From THE HILL: House GOP to Senate: We’re not taking up your highway bill

From THE HILL:

 The House will not vote on a multi-year Senate highway bill that revives the now-expired Export-Import Bank, House Majority Leader Kevin McCarthy (R-Calif.) said Monday.

“We’re not taking up the Senate bill,” McCarthy declared to a roomful of reporters in his office.

Instead, McCarthy urged the Senate to take up a short-term House-passed bill which extends federal highway funding for five months, without renewing the Ex-Im Bank charter. He called the House bill the “best option” for Congress before money for highways, bridges and mass transit runs out on Friday.

McCarthy’s declaration is a blow not only to the Senate, where Majority Leader Mitch McConnell (R-Ky.) and Sen. Barbara Boxer (D-Calif.) had teamed up to craft the bipartisan, long-term highway bill.

It’s also a blow to backers of the Ex-Im Bank, who had hoped the 81-year-old institution would be revived by catching a ride on the back of the Senate transportation bill. The charter for the bank, which provides loan guarantees to help U.S. corporations sell goods overseas, expired on June 30.

The Senate transportation bill authorizes highway funding for six years, but only provides three years in funding.

McCarthy, who controls the House floor schedule, said the lower chamber plans to leave for the August recess on Thursday. And he said it’s not fair for the Senate to send the House a massive 1,000-plus-page bill just days before the funding deadline.

Upon hearing about McCarthy’s remarks, Boxer, shot back at the fellow Californian, saying the House should follow the Senate’s lead and stay in session a week longer rather than decamp for the summer recess.

“You know what, we’re staying an extra week in August. You can stay an extra week in August. That’s not such a terrible thing,” Boxer said in a speech on the Senate floor.

McCarthy “says don’t send us a bill because we’re going home. Well, that’s their choice.

“If the House chooses to go out on vacation or a work period of whatever they do, that’s their business. But it’s our job to fix the problems we’re facing,” Boxer said.

Another way out of the funding mess is an even shorter-term highway bill, perhaps one that provides just two or three months of transportation funding. McCarthy didn’t rule out that possibility, but he made clear his chamber had already passed a more-preferable five-month patch that gives Congress enough time to hammer out a longer-term, House-Senate deal.

“The five-month extension is the best bill to have so you can get a long-term bill that is fully paid for,” McCarthy said.

Had Enough yet? 

Another short-term patch?

How safe do you feel when traveling on our roads?

…when you hit a pothole?

…when you hit a patch of road that’s rougher than a medieval cobblestone road?

…when you blow a tire?

…destroy a rim?

…put your life at risk?

 

Instead of charging motorists more to feed a broken system, let’s fix the system

Senate begins debate on highway bill, setting up weekend session

The Senate on Friday formally started debate on Senate Majority Leader Mitch McConnell’s six-year highway bill, setting up a weekend session and putting the chamber on a collision course with the House.

Senators voted to proceed to the bill negotiated by McConnell (R-Ky.) and Sen. Barbara Boxer (D-Calif.) in a 51-26 vote that split both parties. http://thehill.com/blogs/floor-action/senate/249065-senate-begins-debate-on-highway-bill-setting-up-weekend-session

USA Today:

http://www.usatoday.com/story/opinion/2015/07/23/highway-funding-oil-gasoline-tax-fix-congress-editorials-debates/30579385/

Without congressional action, highway funding will come to a halt at the end of July.

America has a transportation problem. Its highways and bridges are in desperate need of repairs. Its major population centers are in desperate need of road and rail capacity to get people and products out of traffic jams. And the Highway Trust Fund — used to build and maintain those roads, bridges and transit systems — is running short of cash. Without congressional action, federally financed projects will come to a halt at the end of this month.

Is there a solution to the problem? A fix? One that would/could work without increasing the taxes? In USA Today’s opposing view a reader responds with a solution that is an obvious solution, one that keeps staring us in the face; one that since the late 70s I have not heard expressed; one that Congress needs to look at and consider as a serious solution.

USA Today Opposing View:

http://www.usatoday.com/story/opinion/2015/07/23/gas-tax-highway-trust-fund-club–growth-editorials-debates/30587867/

By David Mcintoish

Instead of charging motorists more to feed a broken system, let’s fix the system.

Raising the gas tax to prop up the Highway Trust Fund is like pumping gas into a junkyard car. For every $1 of gas tax, Washington wastes 20% to 30% in needless federal regulations that jack up highway construction costs.

Here’s a better idea: Instead of charging motorists more to feed a broken system, let’s fix the system. And step one is to push politicians in Washington, D.C., to the side of the highway funding road.

The current federal funding scheme for highways takes your gas tax money to Washington, lops off a big chunk to pay for federal bureaucracy, and then inefficiently redistributes some of those dollars back to the states for roads. The problem is the federal middleman.

Projects handled at the federal level are rife with costly regulations, such as the Davis-Bacon Act of 1931 that drives up labor costs. The price tag for highway work is also increased by federal environmental rules and duplicative planning studies.

Every state has its own Department of Transportation that studies, plans and executes the road projects that matter most to that state. Why do they need the waste, inefficiency and redundancy that arise from the federal layer of bureaucracy?

This year, the Highway Trust Fund will spend more than $50 billion, including billions for non-highway projects, and will run at a deficit of more than $10 billion. The primary focus in Congress — as it has been for years — is on finding new ways to fund that deficit, instead of looking for ways to stop the spending that causes the deficit.

