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Prefabricated Modular Steel Bridges Provide Rapid, Reliable Solution to Restore Infrastructure in the Wake of Disasters

By Eugene Sobecki, Director National Sales and Military Business Development, Acrow Bridge

Transportation infrastructure is particularly vulnerable to the impacts of natural disasters, and climate change is expected to intensify future risks. Events such as hurricanes, flooding, and wildfires can disrupt accessibility to essential services such as education or healthcare and create business interruptions or delays that can cause long-term economic impact. Aside from natural disasters, transportation is also susceptible to man-made events such as accidents or terrorist attacks. 

In the aftermath of any significant disaster, it is the transportation infrastructure that underpins the restoration of all critical infrastructure components. When creating and restoring transportation lifelines quickly is crucial, prefabricated modular steel bridging can provide an ideal solution. 

For emergency applications, modular bridges have a number of distinct advantages over more traditional bridge types. Manufacturers have inventory of prefabricated components along with a supply network which allows for fast turnaround of materials. Damaged roads may make transporting heavy construction machinery, a prefabricated concrete structure or the length of a long steel beam structure unsafe or impossible. In contrast, modular steel bridging components can be transported in compact, easily maneuverable trucks and installed with minimal construction equipment. Modular steel structures can often be installed in extremely tight work areas, which may have resulted from the precipitating event. Finally, the speed to erect a modular steel span of any length can be counted in days or weeks rather than months or years. 

Every project comes with unique challenges, including the following modular bridge examples.

I-95 Oil Tanker Accident, Bridgeport, Connecticut

In March 2004, a tanker truck was involved in an accident on an elevated portion of the highway, which resulted in an explosion of some of the 9,000 gallons of heating fuel it carried. Both directions of the route in the vicinity were closed immediately and early reports indicated it would be weeks before the southbound overpass could open to traffic on the busiest highway in the Northeast and the major commercial route from Boston to New York. 

While overpass supports in both directions were damaged, inspection of the northbound bridge indicated it could be secured with reinforcing piers and it was re-opened to traffic in three days. The southbound bridge was not salvageable; it was immediately demolished, and after considering many options, it was decided to use a modular bridge as a detour during reconstruction.

Two days after the accident, workers began to construct the foundation and pour the concrete footings for the temporary bridge. The bridge was installed, paved and three lanes reopened to traffic less than a week after the crash.

I-10 Twin Span Bridge Hurricane Damage, Lake Pontchartrain, Louisiana

Just 11 days after Hurricane Katrina hit the region in late August 2005, competitive bids were requested to restore passage on the heavily damaged twin spans of Interstate 10, a major artery connecting New Orleans and Slidell. 

Upon inspection, the eastbound span was found to have the least number of damaged segments, so it was repaired with undamaged segments from the westbound side. Limited passage was restored within two weeks, more than two weeks ahead of schedule.

With much of the westbound span missing segments from the initial storm damage or used to repair the eastbound route, prefabricated modular steel components were utilized to provide another rapid solution to getting residents back to normal. The bridge was opened to traffic in late December, once again ahead of schedule.

US Route 85 Overpass Collapse, Lusk, Wyoming

In early June 2015, heavy rains caused the flooding of the Niobrara River which led to the collapse of an overpass on U.S. Route 85 onto railroad tracks below, creating an immediate stop to the passage of Union Pacific Railroad freight trains as well as vehicular traffic on the highway, which is the main artery from both Interstates 80 and 25.

U.S. 85 bridge in Lusk, Wyoming
 

As Wyoming DOT keeps an inventory of modular bridging components, they were quickly mobilized to the site, while additional components were purchased for the specifications of this very long span. The bridge was opened on July 25, 2015, restoring freight service and vehicular access.

Skagit River Bridge Collapse, Burlington, Washington

When an over-height tractor-trailer hit the I-5 bridge over the Skagit River in Burlington, Washington, in May 2013, the impact caused an entire 160-foot-long segment to plunge into the water, along with the truck and two cars. 

I-5 Skagit River Bridge in Burlington, Washington

Fortunately, there was no loss of life, but the financial impact caused by the loss of the vital crossing illustrated the need for a swift solution, and it was determined the installation of a detour structure was critical until repairs could be made to the damaged bridge.  

Two 24-foot-wide by 160-foot-span bridges were designed and installed and formally opened just 24 days after the collapse; they remained in place for four months until repairs were completed. 

