I have been thinking a lot about infrastructure lately. There are many different types of infrastructure out there. While I am primarily in the High-tech infrastructure environment, almost every other industry has its own type of infrastructure (think oil, airlines, brewing, etc.) and for me, it is hard not to think about things like the Brooklyn bridge when you start talking about infrastructure. I think by way of analogy, I’ll stay with bridges in general and the Brooklyn bridge in particular for this discussion, because it enables me to make the general points I want to make about infrastructure sales and business decisions, and there are a ton of very cool facts that I was able to discover, and hence would like to share.
“The Brooklyn Bridge looms majestically over New York City’s East River, linking the two boroughs of Manhattan and Brooklyn. Since 1883, its granite towers and steel cables have offered a safe and scenic passage to millions of commuters and tourists, trains and bicycles, pushcarts and cars. The bridge’s construction took 14 years, involved 600 workers and cost $15 million (more than $320 million in today’s dollars). At least two dozen people died in the process, including its original designer. Now more than 125 years old, this iconic feature of the New York City skyline still carries roughly 150,000 vehicles and pedestrians every day.” Or so says History.com. (http://www.history.com/topics/brooklyn-bridge.)
I find this to be very interesting. Here is some infrastructure that was built 135 years ago and is still in service. In fact, it could be said that based on its load and traffic, it is doing more now than it was doing 135 years ago when it was put in service. It cost $320 M in today’s dollars, but probably could not be built for fifty times that ($15 Billion) today. It was basically designed to last 100 years, but at 135 years it is still going strong.
Please note these facts. I will be getting back to them.
When it comes to selling infrastructure, there is one man that historically stands out, head and shoulders above all others: “George C. Parker (March 16, 1860 – 1936) was an American con man best known for his surprisingly successful attempts to “sell” the Brooklyn Bridge. He made his living conducting illegal sales of property he did not own, often New York’s public landmarks, to unwary immigrants. The Brooklyn Bridge was the subject of several of his transactions, predicated on the notion of the buyer controlling access to the bridge. Police removed several of his victims from the bridge as they tried to erect toll booths.” (https://en.wikipedia.org/wiki/George_C._Parker.)
What this teaches us is that if you are going to sell infrastructure it is important to identify the proper customers.
What this also shows is that George was a man who was way ahead of his time. If he was selling infrastructure today he probably would be incredibly successful selling infrastructure to those that are actually in that business, and would not have to spend the last eight years of his life behind bars in Sing Sing prison.
It is also important to understand the engineering associated with some of the existing infrastructure (at least in the US, and probably elsewhere – look at the London Bridge for example), as people go around trying to make a case to replace it. The engineering associated with older infrastructure usually far and away exceeds the stress requirements that were to be placed on it. This probably cannot be said today. As costs have skyrocketed, engineers are now designing and building structures as close to the required loads and specifications as possible in order to keep those costs low. That means they also do not last.
In other words, in the past infrastructure was usually built to last. In addition to old bridges, think about all the pictures in magazines (and on the web) of the old copper pot stills being used at the various breweries (my personal favorite), and bourbon and scotch distilleries. I am sure that all the manufacturers of commercial distillery equipment would like to replace them, but I suspect that also isn’t going to happen any time soon.
Again, looking at our favorite infrastructure example: “(it employed) a bridge and truss system that was six times as strong as was thought it needed to be. Because of this, the Brooklyn Bridge is still standing when many of the bridges built around the same time have vanished or been replaced.” (https://en.wikipedia.org/wiki/Brooklyn_Bridge.)
For comparison sakes, a newer piece of infrastructure, the Tappan Zee bridge was put into service, in the same area, about 70 years after the Brooklyn bridge: “As another example, the original Tappan Zee Bridge was opened in 1955, and construction of its replacement is now underway. A 2009 New York state report on the original bridge described its design as “non-redundant,” meaning that one critical component failure could result in large-scale failure; the bridge was featured in a History Channel show entitled “The Crumbling of America.” The new bridge is being designed with a 100-year lifespan; info about the “New NY Bridge” is available” here. (http://www.mondaq.com/unitedstates/x/287844/Building+Construction/Lifespan+of+a+Bridge+Span.)
