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BRIDGESConditionsConditions In 2000, 27.5% of the nation's bridges (162,000) are rated structurally deficient or functionally obsolete by the Federal Highway Administration (FHwA). While this number remains high, it is a slight improvement over previous years. In fact, over the last 10 years the number of bridge deficiencies has steadily declined from 34.6% in 1992 to 29.6% in 1998 and finally 27.5% in 2000. FHwA's strategic plan states that by 2008 less than 25% of the nation's bridges should be classified as deficient. A structurally deficient bridge is closed or restricted to light vehicles because of its deteriorated structural components. While not necessarily unsafe, these bridges must have limits for speed and weight. A functionally obsolete bridge has older design features and while it is not unsafe for all vehicles, it cannot safely accommodate current traffic volumes, and vehicle sizes and weights.
Congress and state and local governments have begun to address the investment crisis and crumbling infrastructure through the enactment of the Transportation Equity Act for the 21st Century (TEA-21), P.L. 105-178, which provided $218 billion for the nation's highway and transit programs. TEA-21 funds, combined with additional revenues from state and local governments, have begun to make an impact on bridge projects in all 50 states. Total highway expenditures by all levels of government and all expenditure types, including capital outlays, maintenance, and research, policing and administrative have increased from $93.5 billion in 1995, before TEA-21 was enacted, to $111.9 billion in 1999. Concurrently, the obligation of federal funds for bridge projects more than doubled from $2.4 billion in 1995 to $5 billion in 1999. Even with TEA-21's commitment, our nation must increase annual investment by $27 billion at all levels to improve conditions and performance adequately, according to the Federal Highway Administration (FHwA). The FHwA report concludes that the nation should be investing $94 billion a year in its road and bridge system over the next 20-year period. This investment level refers only to capital investment and does not include maintenance, research, policing, or administrative expenditures. In 1999, the total capital highway investment by all levels of government was $59.4 billion, well short of the needed $94 billion. According to the FHwA, the cost to improve the nation's bridges to eliminate deficiencies is $9.4 billion a year for the 20-year period. Additionally, the cost to maintain the nation's bridges over the same period is $5.8 billion a year. Policy OptionsSolutions to ease the increasing demands on our transportation system and improve highway conditions, capacity, and safety are multifaceted and don't always mean simply building more roads and bridges. America must change its transportation behavior, increase transportation investment at all levels of government, and make use of the latest technology. Cities and communities should be better planned to reduce dependence on personal vehicles for errands and work commutes, and businesses must encourage more flexible schedules and telecommuting. Specifically, all levels of government should work diligently to exceed FHwA's strategic plan target of less than 25% structural deficiencies for all bridges by 2008. Congress must fully re-authorize TEA-21 when it comes up for reauthorization in 2002. Congress also must use all of the money that accumulates in the Highway Trust Fund and protect it from abuse by removing it from the unified budget. Congress must provide adequate funding to meet current highway and transit bridge needs, and include enough funding for research and development of civil engineering innovations that offer cost-effective solutions to our transportation needs. Other solutions include private-public partnerships where appropriate, and multi-year capital and operating budgets. Specific recommendations supported by ASCE:
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