Let’s drop this nonsense of raising the gas tax. Congress should leave the money and responsibility for road construction and repairs where they belong — back at the state and local levels. One good proposal to do that already exists; it’s the Transportation Empowerment Act, sponsored by Sen. Mike Lee, R-Utah, and Rep. Ron DeSantis, R-Fla.

Their legislation would gradually eliminate the federal gas tax, while giving states the accountability and responsibility to identify and undertake highway projects, using infrastructure funds that would be kept at home instead of wasted in Washington.

David McIntosh is president of the Club for Growth.

This approach probably makes more sense than other solutions if Congress would:

  1. Leave the federal gas tax as it is
  2. Feep the money in the state fund
  3. Legislatively tag the money so that it cannot be used for anything but road work
  4. Phase out the administration of the tax at the federal level
  5. Re-define the role of FHWA as an administrative overseer of highway design, safety regulations etc.
  6. Eliminate all the Federal “hoops” required to do Interstate road work

 

DeWALT Expands USA Production and Reduces Jobsite Cords

By Greg Sitek

 We had the opportunity to visit and tour one of DeWALT’s recent plant expansions in Charlotte NC where it is manufacturing hand tools hand tools. The 65,000 square-foot production facility is part of the company’s 1.2 million square-foot North Carolina/South Carolina distribution facility. The building actually does sit on the North Carolina-South Carolina state line.

This is one of several expansions as DeWALT, continues its initiative to build products in the USA. With this expansion, an additional 60 corded and cordless power tools are being built domestically with global materials. An expansion of production into an existing company-owned plant in Greenfield, Indiana brings the total number of DEWALT plants in the United States to seven, with facilities in Connecticut, Maryland, Kentucky, North Carolina, South Carolina, and Tennessee, making some of the brand’s most popular tools.

DEWALT will now produce approximately 14 million products each year in the United States. Given a choice between a product made in the United States and an identical one made abroad, 78 percent of Americans would rather buy the American product, according to a 2013 survey by the Consumer Reports National Research Center.

In addition to the efficiency that domestic expansion provides, DEWALT has also created new jobs for Americans across the country, adding over 500 employees to the expanded manufacturing facilities since the campaign began. This brings the total number of employees at US-based DEWALT plants to the thousands. DEWALT is also committed to hiring veterans and currently employs over 1,000 former members of the military in their manufacturing facilities alone.

“We continue to grow our domestic capabilities because the professional using our tools wants to buy products built in the USA. DEWALT is making the power tools for the contractors and builders who are themselves building America,” said Frank Mannarino, President of DeWALT Professional Products Group. “Whether it’s through our high quality tools built in the USA with global materials, convenient service repair centers, or products backed by extensive warranties, the DEWALT professional end user can expect premium power tools that are built and serviced by fellow Americans – some of whom are veterans – right here in the United States.”

With the added products, facilities, and a continued commitment to expanding domestic manufacturing, DeWALT is able to deliver products with greater efficiency, without adding cost, while keeping the same Guaranteed Tough® quality.

“DeWALT is a global brand built right here in America,” said Nick DeSimone, Vice President of Operations. “We’re choosing to invest in domestic manufacturing because it’s important that we maintain our connection with core DEWALT customers. Not only can we build quality products in the United States, but we also care deeply about making things at home and bringing jobs back to the United States.”

For more information on DeWALT’s initiative to build products in the USA using global materials, and to view a full list of product offerings, visit www.dewalt.com/americanpride  or watch a video about it here.

More Cordless Power    

The company has focused on improving jobsite safety by eliminating the electrical cords that often cover construction jobsites. Enter more cordless power tools. During the recent visit to the newly expanded Charlotte NC facility we were introduced to a family of cordless tools that do eliminate a lot of the cords.

Here are some of the new tools that we hand an opportunity to see and “test drive.”

This first one, while not typically found on the heavy nonresidential was more than impressive. After using it I thought of all the things you could do with it on any job site especially when you realize that it is cordless and delivers the kind of cutting power it does. Good bye chop saw.

20V MAX* Lithium Ion 7 1/4 Inch Sliding Miter Saw (DCS361) offers portability and convenience, optimized for general contractors and remodelers for various applications including trim installation, flooring work, and cutting 2x material.

DCS361M1_3The 7 1/4 Inch Sliding Miter Saw (DCS361) features a single left bevel which ranges from -3° to 48° left. With a 3 1/2 inch maximum vertical, 3 5/8 inch crown nested, and 2×8 inch horizontal cut capacity, the DCS361 will handle most of the common cuts needed.   The DCS361 spins at 3750 RPM and makes, on average 183 cuts of 2×4 pine or 275 cuts of 3-1/4 inch pine base molding on a single battery charge (DCB204 4.0Ah battery). The DCS361 with a battery is lightweight at 31.6lbs and with the integrated cast-in side handles it’s easy to carry around the jobsite.

Key ease-of-use features of the DCS361 include an integrated XPS™ blade light, which casts a shadow showing where the blade will cut. A stainless steel miter detent plate makes it easy to adjust the saw. Other features include the saw’s 10 positive miter stops, a fast and easy cam lock, and rubber feet for no-slip and no-scratch grip. A high visibility bevel scale, adjustable bevel overrides, and a miter pointer on the left side of the table provides maximum visibility and versatility.

