Tag Archives: maintenance

Living without electricity

Living without electricity for a while helps to focus the mind on how we rely on our infrastructure and our ability—or lack thereof—to make reasoned choices about that reliance.  Hurricane Irene swept up the mid-Atlantic coast on a weekend, likely reducing the storm’s impact on most businesses.  Forecasters did a nice job, giving plenty of warning of the approaching winds and rain, and many people seem to have been prepared for some inconvenience.  The hurricane’s actual path probably reduced the amount of damage at actually occurred, at least until the eye of the storm went inland and through New England to produce devastating floods.

Even so, disruption was extensive. Amid blowing winds and a torrential downpour, the power went out at my house at about 3 am Sunday morning.  A neighbor reported seeing the flashes of what we assumed to be the pole-mounted equipment blowing as downed branches and trees shorted out the overhead wires.  Baltimore Gas and Electric (BGE), the utility serving us, reported that some 750,000 of its 1.23 million customers in the region lost service. The public relations folks claim that crews have been brought in from as far away as Kentucky to help with repairs.

At home and still without power more than 72 hours later, I am able to use my laptop and communicate with the world thanks to cellular telephone service and 100 feet of extension cord plugged into my neighbor’s house across the street. His side of the block did not fail.  We plugged in the fridge, have a gas range and good supply of candles; I must admit that many others are suffering much more than we are at the moment.

At least three aspects of the situation nevertheless bother me.

First there is the customer service.  While BGE messages to customers claim they are working “around the clock,” local news reports that the repair crews shut down for the evening at 8 pm; the statistics reported for restorations of power show clearly there was no overnight progress. Four days since BGE claims to have started storm operations, more than 20 percent of customers who lost power are still in the dark.  Our local food market could not open and had to throw away thousands of dollars’ worth of spoiled goods.  The planned Monday opening for the city’s schools had to be pushed back to Wednesday.  I don’t think it is unreasonable to expect the utility to work around the clock to restore full service.  I don’t think it is unreasonable to expect that parts and materials should be available within a 2-day period from other parts of the continent to accommodate these foreseeable emergency demands.  Yet I cannot take my business elsewhere and there is no apparent way that failures of customer service will influence the company’s profitability or its executives’ income.

Second is the facility system.  Electricity is delivered to my city neighborhood and much of the region by overhead wires. Many storms far short of hurricane intensity cause frequent power interruptions. (To the BGE’s credit, my impression is such outages tend to be fixed within 4 to 6 hours, regardless of when and under what weather conditions they occur; this seems to me a reasonable standard.  Why are utilities and other infrastructure providers not required to make their performance statistics public, with standardized definitions and measurments?) While my definitely-leafy part of the city is less dense than many, I do not really understand why the poles have not been retired and the wires placed underground.  I know the initial cost would be high, but I not convinced it would not be more than offset by the avoidable out-of-pocket and inconvenience costs I pay for recurring outages and reductions in the utility’s maintenance expenses. I suspect that the idea of moving to underground installations throughout the city is made unattractive by utility accounting and regulatory systems (increased investment in fixed capital), not to mention the public-relations and political headaches of using cutting into city streets or securing private easements and connecting to each house and shop.  Nevertheless, I believe we should not have to consolidate to Manhattan-style densities to warrant the investment.

Finally, there is the thought of what the future may hold.  If costs for such new technologies as fuel cells, photovoltaic installations, and wind-powered generators continue to decline, as I expect they will, I think small customers located in less-dense areas will decide to cut their ties to the power grid.  Large corporate utilities will deal primarily with large consumers, whether they be businesses or multi-unit residential cooperatives and condominiums. A future in which a large fraction of households can meet their domestic energy demands from locally-supplied sun, breezes, and digested grass clippings and leaf collection is arguably more sustainable than what we now have, but it does imply maintaining what many people now call “sprawl.”

Our roads, our legacy

The nation’s network of roads, taken together, is the legacy of investments made over the course of many decades. The legacy includes land committed to enabling people and goods to be moved from place to place, and with that land forests and grasslands cleared, streams diverted, and flora and fauna displaced. Added to these natural resources are concrete, steel, and other materials, and the human labor of planning and construction to produce the pavement and bridges, signs and signals, guardrail and rest areas that daily carry millions of vehicles.

Despite the efforts of clever analysts, there is no authoritative appraisal of this legacy’s current value. That the legacy has any value at all is a proposition based on our society’s desire for access and mobility and our adoption of  economics as a way of understanding and directing our behavior.  The protracted discussions in the U. S. Congress and many state legislatures concerning how we pay for roads and government’s role in their management is a reflection of our lack of consensus on the value of the legacy and what we should do with it in the future.

It’s as though we are beneficiaries gathered for the reading of the will following the demise of a wealthy relative. We’ve inherited a family estate and now must decide what’s to be done with the property.  Is there a substantial bank account, stocks and bonds?  Do any of us want to live in the mansion; can we afford it?  What’s to be done with the art collection?  Is the land still to be farmed or subdivided for development?  Can the gardens and fen be conserved?

Our legacy is a diverse collection of assets.  The fundamental questions facing us are whether to use these assets to realize the greatest return to the beneficiaries or to keep the legacy intact at the lowest cost.  We may seek advice from the financial advisers, groundskeepers, curators, and other staff who have cared for these assets in the past.  The answers will depend, however, on what we judge to be important, what we think we can afford to do, and how well we can agree among ourselves.  It’s all very complicated.

