Posted on 08/08/2007 5:11:03 AM PDT by jmyrlefuller
The Minneapolis bridge disaster that suddenly is the symbol of the nation’s crumbling infrastructure could tip the scales in favor of billions of dollars in higher gasoline taxes for repairs coast to coast.
There are 500 bridges across the country similar to the Minneapolis span, and “these are potential deathtraps,” said Rep. Don Young, RAlaska, former chairman of the House Transportation Committee.
“We have to, as a Congress, grasp this problem. And, yes, I would even suggest, fund this problem with a tax,” he said.
One-quarter of the nation’s bridges, including the one in Minneapolis, have been classified as structurally deficient or functionally obsolete. One-third of major roads are judged by federal transportation officials to be in poor or mediocre condition.
Beyond the human tragedy of the Minnesota bridge collapse lie some daunting numbers: The cost of the backlog of needed repairs to roads and bridges is now $461 billion. Road conditions are a factor in one-third of the 40,000 traffic fatalities every year. Traffic congestion costs drivers $63 billion a year in wasted time and fuel.
There is no evidence to suggest that the Mississippi River disaster was a direct result of federal underspending. But there is wide agreement that the bridge is symptomatic of a national problem that Congress and the White House are going to have to address.
“It’s a tragic wake-up call,” said Matt Jeanneret, spokesman for the American Road and Transportation Builders Association. “This is gut-check time for members of Congress for what they are going to do at the federal level.”
Past action by Congress and the White House does not give rise to confidence.
The last six-year highway and transit bill finally passed in 2005, two years late and, at $286 billion, almost $90 billion short of the $375 billion that transportation advocates said was needed to keep U.S. infrastructure from further deterioration.
Young and other Transportation Committee leaders wanted to pay for the larger sum by indexing for inflation the fuel tax that supports the National Highway Trust Fund. That would have raised the tax, at 18.3 cents a gallon since 1993, by about a nickel.
President Bush rejected what he said was a tax hike and insisted that Congress accept a far smaller highway budget.
According to a U.S. Chamber of Commerce study last year, indexing fuel taxes retroactively to 1993 would have boosted the tax to about 25 cents a gallon last year, raising an average of $20 billion annually.
The two-year delay in passing the measure caused havoc with state transportation planners, who had to defer new projects because they didn’t know how much money would be available. Federal funds account for about 45 percent of all infrastructure spending.
“This administration failed to support robust investment in surface transportation and the funding to accompany it,” Rep. Jim Oberstar, D-Minn., the Transportation Committee’s new chairman, said at a news conference after last Wednesday’s bridge collapse.
When the next highway bill comes up in 2009, Congress won’t settle for a “bargain basement” measure, Oberstar said.
Rep. John Mica of Florida, the top Republican on the committee, called for a national strategic transportation plan to fix a system where “we have congestion, where we have bridges falling into our rivers.” He cited an American Council of Civil Engineering estimate that this would cost $1.7 trillion.
The administration in turn has demanded that Congress show more discipline, citing thousands of special projects, or earmarks, in highway bills that don’t reflect the real priorities. The best known among them was one that Young supported for his home state: $223 million for the “Bridge to Nowhere” in Alaska.
That provision eventually faltered, but about $24 billion in the last highway bill — a little less than 8 percent of the total — was still devoted to projects singled out by lawmakers for funding.
Two years from now, when Congress has to write a new six-year plan, the highway trust fund — which had a balance of almost $23 billion in 2000 — is expected to go into the red.
While revenues from the fuel tax are eroding in value, construction costs are soaring. In the past three years, the costs of basic materials such as asphalt, steel and diesel fuel have risen 47 percent because of construction booms in China and other countries, said Jeff Shoaf, senior executive director of the Associated General Contractors of America.
“We’re in so deep a hole that we’ve got to look at every option,” he said.
Among those options are building more toll roads, encouraging more private- public road projects, sanctioning more state and local construction bonds and taxing drivers according to miles driven rather than fuel purchased.
Congress also may finally be ready to consider a boost in the federal gasoline tax. Frank Moretti of TRIP, a national transportation research group, said continuing to oppose higher gasoline taxes could become politically untenable.
The bridge collapse “is going to create a fundamental shift,” Moretti said. The public would rather pay more taxes “than have to face the consequences of a crumbling infrastructure.”
In Minneapolis, meanwhile, an elite team of Navy divers joined the search for victims of the bridge collapse.
Gasoline prices are too high for Nancy.
Not the taxes on gasoline, however......
Only after they answer the first question, where in the **** did all those previously gas taxes go? And to whose pork project, clusteryouknowwhat, did they get get diverted to?
