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TRIP Report Identifies Montana’s Top 20 Transportation Challenges And Needed Fixes, Including Deteriorated Roads And Bridges, Congested Roadways And Needed Safety Improvements

TRIPDeficient roads, highways and bridges, and crowded or congested routes are posing mounting challenges to Montana residents, visitors and businesses. A new report released today by TRIP identifies the state’s top 20 transportation challenges, including road and bridge deterioration, inadequate capacity and needed safety improvements.

According to the report, Montana’s Top 20 Transportation Challenges and the Improvements Needed to Address them,” the improvements needed to address these transportation challenges will cost approximately $7.4 billion. However, at this time, funding is only available for $1.2 billion in needed improvements on these corridors, leaving a backlog of nearly $6.2 billion in needed improvements and upgrades.

The following, ranked in order, are Montana’s top transportation challenges. Further details about each challenge can be found in the TRIP report and appendix.

MT 1

“The Montana Chamber knows how important a good infrastructure system is to a strong economy and long-term prosperity,” said Webb Brown, president and CEO of the Montana Chamber of Commerce.  “To have that good system, we must have stable, dependable funding to ensure it.”

According to the TRIP report, in 2012, 29 percent of Montana’s major state and locally maintained urban roads were in poor condition, 37 percent were in mediocre or fair condition, and 33 percent were in good condition. Six percent of Montana’s state and locally maintained rural roads were rated in poor condition in 2012, while 35 percent were rated in mediocre or fair condition and 59 percent were rated in good condition.

“With Montana’s public infrastructure so vital to our health, safety, quality of life, and economic vitality, it is critical that all residents be informed regarding its current conditions so appropriate stewardship can be administered,” said Bill Wiegand, president of the American Society of Civil Engineers (ASCE) – Montana Section. The TRIP report echoes the findings of a report released by ASCE in 2014 examining the condition of Montana’s infrastructure.

Seven percent of Montana’s bridges were rated structurally deficient in 2013. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. An additional 10 percent of Montana’s bridges were rated as functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards or are inadequate to accommodate current traffic levels, often because of narrow lanes, inadequate clearances or poor alignment.

“The trucking industry needs reliable infrastructure for the safe and efficient transportation of goods produces in Montana,” said Barry “Spook” Stang, executive director of the Motor Carriers of Montana.

The state’s traffic fatality rate is among the highest in the nation, and Montana’s rural roads have a particularly high fatality rate. Montana’s overall traffic fatality rate of 1.72 fatalities per 100 million vehicle miles of travel in 2012 is significantly higher than the national average of 1.13 and the third highest in the nation. Reducing this fatality rate was identified as the eighth most critical transportation challenge in the state. The fatality rate on Montana’s rural non-Interstate roads was 2.4 fatalities per 100 million vehicle miles of travel in 2012, more than two and a half times the 0.95 fatality rate on all other roads and highways in the state.

Enhancing critical segments of Montana’s transportation system will boost the state’s economy in the short-term by creating jobs in construction and related fields. In the long term these improvements will enhance economic competitiveness and improve quality of life for the state’s residents and visitors by reducing travel delays and transportation costs, improving access and mobility, improving safety, and stimulating sustained job growth. Sustaining Montana’s long-term economic growth and maintaining the state’s high quality of life will require increased investment in expanding the capacity of the state’s transportation system, which will enhance business productivity and support short- and long-term job creation in the state.

“Investing in Montana’s transportation system and addressing these challenges by improving the condition and efficiency of the state’s roads, highways and bridges will be an effective step in boosting the state’s economy, enhancing quality of life and making Montana an attractive place to live, work and visit,” said Will Wilkins, executive director of TRIP.

Montana’s Top 20 Transportation Challenges and

Improvements Needed to Address Them

Executive Summary

            Montana’s extensive system of roads, highways and bridges provides the state’s residents, visitors and businesses with a high level of mobility. As the backbone of the Treasure State’s economy, Montana’s surface transportation system plays a vital role in the state’s economic well-being, and is an integral part of what makes Montana an attractive place to live, work and do business.

However, roadway and bridge deterioration, traffic safety concerns, and a lack of adequate capacity on some corridors to support economic development opportunities threaten to stifle economic growth and negatively impact the quality of life of the state’s residents. Due to insufficient transportation funding at the federal, state and local level, Montana faces numerous challenges in providing a road, highway and bridge network that is smooth, well-maintained, as safe as possible, and that affords a level of mobility capable of supporting the state’s economic goals.

Many segments of Montana’s transportation system have significant deterioration, lack some desirable safety features, and do not have adequate capacity to provide reliable mobility needed to support economic development particularly on routes that support the state’s growing energy extraction industry, creating challenges for Montana’s residents, visitors, businesses and state and local governments. This report looks at the condition and use of Montana’s system of roads, highways and bridges and provides information on the state’s top 20 transportation challenges and the improvements needed to address these challenges.

The transportation challenges outlined in this report represent approximately $7.4 billion in needed improvements. However, at this time, only $1.2 billion in funding for improvements for these corridors is available, leaving a backlog of nearly $6.2 billion in needed improvements and upgrades.

As Montana works to build and support a thriving and diverse economy, it will need to modernize its transportation system by improving the physical condition of its roads, highways and bridges, and enhancing the system’s ability to provide efficient, safe and reliable mobility to the state’s residents, visitors and businesses. Making needed improvements to Montana’s roads, highways and bridges would provide a significant boost to the state’s economy by stimulating short and long-term economic growth.

Montana faces significant challenges on many of the state’s most critical transportation routes, including the need to add capacity to support economic development, to improve roadway safety and to address pavement and bridge deterioration.

  • This report identifies the top 20 transportation challenges in the state, including critical sections of the state’s transportation system that have significant pavement deterioration, inadequate capacity, deficient bridges, or that need safety improvements.
  • A lack of adequate transportation funding is the constraining factor in developing and delivering these needed improvements.
  • Addressing the transportation challenges outlined in this report will cost approximately $7.4 billion in needed improvements. However, at this time, funding for only $1.2 billion in needed improvements on these corridors is available, leaving a backlog of nearly $6.2 billion in needed improvements and upgrades.
  • The following, ranked in order, are Montana’s top transportation challenges. Further details about each challenge can be found in the body of the report, as well as the Appendix.

MT 1

Growth in population and vehicle travel has far outstripped the current capacity of Montana’s transportation system. The state’s population and economy will continue to grow, bringing mounting challenges for the existing network of roads and bridges.

  • From 1990 to 2012, Montana’s population increased by 26 percent, from approximately 800,000 residents to approximately one million.
  • From 1990 to 2012, annual vehicle-miles-of-travel (VMT) in the state increased by 43 percent, from approximately 8.3 billion VMT to 11.9 billion VMT. Based on travel and population trends, TRIP estimates that vehicle travel in Montana will increase another 30 percent by 2030.
  • Every year, $22 billion in goods are shipped from sites in Montana and another $38 billion in goods are shipped to sites in Montana, mostly by trucks. Fifty-nine percent of the goods shipped annually from sites in Montana are carried by trucks and another nine percent are carried by parcel, U.S. Postal Service or courier services, which use trucks for part of their deliveries.

Montana’s extensive transportation system has some road and bridge deficiencies, lacks some desirable safety features and experiences severe congestion in key areas. Improvements to the condition and efficiency of the state’s transportation system would enhance quality of life, roadway safety and economic development.