Hurricane Maria, Puerto Rico

In assessing Hurricane Maria’s destruction across Puerto Rico in 2017, it was found that nearly 400 of the 2,344 bridges in the inventory of the Puerto Rico Highway and Transportation Agency were damaged, with 26 having collapsed outright. Providing survivors with urgently needed supplies and opening up routes for medical care was the first priority, with a larger goal the return to a pre-storm “normal” and reestablishing local commerce.

PR-957 in Palma Sola, Puerto Rico

As many of the impacted structures were in remote, mountainous regions with roads compromised by the storm, transporting materials to the work sites was far less difficult with compact, modular components requiring no heavy machinery for installation.  

The restoration of each crossing immediately allowed for safe passage of relief efforts from federal and state agencies. Children and support staff were able to return to school and employees to jobs. Most importantly, perhaps, each bridge reconnected vulnerable communities and helped countless Puerto Ricans return to routine life.  

Midwest Flooding 

The flooding in the Midwestern United States, beginning in early March 2019, caused devastating long-term damage across six states. In addition to the humanitarian need to restore damaged infrastructure as quickly as possible was the certainty of continued economic losses until mobility was restored. 

U.S. 136 in Rock Port, Missouri

Railroad freight in Rock Port, Missouri, was acutely impacted when a bridge providing the only access for crews to service equipment was closed due to sever scour to the structure’s supports. In order to expedite the restoration of full freight service in the region, a modular steel bridge was “overbridged” inside the existing structure to remove stress. The detour was opened to traffic eight days after the receipt of the order.

In northeast Nebraska, NDOT deemed detours necessary for two projects in the Spencer Dam/Niobrara River area. At each location, residents and first responders had been experiencing lengthy detours due to impassible crossings which would continue until construction was complete on new permanent bridges. Modular steel bridging enabled delivery to the work sites over compromised roads, and rapid design, delivery and installation provided solutions to transportation emergencies. 

U.S. 281 in Spencer, Nebraska

Shipping of components for each project began in early July and the first bridge was opened on July 29, 2019, ahead of schedule. The second bridge opened on schedule on August 13.

Damaged transportation assets represent a sizable portion of economic losses from disasters. Restoring damaged routes quickly can minimize the impact caused by business interruptions and freight inventory delays as well as impacts to the public at large.

Emergency bridging allows a fixed-dollar solution to the project whether rented or purchased; in the case of a purchased structure, it can be easily disassembled and warehoused for later use during planned projects or in an emergency situation.  

There is no doubt that disasters will continue to impact lives across, and the restoration of means of transportation will always be a priority. When disaster strikes, a modular steel bridge should be an option to consider.

This feature appeared in the November issues of the ACP Magazines: California Builder & Engineer, Construction, Construction Digest, Construction News, Constructioneer, Dixie Contractor, Michigan Contractor & Builder, Midwest Contractor, New England Construction, Pacific Builder & Engineer, Rocky Mountain Construction, Texas Contractor,
Western Builder

Real Growth for 2020 Transportation Construction Market, ARTBA Chief Economist Says

he U.S. transportation infrastructure market is expected to grow at least 5 percent next year, according to the annual economic forecast released Dec. 4 by the American Road & Transportation Builders Association (ARTBA).

“The real market growth for 2020 is being fueled by increased transportation investments from federal, state and local governments,” says ARTBA Chief Economist Dr. Alison Premo Black, who conducted the analysis.

Total domestic transportation construction and related-market activity in 2020 should reach $300.4 billion, up from 2019’s $286.5 billion, after adjusting for project costs and inflation.

The transportation construction market grew by 8 percent in 2019 compared to 2018, driven largely by gains in highway, street and pavement work, which grew by $9.6 billion to $73.1 billion.

Airport construction work on runways and terminals increased by less than 1 percent in 2019 but was still at record investment levels.  Strong growth in the subway, light rail and mass transit sector, as well as private railroad investment helped support a strong year for transportation construction activity.

One variable, Black says, is the outlook for the reauthorization of the FAST Act transportation law, due in 2020, and the ability of Congress to find additional revenues to support the Highway Trust Fund (HTF).  Any project delays because states are concerned about whether the next federal surface transportation bill is completed in a timely matter could temper 2020 market growth, Black added.  

Overall, transportation construction market activity is expected to increase or be steady in about half of the states, the ARTBA analysis shows.  Some of the largest markets expected to remain stable or grow include Texas, California, Illinois, New York, Florida, North Carolina, Washington, Minnesota, Michigan, Arizona and Wisconsin.

Black shared her findings during a Dec. 4 webinar for analysts, investors, transportation construction market executives, and public officials.

Other market variables include material prices, increased labor costs and labor shortages in some regions.   

