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Jul-25-2008Bridge-work needs outweigh funds in Pa.(topic overview)
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The White House said in a Statement of Administration Policy that it opposes the bill unless the $1 billion provision is deleted. The administration said its own request of $39.4 billion in federal aid to states for highways, roads and bridges next year "is both responsive to current needs and consistent with budgetary realities." Tennessee Rep. John Duncan, the ranking Republican on the Transportation Committee's highways and transit subcommittee, called the extra $1 billion "merely a start," and said he supported the bill. He and other Republicans expressed concerns about the provision restricting transfers from the bridge program, saying it would harm the flexibility states need in determining where to spend funds. Oberstar first introduced his bill last year in response to the Minneapolis bridge collapse, which killed 13 people and injured 145. An ongoing investigation by the National Transportation Safety Board has found that some of the bridge gussets -- the plates that helped connect its steel girders -- were too thin because of a design error. [1] Oberstar, the chairman of the House Transportation Committee, initially sought a 5-cent-a-gallon gas tax increase to fund $25 billion worth of bridge repairs over three years. He had to abandon that plan after failing to win political support for it. Among other things, the bill would authorize an additional $1 billion next year to rebuild structurally deficient bridges on the national highway system, and states would have to come up with plans to fix such bridges.[1]
The bill would distribute $1 billion in fiscal year 2009 to replace and repair highway bridges deemed "structurally deficient." It would also call for detailed inspections of federal bridges and a list of those in most need of improvement. The funds would be distributed to the states, and they would prioritize the bridges for repair.[2]
The White House has said it opposes the bill unless the $1 billion provision is deleted. The administration said its own request of $39.4 billion in federal aid to states for highways, roads and bridges next year "is both responsive to current needs and consistent with budgetary realities."[3]
WASHINGTON, July 24 (Reuters) - Nearly a year after a deadly bridge collapse in Minnesota, the U.S. House of Representatives passed a $1 billion bill on Thursday mandating inspections and repairs of federal bridges.[2] The $1 billion bridge reconstruction program -- Congress' first nationwide response to the Interstate 35W bridge collapse in Minneapolis last summer -- would ensure that states beef up inspections and upgrade bridges that are deemed the most critical to safety. The new federally mandated system has run into resistance from officials in Minnesota and elsewhere who say they are better positioned to decide which bridges are in the most urgent need of repair. Minnesota transportation officials say they have already begun to realign their bridge priorities in response to the bridge collapse.[4]
The bridge safety legislation was sponsored by Rep. Jim Oberstar, a Minnesota Democrat who chairs the House Transportation Committee. He initially sought a 5-cent-a-gallon gas tax increase to fund $25 billion worth of bridge repairs over three years following the Aug. 1, 2007, collapse.[3] WASHINGTON - The House began debate Wednesday on legislation by Rep. Jim Oberstar aimed at improving the safety of the nation's bridges -- nearly a year after the deadly Interstate 35W bridge collapse in Minneapolis. Oberstar, D-Minn., said the legislation would help "make those bridges safer, prevent future loss and future collapse, as happened in Minnesota."[1] WASHINGTON (AP) — The House overwhelmingly passed legislation Thursday aimed at improving the safety of the nation's bridges, nearly a year after the deadly collapse of an interstate highway bridge in Minneapolis.[3]
WASHINGTON -- In a landslide vote Thursday, the House of Representatives passed a bill aimed at improving the safety of the nation's bridges, nearly a year after the deadly I-35W bridge collapse in Minneapolis.[5]
The $5.5 billion bill adds $1 billion to what Congress had previously planned to spend next year on bridge safety. It also calls for more systematic inspections of structurally deficient bridges, like the roughly two dozen dotting Interstate 5 between Tracy and Bakersfield.[6] The vote was 367-55. The legislation would authorize an additional $1 billion next year to rebuild structurally deficient bridges on the national highway system, and require states to come up with plans to fix such bridges.[3] The legislation would require states to inspect bridges every two years, and structurally deficient bridges every year.[3]