  • The state will need to expand and modernize key roads, highways and bridges to increase mobility and ease traffic congestion, make needed road and bridge repairs, and improve roadway safety.
  • In 2012, 29 percent of Montana’s major state and locally maintained urban roads were in poor condition, 37 percent were in mediocre or fair condition, and 33 percent were in good condition. Six percent of Montana’s state and locally maintained rural roads were rated in poor condition in 2012, while 35 percent were rated in mediocre or fair condition and 59 percent were rated in good condition.
  • Seven percent of Montana’s bridges were rated structurally deficient in 2013. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks, school buses and emergency services vehicles.
  • In 2013, 10 percent of Montana’s bridges were rated as functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards or are inadequate to accommodate current traffic levels, often because of narrow lanes, inadequate clearances or poor alignment.
  • Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features. TRIP estimates that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes. A total of 1,053 people died on Montana’s highways from 2008 through 2012, an average of 211 annually.
  • Montana’s overall traffic fatality rate of 1.72 fatalities per 100 million vehicle miles of travel in 2012 is significantly higher than the national average of 1.13 and the third highest in the nation.
  • The fatality rate on Montana’s rural non-Interstate roads was 2.4 fatalities per 100 million vehicle miles of travel in 2012, more than two and a half times the 0.95 fatality rate on all other roads and highways in the state.
  • Roadway features that impact safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders, guard rails, other shielding devices, median barriers and intersection design. The cost of serious crashes includes lost productivity, lost earnings, medical costs and emergency services.
  • Where appropriate, highway improvements can reduce traffic fatalities and crashes while improving traffic flow to help relieve congestion. Such improvements include removing or shielding obstacles; adding or improving medians; improved lighting; adding rumble strips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; and better road markings and traffic signals.
  • Investments in rural traffic safety have been found to result in significant reductions in serious traffic crashes. A 2012 report by the Texas Transportation Institute (TTI) found that improvements completed recently by the Texas Department of Transportation that widened lanes, improved shoulders and made other safety improvements on 1,159 miles of rural state roadways resulted in 133 fewer fatalities on these roads in the first three years after the improvements were completed (as compared to the three years prior).   TTI estimates that the improvements on these roads are likely to save 880 lives over the next 20 years.

Transportation projects that improve the efficiency, condition or safety of a highway provide significant economic benefits by reducing transportation delays and costs associated with a deficient transportation system.

  • In the eastern portion of the state, Bakken oil extraction and support activities have resulted in increased overall traffic volumes and considerably higher than usual truck traffic as a percentage of the overall traffic stream. This additional traffic places a high level of stress on roadways, many of which were not originally built to accommodate such heavy traffic volumes and large vehicles.
  • Improved business competitiveness due to reduced production and distribution costs as a result of increased travel speeds and fewer mobility barriers.
  • Improvements in household welfare resulting from better access to higher-paying jobs, a wider selection of competitively priced consumer goods, additional housing and healthcare options, and improved mobility for residents without access to private vehicles.
  • Gains in local, regional and state economies due to improved regional economic competitiveness, which stimulates population and job growth.
  • Increased leisure/tourism and business travel resulting from the enhanced condition and reliability of a region’s transportation system.
  • A reduction in economic losses from vehicle crashes, traffic congestion and vehicle maintenance costs associated with driving on deficient roads.
  • Transportation projects that expand roadway or bridge capacity produce significant economic benefits by reducing congestion and improving access, thus speeding the flow of people and goods while reducing fuel consumption.
  • Transportation projects that maintain and preserve existing transportation infrastructure also provide significant economic benefits by improving travel speeds, capacity, load-carry abilities and safety, and reducing operating costs for people and businesses. Such projects also extend the service life of a road, bridge or transit vehicle or facility, which saves money by either postponing or eliminating 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.

According to a recent national report, improved access as a result of capacity expansions provides numerous regional economic benefits. Those benefits include higher employment rates, higher land value, additional tax revenue, increased intensity of economic activity, increased land prices and additional construction as a result of the intensified use.

The 2012 report, “Interactions Between Transportation Capacity, Economic Systems and Land Use,” prepared by the Strategic Highway Research Program for the Transportation Research Board, reviewed 100 projects, costing a minimum of $10 million, which expanded transportation capacity either to relieve congestion or enhance access.

  • The projects analyzed in the report were completed no later than 2005 and included a wide variety of urban and rural projects, including the expansion or addition of major highways, beltways, connectors, bypasses, bridges, interchanges, industrial access roads, intermodal freight terminals and intermodal passenger terminals.
  •  The expanded capacity provided by the projects resulted in improved access, which resulted in reduced travel-related costs, faster and more reliable travel, greater travel speeds, improved reliability and increased travel volume.
  • The expanded capacity provided by the projects resulted in improved access, which resulted in reduced travel-related costs, faster and more reliable travel, greater travel speeds, improved reliability and increased travel volume.
  • The report found that improved transportation access benefits a region by: enhancing the desirability of an area for living, working or recreating, thus increasing its land value; increasing building construction in a region due to increased desirability for homes and businesses; increasing employment as a result of increased private and commercial land use; and increasing tax revenue as a result of increased property taxes, increased employment and increased consumption, which increases sales tax collection.
  • The report found that benefits of a transportation capacity expansion unfolded over several years and that the extent of the benefits were impacted by other factors including: the presence of complimentary infrastructure such as water, sewer and telecommunications; local land use policy; the local economic and business climate; and whether the expanded capacity was integrated with other public investment and development efforts.
  • For every $1 million spent on urban highway or intermodal expansion, the report estimated that an average of 7.2 local, long-term jobs were created at nearby locations as a result of improved access. An additional 4.4 jobs were created outside the local area, including businesses that supplied local businesses or otherwise benefited from the increased regional economic activity.
  • For every $1 million spent on rural highway or intermodal expansion, the report estimated that an average of 2.9 local, long-term jobs were created at nearby locations as a result of improved access. An additional 1.6 jobs were created outside the local area, including businesses that supplied local businesses or otherwise benefited from the increased regional economic activity.
  • The report found that highway and intermodal capacity projects in urban areas created a greater number of long-term jobs than in rural areas, largely due to the more robust economic environment and greater density in urban communities.

In addition to state and local governments, the federal government is a critical source of funding for Montana’s roads, highways and bridges and provides a significant return in road and bridge funding based on the revenue generated in the state by the federal motor fuel tax. 

  • A significant boost in investment on the nation’s roads, highways, bridges and public transit systems is needed to improve their condition and to meet the nation’s transportation needs, concluded a new report from the American Association of State Highway and Transportation Officials.
  • The 2015 AASHTO Transportation Bottom Line Report found that annual investment in the nation’s roads, highways and bridges needs to increase from $88 billion to $120 billion and from $17 billion to $43 billion in the nation’s public transit systems, to improve conditions and meet the nation’s mobility needs.

Sources of data for this report include the Montana Department of Transportation (MDT), the U.S. Department of Transportation (USDOT), the Federal Highway Administration (FHWA), the U.S. Bureau of Transportation Statistics (BTS), the American Association of State Highway & Transportation officials (AASHTO, the Strategic Highway Research Program and the U.S. Census Bureau. All data used in the report is the latest available.

New TRIP Report Documents Recent Improvements In Kansas’ Roads And Bridges And Challenges Still Faced By State In Providing A Well-Maintained, Safe Annd Efficient Transportation System

TRIPKansas has made progress in improving state road and bridge conditions, largely through increased transportation funding provided by the T-WORKS program, which was authorized by the state legislature in 2010. But, the state still faces challenges in addressing traffic safety, state and local road and bridge conditions, and further modernizing the state’s transportation system to support economic growth, finds a new report released today by TRIP, a Washington, DC-based national transportation organization.

According to the TRIP report, Modernizing Kansas’ Transportation System: Progress and Challenges in Providing Safe, Efficient and Well-Maintained Roads, Highways and Bridges,” since the T-WORKS program was passed by the Kansas legislature in in 2010, it has allowed for the completion of over 1,000 transportation projects, the improvement of nearly 8,000 miles of roads, and the repair or replacement of nearly 600 bridges. But, further improvements to the state’s transportation program are jeopardized by the uncertainty over future levels of funding from the federal surface transportation program, which expires in May 2015.