I wonder if the tax increase legislation will include provisions to prohibit the hiring of illegal aliens to perform all the back-logged maintenance, or possibly contain a provision to require the hiring of illegals.
ASCE.ORG
2005 Grades
Subject 2001
Grade 2005
Grade Comments
Aviation D D+ Gridlock on America’s runways eased from crisis levels earlier in the decade due to reduced demand and recent modest funding increases. However, air travel and traffic have reportedly surpassed pre-Sept. 11 levels and are projected to grow 4.3% annually through 2015. Airports will face the challenge of accommodating increasing numbers of regional jets and new super-jumbo jets.
Bridges C C Between 2000 and 2003, the percentage of the nation’s 590,750 bridges rated structurally deficient or functionally obsolete decreased slightly from 28.5% to 27.1%. However, it will cost $9.4 billion a year for 20 years to eliminate all bridge deficiencies. Long-term underinvestment is compounded by the lack of a Federal transportation program.
Dams D D Since 1998, the number of unsafe dams has risen by 33% to more than 3,500. While federally owned dams are in good condition, and there have been modest gains in repair, the number of dams identified as unsafe is increasing at a faster rate than those being repaired. $10.1 billion is needed over the next 12 years to address all critical non-federal dams—dams which pose a direct risk to human life should they fail.
Drinking Water D D- America faces a shortfall of $11 billion annually to replace aging facilities and comply with safe drinking water regulations. Federal funding for drinking water in 2005 remained level at $850 million, less than 10% of the total national requirement. The Bush administration has proposed the same level of funding for FY06.
Energy
(National Power Grid) D+ D The U.S. power transmission system is in urgent need of modernization. Growth in electricity demand and investment in new power plants has not been matched by investment in new transmission facilities. Maintenance expenditures have decreased 1% per year since 1992. Existing transmission facilities were not designed for the current level of demand, resulting in an increased number of `bottlenecks’ which increase costs to consumers and elevate the risk of blackouts.
Hazardous Waste D+ D Federal funding for `Superfund’ cleanup of the nation’s worst toxic waste sites has steadily declined since 1998, reaching its lowest level since 1986 in FY05. There are 1,237 contaminated sites on the National Priorities List, with possible listing of an additional 10,154. In 2003, there were 205 U.S. cities with `brownfields’ sites awaiting cleanup and redevelopment. It is estimated that redevelopment of those sites would generate 576,373 new jobs and $1.9 billion annually for the economy.
Navigable Waterways D+ D- A single barge traveling the nation’s waterways can move the same amount of cargo as 58 semi-trucks at one-tenth the cost—reducing highway congestion and saving money. Of the 257 locks on the more than 12,000 miles of inland waterways operated by the U.S. Army Corps of Engineers, nearly 50% are functionally obsolete. By 2020, that number will increase to 80%. The cost to replace the present system of locks is more than $125 billion.
Public Parks & Recreation — C- Many of our nation’s public parks, beaches and recreational harbors are falling into a state of disrepair. Much of the initial construction of roads, bridges, utility systems, shore protection structures and beaches was done more than 50 years ago. These facilities are anchors for tourism and economic development and often provide the public’s only access to the country’s cultural, historic and natural resources. The National Park Service estimates a maintenance backlog of $6.1 billion for their facilities. Additionally, there is great need for maintenance, replacement and construction of new infrastructure in our nation’s state and municipal park systems.
Rail — C- For the first time since World War II, limited rail capacity has created significant chokepoints and delays. This problem will increase as freight rail tonnage is expected to increase at least 50% by 2020. In addition, the use of rail trackage for intercity passenger and commuter rail service is increasingly being recognized as a worthwhile transportation investment. Congestion relief, improved safety, environmental and economic development benefits result from both freight and passenger market shifts to rail creating a rationale for public sector investment. The freight railroad industry needs to spend $175-$195 billion over the next 20 years to maintain existing infrastructure and expand for freight growth. Expansion of the railroad network to develop intercity corridor passenger rail service is estimated to cost approximately $60 billion over 20 years. All told, investment needs are $12-13 billion per year.
Roads D+ D Poor road conditions cost U.S. motorists $54 billion a year in repairs and operating costs—$275 per motorist. Americans spend 3.5 billion hours a year stuck in traffic, at a cost of $63.2 billion a year to the economy. Total spending of $59.4 billion annually is well below the $94 billion needed annually to improve transportation infrastructure conditions nationally. While long-term Federal transportation programs remain unauthorized since expiring on Sept. 30, 2003, the nation continues to shortchange funding for needed transportation improvements.
Schools D- D The Federal government has not assessed the condition of America’s schools since 1999, when it estimated that $127 billion was needed to bring facilities to good condition. Other sources have since reported a need as high as $268 billion. Despite public support of bond initiatives to provide funding for school facilities, without a clear understanding of the need, it is uncertain whether schools can meet increasing enrollment demands and the smaller class sizes mandated by the No Child Left Behind Act.
