Rock Products

AUG 2019

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Page 96 of 159 ROCK products • August 2019 • 95 over a six-year federal transportation bill. •  Taken together, this means we are currently facing a total need of $231.4 billion per year just to keep our existing road network in acceptable repair. For compari- son, all highway capital expenditures across all government units totaled $105.4 billion in 2015, only a portion of which goes to repair. Policymakers treat roads as economic assets on their balance sheets, but they are also major financial liabilities. They bring guaranteed costs over their life cycles – costs that are rarely fully accounted for on the front end. The true cost of our roads is likely even higher than the figures above, which do not account for bridge repair needs and other costs associated with maintaining our road net- work, such as snow removal, stormwater management, and traffic enforcement. • Not just a money problem – a priorities problem. The numbers are clear: we cannot afford to maintain the roads we have, let alone the new roads we keep adding to the system. The rhetoric on transportation funding in most states and Washington, D.C., is all about "repairing our crumbling roads and bridges." But do our priorities match this rhetoric? •  This report evaluates how well states are aligning their actual spending priorities with that notion. The latest year with available data is 2014. States spent $21.4 billion on average on road expansion annually between 2009- 2014, a slight increase from $21 billion per year between 2004-2008. Spending on road repair accounted for 30% of states' total capital spending on highways between 2009- 2014, while road expansion accounted for 29%. •  However, that means states are still spending just as much on road expansion as road repair. In fact, road expansion takes funds away from much-needed road repair investments. Every new lane-mile of road costs approximately $24,000 per year to preserve in a state of good repair through ongoing pavement management. By expanding roads, we are borrowing against the future. While FHWA has not yet published data on spending after 2014, spending patterns likely have not changed in the years since based on how much the nation's road network has grown. State transportation departments alone added 16,663 The American Road and Transportation Builders Associa- tion (ARTBA) released an analysis of U.S. bridges based on the U.S. Department of Transportation's 2018 National Bridge Inventory (NBI) database. • • 47,052 of America's 616,087 bridges are rated "structur- ally deficient" and need urgent repairs. • The pace of repair in 2018 slowed compared to previous years – with only a 1 percent net reduction of deficient structures. • Americans cross these deficient bridges 178 million times a day. • Average age of a structurally deficient bridge is 62 years, compared to 40 years for non-deficient bridges. • 235,020 (38%) of U.S. bridges have identified repair needs. • 18,842 (one in three) Interstate highway bridges have identified repair needs. There are 47,052 bridges classified as structurally deficient and considered to be in poor condition. If placed end-to- end, they would stretch nearly 1,100 miles – the distance between Chicago and Houston. Cars, trucks and school buses cross these 47,052 com- promised structures 178 million times every day, the data show. Although the number of structurally deficient bridges is down compared to 2017, the pace of improvement has slowed compared to the last five years. At this rate, it would take more than 80 years to make the significant repairs needed on these structures. Including structurally deficient bridges, there are nearly 235,000 bridges across the country that need structural repair, reha- bilitation or replacement, according to ARTBA's analysis of the NBI data, accounting for 38% of all bridges. ARTBA estimates the cost to make the identified repairs for all 235,000 bridges is nearly $171 billion, based on average cost data published by FHWA. Some of the notable structurally deficient bridges in 2018 include: • New York's Brooklyn Bridge. • Memorial Bridge connecting Washington, D.C., at the Lincoln Memorial with Arlington, Va. • San Mateo-Hayward bridge crossing California's San Francisco Bay – the longest bridge in California. • Robert S. Maestri Bridge over Lake Pontchartrain in Louisiana. • Albemarle Sound Bridge and the Lindsay C. Warren Bridge crossing the Alligator River in North Carolina. • Florida's Pensacola Bay Bridge. • Vicksburg Bridge in Mississippi. • Lacey V. Murrow Memorial Bridge in Washington state. The most traveled structurally deficient bridges are on parts of Route 101, Interstate 405 and Interstate 5 in California, where daily crossings are as high as 289,000 per day. 2019 Bridge Report Aggregates Industry Almanac Review of Road Conditions

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