Among the other key Black findings:

Public & Private Highway, Street & Related Construction  

  • The real value of public highway, street and related construction investment by state transportation departments and local governments—the largest market sector—is expected to increase by 6 percent to $77.5 billion after growing 15 percent in 2019.
  • Construction work on private highways, bridges, parking lots and driveways will increase from $69.1 billion in 2019 to $71.8 billion in 2020 and will continue to grow over the next five years as market activity increases in those sectors.

Bridges & Tunnels  

  • The pace of bridge and tunnel construction work stayed flat in 2019 and is forecast to grow by $800 million, or 3 percent, in 2020.  Bridge and tunnel market activity fell slightly from $28.8 billion in 2018 to $28.6 billion in 2019, after adjusting for project costs and inflation. 

Light Rail, Subways, & Railroads 

  • Public transit and rail construction are expected to grow from $23 billion in 2019 to $24.2 billion in 2020, a 5 percent increase. 
  • Subway and light rail investment are expected to reach a new record level, increasing from $10.3 billion this year to $11 billion in 2020.

Airport Runways & Terminals  

  • After growing 34 percent in 2018, airport terminal and related construction work, including structures like parking garages, hangars, air freight terminals and traffic towers, is estimated to increase from $18.5 billion in 2019 to $19.6 billion.
  • Runway work is forecasted to increase from $4.7 billion in 2019 to $4.9 billion in 2020.

Ports & Waterways 

  • The value of port and waterway investment should grow to $3.4 billion in 2020. Construction activity in 2019 was $3.3 billion, up from $2.5 billion in 2018. 

ARTBA’s forecast is based on a series of proprietary econometric models for each mode and analysis of federal, state and local data and market intelligence. The full forecast can be purchased at www.artbastore.org.

Established in 1902, ARTBA represents the U.S. transportation construction industry before Congress, the White House, federal agencies, courts, news media and the general public. 

An extensive review of the ARTBA 2020 Forecast and other related materials will be available in the January issues of all Associated Construction Publications (ACP).

Tom Ewing’s Environmental Update

*  True, symbolism here may be more important than actual (eventual) impact but the Federal Railroad Administration (FRA) released a final rule for a pilot program to competitively select an

New York Central 20th Century Limited

operator on “not more than three long-distance routes operated by Amtrak.” This is an important step in FRA’s proposals for competitive passenger rail service, a move required by the FAST Act – the national transportation bill.  It will take a while – operating petitions are due in six months – but eventually FRA will select a route operator, which could remain Amtrak if that’s the best (oronly) bid, for intercity passenger service, and the subsidy for that service.  BTW, this year marks the 50th anniversary of the final run of the NY Central’s legendary 20th Century Limited, overnight luxury service between Chicago and New York.

*   At the end of June, the Department of Agriculture hosted a “Listening Session” to develop strategies to monitor native bees, an effort that continues the work started by a 2014 Presidential memorandum responding to bee population declines.  Basic topics at the June meeting included why a national monitoring plan is important, the kind of information/data needed and how information would be used.  This Session will help develop a national monitoring plan, part of Ag’s 2015 Pollinator Research Action Plan. Presentations were from government staff, agricultural and university researchers and others who work directly within this critical environmental sphere.

*  Okay, so it’s just a rough indicator but since we mentioned it at the end of 1st quarter we’re compelled to follow up: the number of Federal Register pages at the end of 2nd quarter – June 30, 2017.  The grand total: 30,719 pages.  Same time in 2016: 42,982 pages.  That’s 12,263 fewer pages for the year, or about 1,022 fewer pages each month.  Whew – don’t your eyeballs feel better already *:)) laughing ?

Tom Ewing
“reply” or 
513-379-5526 voice/text

ARTBA Annual Forecast: Highway Construction Expected to Grow 8% in 2010

Driven by record federal investment in surface transportation, increased spending through the American Recovery & ARTBAReinvestment Act (ARRA) and continued easing in material prices, the highway construction market is expected to grow eight percent in 2010, according to the American Road & Transportation Builders Association’s (ARTBA) annual economic forecast.

ARTBA Vice President of Policy & Economist Alison Premo Black says the value of highway, street and bridge construction (from all sources) put in place should reach $90.5 billion in 2010, up from about $83.9 billion this year.

Black cautions, however, that the boost to the market could be temporary. Uncertainty over the reauthorization of the multi‐year federal surface transportation bill and future growth of the overall U.S. economy, along with the end of stimulus funds, will determine if there is a “soft landing” in 2011 or a more significant downturn, Black says.