Whether the DCS361 is used for flooring, small crown work, toe molding, back splashes, base, chair rail, door or window casting, or any other woodworking application, it’s a convenient option for the professional. The DCS361 will be available as a bare unit (DCS361B) or as a kit (DCS361M1). Both units come equipped with a dust bag, hold-down clamp, and a 40 tooth blade. For the bare unit, battery and charger are sold separately.

Three 20V MAX* Brushless High Torque Impact Wrenchesare available in 1/2 Inch (DCF899) hog ring or detent pin anvils, 3/4 Inch (DCF898) hog ring with retention pin hole anvil and a 7/16 Inch (DCF897) quick release chuck specifically designed for utility applications.

DCF899P2_2These high-torque impact wrenches feature efficient, brushless motors and with the 5Ah 20V MAX* XR lithium ion battery pack they deliver the power, speed, and extreme runtime required by the professional. The 1/2 Inch (DCF899) hog ring or detent pin anvil impact wrench delivers 700 ft-lbs of max torque and 1200 ft-lbs of max breakaway torque.

With 3 speeds for application-specific control these impact wrenches offer the convenience of cordless technology and save time by eliminating cords and hoses of electric and pneumatic impact wrenches. At 8.9 inches long and just 7lbs each, the impact wrenches get into tight spaces easily and are comfortable to use over extended periods of time on the worksite. These impact wrenches feature LED work lights and provide the durability to stand up to jobsite environments.

Whether it’s automotive, farm, or heavy machinery repair, concrete fastening, road or bridge crews, or elevator and ironworkers – on the job, power and portability allow for productivity. You will be amazed by the power and speed these tools deliver without cords and/or hoses.

DEWALT’s First Cordless Portable Stick & TIG Welder (DCW100K) can be operated in cordless mode for maximum convenience or easily plugged into a 20 Amp circuit or generator. I definitely want one…

DCW100K_3With an internal lithium ion battery, the DCW100K recharges while it’s plugged in. The external 4.4lb 50 minute charger keeps the DCW100K ready to use remotely at any time. Weighing less than 25lbs, the welder itself is easy to move around a job site whether it’s for mechanical, fleet field or jobsite repair and install, or stair and railing work.

At 140 Amps Max Stick and 150 Amps Max TIG, the DCW100K offers pro-grade performance for a majority of job site and construction applications. The unit features a digital display which indicates the amperage and control values, manipulated via adjustment dial. Other displays include a Stick/TIG Welder Type Selector and a Hot Start/Soft Start setting which allows the DCW100K to start easily and maintain a stable arc at low amperage. Additionally, an Arc Force Dynamic setting increases the amperage, helping to prevent the weld pool from solidifying. A battery status bar shows the remaining charge. Finally, the DCW100K includes a 13-ft. stick electrode lead as well as a 10-ft. grounding lead.

Ward Smith, DEWALT product manager said, “DEWALT continues to push the boundaries of cordless innovation on the jobsite delivering a portable power solution for the welding professional. The DCW100K Cordless Welder delivers premium performance in a lightweight and portable package.”

On the job, portability is productivity – the DCW100K Portable Stick & TIG Welder is designed for welding professionals and Guaranteed Tough® by DEWALT.

20V MAX* XR™ Brushless SDS Hammer is the first brushless rotary hammer available from this professional power tool brand.

Ideal for use in concrete drilling applications, the 1” 20V MAX* XR™ Brushless SDS Hammer is powered by a DEWALT-built brushless motor that provides 2.1 DCH273P2_1Joules of Impact Energy**, and is optimized for chipping work and drilling diameters of 1/2” or less. With only 6.6 m/s² vibration felt by the user at the handle, this lightweight, SHOCKS™ equipped rotary hammer is designed for comfortable use.

The 1” 20V MAX* XR™ Brushless SDS Hammer comes kitted with a 5.0 Amp hour lithium ion battery and is compatible with DEWALT’s onboard cordless HEPA dust extractor (D25303DH sold separately). The rotary hammer also includes a retractable utility hook that allows it to be hung not only from a belt but also lifts, ladders, carts, etc. The hammer also features an LED with a 20 second delay that provides visibility in dimly lit spaces.

The 1” 20V MAX* XR™ Brushless SDS Hammer is part of the DEWALT Perform & Protect™ line of power tools. DEWALT Perform & Protect™ tools are designed to provide a high level of one or more of the following: control, dust containment or low vibration, without sacrificing performance.

The tool will come standard with a three-year limited warranty, two-year free service contract and 90-day money-back guarantee.

Four new SDS Rotary Hammers the 1-1/8” SDS Hammer (D25263K), the 1” SDS Hammer (D25262K), 1” Pistol Grip SDS Hammer (D25133K), and the 7/8” SDS Hammer (D25260K) were introduced and demonstrated. Each of these units provides performance, durability, and comfort for work in the plumbing, electrical, concrete forming, HVAC, and other concrete-related trades.

D25263K_1Leading the new Rotary Hammer collection is the 1-1/8” SDS Hammer (D25263K), which has 15% faster drilling speed, on average when compared to the Bosch Bulldog Extreme Max (RH228VC) when drilling 5/8” by 3” holes. An 8.5 amp high performance motor delivers an RPM of 0-1450 and a BPM at 0-5350 with 3.0 Joules* of impact energy.

