"Officials from a majority of the states and local agencies we interviewed cited inadequate funding as a challenge for their bridge programs," the U.S. Government Accountability Office (GAO) said in a new report that focused on how the Federal Highway Administration monitors the linkage between federal funding and bridge conditions.
The report said staff from the GAO – the auditing arm of Congress – interviewed DOT officials from 24 states and the District of Columbia about their bridge programs; 14 of them raised concerns about lack of adequate funds to meet growing needs in a period when federal bridge funding has held fairly constant.
"Louisiana DOT officials reported that they face a $12 billion backlog of bridge and roadway projects, many on interstate highways involving a combination of roads and bridges. Also, they reported that the state is likely to exceed the threshold of 10 percent of structurally deficient bridge deck area within 10 years, due to limited funds."
On the West Coast, "Washington State DOT officials stated that as a result of limited funding, they must choose which bridge needs to be funded and which ones to delay."
The report said the Rhode Island DOT projected that in 20 years 40-50 percent of their 766 bridges would be structurally deficient – meaning at least one part of its structure is rated in poor condition – at current funding levels. The state has already increased the share of federal funds it spends on bridges and taking such additional measures as passing a new law to allow truck tolling on public highways.
The report said it also heard the funding complaint from six of 10 local agencies interviewed.
"For example, officials at the Oklahoma City Department of Public Works reported that many needed bridge projects are delayed because they lack sufficient funds. Further, they are only able to address the most critical needs due to limited funding."
Seattle officials told GAO staff "that the state DOT distributes a total of about $35 million per year in federal funds to local agencies, which compete for a part of those funds. However, the city's highest-priority bridge has a replacement cost of about $350 million, which far surpasses what they may receive. Given the gap in funding for large projects, officials said they will be forced to close large bridges that are deemed unsafe if they are unable to raise the funds needed to repair them."
The report notes that the average age of highway bridges is 45 years old but that with a design life for most of 50 years many are nearing the end of their intended service period. For many states, "the challenge of aging bridges is intertwined with the challenge of inadequate funds," the GAO said. "State DOT officials stated that aging bridges require more costly maintenance and repairs and many need to be replaced."
Kansas officials said more of their bridges were built in the 1950s and 1960s. Besides that the structures' maintenance costs rise over time, those officials "expressed concern that, in the future, the needs for preserving bridges could surpass available funds."
The GAO heard echoes of the same problem from coast to coast.
"California DOT officials stated that many of their bridges were built in the 1960s and 1970s, and as a result bridge replacements will soon be needed at a faster rate than they can manage," the report said.
And in Vermont, "DOT officials said that many of their bridges are 50 years old or older, which means that a large number of structures will soon need significant investments. Officials stated that it can be a challenge to stay ahead of the growing needs of older bridges and keep them in service."
The state agencies cited other concerns that add to problems for ailing bridges, or threaten to wear some out sooner. "Texas DOT officials stated that many of its bridges were not designed for some of the truck loads now using bridges, such as agricultural or energy sector trucks," the GAO said, adding that other state DOTs also said truck weights are a concern for many of their bridges.
Five state DOTs said they are challenged by lengthy environmental permitting delays to bridge projects, while three said more federal guidance is needed such as on prioritizing bridge work.
The GAO in its report summary said bridge conditions generally improved nationwide over the past decade. But it warned that "the increase in the number and size of bridges that are approaching the limits of their design life will likely place a greater demand on bridge owners in the near future, making it more difficult to mitigate issues in a cost-effective manner."
It recommended that the USDOT direct the FHWA to develop efficiency measures to demonstrate the linkage between federal bridge funding and desired performance outcomes such as maintained or improved bridge conditions, and report that information to Congress. The GAO added that the USDOT agreed with the recommendation.