And there is also: “After years of dawdling while the bridge crumbled, state officials say they are rushing to complete a review of the most feasible solutions to the problem of the Tappan Zee. But a decision is still two years off and a new bridge would require eight additional years and as much as $14.5 billion to build, they say.” (http://www.nytimes.com/2006/01/17/nyregion/a-bridge-that-has-nowhere-left-to-go.html.)
“The bridge was built on a very tight budget of $81 million (1950 dollars), or $796 million in 2014 dollars.” (https://en.wikipedia.org/wiki/Tappan_Zee_Bridge.)
This would indicate that more recent infrastructure is usually neither designed to last as long as some of the older infrastructure, nor is it as reliable and cost effective as some of the older, over-engineered variety.
This would lead many to the position that for some of the older infrastructure, it would be much more economically feasible to repair it, upgrade it, maintain it, than it would be to replace it. This is despite what many of the current infrastructure suppliers might want or even indicate. If it is working and can still continue to work, why would anyone want to build another bridge, right next to the still working one, to carry the same traffic.
However, just because it was initially built well doesn’t mean that it shouldn’t or doesn’t need to be maintained. Infrastructure requires continued investment in order to maintain it: “The repairs, ordered quietly last October by the city’s Department of Transportation, are intended to fortify the concrete-reinforced steel-mesh panels beneath the bridge’s traffic lanes, which were found to be deteriorating by construction crews at work on a repaving project last July, officials said yesterday.….. the city’s Transportation Commissioner, attributed the problems to ”normal wear and tear” on the 115-year-old bridge…..He added that the steel girding and concrete that must be repaired, which were put in place during a 1954 repaving project, ”were installed with a life expectancy of 60 years,” and had therefore fulfilled most of their engineering mandate.” (http://www.nytimes.com/1999/02/05/nyregion/as-concrete-falls-city-moves-to-fix-brooklyn-bridge.html.)
And of course, 20 years later more maintenance is needed on the Brooklyn bridge, only now, the cost is climbing: “The cost of repairing the Brooklyn Bridge is expected to hit $811 million — a roughly $200 million increase from estimates made only last year, The Post has learned. When the mammoth project to renovate the 133-year-old span began in 2010, the price tag was even lower — $508 million.” (http://nypost.com/2016/11/11/brooklyn-bridge-repairs-expected-to-cost-811m/.)
So, where does all this bridge information leave us when it comes to selling infrastructure?
I think the first thing to note is that unless the infrastructure is at risk of immediate failure, such as the Tappan Zee bridge is deemed to be, it is going to be very difficult to replace. You may be able to add to it. You may be able to augment it. But the financials usually do not make sense for a full replacement. It is going to be a tough sell to get a customer to buy something that does much the same as the thing it is trying to replace.
It also looks as though capacity is going to be the prime driver for infrastructure expansion and augmentation. The more cars that want to get across the river, the bigger the needed bridge, or the more bridges that are needed. New features and elegant designs of bridges are pretty cool, but the objective is to still get cars across the river as efficiently as possible. Form is nice, but it is function that predominantly drives infrastructure acquisition.
And I think finally, there is an excellent business to be had repairing, maintaining and improving the existing infrastructure. As we see above, even incredibly expensive bridge repairs are economically preferable to what would be the exorbitantly expensive cost of replacing the infrastructure. The Tappan Zee replacement bridge is expected to cost between $4 Billion and $15 Billion. The original Tappan Zee cast $81 Million. The financial math becomes pretty obvious, pretty quickly.
Focusing on how to improve the existing infrastructure, extend its life and help it to be used or run more efficiently are going to be keys to a customer first mentality that the good sales teams are going to need in order to be successful.
I think this is going to be especially important as customers are rapidly learning that the new infrastructure they buy today is not going to last as long as the old infrastructure they already have today.
If you don’t believe me, just look at the bridges.