The 1-1/8” SDS Hammer also features three internal and three external rubber seals which help protect the unit from dust and debris and provide DEWALT-level durability. At 6.8 lbs, with SHOCKS™ vibration control and a vibration-reducing side handle, this unit limits vibration felt by the user at the handle to 9.8 m/s² for optimal user comfort. The 1-1/8” SDS Hammer also features three operation modes; Hammer Drill, Drill Only, and Chipping. Each SDS Rotary Hammer features a rotating brush ring that delivers full power in Reverse mode for bit jam incidents.

Both the 1-1/8” SDS Hammer and 1” SDS Hammer are part of the DEWALT Perform & Protect™ line of power tools. DEWALT Perform & Protect™ tools are designed to provide a high level of one or more of the following: control, dust containment or low vibration, without sacrificing performance.

The full collection of new DEWALT SDS Rotary Hammers is available now where DEWALT products are sold. The 1-1/8” SDS Hammer (D25263K) and 1” SDS Hammer (D25262K) each have a 2-year service warranty. The 1” Pistol Grip SDS Hammer (D25133K) and 7/8” SDS Hammer (D25260K) each have a 1-year service warranty.

DEWALT Batteries, Now With Bluetooth® What? DeWALT’s new Tool Connect™ App allows users to pair Bluetooth® enabled batteries with compatible smartphones. Adding to its growing offering of “connected” tools, DEWALT launches its first line of premium 20V MAX* 2.0 Amp (DCB203BT) and 4.0 Amp (DCB204BT) lithium ion batteries with Bluetooth® capability.

DCB204BT_2These batteries pair with Apple and Android smart devices via the free Tool Connect™ App. This innovation gives DEWALT users the ability to control their compatible DEWALT batteries remotely via a Bluetooth device. For the early-adopter who runs a business on a jobsite, this technology allows greater control over tools in residential, MRO, and commercial work sites.

Bluetooth® enabled batteries solve a number of jobsite problems and the Tool Connect™ App takes just a few moments to set up. Users can simply connect their compatible DEWALT batteries to their Bluetooth® enabled smartphone or tablet (by initiating the pairing process) and view the inventory of paired units on the Tool Connect™ App home screen. This home screen allows users to remotely turn all compatible DEWALT Bluetooth® batteries on or off at once, monitor battery charge level, view Bluetooth signal strength, and pair additional batteries.

From the Tool Connect™ App home screen, users can select an individual battery to view its diagnostics and change settings by tabbing through four pages: Diagnostics, Actions, Info, and Alerts. The Diagnostics screen indicates an individual battery’s state of charge, temperature, and connection to Bluetooth®. This screen also allows users to enable and disable a particular battery. By disabling a battery, the user prevents it from being used until re-enabled. This feature makes it easy to shut down equipment at the end of the day to conserve battery life and deter theft.

The Actions screen allows the user to customize their alert preferences depending on what information they need and when they need it. These options include Alert if Out of Range, Disable if Out of Range, Alert at Low Battery Charge, Alert at High Temperature, and Alert at Charge Completion. In addition, this screen offers a Lending Button, which allows for sharing of batteries. The user can select an amount of time for the tool (with battery) to be lent and when the time is exceeded, the battery shuts down and the owner receives an alert.

Finally, the Alerts screen provides a comprehensive list of all of the alerts that have been generated by the Tool Connect™ App and the compatible DEWALT Bluetooth® batteries. From here, users can select an alert to view more details or clear some or all alerts in the log.

More than ever before, DEWALT is connecting the professional to their tools. By integrating Bluetooth® Technology into batteries and as a leading tool brand, DEWALT continues to advance technology in the industrial space.

* – Maximum initial battery voltage (measured without a workload) is 20 volts. Nominal voltage is 18.

** – According to EPTA-procedure 05/2009

TRIP: New Report Identifies U.S. Urban Areas With Roughest Roads And Highest Costs To Drivers – As Much As $1,044 Annually. As Travel Growth Returns To Pre-Recession Rates, Road Conditions Expected To Decline Further Without Additional Funding At Local, State & Federal Levels.

TRIPDriving on deteriorated urban roads costs motorists as much as $1,044 annually, according to a new report that evaluates pavement conditions in the nation’s large (500,000+ population) and mid-sized urban areas (250,000-500,000 population) and calculates the additional costs passed on to motorists as a result of driving on rough roads. Driving on roads in disrepair increases consumer costs by accelerating vehicle deterioration and depreciation, and increasing needed maintenance, fuel consumption and tire wear.

 

Driving on deteriorated urban roads costs motorists as much as $1,044 annually, according to a new report that evaluates pavement conditions in the nation’s large (500,000+ population) and mid-sized urban areas (250,000-500,000 population) and calculates the additional costs passed on to motorists as a result of driving on rough roads. Driving on roads in disrepair increases consumer costs by accelerating vehicle deterioration and depreciation, and increasing needed maintenance, fuel consumption and tire wear.

These findings were released today by TRIP, a national transportation research group based in Washington, D.C. The report, Bumpy Roads Ahead: America’s Roughest Rides and Strategies to Make our Roads Smoother,” examines urban pavement conditions, transportation funding, travel trends and economic development. Pavement condition and vehicle operating costs for urban areas with populations of 250,000 or greater can be found in the report and appendices. The charts below detail large and mid-sized urban areas with the highest vehicle operating costs (VOC) and highest share of pavements in poor conditions.