Twenty-nine percent of Kansas’ major locally and state-maintained urban roads and highways have pavements in poor condition, while an additional 46 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 25 percent are rated in good condition. Road conditions across the state have been improved largely through funding provided by the T-WORKS program, which allocates approximately $7.8 billion to highway preservation, modernization and expansion projects throughout Kansas over a 10-year period. Funding provided by the T-WORKS program allowed Kansas to improve 7,714 miles of state-maintained roadway since 2010. Through the second half of the 10-year program, the state plans to make improvements to an additional 5,000 miles of roadways.

Seventeen percent of locally and state-maintained bridges in Kansas show significant deterioration or do not meet current design standards. Ten percent of Kansas’ bridges are structurally deficient, meaning there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles. The Kansas Department of Transportation in 2014 set aside $10 million to reduce the number of deficient locally-maintained bridges. The additional funding will allow improvements to 77 locally-maintained bridges. Seven percent of Kansas’ bridges are functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards, often because of narrow lanes, inadequate clearances or poor alignment. Funding provided by the T-WORKS program has allowed the state to repair or replace 559 bridges since 2010. `

“KDOT has done an outstanding job delivering the first half of our 10-year TWORKS transportation program. Specifically in the Kansas City metro area, troubling bottlenecks are being removed, safety enhancements are being made, and economic development is increasing due in great part to TWORKS. There is much left to do over the next five years to saves lives, create jobs, and expand our economy,” says Rick Worrel, owner of Affinis Corp, president of ACEC Kansas, and long-time champion of transportation and quality of life efforts at the Overland Park Chamber of Commerce. “Passing a long-term federal transportation program, maintaining the state’s 4/10-cent transportation sales tax, and fully funding TWORKS will ensure Kansas is a safe place to move people, goods, and services and remain a catalyst for economic growth.”

Kansas’ traffic fatality rate is significantly higher than the national average, and the fatality rate on the state’s rural roads is approximately three times higher than on all other roads in the state. Between 2008 and 2012, 1,993 people were killed in traffic crashes in Kansas, an average of 399 fatalities per year. Kansas’ overall traffic fatality rate of 1.32 fatalities per 100 million vehicle miles of travel in 2012 is significantly higher than the national average of 1.13. The traffic fatality rate on Kansas’ non-Interstate rural roads in 2012 was approximately three times higher than on all other roads and highways in the state – 2.26 fatalities per 100 million vehicle miles of travel compared to 0.74. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes. Improving safety features on the state’s roads and highways would likely result in a decrease in traffic fatalities and serious crashes.

The federal government is a critical source of funding for Kansas’ roads, highways and bridges and provides a significant return to Kansas in road and bridge funding based on the revenue generated in the state by the federal motor fuel tax. Congress recently approved the Highway and Transportation Funding Act of 2014, an eight-month extension of MAP-21 (Moving Ahead for Progress in the 21st Century Act), the long-term federal surface transportation program, on which states rely for road, highway, bridge and transit funding. The program, initially set to expire on September 30, 2014, will now run through May 31, 2015. From 2008 to 2012, the federal government provided $1.22 for road improvements in Kansas for every dollar the state paid in federal motor fuel fees.

Many needed projects throughout the state will require significant federal funding in order to proceed. These projects include the reconstruction of mainline US-69 in Kansas City, the completion of the Gateway Project to modernize Kansas’ portion of the highway network in the Kansas City area, the reconstruction and modernization of a portion of I-70 in Topeka, the construction of a bypass around the northwest portion of Wichita connecting US-54 to I-235/K-96, the reconstruction of the I-135/I-235/K-254/K-96 interchange in Wichita, and the construction of highway bypasses around Pratt, Kingman and Pittsburg. A full list of projects threatened by a lack of federal funding can be found in the report’s Appendix.

“In recent years, the Kansas legislature has provided funding that was instrumental in improving the state’s surface transportation system,” said Will Wilkins, TRIP’s executive director. “In order for the state to continue its progress in maintaining and modernizing this system, adequate funding must be made available at the local, state and federal levels of government. The quality of life of the state’s residents and the health of Kansas’ economy are riding on it.”

MODERNIZING KANSAS’ TRANSPORTATION SYSTEM:

Progress and Challenges in Providing Safe, Efficient and Well-Maintained Road

Executive Summary

            Kansas’ extensive system of roads, highways and bridges provides the state’s residents, visitors and businesses with a high level of mobility. This transportation system forms the backbone that supports the state’s economy and quality of life for all Kansas residents.

As Kansas looks to retain its businesses, maintain its level of economic competitiveness and achieve further economic growth, the state will need to continue to maintain and modernize its roads, highways and bridges by improving the physical condition of its transportation network and enhancing the system’s ability to provide efficient, safe and reliable mobility for motorists and businesses. Making needed improvements to Kansas’ roads, highways and bridges could also provide a boost to the state’s economy by creating jobs in the short term and stimulating long term economic growth as a result of enhanced mobility and access.

With the state’s population continuing to grow, Kansas must continue to improve its system of roads, highways and bridges to foster economic growth and keep and attract businesses to the state. In addition to economic growth, transportation improvements are needed to ensure safe, reliable mobility. Meeting Kansas’ need to further modernize and maintain its system of roads, highways and bridges will require significant local, state and federal funding.

Kansas has undertaken a sustained commitment to upgrade the condition and efficiency of its roads, highways and bridges and modernize its transportation network. Kansas’ Transportation Works for Kansas (T-WORKS) program, which was authorized by the state legislature in 2010, provides $7.8 billion in transportation funding over 10 years. T-WORKS projects are funded primarily through a 4/10 cent sales tax. By improving Kansas’ network of roads, bridges and transit, the program also creates jobs, preserves and improves the state’s infrastructure assets, and promotes economic development across the state.

To date, the T-WORKS program has allowed for the completion of over 1,000 transportation projects, the improvement of nearly 8,000 miles of roads, and the repair or replacement of nearly 600 bridges. These improvements have benefited the entire state, as the T-WORKS legislation mandates that at least $8 million is invested in each county.

As the T-WORKS program moves into its middle years, the state has made significant progress in improving road and bridge conditions, expanding transit and multi-modal options, and improving the state’s rail and aviation systems. While the T-WORKS program has allowed for significant modernization and improvements to Kansas’ transportation system, further progress in improving the state’s transportation system is needed to address traffic safety, road and bridge conditions, including those that are locally maintained, and further modernization to support economic growth. Yet the state’s ability to address these challenges could be jeopardized by uncertainty in the future levels of federal transportation funding. In order to fulfill its promise, the T-WORKS program must be coupled with a strong, sustainable source of federal transportation funds.

Achieving the state’s goals for a modern, well-maintained and safe transportation system will require staying the course with Kansas’ current transportation program and proceeding with further transportation improvements well through the next decade. The level of local, state and federal funding will be critical in allowing for the continued improvement and modernization of Kansas’ transportation system.

Population and economic growth have placed increased demands on Kansas’ major roads and highways, leading to mounting wear and tear on the transportation system.

  • Kansas’ population reached approximately 2.9 million in 2012, a 16 percent increase since 1990, when the state’s population was approximately 2.5 million. Kansas has approximately 2,018,029 million licensed drivers.
  • Vehicle miles traveled (VMT) in Kansas increased 34 percent from 1990 to 2012 – from 22.8 billion VMT in 1990 to 30.6 billion VMT in 2012.
  • By 2030, vehicle travel in Kansas is projected to increase by another 15 percent.
  • From 1990 to 2012, Kansas’ gross domestic product (GDP), a measure of the state’s economic output, increased by 54 percent, when adjusted for inflation.