The legislation also would require the Transportation Department to come up with a system to prioritize the fixing or replacement of structurally deficient bridges or functionally obsolete bridges, and to update National Bridge Inspection Standards. In a statement, Oberstar said he toured the construction site of the new I-35W bridge this week and was amazed at the progress. "But we owe the victims and the survivors of that tragedy much more than a new bridge, we owe them new bridge policy that ensures that the traveling public is safe," he said.[3] Approved by a margin of 367 to 55, the bill, called the National Bridge Reconstruction and Inspection Act, requires the Federal Highway Administration to develop better bridge inspection standards and improve bridge infrastructure. The bill was pioneered by Minn. Congressman Jim Oberstar, who said, "We have over 72,000 structurally-deficit bridges in the United States; 1,156 of them are in Minnesota. It is time to begin systematically repairing and replacing those structures." One of his most stringent provisions requires states to certify they have no structurally-problematic bridges on the federal interstate system before they can shift funds to other transportation programs, like building bike trails.[5] Bridge ratings are available from states and the federal government, but in many states, the detailed inspection reports are offlimits over terrorism concerns. The reports "should absolutely be public," said Miller, 32, of St. Paul, who climbed out of her car and escaped serious injury. Michael Keegan, spokesman for the Department of Homeland Security, says it's up to states to follow their own laws but "we definitely provide guidance to the local governments to be aware and vigilant" for people who "might be developing some type of plan to attack the bridge." Policies vary from one state to the next, and how much information they release about bridges "is different across the board," said Kelley Rehm with the American Association of State Highway and Transportation Officials. After the collapse, Minnesota state Sen. Katie Sieben wanted to see the most recent inspection report for another Mississippi River bridge at Hastings, Minn., but the state wouldn't release it for security reasons, she said. Sieben fought for its release, and in January the state agreed to release a summary. "The public is driving across these bridges every day, and if they're unsafe, people have a right to know that," she said.[7] Nearly a year after the pavement gave way, sending her Volvo plunging toward the Mississippi River in Minneapolis, Interstate 35W bridge collapse survivor Sara Miller is convinced full bridge inspection reports should be made public.[7]
The collapse of Interstate 35W span in Minneapolis prompted state and federal officials to take stock of the nation's 600,000 bridges. In the year since the tragedy, states have a better handle on their riskiest bridges, but they still don't have the money to pay for all the needed fixes.[7] The fatal collapse of a bridge in Minneapolis a year ago jolted states into better inspections of the nation's 600,000 bridges, but they aren't coming up with the billions of dollars needed to ensure that all of them are sound.[8]
Spurred by the collapse last year of a heavily traveled Minneapolis bridge, lawmakers are offering more safety money and stricter inspection rules.[6]
All bridges will have to be inspected at least once every two years, and structurally deficient bridges will need inspection every year. California officials note they already inspect every bridge under their control every two years. The Senate has not yet passed its own version of the bridge safety bill.[6] The bridges judged structurally deficient may not be immediately dangerous; in fact, California Department of Transportation officials stress the bridges' overall safety. Some are listed because they need maintenance or constant monitoring. These are the bridges deemed potentially vulnerable.[6]
The bridge had been labeled "structurally deficient" by the Department of Transportation. In his floor statement before the vote on the bill, Oberstar said, "The tragic collapse of the I-35W Bridge demonstrates the need to make a commitment to invest in the maintenance and reconstruction of our nation's infrastructure.[2]
WASHINGTON -- The House on Thursday approved an ambitious bridge safety bill that could help protect some of the 3,140 structurally deficient bridges in California, a grim-sounding roster that includes hundreds in the Central Valley.[6] Although Bush's Capitol Hill clout is vastly diminished, and the House approved the measure by an overwhelming 376-55 margin, more changes are likely. "This bill practically eliminates any flexibility a state has to transfer funding from the bridge program to other federal highway programs when there are urgent needs to do so," cautioned Rep. John Duncan, R-Tenn. "We are concerned about that."[6] The bill would allow a state to transfer existing Highway Bridge Program funds to other programs only if it has no bridges eligible for replacement on the federal highway system.[1]
"A tragedy is indeed a terrible thing to waste," said Rep. Keith Ellison, D-Minn. "Whenever a tragedy befalls us, it does not do proper justice and honor to the victims of that tragedy to not learn from it and to do better in the future." Some state transportation officials worry the bill will restrict their ability to shift highway funds among different projects. The bill limits how federal bridge improvement dollars can be transferred, unless the state has already fixed its problems.[6]
A recent study by the House Committee on Transportation and Infrastructure reveals that many states have been diverting bridge funds meant for maintaining, repairing and replacing bridges, to other projects. The legislation authorizes that an additional $1 billion will be spent to rebuild structurally-deficit bridges, and require states to put plans in place on how to fix such bridges.[5] Thursday, the House of Representatives sent to the Senate a bill that would give states $1 billion in emergency funds for bridge repair.[8]