Rank  

Large Urban Area (500,000+ population)

Percent Poor Rank Large Urban Area (500,000+ population) VOC Per Driver
1 San Francisco–Oakland, CA 74% 1 San Francisco-Oakland, CA $ 1,044
2 Los Angeles–Long Beach–Santa Ana, CA 73% 2 Los Angeles–Long Beach–Santa Ana, CA $ 1,031
3 Concord, CA 62%   3 Concord, CA $     954
4 Detroit, MI 56% 4 Tulsa, OK $     928
5 San Jose, CA 53% 5 Oklahoma City, OK $     917
6 Cleveland, OH 52% 6 Detroit, MI $     866
7 New York–Newark, NY 51% 7 Cleveland, OH $     845
8 San Diego, CA 51% 8 San Jose, CA $     844
9 Grand Rapids, MI 51% 9 San Diego, CA $     843
10 Honolulu, HI 51% 10 San Antonio, TX $     838
11 Akron, OH 50% 11 El Paso, TX $     815
12 San Antonio, TX 49% 12 Riverside–San Bernardino, CA $     812
13 Milwaukee, WI 46% 13 Grand Rapids, MI $     803
14 Riverside–San Bernardino, CA 46% 14 Akron, OH $     797
15 El Paso, TX 46% 15 New York–Newark, NY $     791
16 Oklahoma City, OK 45% 16 Dallas–Fort Worth–Arlington, TX $     791
17 Tulsa, OK 45% 17 Birmingham, AL $     784
18 New Haven, CT 45% 18 Honolulu, HI $     777
19 Bridgeport-Stamford, CT 44% 19 Houston, TX $     772
20 Birmingham, AL 43% 20 Sacramento, CA $     767
21 Denver–Aurora, CO 43% 21 Milwaukee, WI $     753
22 Seattle, WA 42% 22 Denver–Aurora, CO $     737
23 Omaha, NE 42% 23 Omaha, NE $     729
24 Sacramento, CA 42% 24 Colorado Springs, CO $     723
25 New Orleans, LA 42% 25 New Orleans, LA $     713

 

Rank Mid-sized Urban Area

(250,000-500,000 population)

Percent Poor Rank Mid-sized Urban Area

(250,000-500,000 population)

VOC Per Driver
1 Flint, MI 54% 1 Temecula–Murrieta, CA $ 857
2 Antioch, CA 52% 2 Flint, MI $ 839
3 Santa Rosa, CA 49% 3 Antioch, CA $ 831
4 Trenton, NJ 48% 4 Jackson, MS $ 818
5 Temecula–Murrieta, CA 47% 5 Santa Rosa, CA $ 811
6 Scranton, PA 46% 6 Trenton, NJ $ 764
7 Reno, NV 46% 7 Hemet, CA $ 758
8 Spokane, WA 44% 8 Reno, NV $ 748
9 Jackson, MS 44% 9 Lansing, MI $ 733
10 Lansing, MI 39% 10 Scranton, PA $ 717
11 Baton Rouge, LA 38% 11 McAllen, TX $ 716
12 Shreveport, LA 36% 12 Baton Rouge, LA $ 705
13 Madison, WI 36% 13 Spokane, WA $ 685
14 Hemet, CA 36% 14 Madison, WI $ 685
15 Stockton, CA 34% 15 Oxnard, CA $ 669
16 McAllen, TX 33% 16 Victorville–Hesperia–Apple Valley, CA $ 664
17 Victorville-Hesperia-Apple Valley, CA 32% 17 Shreveport, LA $ 663
18 Davenport, IA 31% 18 Stockton, CA $ 657
19 Syracuse, NY 30% 19 Modesto, CA $ 636
20 Modesto, CA 30% 20 Davenport, IA $ 591
21 Oxnard, CA 30% 21 Wichita, KS $ 591
22 Provo–Orem, UT 30% 22 Provo–Orem, UT $ 583
23 Lancaster, PA 27% 23 Ann Arbor, MI $ 571
24 Fort Wayne, IN 27% 24 Reading, PA $ 555
25 Ann Arbor, MI 26% 25 Corpus Christi, TX $ 549

In 2013 more than one quarter (28 percent) of the nation’s major urban roads– Interstates, freeways and other arterial routes – had pavements that were in substandard condition and provided an unacceptably rough ride to motorists, costing the average urban driver $516 annually. The nationwide annual cost of driving on deteriorated roads totals $109.3 billion.

In 2013 more than one quarter (28 percent) of the nation’s major urban roads– Interstates, freeways and other arterial routes – had pavements that were in substandard condition and provided an unacceptably rough ride to motorists, costing the average urban driver $516 annually. The nationwide annual cost of driving on deteriorated roads totals $109.3 billion.

“The nation’s rough roads stress nerves and cost billions in unnecessary vehicle replacement, repair and fuel costs,” said Jill Ingrassia, AAA managing director of government relations and traffic safety advocacy. “Full investment in our nation’s transportation system will reduce the financial burden on drivers and provide them with a smoother, safer and more efficient ride.”