Largely through funding provided by the T-WORKS program, Kansas has been able to improve approximately 8,000 miles of state-maintained roads and highways since 2010.

  • The T-WORKS program allocates approximately $6 billion to highway preservation, modernization and expansion projects throughout Kansas over a 10 year period.
  • Funding provided by the T-WORKS program allowed Kansas to improve 7,714 miles of state-maintained roadway since 2010. Through the second half of the 10-year program, the state plans to make improvements to an additional 5,000 miles of roadways.

A large percentage of urban roads and highways in Kansas are in poor condition. The urban roads in the state which are in poor condition are largely maintained by local governments.

  • Twenty-nine percent of Kansas’ major locally and state-maintained urban roads and highways have pavements in poor condition, while an additional 46 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 25 percent are rated in good condition.
  • Ninety-five percent of the urban roads and highways in Kansas that are in poor condition are maintained by local governments.
  • Roads rated in poor condition may show signs of deterioration, including rutting, cracks and potholes. In some cases, poor roads can be resurfaced, but often are too deteriorated and must be reconstructed.

Seventeen percent of locally and state-maintained bridges in Kansas show significant deterioration or do not meet current design standards often because of narrow lanes, inadequate clearances or poor alignment. This includes all bridges that are 20 feet or more in length.

  • Ten percent of Kansas’ bridges are structurally deficient. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles 
  • Ninety-seven percent of the structurally deficient bridges in Kansas are maintained by local governments.
  • The Kansas Department of Transportation (KDOT) in 2014 set aside $10 million to reduce the number of deficient locally-maintained bridges. The additional funding will allow improvements to 77 locally-maintained bridges.
  • Seven percent of Kansas’ bridges are functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards, often because of narrow lanes, inadequate clearances or poor alignment.
  • Funding provided by the T-WORKS program has allowed the state to repair or replace 559 bridges since 2010.

Kansas’ traffic fatality rate is significantly higher than the national average. Improving safety features on the state’s roads and highways would likely result in a decrease in traffic fatalities and serious crashes. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes.

  • Between 2008 and 2012, 1,993 people were killed in traffic crashes in Kansas, an average of 399 fatalities per year.
  • Kansas’ overall traffic fatality rate of 1.32 fatalities per 100 million vehicle miles of travel in 2012 is significantly higher than the national average of 1.13.
  • The traffic fatality rate on Kansas’ non-Interstate rural roads in 2012 was approximately three times higher than on all other roads and highways in the state – 2.26 fatalities per 100 million vehicle miles of travel compared to 0.74.
  • Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features. It is estimated that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes.
  • Where appropriate, highway improvements can reduce traffic fatalities and crashes while improving traffic flow to help relieve congestion. Such improvements include removing or shielding obstacles; adding or improving medians; improved lighting; adding rumble strips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; and better road markings and traffic signals.
  • Investments in rural traffic safety have been found to result in significant reductions in serious traffic crashes. A 2012 report by the Texas Transportation Institute (TTI) found that improvements completed recently by the Texas Department of Transportation that widened lanes, improved shoulders and made other safety improvements on 1,159 miles of rural state roadways resulted in 133 fewer fatalities on these roads in the first three years after the improvements were completed (as compared to the three years prior).  TTI estimates that the improvements on these roads are likely to save 880 lives over the next 20 years.
  • KDOT maintains a Highway Safety Improvement Program which provides funding for safety improvements including lighting, pavement marking, signage, rail crossings, intersections and rural roads, including the addition of shoulders, widening lanes and improving sight distance.

The efficiency of Kansas’ transportation system, particularly its highways, is critical to the state’s economy. Businesses are increasingly reliant on an efficient and reliable transportation system to move products and services. A key component in business efficiency and success is the level and ease of access to customers, markets, materials and workers.

  • Annually, $123.5 billion in goods are shipped to sites in Kansas and another $149.2 billion in goods are shipped from sites in Kansas, mostly by truck.
  • Seventy-one percent of the goods shipped annually from sites in Kansas are carried by trucks and another 10 percent are carried by courier services or multiple mode deliveries, which include trucking.
  • Businesses have responded to improved communications and greater competition by moving from a push-style distribution system, which relies on low-cost movement of bulk commodities and large-scale warehousing, to a pull-style distribution system, which relies on smaller, more strategic and time-sensitive movement of goods.
  • Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system.
  • Highway accessibility was ranked the number one site selection factor in a 2011 survey of corporate executives by Area Development Magazine.
  • A 2007 analysis by the Federal Highway Administration found that every $1 billion invested in highway construction would support approximately 27,800 jobs, including approximately 9,500 in the construction sector, approximately 4,300 jobs in industries supporting the construction sector, and approximately 14,000 other jobs induced in non-construction related sectors of the economy.
  • 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.

The federal government is a critical source of funding for Kansas’ roads, highways and bridges and provides a significant return to Kansas in road and bridge funding based on the revenue generated in the state by the federal motor fuel tax.

  • From 2008 to 2012, the federal government provided $1.22 for road improvements in Kansas for every dollar the state paid in federal motor fuel fees.
  • Many needed projects throughout the state will require significant federal funding in order to proceed. These projects include the reconstruction of mainline US-69 in Kansas City, the completion of the Gateway Project to modernize Kansas’ portion of the highway network in the Kansas City area, the reconstruction and modernization of a portion of I-70 in Topeka, the construction of a bypass around the northwest portion of Wichita connecting US-54 to I-235/K-96, the reconstruction of the I-135/I-235/K-254/K-96 interchange in Wichita, and the construction of highway bypasses around Pratt, Kingman and Pittsburg. A full list of projects threatened by a lack of federal funding can be found in the report’s Appendix.

Sources of information for this report include the Federal Highway Administration (FHWA), the Kansas Department of Transportation (KDOT), the Bureau of Transportation Statistics (BTS), the U. S. Census Bureau, the Congressional Budget Office (CBO),the Texas Transportation Institute (TTI), the American Association of State Highway and Transportation Officials (AASHTO)

TRIP Report: Deficient Roadways Cost Connecticut Drivers A Total Of $4.2 Billion Statewide

TRIPDeficient Roadways Cost Connecticut Drivers A Total Of $4.2 Billion Statewide – As Much As $1,900 Per Driver. Costs Will Rise And Transportation Woes Will Worsen Without Funding Boost 

Roads and bridges that are deficient, congested or lack desirable safety features cost Connecticut motorists a total of $4.2 billion statewide annually – as much as $1,900 per driver in some areas – due to higher vehicle operating costs, traffic crashes and congestion-related delays. Increased investment in transportation improvements at the local, state and federal levels could relieve traffic congestion, improve road and bridge conditions, boost safety, and support long-term economic growth in Connecticut, according to a new report released today by TRIP, a Washington, DC based national transportation organization.

The TRIP report, Connecticut Transportation by the Numbers: Meeting the State’s Need for Safe and Efficient Mobility,” finds that, throughout Connecticut, 41 percent of major urban roads and highways are in poor condition. More than one-third of Connecticut’s bridges are structurally deficient or functionally obsolete. The state’s major urban roads are becoming increasingly congested, with drivers wasting significant amounts of time and fuel each year. And, Connecticut’s rural non-interstate traffic fatality rate is more than three times the fatality rate on all other roads in the state.

Driving on deficient roads costs each Connecticut driver as much as $1,925 per year in the form of extra vehicle operating costs (VOC) as a result of driving on roads in need of repair, lost time and fuel due to congestion-related delays, and the cost of traffic crashes in which roadway features likely were a contributing factor. The TRIP report calculated the cost to motorists of insufficient roads in Connecticut’s largest urban areas: Bridgeport/Stamford, Hartford and New Haven. A breakdown of the costs per motorist in each area along with a statewide total is below.

