain that need.

Due to nearly constant internal and external conflict, Afghanistan’s infrastructure is in a constant state of disrepair and rebuilding. The country has limited network of paved roads, with the main artery Highway 1, circling the country. Nearly two thirds of the country’s population lives within 30 miles of the road (Sieff). Recently, the government of Afghanistan has shown an inability to maintain the roads, due mostly to inexperience and lack of funds. While some of the deterioration happens because of

The Obama administration must conduct a single comprehensive assessment of our nation’s infrastructure. This survey would link the information that already exists within the agencies so it would look systematically at the needs and vulnerability of U.S. transportation, electricity, water, ports and other strategic infrastructure and identify pressing infrastructure needs nationwide. The survey would then help the administration develop a strategy to promote efficient and rapid deployment of advanced infrastructure at the national

Our transportation system, quite arguably, may embody our most vital system, as Infrastructure and Democracy clarifies, “access is the hallmark of a great infrastructure” (Jones, Reinecke). By great contrast, our roads remain a current issue. 42 percent of America’s urban highways remain congested, costing the United States 101 billion dollars in wasted time and fuel each year. Also, the32 percent of roads, in poor or mediocre condition, cost the average traveler $324 per year (American Infrastructure Report Card). Unfortunately, updating the highway systems seems longer than it may seem, as the Government Accountability Office (GAO) estimates that from proposal to completion most highways will need nine to nineteen years to fix (Leduc, Wilson 129). In addition to the roads, our bridges are failing just as much. One of every nine bridges within the United States is categorized as structurally deficient. The average bridge 42 years old, and in order to eliminate the bridge renovation backlog, our country would need to invest twenty and a half billion dollars until 2028 (American Infrastructure Report Card). However, in 2013, the United States only invested 12.8 billion dollars in bridge reconstruction and repair (American Infrastructure Report Card). Also, our countries transit

By the late 1800s, the world’s first coal powered electric generator was made, the world’s first electric light was used, and the world’s first hydroelectric plant was utilized. A few years later a new type of fuel was becoming well-known, petroleum. Initially it had been an inconvenience for polluting water but by the end of the century oil, turned into gasoline, powered up engines. With the spread of economical gas cars and electricity, society’s energy use rapidly increased. Power plants became massive and power lines stretched out from hundreds of miles between cities, even during The Great Depression. After World War II, the use of energy was quickly doubling every 10 years and it concerned no one.

Failure of these structures could restrain transportation, results reducing economic benefits and gross domestic product (GDP). Figure 1, illustrate the main causes of transportation infrastructure structural deterioration, for NSW, Australia.