Security — I While the security of our nation’s critical infrastructure has improved since Sept. 11, the information needed to accurately assess its status is not readily available to engineering professionals. This information is needed to better design, build and operate the nation’s critical infrastructure in more secure ways. Security performance standards, measures and indices need to be developed, and funding must be focused on all critical infrastructure sectors, beyond aviation.
Solid Waste C+ C+ The nation’s operating municipal landfills are declining in total numbers, but capacity has remained steady due to the construction of numerous regional landfills. In 2002, the United States produced 369 million tons of solid waste of all types. Only about a quarter of that total was recycled or recovered.
Transit C- D+ Transit use increased faster than any other mode of transportation—up 21%—between 1993 and 2002. Federal investment during this period stemmed the decline in the condition of existing transit infrastructure. The reduction in federal investment in real dollars since 2001 threatens this turnaround. In 2002, total capital outlays for transit were $12.3 billion. The Federal Transit Administration estimates $14.8 billion is needed annually to maintain conditions, and $20.6 billion is needed to improve to “good” conditions. Meanwhile, many major transit properties are borrowing funds to maintain operations, even as they are significantly raising fares and cutting back service.
Wastewater D D- Aging wastewater management systems discharge billions of gallons of untreated sewage into U.S. surface waters each year. The EPA estimates that the nation must invest $390 billion over the next 20 years to replace existing systems and build new ones to meet increasing demands. Yet, in 2005, Congress cut funding for wastewater management for the first time in eight years. The Bush administration has proposed a further 33% reduction, to $730 million, for FY06.
America’s Infrastructure G.P.A. = D
Total Investment Needs = $1.6 Trillion
(estimated 5-year need—does not include security investment needs) A = Exceptional
B = Good
C = Mediocre
D = Poor
F = Failing
I = Incomplete Each category was evaluated on the basis of condition and performance, capacity vs. need, and funding vs. need.
-—“It’s a tragic wake-up call,” said Matt Jeanneret, spokesman for the American Road and Transportation Builders Association. “This is gut-check time for members of Congress for what they are going to do at the federal level.”===
They’re going to get colonoscopies?
I heard that W. Va., Senator (D) KKK Byrd, used to get 23% of all Federal gasoline taxes for his state (We have 50 states).
Perhaps it is time to look at the distribution of the existing funds in relation to the actual (not political) need and contribution to the fund.
Isn’t repair and upkeep on highways and bridges a responsibility of the STATE, not federal government?
Did MN just build a new sports stadium and a light rail commuter system?
The NY Thruway system still has tolls to pay for maintainance.
They were supposed to be eliminated years ago when a fund that was supposed to be set up paid enough interest to pay for repairs.
So now we’re looking at a NATIONAL gas tax to pay for other states repairs, also. How about each state take care of it’s own bridges?
Thanks for that info I think it is right, althoguh their grading system imo is a little tough. I’d give higher marks as I would compare to other nations.
I have friends in infrastructure and they all talk about under-investment in long term construction and rebuilding. They departments have been putting off and putting off the big costly projects and doing as little maintenance as they can get away with. For example the electrical grid, we need big new plants, big transmission upgrades, replacement of a large amount of equipment before it fails, new substations.
The way to do it for electrical is people need to pay more per kilowatt hour, so the system can be quality. And for roads we need to pay more for gas taxes. Also a focus for building things to last long term, even if costs more upfront.
On the bright side if the governments spend huge on infrastructure these are good jobs. We aren’t talking 7 dollar an hour Wally world jobs.
If we have all that money to send to Africa to ‘fight’ AIDS, we have plenty of money to not fix bridges but just build new ones, in pairs, in case one fails.
If they’d stop stealing out of the gas tax fund, there’d be plenty of money.
Maybe if the legislators stopped funding pork, there’d be enough money to devote to infrastructure.
Already in place. Most states pay %20, with the %80 coming from federal money.
The same thing cannot be said for the theft from the SS Trust Fund, but you are right about the Highway Trust Fund.
And i’m a contracor, (OK, I work for one), so of course I want to see every road and bridge rebuilt in the next 5 years, and every 10 years after that. There’s be so much work, a state DOT would be luky to get one bidder, and we’d make a ton of money. WOOHOO! Hell, the money is already taken from us gas buyers and wasted on stuff like paying for digial cable for nappy headed crack ho’s and studies about the effects of gamma rays on man in the moon maarigolds or something equally stupid.
High gas prices do not affect wealthy people like Pelosi. She will use gas prices for political purposes only.
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