Rock Products

AUG 2019

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96 • ROCK products • August 2019 www.rockproducts.com Aggregates Industry Almanac Review of Road Conditions lane-miles to the network of roads they maintain between 2011-2017. And they've kept up the pace; they added 5,325 of those lane-miles just since 2015. The full public road network across all jurisdictions grew by 223,494 lane-miles nationally between 2009-2017, fur- ther adding to the financial burden to keep our roads in good repair. Those new lane miles could run back-and-forth across the width of America 83 times. We now have to spend an additional $5 billion per year just to keep those new roads in good condition. That is more than Tennessee, Mississippi, Alabama, Georgia, Louisiana and Arkansas receive together in federal highway appor- tionments each year. Outlook by State A number of states have made changes since 2011, shifting funds away from road expansion to repair and preservation. West Virginia, for example, devoted 31% of the state's high- way capital budget to road expansion between 2009 and 2014 and just 19% to road repair, and saw the percentage of roads in poor condition increase from 28 to 31% between 2009 and 2017. Yet on a state-by-state basis, the story is also more complex: •  Some states are spending a significant portion of their available funding on repair and are seeing pavement con- ditions improve over time – like New Jersey. •  Some states are devoting more of their available funds to road repair, but are still seeing worsening pavement conditions because the backlog is too great; for example, Michigan. These states may need additional funds to keep their roads in good condition. •  Other states, like Tennessee, have been able to maintain a large percentage of their roads in good condition with their available funding, allowing them to devote funds to road expansion without compromising the quality of their existing system. Spending by State A number of states have made changes to their spending and shifted funds away from road expansion to repair and preservation since the release of the first edition of Repair Priorities in 2011. •  South Dakota is leading the nation, having dedicated 69% of its highway capital budget to road repair between 2009-2014. •  North Dakota is a close second, with 68% of its highway capital spending going to road repair over that time. • Maine, Michigan, Nebraska, New Jersey and Wyoming all allocated more than 50% of their highway capital budgets to road repair. •  Not all states did so well, however. Arizona, Indiana, Missis- sippi, Nevada, North Carolina, Texas and Utah all devoted more than 45% of their available highway capital funds to road expansion between 2009 and 2014. Road Conditions by State While pavement conditions worsened slightly at the national level between 2009 and 2017 – even with billions in spend- ing devoted to repair – the outlook is worse for a number of states. Thirty-seven states saw an increase in the percentage of roads in poor condition between 2009 and 2017. A number of states also saw their roads improve between 2009 and 2017: •  Arkansas, Kansas, Maryland, New Jersey and Vermont saw the biggest decreases in the percentage of their roads in poor condition. However, these changes also need to be put in context. The states that saw the biggest changes in pavement condition aren't necessarily the states whose roads are in the best and worst condition as of 2017. Or, put another way, having the biggest change is not the same as having the best current conditions. • Eleven states have at least 30% of their road network in poor condition as of 2017. California, Connecticut, Hawaii, New Jersey and Rhode Island had the highest percentage of roads in poor condition. •  By contrast Georgia, Idaho, Nebraska, Oregon, and Ten- nessee had the lowest percentage of their roads in poor condition as of 2017. And Georgia, Maryland, Nebraska, North Dakota, Tennessee and Wyoming had the highest percentage of roads in good condition as of 2017. Taking Action Congress should take the following actions in the 2020 trans- portation bill to get us back on track. Guarantee measurable outcomes for American taxpayers with any new funding. We can no longer ask the American taxpayer for more funding to fix crumbling roads and bridges without more assurances that the money will actually make things better. Continuing to do so will only erode trust. Fed- eral policymakers can typically agree across political party lines that more funding is needed for transportation – what they have failed to do is establish a clear vision for what that funding will achieve for the nation. It should be no surprise then that states are spending a substantial share of their transportation funds on building new roads. The next transportation bill should set clear, quantifiable outcomes for the program to accomplish. For example, this analysis estimates a total annual need of $231.4 billion per year to keep our good and fair existing roads in that accept- able state and bring the backlog of roads in poor condition

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