The federal government is a critical source of funding for road and highway repairs. But the lack of adequate funding beyond the expiration of the current federal surface transportation program, MAP-21 (Moving Ahead for Progress in the 21st Century Act), which expires on July 31, 2015, threatens the future condition of the nation’s roads and highways.

“The long-term preservation and maintenance of our national transportation system depends on federal investment,” said Bud Wright, executive director of the American Association of State Highway and Transportation Officials (AASHTO). “We can do better than the uncertainty of short-term extensions. America needs Congress to fully fund a multi-year surface transportation bill.”

With vehicle travel growth rates returning to pre-recession levels and large truck travel anticipated to grow significantly, mounting wear and tear on the nation’s urban roads and highways is expected to increase the cost of needed highway repairs. Vehicle travel, which remained largely unchanged from 2008 to 2013, increased by 1.7 percent from 2013 to 2014 and increased 3.9 percent during the first four months of 2015 compared to the same period in 2014. And, the amount of large commercial truck travel in the U.S. is expected to increase by 72 percent from 2015 to 2030.

“The deteriorating condition of our nation’s urban roads threatens the health of the nation’s economy, reducing the efficiency of a region’s businesses and employers,” said Janet Kavinoky, Executive Director, Transportation and Infrastructure, U.S. Chamber of Commerce and vice president of the Americans for Transportation Mobility (ATM) Coalition. “Attracting jobs and expanding a region’s economy requires a well-maintained, efficient and safe transportation system. Funding needed transportation improvements must be a top priority at the federal, state and local levels and Congress must do its part by authorizing an adequately funded, long-term federal transportation bill.”

“With state and local governments struggling to fund needed road repairs and with federal surface transportation funding set to expire this month, road conditions are projected to get even worse,” said Will Wilkins, TRIP’s executive director. “Congress could reduce the extra costs borne by motorists driving on rough roads by authorizing a long-term, adequately funded federal transportation program that improves road conditions on the nation’s major roads and highways.”

Bumpy Roads Ahead:

America’s Roughest Rides and Strategies to Make our Roads Smoother

Executive Summary

Keeping the wheel steady on America’s roads and highways has become increasingly challenging as drivers encounter potholes and pavement deterioration. More than a quarter of the nation’s major urban roadways – highways and major streets that are the main routes for commuters and commerce – are in poor condition. These critical links in the nation’s transportation system carry 53 percent of the approximately 3 trillion miles driven annually in America.

With the rate of vehicle travel returning to pre-recession levels and local and state governments unable to adequately fund road repairs while the current federal surface transportation program is set to expire on July 31, 2015, road conditions could get even worse in the future.

In this report, TRIP examines the condition of the nation’s major urban roads, including pavement condition data for America’s most populous urban areas, recent trends in travel, the latest developments in repairing roads and building them to last longer, and the funding levels needed to adequately address America’s deteriorated roadways.

For the purposes of this report, an urban area includes the major city in a region and its neighboring or surrounding suburban areas. Pavement condition data are the latest available and are derived from the Federal Highway Administration’s (FHWA) 2013 annual survey of state transportation officials on the condition of major state and locally maintained roads and highways, based on a uniform pavement rating index. The pavement rating index measures the level of smoothness of pavement surfaces, supplying information on the ride quality provided by road and highway surfaces. The major findings of the TRIP report are:

More than a quarter of the nation’s major urban roads are rated in substandard or poor condition, providing motorists and truckers with a rough ride and increasing the cost of operating a vehicle.

  • More than one-quarter (28 percent) of the nation’s major urban roads – Interstates, freeways and other arterial routes – have pavements that are in substandard condition and provide an unacceptably rough ride to motorists.
  • An additional 41 percent of the nation’s major urban roads and highways have pavements that are in mediocre or fair condition, and 31 percent are in good condition.
  • Including major rural roads, 18 percent of the nation’s major roads are in poor condition, 40 percent are in mediocre or fair condition, and 42 percent are in good condition.
  • The 25 urban regions with a population of 500,000 or greater with the highest share of major roads and highways with pavements that are in poor condition and provide a rough ride are:

TRIP 1* An urban area includes the major city in a region and its neighboring or surrounding suburban areas.

  • The 25 urban regions with a population between 250,000 and 500,000 with the greatest share of major roads and highways with pavements that are in poor condition and provide a rough ride are:

TRIP 2* An urban area includes the major city in a region and its neighboring or surrounding suburban areas.

  • A listing of road conditions for each urban area with a population of 500,000 or more can be found in Appendix A. Pavement condition data for urban areas with a population between 250,000 and 500,000 can be found in Appendix B.
  • The average motorist in the U.S. is losing $516 annually — $109.3 billion nationally — in additional vehicle operating costs as a result of driving on roads in need of repair. Driving on roads in disrepair increases consumer costs by accelerating vehicle deterioration and depreciation, increasing the frequency of needed maintenance and requiring additional fuel consumption.
  • The 25 urban regions with at least 500,000 people, where motorists pay the most annually in additional vehicle maintenance because of roads in poor condition are:

TRIP3* An urban area includes the major city in a region and its neighboring or surrounding suburban areas.

  • The 25 urban regions with a population between 250,000 and 500,000 where motorists pay the most annually in additional vehicle maintenance because of roads in poor condition are:

TRIP4* An urban area includes the major city in a region and its neighboring or surrounding suburban areas.

