Gasoline prices are too high for Nancy.
Not the taxes on gasoline, however......
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?
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.
High gas prices do not affect wealthy people like Pelosi. She will use gas prices for political purposes only.
Add this to the $18 billion of taxes on the oil companies that will simply be passed on to consumers and $3 per gallon gasoline will seem like a real bargain. I hope that there are long lines at the pump to buy gasoline at $4+ per gallon right before the 2008 elections.
It’s always the same. No matter what happens, more taxpayer money will always fix the problem. What we never see is an accounting for the tax money already being collected. How much gasoline tax money is being directed toward road construction and maintenance? How much money is diverted for other transportation schemes, and how many citizens benefit, as compared to money spent on roads? And, why does any gasoline tax money need to go to the feds at all as opposed to the state? Keeping gasoline tax money in the respective states would be one less kitty for the elected financial whores in Washington to raid for pet projects. Then all we would have to do is watch the state legislators, but at least the money would stay closer to home. There’s more we could and should do, but that enough for now.
Rape and pillage the taxpayer with the politicians latest excuse for a tax hike.
Sorry, I forgot. It isn’t my money anyway, according to virtually every pol.
Increase the tolls on the bridges and use that money to pay for it, and stop diverting toll revenue to the ‘children’.
Increase the tolls on the bridges and use that money to pay for it, and stop diverting toll revenue to the ‘children’.