The TRIP report finds that a total of 41 percent of major roads in Connecticut are rated in poor condition and an additional 41 percent are rated in mediocre or fair condition and the remaining 18 percent are rated in good condition. Driving on deteriorated roads costs Connecticut drivers an additional $1.6 billion each year in extra vehicle operating costs, including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

“This report shows how deteriorated, overburdened transportation system continues to drain precious time and money from Connecticut commuters and businesses,” said U.S. Representative Jim Himes (CT-4). “Our transportation infrastructure is the foundation on which we build economic growth and create jobs, and we can’t afford to neglect it any longer. We need a long-term transportation bill that invests in our crumbling roads, bridges and railways to ensure the safety of our people and make our economy more competitive.”

Increasing levels of traffic congestion cause significant delays in Connecticut, particularly in its larger urban areas. Traffic congestion robs commuters of time and money and imposes increased costs on businesses, shippers and manufacturers, which are often passed along to the consumer.

A total of 35 percent of Connecticut’s bridges show significant deterioration or do not meet modern design standards. Ten percent of Connecticut’s bridges are structurally deficient, with significant deterioration to the bridge deck, supports or other major components. An additional 25 percent of the state’s bridges are functionally obsolete, which means they no longer meet modern design standards, often because of narrow lanes, inadequate clearances or poor alignment.

“This report does an excellent job quantifying what motorists all over Connecticut can tell you first hand—that our roads and bridges are in need of repair. Governor Malloy has announced that transportation will be a top priority in 2015, and for very good reason. Rebuilding our transportation infrastructure will support a great many jobs, and is essential to the health of our economy and our quality of life,” said Connecticut State Senator Bob Duff (D-Norwalk).

Traffic crashes in Connecticut claimed the lives of 1,262 people between 2008 and 2012 Connecticut’s non-Interstate rural roads are particularly deadly, with a fatality rate in 2012 of 1.95 traffic fatalities per 100 million vehicle miles of travel, more than three times the fatality rate of 0.62 on all other roads and highways in the state. Connecticut’s overall traffic fatality rate of 0.75 fatalities per 100 million vehicle miles of travel is lower than the national average of 1.13.

The efficiency of Connecticut’s transportation system, particularly its highways, is critical to the health of the state’s economy. 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.

The Federal surface transportation program is a critical source of funding in Connecticut. From 2008 to 2012, the federal government provided $1.76 for road improvements in Connecticut for every dollar the state paid in federal motor fees. In July, Congress approved an eight-month extension of the federal surface transportation program, which will now run through May 31, 2015. The legislation will also transfer nearly $11 billion into the Highway Trust Fund (HTF) to preserve existing levels of highway and public transportation investment through the end of May 2015.

“These conditions are only going to worsen if greater funding is not made available at the state and federal levels,” said Will Wilkins, TRIP’s executive director. “Congress can help by approving a long-term federal surface transportation program that provides adequate funding levels, based on a reliable funding source. If not, Connecticut is going to see its future federal funding threatened, resulting in fewer road and bridge repair projects, loss of jobs and a burden on the state’s economy.”

 

Executive Smmuary

 

 

$4.2 billion

Driving on deficient roads costs Connecticut motorists a total of $4.2 billion annually in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.
$1,885

$1,925

$1,808

 

TRIP has calculated the cost to the average motorist in Connecticut’s largest urban areas in the form of additional VOC, congestion-related delays and traffic crashes. The average Bridgeport/Stamford driver loses $1,885 each year; each Hartford motorist loses $1,925 annually; and each New Haven driver loses $1,808.
252

1,262

On average, 252 people were killed annually in Connecticut traffic crashes from 2008 to 2012, a total of 1,262 fatalities over the five year period.
 

3X

The fatality rate on Connecticut’s non-interstate rural roads is more than three times higher than that on all other roads in the state (1.95 fatalities per 100 million vehicle miles of travel vs. 0.62).
$143 billion

$119 billion

Annually, $143 billion in goods are shipped from sites in Connecticut and another $119 billion in goods are shipped to sites in Connecticut, mostly by truck.
 

35 %

A total of 35 percent of Connecticut bridges are in need of repair, improvement or replacement. Ten percent of the state’s bridges are structurally deficient and 25 percent are functionally obsolete.
42 hours

38 hours

35 hours

 

The average driver in the Bridgeport/Stamford urban area loses 42 hours each year as a result of traffic congestion; each Hartford area driver loses 38 hours annually; and the average New Haven area motorist loses 35 hours.
 

 

41 %

Forty-one percent of Connecticut’s major locally and state-maintained roads and highways have pavements in poor condition, while an additional 41 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 18 percent are rated in in good condition.
 

$1.76

 

From 2008 to 2012, the federal government provided $1.76 for road improvements in Connecticut for every dollar the state paid in federal motor fuel fees.
 

 

$1.00 = $5.20

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.

 

 

Connecticut’s extensive system of roads, highways and bridges provides the state’s residents, visitors and businesses with a high level of mobility. This transportation system forms the backbone that supports the state’s economy. Connecticut’s surface transportation system enables the state’s residents and visitors to travel to work and school, visit family and friends, and frequent tourist and recreation attractions while providing its businesses with reliable access to customers, materials, suppliers and employees.

In order to retain its businesses, maintain its level of economic competitiveness and achieve further economic growth, Connecticut will need to maintain and modernize its roads, highways and bridges by improving the physical condition of its transportation network and enhancing the system’s ability to provide efficient and reliable mobility for motorists and businesses. Making needed improvements to Connecticut’s roads, highways and bridges could also provide a significant boost to the state’s economy by creating jobs in the short term and stimulating long term economic growth as a result of enhanced mobility and access.

With the state’s population continuing to grow, Connecticut must improve its system of roads, highways and bridges to foster economic growth and keep businesses in the state. In addition to economic growth, transportation improvements are needed to ensure safe, reliable mobility and quality of life for all residents and visitors. Meeting Connecticut’s need to modernize and maintain its system of roads, highways and bridges will require significant local, state and federal funding.

Congress will need to pass new legislation prior to the May 31 extension expiration to ensure prompt federal reimbursements to states for road, highway, bridge and transit repairs and improvements.

The level of funding and the provisions of the federal surface transportation program have a significant impact on highway and bridge conditions, roadway safety, transit service, quality of life and economic development opportunities in Connecticut.

An inadequate transportation system costs Connecticut residents a total of $4.2 billion every year in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.

  • TRIP estimates that Connecticut roadways that lack some desirable safety features, have inadequate capacity to meet travel demands or have poor pavement conditions cost the state’s residents approximately $4.2 billion annually in the form of additional vehicle operating costs (including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear), the cost of lost time and wasted fuel due to traffic congestion, and the financial cost of traffic crashes.
  • TRIP has calculated the average cost to drivers in the state’s largest urban areas as a result of driving on roads that are deteriorated, congested and lacking some desirable safety features. The chart below details the costs to drivers in the Bridgeport/Stamford, Hartford and New Haven urban areas.

TRIP

Population and economic growth in Connecticut have resulted in increased demands on the state’s major roads and highways, leading to increased wear and tear on the transportation system.

  • Connecticut’s population reached approximately 3.6 million residents in 2012, a nine percent increase since 1990. Connecticut had 2,485,708 licensed drivers in 2012.

 

  • Vehicle miles traveled (VMT) in Connecticut increased by 19 percent from 1990 to 2012 – from 26.3 billion VMT in 1990 to 31.3 billion VMT in 2012.
  • By 2030, vehicle travel in Connecticut is projected to increase by another 10 percent.

 

  • From 1990 to 2012, Connecticut’s gross domestic product, a measure of the state’s economic output, increased by 32 percent, when adjusted for inflation.

