According to executives at environmental engineering firms that handle transportation work throughout the state, the highly competitive field is undergoing a lot of change. But, it's not changes in the type of work they do, or where it can be found that gets them talking the most. It's the how, or process side, that really loosens their tongues.

For instance, aspects such as the project delivery method, a streamlined permitting process and increased enforcement and compliance dominate conversations about their work. And, one of the most frequently used phases in these areas was design build.

Projects delivered by using this method are on the rise, especially with Gov. Bush's stimulus package that put a lot work on the street as design build, said Jim Bishop, PE, regional service manager for Florida transportation at Miami-based PBS&J.

"I believe the thought is that it would get the contractors working quicker and have more people involved," Bishop said. "It is providing a temporary change in expediency and gives them (the Florida Department of Transportation) another delivery mechanism to use if they deem it appropriate."

Although this mechanism is a viable option that is being used extensively, Bishop said that once all the new projects are let, FDOT should "take a step back and see if it worked as well as everyone hoped, and how to go forward."

In the meantime, smaller firms that were worried about the design build process making it harder for them to compete are finding solace in the fact that it is not the only delivery mechanism, and it does not seem to represent a fundamental change in the way FDOT will deliver roadway projects in the future, he said. In addition, legislation that includes limited access or expressway systems appears to have addressed some of their concerns. "The majority of engineering firms have 25 or fewer people and it is scary for them to think they may lose their primary business area."

Design build may not be the only, or even primary method of delivery, but it seems to be more than a temporary trend, agreed Richard Doyle, AICT, PE, senior vice president with the TBE Group in Clearwater. "We saw a spiking (of design build) after Sept. 11, but it may be flattening off. Regardless, it is here to stay."

Despite design build's status as a relative newcomer, this method is already having a significant affect on the permitting side of projects, said Bruce Hasbrouck, vice president with HDR Engineering in Tampa.

Instead of having about six months to get environmental information for permitting together while the design is being completed in the design-bid-build process, the first two aspects are overlapped and bidding is done up front, explained Hasbrouck, who is also the president of the National Association of Environmental Professionals.

"With this, time is money and the process is pushed a lot faster," he said. "It's a good change in that contractors are getting to work sooner and the work is getting done faster in terms of the calendar. But it also compresses the permitting, which means anticipating some of the issues."

Since there isn't enough time with this method to always identify every area of impact, it is best to assume more of a worst case mindset or overestimate them, said Hasbrouck. The impacts will be minimized in the long run, and the last thing agencies want is for someone to underestimate because its easier to reduce the acres of impact than the other way around.

But it's not just this delivery method that has influenced permitting. In general, the process has become easier. At the same time, budgets are getting smaller, some of which is due to streamlining," Hasbrouck said.

He went on to recount how permitting how evolved from the mid-1980s, where it involved going to three different agencies. Then, it went to one agency and 2 permits. Now, there is one permit with two components. However, he said, the Corps has become more actively involved all over, even in Florida which has the water districts, because of increased public scrutiny and environmental groups that hold them accountable.

One of the most important aspects of successful permitting is constant communication, he said. "My company has spent a lot of money in communication and coordination and getting everyone involved early. The worst thing is to send an application and have that be the first time the agencies are hearing of it. The industry has changed with the agencies."

But it doesn't stop with receiving the permits. Project officials must stay on top of meeting all the permit conditions because the new emphasis is on enforcement and compliance, Hasbrouck said. Within the last year, DEP has been sending out inspectors in the field to verify that projects are in compliance with their NPDES permits.

"The program has teeth now," he said, adding that his company has a contract with the agency for inspection compliance. These inspectors want to see that certification is posted, permits are in the files and on the job site, as well as checking erosion control measures, water sampling and rainfall data has been done. They're not just checking files. They see you had a rain event and ask for the sampling. They won't take 'I don't know' for an answer, and fines can be up to $10,000 for an occurrence. They are dead serious about the whole issue."

This seriousness from DEP, makes clients interested in maintaining compliance, who generally want to do the right thing anyway, Hasbrouck added.

In addition to streamlining, downsizing is another agency change that is impacting transportation work in the private sector. Primarily, DOT is cutting its staff by 25% over five years. "It means with this huge talent pool, people are providing with an opportunity to expand their practice or start new ones in the state, said Bishop with PBS&J.

As a result, DOT is doing more outsourcing of things such as maintenance, and changing the way it provides services. And, of course, Gov. Bush is big on privatization, Bishop said.

He added that the work load will depend on funding and that each district will probably do things a little differently. However, he thinks the agency is equipped to handle it. "DOT is good at establishing a partnership with the private side and has encouraged substantial interaction that will help take away the sting. So, the structure is in place to provide the support they need."

One example of this support involves TBE Group, which now has a 10-year contract with DOT to help with the partial privatization of outdoor advertising, or billboards. "We took advantage of the regulation of outdoor advertising because DOT wanted to privatize that function," said Doyle.

Both Bishop and Doyle agreed that the "fierce" competition for state transportation work will only increase, especially now that more experienced professionals are entering the private sector and there is an increased support role. "FDOT is a great client and a lot want to participate in that arena, Bishop said. We will continue to see a lot of firms establishing a localized practice in Florida."

As far as the hot types of projects, Bishop said he sees more interest in mass transit work. In addition to the high-speed rail project, many organizations across the state are looking into ways to improve mass transit. "We'll see how the rail goes, but others are saying it (mass transit) has to be a part of the overall solution."

The hot geographies in terms of growth and development are the Panhandle, the greater northwestern section, and anywhere there is a significant population like the southern end, he said.

Doyle said he sees the geography or distribution of work as being relatively even. Although he said there isn't a lot of major changes in the type of work, he predicts that intelligent transportation systems, such as using real time for the traffic signals, will grow. "There will be a lot more computer involvement that provides more information to the driver so he can make better decisions, and increase the capacity of roadways in other ways than just adding asphalt."

Doyle also said there has been some increased funding from local agencies and more attention to aging bridges.

Bridge work is definitely keeping Hasbrouck's firm busy. "Many of them are wearing out and need to be replaced, especially in the coastal areas. The coast guard is trying to move toward high-level bridges rather than drawbridges. This involves mangrove and seagrove impacts, as well as threatened and endangered species. This also brings in three more agencies, so permitting increases greatly during barrier island work.

Hasbrouck also said his firm is moving more into projects emphasizing partnerships. As an example, he cited a large mitigation project conducted for DOT for the widening of Interstate-4 on land owned by the water management district. In addition to saving money for both agencies, the Cypress Creek site involved restoration of about 250 acres of fairly damaged property. "Everyone came out on top, including the environment. The site had very quick success and has been released by the agencies within four years.