Nine are issuing bonds taking on debt raising taxes, hiking fees or shifting funds from other road projects. New Jersey is moving funds from other road projects in order to spend $605 million on bridge repairs this year, up $96 million from last year. Minnesota is raising its gas tax and phasing in a surcharge to pay for $6.6 billion in bonds for road and bridge projects over 10 years.[8] The state has more than doubled spending in five years on bridge repair, replacement and maintenance, from $259 million in 2002 to $700 million last year.[7] Transportation officials say the bridge is not at risk of collapse, but the state is spending up to $5.8 million on emergency repair. That's nowhere near the $28 million it would take to rehabilitate the 2,700-foot-long bridge money the state doesn't have, says Dan Cessna, the state Transportation Department district executive overseeing the repairs.[7]
A USA TODAY review found that beefed-up inspections since the collapse led 16 states to close bridges, reduce weight limits or make immediate repairs.[8]
The National Highway Bridge Reconstruction and Inspection Act passed the House by a vote of 367-55, but it has no corresponding bill in the Senate and it was not clear Thursday whether the Senate would take up the House legislation. Both chambers of Congress must pass a bill to send to the president to sign into law.[2] Sensitive about criticism over pork barrel spending, lawmakers omitted individual projects and earmarks in the new National Highway Bridge Reconstruction and Inspection Act. It's an acutely local bill for some lawmakers who represent constituents killed in bridge accidents.[6]
Altogether, the National Bridge Inventory shows nearly 300 Central Valley bridges located on national highway system roads between Chico and Bakersfield are judged structurally deficient.[6] On roads not part of the national highway system, 29 percent of California's remaining 16,717 bridges are considered structurally deficient or functionally obsolete.[6]
Arkansas is training assistant building inspectors to team with bridge inspectors so there are two sets of trained eyes at an inspection. Twelve percent of the nation's bridges are structurally deficient, according to the Federal Highway Administration, meaning they are not unsafe but are so deteriorated that they must be closely monitored and inspected or repaired. That percentage has crept down.[8] Twelve percent of the nation's bridges are classified by the Federal Highway Administration as structurally deficient, which means at least part of the bridge is deteriorated enough that it must be more closely monitored and inspected or repaired.[7]
The bridge that fell in Minneapolis last Aug. 1 had been labeled structurally deficient. "Our state's tragedy was evidence of America's desperate problem," said Rep. Betty McCollum, D-Minn. "This vote is about restoring public trust that remains badly broken." [1] The Minneapolis bridge on Interstate 35W was one of approximately 70,000 structurally deficient bridges across the country.[3]
Pennsylvania exemplifies the challenges. Its average bridge is 50 years old, and 26% of the bridges are structurally deficient, more than in any other state. "It's almost like a mini-Baby Boom," says Kent Harries, an engineering professor at the University of Pittsburgh.[7] Take the Birmingham Bridge. It was on the list of structurally deficient bridges for 14 years, until repairs two years ago.[7]
Subsequent investigation revealed the 40-year-old bridge was rated as structurally deficient, though the cause of the collapse is still under official investigation.[6] The state's percentage of structurally deficient bridges has changed little.[7] Almost a third of the 1,500 bridges in the county are structurally deficient. Among them are highway spans such as the one at the Marshall Avenue Interchange on Pittsburgh's north side, which carries 25,000 vehicles a day.[7]
A state would be allowed to transfer funds it receives from the existing Highway Bridge Program to other programs only if it has no bridges eligible for replacement on the federal highway system.[3] States are facing cuts in federal funding next year because of a projected $3.2 billion shortfall in the Highway Trust Fund.[8]
Road tolls will go up next year. It would cost $9.4 billion a year for 20 years to eliminate all bridge deficiencies in the USA, according to the latest estimate, made in 2005, by the American Society of Civil Engineers.[8] Colorado has identified 125 major bridges in need of replacement or major repair at a cost of $1.4 billion.[8]
Since the tragedy, Pennsylvania has approved $350 million in bonds to repair 411 bridges.[8] The problem is that as bridges are repaired and taken off the list, others are added, Gov. Ed Rendell says. Rendell and the Legislature approved a $350 million bond issue this month to pay for work on 411 bridges. That's barely a dent.[7]
Oberstar's initiative, introduced after the bridge collapse, was overwhelmingly approved in the House, 367 to 55. [4] Momentum in the House was generated in part by the upcoming Aug. 1 anniversary of the 35W bridge collapse.[4]