A lack of adequate state and local funding has resulted in 41 percent of major locally and state-maintained roads and highways in Connecticut having pavement surfaces in poor condition, providing a rough ride and costing motorist in the form of additional vehicle operating costs (VOC).

  • Forty-one percent of Connecticut’s major locally and state-maintained roads and highways have pavements in poor condition, while an additional 41 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 18 percent are rated in in good condition.
  • Roads rated in poor condition may show signs of deterioration, including rutting, cracks and potholes. In some cases, poor roads can be resurfaced, but often are too deteriorated and must be reconstructed.

 

  • Driving on rough roads costs all Connecticut motorists a total of $1.6 billion annually in extra VOC. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

 

  • The chart below details the percentage of major locally and state-maintained roads in poor, mediocre, fair and good condition in the state’s major urban areas:

TRIP 1

Thirty-five percent of locally and state-maintained bridges in Connecticut show significant deterioration or do not meet current design standards often because of narrow lanes, inadequate clearances or poor alignment. This includes all bridges that are 20 feet or more in length.

  • Ten percent of Connecticut’s bridges are structurally deficient. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles.
  • Twenty-five percent of Connecticut’s bridges are functionally obsolete. Bridges that are functionally obsolete no longer meet current highway design standards, often because of narrow lanes, inadequate clearances or poor alignment.

 

  • In the Bridgeport/Stamford area, 13 percent of bridges are structurally deficient and 29 percent are functionally obsolete. Nine percent of bridges in the Hartford area are structurally deficient and an additional 22 percent are functionally obsolete. In the New Haven area, eight percent of bridges are structurally deficient and 34 percent are functionally obsolete.

Improving safety features on Connecticut’s roads and highways would likely result in a decrease in the state’s traffic fatalities and serious crashes. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes.

  • Between 2008 and 2012 a total of 1,262 people were killed in traffic crashes in Connecticut, an average of 252 fatalities per year.
  • The following chart details the average annual number of fatalities in each area between 2010 and 2012 as well as the financial costs of traffic crashes to the average motorist in each area.

TRIP 2

  • Connecticut’s overall traffic fatality rate of 0.75 fatalities per 100 million vehicle miles of travel in 2012 is lower than the national traffic fatality rate of 1.13.
  • The fatality rate on Connecticut’s rural non-Interstate roads was 1.95 fatalities per 100 million vehicle miles of travel in 2012, more than three times the 0.62 fatality rate on all other roads and highways in the state.
  • Roadway features that impact safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders, guard rails, other shielding devices, median barriers and intersection design. The cost of serious crashes includes lost productivity, lost earnings, medical costs and emergency services.
  • Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features. TRIP estimates that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes.
  • Where appropriate, highway improvements can reduce traffic fatalities and crashes while improving traffic flow to help relieve congestion. Such improvements include removing or shielding obstacles; adding or improving medians; improved lighting; adding rumble strips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; and better road markings and traffic signals.
  • Investments in rural traffic safety have been found to result in significant reductions in serious traffic crashes. A 2012 report by the Texas Transportation Institute (TTI) found that improvements completed recently by the Texas Department of Transportation that widened lanes, improved shoulders and made other safety improvements on 1,159 miles of rural state roadways resulted in 133 fewer fatalities on these roads in the first three years after the improvements were completed (as compared to the three years prior).   TTI estimates that the improvements on these roads are likely to save 880 lives over the next 20 years.

Increasing levels of traffic congestion cause significant delays in Connecticut, particularly in its larger urban areas, choking commuting and commerce. Traffic congestion robs commuters of time and money and imposes increased costs on businesses, shippers and manufacturers, which are often passed along to the consumer.

  • Increasing levels of congestion add significant costs to consumers, transportation companies, manufacturers, distributors and wholesalers and can reduce the attractiveness of a location to a company to consider expansion or even to locate a new facility. Congestion costs can also increase overall operating costs for trucking and shipping companies, leading to revenue losses, lower pay for drivers and employees, and higher consumer costs.
  • The chart below details the average annual number of hours lost to congestion by each motorist in Connecticut’s largest urban areas, as well as the annual congestion cost per driver in the form of lost time and wasted fuel.

The efficiency of Connecticut’s transportation system, particularly its highways, is critical to the health of the state’s economy. Businesses are increasingly reliant on an efficient and dependable transportation system to move products and services. A key component in business efficiency and success is the level and ease of access to customers, markets, materials and workers.

  • Annually, $143 billion in goods are shipped from sites in Connecticut and another $119 billion in goods are shipped to sites in Connecticut, mostly by truck.
  • Seventy-three percent of the goods shipped annually from sites in Connecticut are carried by trucks and another 17 percent are carried by courier services or multiple mode deliveries, which include trucking.
  • Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system.
  • Businesses have responded to improved communications and greater competition by moving from a push-style distribution system, which relies on low-cost movement of bulk commodities and large-scale warehousing, to a pull-style distribution system, which relies on smaller, more strategic and time-sensitive movement of goods.
  • Highway accessibility was ranked the number one site selection factor in a 2011 survey of corporate executives by Area Development Magazine.
  • 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.

The federal government is a critical source of funding for Connecticut’s roads, highways and bridges and provides a significant return in road and bridge funding based on the revenue generated in the state by the federal motor fuel tax.

  • A significant boost in investment on the nation’s roads, highways, bridges and public transit systems is needed to improve their condition and to meet the nation’s transportation needs, concluded a new report from the American Association of State Highway and Transportation Officials.
  • The 2015 AASHTO Transportation Bottom Line Report found that annual investment in the nation’s roads, highways and bridges needs to increase from $88 billion to $120 billion and from $17 billion to $43 billion in the nation’s public transit systems, to improve conditions and meet the nation’s mobility needs
  • From 2008 to 2012, the federal government provided $1.76 for road improvements in Connecticut for every dollar the state paid in federal motor fuel fees.

Sources of information for this report include the Federal Highway Administration (FHWA), the Bureau of Transportation Statistics (BTS), the U.S. Census Bureau, the American Association of State Highway and Transportation Officials (AASHTO), the Texas Transportation Institute (TTI) and the National Highway Traffic Safety Administration (NHTSA). All data used in the report is the latest available.

TRIP Reports: Deficient Roadways Cost Massachusetts Drivers $8.3 Billion Annually, As Much As $1,900 Per Driver. Costs Will Rise And Transportation Woes Will Worsen Without Significant And Reliable Level Of Funding

TRIPRoads and bridges that are deficient, congested or lack desirable safety features cost Massachusetts motorists a total of $8.3 billion statewide annually – as much as  $1,900 per driver – due to higher vehicle operating costs, traffic crashes and congestion-related delays. Significant investment in transportation improvements at the local, state and federal levels could relieve traffic congestion, improve road and bridge conditions, boost safety, and support long-term economic growth in Massachusetts, according to a new report released today by TRIP, a Washington, DC based national transportation organization.

The TRIP report, Massachusetts Transportation by the Numbers: Meeting the State’s Need for Safe and Efficient Mobility finds that throughout Massachusetts, approximately one-fifth of major roads and highways are in poor condition and more than Deficient-roads-cost-Massachusetts-four-citieshalf of Massachusetts’ bridges are structurally deficient or functionally obsolete. The state’s major urban roads have high levels of congestion, with drivers wasting significant amounts of time and fuel each year. And, Massachusetts’ rural non-interstate traffic fatality rate is more than three-and-a-half times higher than the fatality rate on all other roads in the state.

Driving on deficient roads costs each driver as much as $1,913 per year in the form of extra vehicle operating costs (VOC) as a result of driving on roads in need of repair, lost time and fuel due to congestion-related delays, and the financial cost of traffic crashes. The TRIP report calculated the cost to motorists of insufficient roads in Massachusetts’ largest urban areas: Boston, South Coast, Springfield and Worcester. A breakdown of the costs per motorist in each area and a statewide total is below.