These are the issues facing the people who take responsibility for managing our roads  For more than a century the network was growing as the nation moved across the continent and trucks and cars began to compete with trains, wagons, and trams as primary means for moving from place to place.  Today we have more than 4 million miles of public roads in the 50 states, District of Columbia, and Puerto Rico, according to the U. S. Department of Transportation; about 2.7 million miles of these roads are paved. The strategic core of the network is the National Highway System (NHS), about 160,000 miles of paved roads judged to be important to the nation’s economy, defense, and mobility. Within the NHS, the Interstate Highway System, inaugurated by President Eisenhower in 1956, accounts for just over one-quarter of that, about 47,000 miles.  While the Interstates represent just over 1% of the nation’s road mileage, they carry about 25% of the nation’s traffic, measured by vehicle-miles of travel. (1)

We have reached a point where the demand for new roads nationwide has been largely satisfied. Additional capacity would be welcome in some places where population and jobs are growing, and this means adding lanes and upgrading standards on some routes. Substantial revisions of facilities will be wanted in other areas to enhance livability and improve safety, for example replacement of Seattle’s Alaska Way Viaduct with a tunnel. It may be that we will choose in coming years to make substantial new investments in rail transit and other forms of mass transportation, and this may necessitate alterations in communities’ roads.  But in much of the nation the primary task facing the people responsible for our roads will be managing our legacy assets.

When it comes to roads and other public works, the job of “asset management” has come to mean primarily looking after the facilities’ condition and maintenance to ensure they can provide the services for which they were constructed.  Other than re-purposing a freeway lane for use by high-occupancy vehicles only, dedicating road right-of-way for transit use or installation of fiber-optic cable, or converting abandoned rail lines to bicycle trails, road assets are not particularly fungible, that is, easily converted into other forms of assets. (Stock markets, for example, make it possible for owners to easily exchange shares for cash and vice versa.)  The nascent market in private-sector leasing and operation of toll roads (the Chicago Skyway, for example) and other facilities are a step toward encouraging infrastructure asset managers to think about how the value of  might be redeployed to increase public benefit, but we are still a long way from managing a road system as though it were a mutual fund.   In the meantime, asset preservation seems to be the primary objective, simply making sure that everything is still presentable and in working order when the family finally decides what to do.

(1) See http://www.bts.gov/publications/national_transportation_statistics/html/table_01_04.html,
http://www.fhwa.dot.gov/policy/2008cpr/es.htm

Infrastructure Maintenance and Sustainability

Infrastructure needs maintenance; there’s no escaping it.  Storm-water drains get clogged with trash and debris; they must be cleaned out.  Steel bridges must be repainted from time to time to keep corrosion at bay.  If the joints and cracks in pavement are not kept sealed, water seeps into the soils underneath the slab and erodes the road’s load-carrying capacity.  Water purification filters must periodically be cleaned to keep doing their job.  Burned-out lights must be replaced. When a meter breaks, a guardrail is destroyed, or a pipe cracks, it must be fixed, patched, or replaced.  Failure to perform needed maintenance diminishes infrastructure’s performance or reduces its service life or both.

While maintenance is important—indeed crucial—it is often neglected.  Day-to-day maintenance activities have not the scale and scope to attract and hold people’s attention the way new construction does.  Politicians do not get to cut ribbons and shake hands when maintenance is successfully completed.  When budgets are tight or workloads are heavy, it too often seems easy to put off maintenance without immediately serious consequences.  It is often easier for infrastructure managers to find resources for repairs and replacements than for normal maintenance and preservation efforts.  This problem of maintenance is ubiquitous and seemingly unavoidable.

We should know better. We have those old sayings: “A stitch in time saves nine.”  “For want of a nail” to shoe the king’s horse, the war and kingdom are lost. Deferring and neglecting maintenance increase the rate of wear and tear on infrastructures, increase the chances of an early breakdown.  The costs of premature repairs and replacements exceed what it would have cost to do the maintenance.  Infrastructure professionals speak of the “life cycle cost” of infrastructure, the total of all spending required to build and operate facilities to provide the services we want for an expected number of years; neglecting maintenance almost inevitably is more costly.  “Pay me now or pay me later.”

Knowing that our tendency is toward neglect, we try to design and construct facilities that need as little maintenance as possible.  It may be argued that this strategy increases life-cycle costs, for example when labor is abundant or capital is scarce, but human nature makes it a wise one.  This then is the first step toward sustainable infrastructure: it should not require much care.

While maintenance requirements may be minimized, it is unlikely they can be altogether eliminated for most infrastructures.  The second step toward sustainability is to ensure that required maintenance is carried out.  This is a matter of social and institutional relationships.  Roman roads and aqueducts were kept up through military supervision under strong central government control. A monastic clergy served the function very well for the Roman Catholic Church’s network of European cathedrals and shrines during the Middle Ages and Renaissance. The Balinese water temples have successfully maintained the structures and operating rules safeguarding rice production on the Indonesian island.  The demands many universities make of major donors, that anyone wishing to support construction of a new building must also be willing to donate funds to endow maintenance of that building and its grounds is a modern adaptation of such practices.

But even with proper maintenance, infrastructures age and components wear with usage.  Earthquakes, storms, and evolving patterns of use, while possibly anticipated in general, may cause unpredictable specific damage at unpredicted times.  The third step toward truly sustainable infrastructure then is this: it must be possible to fix it quickly and with relative ease when it fails.  The designers of San Francisco’s Bay Area Rapid Transit, for example, recognizing the risk that seismic activity might shift the soil and rock through which tunnels were built, arranged for excavation of larger chambers where a tunnel crossed a fault line, to allow tacks to be quickly realigned following an earthquake. 

In short, sustainable civilization requires the support of sustainable infrastructure. Sustainable infrastructure (1) needs little care, (2) is well cared for, and (3) is fixable.