Conditions | Policy Options | Sources

As of 2003, 27.1% of the nation's bridges (160,570) were structurally deficient or functionally obsolete, an improvement from 28.5% in 2000. In fact, over the past 12 years, the number of bridge deficiencies has steadily declined from 34.6% in 1992 to 27.1% in 2003. The Federal Highway Administration's (FHWA's) strategic plan states that by 2008, less than 25% of the nation's bridges should be classified as deficient. If that goal were met, 1 in 4 bridges in the nation would still be deficient. There were 590,750 bridges in the United States in 2000; however, one in three urban bridges (31.2% or 43,189) was classified as structurally deficient or functionally obsolete, much higher than the national average. In contrast, 25.6% (118,381) of rural bridges were classified as structurally deficient or functionally obsolete.

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. These restrictions not only contribute to traffic congestion, they pose such major inconveniences as school busses or emergency vehicles taking lengthy detours. It is estimated that it will cost $9.4 billion per year for 20 years to eliminate all bridge deficiencies. The annual investment required to prevent the bridge investment backlog from increasing is estimated at $7.3 billion. Present funding trends of state departments of transportation call into question future progress on addressing bridge deficiencies.

Adding to these problems is the inability of the Administration and Congress to reauthorize the nation's Transportation Equity Act of the 21st Century (TEA-21), which has now had six extensions since the program expired on September 30, 2003. The progress made in the TEA-21, which authorized $218 billion for the nation's highway and transit programs in 2001, is beginning to slip as America continues to shortchange funding for much-needed road and bridge repairs.

Even with uncertain funding due to the lack of a federal transportation funds reauthorization bill, additional revenues from state and local governments have begun to make an impact on bridge projects in all 50 states. Total bridge expenditures by all levels of government for capital outlays (including system preservation and system expansion) was at $8.8 billion in 2003.