The TRIP report finds 19 percent of Massachusetts’ major roads and highways have pavements in poor condition, while an additional 64 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 17 percent are rated in in good condition. Driving on deteriorated roads costs the state’s motorists $2.3 billion each year in extra vehicle operating costs, including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

A total of 52 percent of Massachusetts’ bridges show significant deterioration or do not meet modern design standards.  Nine percent of Massachusetts’ bridges are structurally deficient, with significant deterioration to the bridge deck, supports or other major components. An additional 43 percent of the state’s bridges are functionally obsolete, which means they no longer meet modern design standards, often because of narrow lanes, inadequate clearances or poor alignment. 

Traffic congestion is mounting across the state, costing each driver as much as $1,147 annually in lost time and wasted fuel, a total of $3.9 billion statewide.

“Improvements to our infrastructure are an investment in public safety – whether it be for drivers, cyclists or pedestrians,” said Mary Maguire, director of public and government affairs for AAA Southern New England.

Traffic crashes in Massachusetts claimed the lives of 1,697 people between 2008 and 2012. Traffic crashes on Massachusetts’ non-Interstate rural roads are particularly deadly, with a fatality rate in 2012 of 2.07 traffic fatalities per 100 million vehicle miles of travel, more than three-and-a-half times the fatality rate of 0.58 on all other roads and highways in the state.

The efficiency of Massachusetts’ transportation system, particularly its highways, is critical to the health of the state’s economy.  A 2007 analysis by the Federal Highway Administration found that every $1 billion invested in highway construction would support approximately 27,800 jobs.

In 2013 the Massachusetts legislature passed the Transportation Finance Act of 2013 that is projected to raise an estimated $600 million annually.  However, this much-needed infusion of additional funding falls $400 million short of fully addressing additional funding needs – estimated at $1 billion per year over the next 20 years – for Massachusetts’ roads, rails, and public transit systems. A report released earlier this year by Transportation for Massachusetts found that the 2013 state funding package has been very helpful in providing additional funds for the state’s public transit agencies as well as more than 75 additional road and bridge projects in the state, including the I-91 Viaduct in Springfield. 

 “Improving these conditions in Massachusetts and reducing transportation costs to the public will require significant and reliable funding at the state and federal levels,” said Will Wilkins, TRIP’s executive director.

Executive Summary

Ten Key Transportation Numbers in Massachusetts

 

$8.3 billion

Driving on deficient roads costs Massachusetts motorists a total of $8.3 billion annually in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.

$1,913

$1,608

$1,642

$1,733

 

TRIP has calculated the cost to the average motorist in Massachusetts’ largest urban areas in the form of additional VOC, congestion-related delays and traffic crashes. The average Boston driver loses $1,913 each year; each South Coast area motorist loses $1,608 annually; each Springfield motorist loses $1,642 annually; and each Worcester driver loses $1,733.

339

1,697

On average 339 people were killed annually in Massachusetts traffic crashes from 2008 to 2012, a total of 1,697 fatalities over the five year period.

 

3.5X

The fatality rate on Massachusetts’ non-interstate rural roads is more than three and a half times higher than that on all other roads in the state (2.07 fatalities per 100 million vehicle miles of travel vs. 0.58).

$212 billion

$196 billion

Annually, $212 billion in goods are shipped from sites in Massachusetts and another $196 billion in goods are shipped to sites in Massachusetts, mostly by truck.

 

52 %

A total of 52 percent of Massachusetts bridges are in need of repair, improvement or replacement. Nine percent of the state’s bridges are structurally deficient and 43 percent are functionally obsolete.

53 hours

22 hours

28 hours

33 hours

 

The average driver in the Boston urban area loses 53 hours each year as a result of traffic congestion; each South Coast area driver loses 22 hours annually; each Springfield area driver loses 28 hours annually; and each Worcester area motorist loses 33 hours each year.

 

$1 billion=

27,800 jobs

An analysis by the Federal Highway Administration found that every $1 billion invested in highway construction would support approximately 27,800 jobs.

 

$400 million

 

Last year the Massachusetts legislature approved the Transportation Finance Act of 2013 which provides an additional $600 million annually for improvements to the state’s roads, bridges, rails and public transit systems, which still falls $400 million short of the $1 billion needed annually in additional state transportation funding.  

 

 

$1.00 = $5.20

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.

 

Massachusetts’ extensive system of roads, bridges, highways and public transit provides the state’s residents, visitors and businesses with a high level of mobility. This transportation system, which also includes pedestrian and bicycle facilities, forms the backbone that supports the state’s economy. Massachusetts’ surface transportation system enables the state’s residents and visitors to travel to work and school, visit family and friends, and frequent tourist and recreation attractions while providing its businesses with reliable access to customers, materials, suppliers and employees.

            As Massachusetts looks to retain its businesses, maintain its level of economic competitiveness and achieve further economic growth, the state will need to maintain and modernize its roads, highways and bridges by improving the physical condition of its transportation network and enhancing the system’s ability to provide efficient and reliable mobility for motorists and businesses.  Making needed improvements to Massachusetts’ roads, highways and bridges could also provide a significant boost to the state’s economy by creating jobs in the short term and stimulating long term economic growth as a result of enhanced mobility and access.

Massachusetts must improve its system of roads, highways and bridges to foster economic growth and keep businesses in the state. In addition to economic growth, transportation improvements are needed to ensure safe, reliable mobility and quality of life for all residents.  Meeting Massachusetts’ need to modernize and maintain its system of roads, highways and bridges will require a significant boost in local, state and federal funding.     

Last year the Massachusetts legislature approved the Transportation Finance Act of 2013 which is anticipated to provide an additional $600 million annually for improvements to the state’s roads, bridges, rails and public transit systems.  This infusion of additional funding has allowed the Bay State to move forward with numerous projects for improvements to the state’s roads, highways, bridges, rail lines and public transit systems, but falls $400 million short of the estimated $1 billion in additional annual transportation investment needed in the state. 

The federal government is another critical source of funding for Massachusetts’ surface transportation system.  Congress recently approved an eight-month extension of the federal surface transportation program, MAP-21 (Moving Ahead for Progress in the 21st Century Act), which provides the state with road, highway, bridge and transit funding through May 31, 2015.

Meeting Massachusetts’ need to further improve and modernize its system of roads, rails and public transit will for require that the recent state funding boost is maintained and that a long-term, reliably funded, federal surface transportation program is approved. 

An inadequate transportation system costs Massachusetts residents a total of $8.3 billion every year in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.

·      TRIP estimates that Massachusetts roadways that lack some desirable safety features, have inadequate capacity to meet travel demands or have poor pavement conditions cost the state’s residents approximately $8.3 billion annually in the form of additional vehicle operating costs (including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear), the cost of lost time and wasted fuel due to traffic congestion, and the financial cost of traffic crashes.

·      TRIP has calculated the average cost to drivers in the state’s largest urban areas as a result of driving on roads that are deteriorated, congested and lacking some desirable safety features. The chart below details the costs to drivers in the Boston, Springfield and Worcester urban areas.

Mass1

Population and economic growth in Massachusetts have resulted in increased demands on the state’s major roads and highways, leading to increased wear and tear of the transportation system. 

·      Massachusetts’ population reached approximately 6.6 million residents in 2012, a ten percent increase since 1990. Massachusetts had 4,733,936 licensed drivers in 2012.

·      Vehicle miles traveled (VMT) in Massachusetts increased by 21 percent from 1990 to 2012 – from 46.1 billion VMT in 1990 to 55.9 billion VMT in 2012.