The Minneapolis bridge collapse killed 13 people and injured 145. An ongoing investigation by the National Transportation Safety Board has found that some of the bridge gussets — the plates that helped connect its steel girders — were too thin because of a design error.[3] Here is a link to Department of Transportation page mapping inadequate national highway system bridges in California.[6] Jim Struzzi with the Pennsylvania Transportation Department stands under the Marshall Avenue Interchange bridge in Pittsburgh. The span is showing its 46 years of traffic and stress.[7]
WASHINGTON - The House passed a sweeping national bridge initiative Thursday, advancing efforts by Minnesota Democrat Jim Oberstar to increase the proportion of federal dollars spent on the nation's most troubled bridges. [4] On Aug. 1, the eight-lane bridge on Interstate 35 in Minneapolis, Minnesota, collapsed during rush hour, killing 13 people and injuring more than 100.[2] Thirteen people died and upward of 100 were injured last August when Minnesota's I-35W bridge collapsed into the Mississippi River.[6] The plunge that killed 13 people when the span crumpled into the Mississippi River on Aug. 1 was "a wake-up call" to take care of aging bridges, says Pennsylvania Gov. Ed Rendell.[8]
Work on the new I-35W bridge began almost immediately after the old bridge collapsed into the Mississippi River near downtown Minneapolis.[8]
Nowhere is the need more critical than in Allegheny County, where the region's mountains and three rivers the Allegheny, Monongahela and Ohio require more bridges than anywhere in the state.[7] The bill also requires officials to rank risky bridges by priority, so limited safety dollars can be directed.[6] The White House has said it will oppose the bill unless the $1 billion provision is removed.[5] New York and California would receive the largest amounts, $100 million each, according to an analysis from the House Transportation and Infrastructure Committee.[2]
Minnesota's share of that funding is $7.3 million in fiscal year 2009.[5]
States are fixing bridges that are in the worst shape, but long-term repairs and upkeep will still suffer unless funding increases, says Kent Harries, a University of Pittsburgh engineering professor.[8] There was inadequate funding in the past and the priorities were not always on bridge maintenance and repair. That's how you get in this situation." Across the country, states are struggling to maintain and repair aging bridges such as the Birmingham Bridge.[7]
There was no worry then that corrosion would cause the piers to move and the bridge deck to drop. Now, two lanes of the four-lane bridge, which carries 23,000 vehicles a day, are closed until repairs are done by year's end. That doesn't sit well with Jeff Brungo, who owns The Library, a South Side bar at the foot of the bridge. He has seen business drop 5%, in part, he says, because it is harder for customers to get there. "It's definitely affected business," he says.[7] Steel supports are rusted, pieces of fallen concrete litter a parking lot below, and eroded concrete on the piers exposes steel bars. Other bridges are in worse shape or need maintenance sooner because they carry more traffic, which means this span is not up for repair for two more years, Cessna says.[7]
Because everyone realizes that we've been diverting funds that should have gone to bridge repair to mass transit and bike trails.[1]
Said Oberstar: "We owe the victims and the survivors of that tragedy much more than a new bridge. We owe them new bridge policy that ensures that the traveling public is safe."[4] Some, including Arizona, Delaware, Louisiana, Maine, Minnesota, New Jersey, New York and Tennessee, conducted broader reviews to identify bridges needing the most work.[8]
' South Dakota: The state does not release reports that could give intimate details of the structure, chief bridge engineer Kevin Goeden said.[7] "Our bridges, roadways and transportation systems are the backbone of our nation and economy," said Rep. Doris Matsui, D-Sacramento.[6] ' Iowa: Inspection records for "transportation critical" bridges are offlimits, DOT spokeswoman Dena Gray-Fisher said.[7] ' Florida: Detailed inspection reports "would show you exactly where the weaknesses are," Department of Transportation spokesman Dick Kane said.[7]
State Route 99 is part of the 162,000-mile national highway system, although it is not an interstate. [6] Prospects for the first nationwide legislative response to the 35W bridge collapse remains unclear in the Senate.[4] "Improving the safety standards for our bridges delivers on our responsibility to preserve public safety."[6] "A tragedy is a terrible thing to waste," said Rep. Keith Ellison, a Democrat whose district includes the 35W bridge.[4]
SOURCES
1. House takes up Oberstar's bridge bill
2. UPDATE 1-US House passes bill to repair deficient bridges | Industries | Industrials, Materials & Utilities | Reuters
3. The Associated Press: House votes to boost bridge spending, inspections
4. House backs $1 billion initiative to upgrade nation's bridges
5. MyFox Twin Cities | House Approves Bridge Bill to Improve Nation's Bridges
6. McClatchy Washington Bureau | 07/24/2008 | House approves bridge safety bill; 3,140 structures deficient in California
7. Bridge-work needs outweigh funds in Pennsylvania - USATODAY.com
8. Billions needed to shore up nation's bridges - USATODAY.com
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