 

  • A listing of additional vehicle operating costs due to driving on roads in substandard condition for urban areas with populations over 500,000 can be found in Appendix C. Additional vehicle operating costs for urban areas with a population between 250,000 and 500,000 can be found in Appendix D.

With vehicle travel growth returning to pre-recession rates and large truck travel anticipated to grow significantly, resulting in increased traffic and wear and tear on the nation’s urban roads and highways, the additional travel will increase the amount of road, highway and bridge investment which will be needed to improve conditions and to meet the nation’s transportation needs.    

  • Vehicle travel increased by 39 percent from 1990 to 2008. From 2008 to 2013, the amount of vehicle travel on the nation’s roadways remained largely unchanged, increasing by one half percent during the five year period.
  • Vehicle travel in the U.S. increased by 1.7 percent from 2013 to 2014. U.S. vehicle travel during the first four months of 2015 increased 3.9 percent from the same period in 2014.
  • Travel by large commercial trucks in the U.S. increased by 79 percent from 1990 to 2013. Large trucks place significant stress on roads and highways.
  • The level of heavy truck travel nationally is anticipated to increase by approximately 72 percent from 2015 to 2030, putting greater stress on the nation’s roadways.
  • The 2015 AASHTO Transportation Bottom Line Report found that the U.S. currently has a $740 billion backlog in improvements needed to restore the nation’s roads, highways and bridges to the level of condition and performance needed to meet the nation’s transportation demands.
  • The 2015 AASHTO Transportation Bottom Line Report found that the nation’s road, highway and bridge backlog included $392 billion in needed road and highway repairs to return them to a state of good repair; $112 billion needed in bridge rehabilitation and $237 billion in needed highway capacity expansions to relieve traffic congestion and support economic development.
  • The 2015 AASHTO Transportation Bottom Line Report also found that the annual needed investment in the nation’s roads, highways and bridges to improve their condition and to meet the nation’s transportation needs is $120 billion, assuming that vehicle travel increases at a rate of one percent per year. This level of investment is 36 percent higher than the current annual spending of $88 billion.
  • The 2015 AASHTO Transportation Bottom Line Report found that if the rate of vehicle travel increased by 1.4 percent per year that the needed annual investment in the nation’s roads, highways and bridges would increase to $144 billion and if vehicle travel grows by 1.6 percent annually the needed annual investment in the nation’s roads, highways and bridges would be $156 billion.

The federal government is a critical source of funding for road and highway repairs. But the lack of adequate funding beyond the expiration of the current federal surface transportation program, MAP-21 (Moving Ahead for Progress in the 21st Century Act), which expires on July 31, 2015, threatens the future condition of the nation’s roads and highways.      

Projects to improve the condition of the nation’s roads and bridges could boost the nation’s economic growth by providing significant short- and long-term economic benefits. 

  • Highway rehabilitation and preservation projects provide significant economic benefits by improving travel speeds, capacity and safety, and by reducing operating costs for people and businesses.   Roadway repairs also extend the service life of a road, highway or bridge, which saves money by postponing the need for more expensive future repairs.
  • The Federal Highway Administration estimates that each dollar spent on road, highway and bridge improvements results in an average benefit of $5.20 in the form of reduced vehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road and bridge maintenance costs and reduced emissions as a result of improved traffic flow.

Transportation agencies can reduce pavement life cycle costs by using higher-quality paving materials that keep roads structurally sound and smooth for longer periods, and by employing a pavement preservation approach that optimizes the timing of repairs to pavement surfaces.

  • There are five life-cycle stages of a roadway pavement: design, construction, initial deterioration, visible deterioration and pavement disintegration and failure.
  • A 2010 Federal Highway Administration report found that an over-reliance on short-term pavement repairs will fail to provide the long-term structural integrity needed in a roadway surface to guarantee the future performance of a paved road or highway.
  • The 2010 Federal Highway Administration report warned that transportation agencies that focus only on current pavement surface conditions will eventually face a highway network with an overwhelming backlog of pavement rehabilitation and replacement needs.
  • A properly implemented pavement preservation approach to keeping pavements in good condition has been found to reduce overall pavement life cycle costs by approximately one-third over a 25-year period.
  • Initial pavement preservation can only be done on road surfaces that are structurally sound. Roads that have significant deterioration must be maintained with surface repairs until sufficient funds are available to reconstruct the road, at which time a pavement preservation strategy can be adopted.
  • The use of thicker pavements and more durable designs and materials for a particular roadway are being used to increase the life span of road and highway surfaces and delay the need for significant repairs. These new pavements include high performance concrete pavements and asphalt pavements which have a perpetual pavement design.

Adequate funding allows transportation agencies to reconstruct roadways that are structurally worn out and adopt the following recommendations for insuring a smooth ride.

  • Implement and adequately fund a pavement preservation program that performs initial maintenance on road surfaces while they are still in good condition, postponing the need for significant rehabilitation.
  • Use pavement materials and designs that will provide a longer-lasting surface when critical routes are constructed or reconstructed.
  • Resurface roads in a timely fashion using pavement materials that are designed to be the most durable, given local climate and the level and mix of traffic on the road.
  • Invest adequately to ensure that 75 percent of local road surfaces are in good condition.

All data used in the report are the latest available. Sources of information for this report include the Federal Highway Administration (FHWA), the United States Department of Transportation (USDOT), the AAA, the Texas Transportation Institute, the Transportation Research Board and the Bureau of Labor Statistics.