·      By 2030, vehicle travel in Massachusetts is projected to increase by another 15 percent.

·      From 1990 to 2012, Massachusetts’ gross domestic product, a measure of the state’s economic output, increased by 45 percent, when adjusted for inflation.

A lack of adequate state and local funding has resulted in one-fifth of major roads and highways in Massachusetts having pavement surfaces in poor condition, providing a rough ride and costing motorist in the form of additional vehicle operating costs (VOC). 

  • Nineteen percent of Massachusetts’ major roads and highways have pavements in poor condition, while an additional 64 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 17 percent are rated in in good condition.
  • Roads rated in poor condition may show signs of deterioration, including rutting, cracks and potholes.  In some cases, poor roads can be resurfaced, but often are too deteriorated and must be reconstructed.

·      Driving on rough roads costs all Massachusetts motorists a total of $2.3 billion annually in extra VOC. Costs include accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

·      The chart below details the percentage of major roads in poor, mediocre, fair and good condition in the state’s major urban areas:

 Mass 2

More than half of locally and state-maintained bridges in Massachusetts show significant deterioration or do not meet current design standards often because of narrow lanes, inadequate clearances or poor alignment. This includes all bridges that are 20 feet or more in length. 

  • Nine percent of Massachusetts’ bridges are structurally deficient. A bridge is structurally deficient if there is significant deterioration of the bridge deck, supports or other major components. Structurally deficient bridges are often posted for lower weight or closed to traffic, restricting or redirecting large vehicles, including commercial trucks and emergency services vehicles. 
  • Forty-three percent of Massachusetts’ bridges are functionally obsolete.  Bridges that are functionally obsolete no longer meet current highway design standards, often because of narrow lanes, inadequate clearances or poor alignment.
  • In the Boston urban area, ten percent of bridges are structurally deficient and 54 percent are functionally obsolete. Eleven percent of bridges in the South Coast area are structurally deficient and 40 percent are functionally obsolete; eight percent of bridges in the Springfield urban area are structurally deficient, while 47 percent are functionally obsolete. In the Worcester urban area, seven percent of bridges are structurally deficient and an additional 40 percent are functionally obsolete.

Improving safety features on Massachusetts’ roads and highways would likely result in a decrease in the state’s traffic fatalities and serious crashes. It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes. 

·      Between 2008 and 2012 a total of 1,697 people were killed in traffic crashes in Massachusetts, an average of 339 fatalities per year.

·      The chart below details the average number of fatalities in each of Massachusetts’ largest urban areas from 2010 to 2012 as well as the annual cost of traffic crashes to the average motorist in each area.

Mass 3

·      Massachusetts’ overall traffic fatality rate of 0.62 fatalities per 100 million vehicle miles of travel in 2012 is lower than the national traffic fatality rate of 1.13.

·      The fatality rate on Massachusetts’ rural non-Interstate roads was 2.07 fatalities per 100 million vehicle miles of travel in 2012, more than three and a half times the 0.58 fatality rate on all other roads and highways in the state. 

·      Roadway features that impact safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders, guard rails, other shielding devices, median barriers and intersection design.  The cost of serious crashes includes lost productivity, lost earnings, medical costs and emergency services.

·      Several factors are associated with vehicle crashes that result in fatalities, including driver behavior, vehicle characteristics and roadway features.  TRIP estimates that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes.

·      Where appropriate, highway improvements can reduce traffic fatalities and crashes while improving traffic flow to help relieve congestion.  Such improvements include removing or shielding obstacles; adding or improving medians; improved lighting; adding rumble strips, wider lanes, wider and paved shoulders; upgrading roads from two lanes to four lanes; and better road markings and traffic signals.

·      Investments in rural traffic safety have been found to result in significant reductions in serious traffic crashes.  A 2012 report by the Texas Transportation Institute (TTI) found that improvements completed recently by the Texas Department of Transportation that widened lanes, improved shoulders and made other safety improvements on 1,159 miles of rural state roadways resulted in 133 fewer fatalities on these roads in the first three years after the improvements were completed (as compared to the three years prior).   TTI estimates that the improvements on these roads are likely to save 880 lives over the next 20 years.

Increasing levels of traffic congestion cause significant delays in Massachusetts, particularly in its larger urban areas, choking commuting and commerce. Traffic congestion robs commuters of time and money and imposes increased costs on businesses, shippers and manufacturers, which are often passed along to the consumer.

·      Increasing levels of congestion add significant costs to consumers, transportation companies, manufacturers, distributors and wholesalers and can reduce the attractiveness of a location to a company to consider expansion or even to locate a new facility. Congestion costs can also increase overall operating costs for trucking and shipping companies, leading to revenue losses, lower pay for drivers and employees, and higher consumer costs.

·      The chart below details the average annual number of hours lost to congestion by each motorist in Massachusetts’ largest urban areas, as well as the annual congestion cost per driver in the form of lost time and wasted fuel.

Mass 4

The efficiency of Massachusetts’ transportation system, particularly its highways, is critical to the health of the state’s economy.  Businesses are increasingly reliant on an efficient and dependable transportation system to move products and services. A key component in business efficiency and success is the level and ease of access to customers, markets, materials and workers.

·      Annually, $212 billion in goods are shipped from sites in Massachusetts and another $196 billion in goods are shipped to sites in Massachusetts, mostly by truck.

·      Seventy percent of the goods shipped annually from sites in Massachusetts are carried by trucks and another 23 percent are carried by courier services or multiple mode deliveries, which include trucking. 

  • Businesses have responded to improved communications and greater competition by moving from a push-style distribution system, which relies on low-cost movement of bulk commodities and large-scale warehousing, to a pull-style distribution system, which relies on smaller, more strategic and time-sensitive movement of goods.

·      Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system.

·      Highway accessibility was ranked the number one site selection factor in a 2011 survey of corporate executives by Area Development Magazine.

  • A 2007 analysis by the Federal Highway Administration found that every $1 billion invested in highway construction would support approximately 27,800 jobs, including approximately 9,500 in the construction sector, approximately 4,300 jobs in industries supporting the construction sector, and approximately 14,000 other jobs induced in non-construction related sectors of the economy.

·      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.

Massachusetts’ roads, highways, bridges and public transit systems are funded by local, state and federal governments.  The 2013 boost in state funding helped close the gap in state transportation funding needs.  But improving the state’s transportation system will require a continued strong state transportation program and approval of a long-term, reliably funded federal transportation program. 

·      In 2013 the Massachusetts legislature passed the Transportation Finance Act of 2013 which is projected to raise an estimated $600 million annually.  However, this much-needed infusion of additional funding falls $400 million short of fully addressing additional funding needs – estimated at $1 billion per year over the next 20 years – for Massachusetts’ roads, rails, and public transit systems.

·      A report released earlier this year by Transportation for Massachusetts found that the 2013 state funding package has been very helpful in providing additional funds for the state’s public transit agencies as well as more than 75 additional road and bridge projects in the state, including the I-91 Viaduct in Springfield. 

·      Signed into law in July 2012, MAP-21 (Moving Ahead for Progress in the 21st Century Act), has improved several procedures that in the past had delayed projects, MAP-21 does not address long-term funding challenges facing the federal surface transportation program.

·      Congress recently approved an eight-month extension of the federal surface transportation program, on which states rely for road, highway, bridge and transit funding. The program, initially set to expire on September 30, 2014, will now run through May 31, 2015.

Sources of information for this report include the Federal Highway Administration (FHWA), the Bureau of Transportation Statistics (BTS), the U.S. Census Bureau, the American Association of State Highway and Transportation Officials (AASHTO), the Texas Transportation Institute (TTI) and the National Highway Traffic Safety Administration (NHTSA). All data used in the report is the latest available.  

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