Highway Bill Soaps…

No Highway Bill, Another Extension?

By Greg Sitek

Tired of seeing this comment when anything relative to the highway bill comes up for discussion? You should be. Since 2009, Congress has passed 34 short-term bills to fund transportation programs.

On July 18, 2015 the chairman of the Senate Finance Committee Sen. Orrin Hatch (R-Utah) said, during the Thursday hearing, that his preference is for lawmakers to pass a long-term extension to avoid repeats of the upcoming “highway cliff.”  He thinks a six-year transportation funding bill sought by infrastructure advocates is “a great goal” and said he is “committed to working to get us as close to that goal as possible.”

The current transportation funding legislation includes about $50 billion in annual spending on road and transit projects. With the current gas tax at (which has not been increased since 1993) 18.4-cent-per-gallon, Federal Gas Tax revenue is only about $34 billion per year. Other pockets of the federal budget have been tapped to fill the gap in recent years. Transportation advocates have pointed out that the resulting temporary patches prevent states from completing long-term construction projects. These short-term extensions negatively impact all transportation related improvements, repairs and maintenance on all levels — regional state, municipal and local.

The Congressional Budget Office has estimated it will take somewhere around a $100 billion to close the gap long enough to pay for a six-year transportation funding bill.

Hatch added, “Right now, when it comes to highways, we find ourselves caught in a familiar dilemma, between raising taxes or cutting back on the highway program.”

Why the delays, why the problems with passing a six-year bill? Hatch stated “First of all, neither party should point fingers and try to lay blame when it comes to the now-common practice of passing short-term highway extensions. ” He added, “Between the 110th and 113th Congresses, when the Democrats controlled the Senate, we enacted 11 short-term highway extensions.”

Highway and transportation advocates, industry associations and the industry all believe that without a long-term bill, be that six years or more, our national highway system is at risk. According to CBO, a six-year highway bill that maintains the current spending baseline will cost at least $92 billion.

The needed improvements, repairs, updates, maintenance can’t happen without funding. Funding can’t happen without some form of revenue collection — fuel tax, vehicle mileage tax, etc. – and right now fuel tax is the most realistic way to cover these costs. The extension that sits waiting for the Senate rewrite will take us to the end of the year. Will the House accept the Senate rewrite? Your guess is a good as anyone’s. Meanwhile we continue to drive on rapidly deteriorating roads, causing endless dollars of damage to our vehicles and reducing the safety factor in driving.

You really have to sit back and ask yourself, if congress couldn’t come up with a long-term bill over the course of 6 years and 34 failed attempts can they get the job done in 5 months with an election year coming? Or, will we be looking at extension 35?

Now Comes the Senate

The following comments by:

Michael O’Brien

Public Affairs Manager, Association of Equipment Manufacturers

 Welcome back to your favorite intermittent email series, “Where are we on a highway bill?” Below is a brief recap of today’s action, and some perspectives on where we go next.

We have a bill. We don’t have a bill.

Senators McConnell, Inhofe and Boxer announced a deal on a bipartisan, six-year highway bill late Tuesday morning after a weekend full of negotiating over ways to pay for it. But the legislation hit a procedural snag after Democrats blocked proceeding to the agreement because the text of the bill hadn’t been released until a few minutes before the scheduled cloture vote.

The vote was 41-56, after which Sen. McConnell (who voted no for procedural reasons) immediately entered a motion to reconsider, setting up another attempt at a Motion to Proceed (MTP) as soon as tomorrow. McConnell further suggested the Senate may work into the weekend to complete its work on highways.

But we do have pay-fors.

The agreement includes about $45 billion in funding offsets, good enough to finance about three years (or half) of the six-year bill. Some of the biggest offsets include:

[if !supportLists]·         [endif]$16.3 billion from cutting the dividend rate paid by the Federal Reserve to large banks

[if !supportLists]·         [endif]$9.0 billion from selling off a portion of the Strategic Petroleum Reserve (SPR)

[if !supportLists]·         [endif]$4.0 billion from indexing customs user fees to inflation (Funny how indexing certain user fees is now so popular in Congress…)

You can find a full summary of the offsets, courtesy of our friend from the Senate Finance Committee, here.

Where do we go now?

 Senator Reid said that Democrats will meet on Wednesday morning to discuss the specifics of the highway bill. Senator Boxer urged fellow Democrats to vote yes on cloture tomorrow: “I hope that tomorrow we’ll be able to join with our friends and vote to proceed.”

And though House Majority Leader Kevin McCarthy said Tuesday that the Senate should take up the House bill, Senator McConnell – who hardly ever offers offhanded comments – said he expected the House would take up a long-term bill if it is passed out of the Senate: “If we can get this bill over to the House, it is my belief they will take it up.”

What’s business doing?

AEM joined 67 other groups in signing a letter in support of today’s agreement. The U.S. Chamber of Commerce, among other groups, also urged senators to support cloture.

AEM and its coalition partners are going to continue to enlist our respective memberships to call and email Congress to urge work toward advancing a multi-year transportation bill. In the last 24 hours alone, AEM’s grassroots supporters have sent 1,400 emails to Congress in support of a long-term highway bill.

We’ll continue to impress the importance of providing our nation’s highway programs with critical certainty in the coming hours and days.