The association’s 2010 forecast takes into account current economic conditions, federal investment and state and local funding. The $41.2 billion in 2009 federal highway obligations, as well as the additional $26.7 billion available through the ARRA, will provide the foundations for growth in 2010. Although there are general concerns regarding state and local spending, states are expected to continue to provide matching funds for the traditional federal aid program investment and spend their ARRA funding.

“Despite the current economic environment and budget challenges, 38 states have increased the real value of their contract awards between January and October 2009 compared to the same time period in 2008,” Black noted. “The real value of contract awards for highways and bridges is nearly $50 billion so far, an increase of $5 billion and an important leading indicator for the 2010 construction season.

Another indicator of work to come, she says, is the high level of obligations for ARRA funding—over 77 percent of stimulus funds have been obligated, but only $4 billion, or 16 percent of the total funding available has been paid to contractors. “When you add it all up, there is a lot of work to be completed in the coming year,” Black says.

Although the forecast for 2010 is market growth, ARTBA cautioned it does not mean that highway and bridge contractors and suppliers will avoid struggling in the current economic environment or that the growth will be even across states. There will still be issues with access to credit, fierce competition and the general economy. Contractors and state transportation departments are also expected to be cautious in hiring and spending decisions while waiting for Congress to pass a new federal surface transportation bill.

The longer term real market outlook will depend on the U.S. economy and the federal‐aid program.

“The best scenario would be a strong reauthorization of the federal highway and transit program and real economic growth that can help spur state and local investment,” Black says. “Under this ideal situation, we could see real market growth approaching $118 billion in 2015.”

The ARTBA forecast also addressed other transportation modes.

•  Airport Runways: The ARRA will help push up the value of airport runway work to $5.2 billion in 2010, a 3.4 percent over 2009. With the reauthorization of the federal aviation programs remaining stalled, Black predicts the airport construction market will decline in 2011 and beyond without increased federal investment in the Airport Improvement Program.

•  Railroads & Transit: Increased investment in new starts over the last few years is beginning to pay off for the subway, light rail and railroad construction market. The value of construction work should hit $13 billion in 2010, a 3.1 percent increase over 2009 levels.

Ohio’s Infrastructure Receives A Grade Of C-

The Ohio Council of Local Sections of the American Society of Civil Engineers’ (ASCE) recently released 2009 Ohio Infrastructure Report Card gives that state’s infrastructure a grade of C-.

The report graded the current condition of 10 infrastructure areas that are essential to the state’s economic prosperity and quality of life. Areas graded are aviation, bridges, dams, drinking water, electricity, parks and recreation, railroads, roads, schools, and wastewater.

The ASCE Ohio Council estimates that an investment in infrastructure renewal of more than $46 billion is needed over the next five years to address the state’s crumbling infrastructure.

This assessment of Ohio’s infrastructure follows the January 28, 2009 national release by ASCE of its fourth Report Card for America’s Infrastructure, The 2009 Report Card for America’s Infrastructure. This report card, like its predecessors, was designed to provide a grade for the current condition of components of America’s crumbling infrastructure, raise public awareness, stimulate debate, and propose, highlight, and promote solutions. ASCE graded the nation’s overall infrastructure condition as a D and estimated the projected cost for repairing the nation’s infrastructure as $2.2 trillion over the next five years.

[youtube=http://www.youtube.com/watch?v=D6Itp3S6Gfc&hl=en&fs=1]
[youtube=http://www.youtube.com/watch?v=B8569NE7DsI&hl=en&fs=1]

ASCE has called for a renewed partnership between citizens; local, state and the federal governments; and the private sector to work together to define the most critical projects and get the support needed for immediate action.

Ohio’s infrastructure grades ranged from a high of B- for bridges to a low of D for roads. The areas of drinking water and wastewater also had low grades of D+. There are reasons for concern and need for investment in all the areas evaluated in the report. A brief summary of the assessment follows.

Aviation infrastructure in Ohio received a grade of C-. Ohio ranks third in the nation with 124 paved and lighted general aviation airports. Only 58 percent of runways, 57 percent of taxiways, and 62 percent of aprons (the area where aircraft are parked, loaded, and unloaded) meet the satisfactory condition index. These percentages are below Ohio Department of Transportation (ODOT) Office of Aviation established goals. Ohio’s commercial service airports are meeting capacity requirements. ODOT has estimated that $9.8 million a year is needed to maintain airports at their existing condition and an additional $117 million is required to provide improvements to meet the state systems goal that 85 percent of runways, 80 percent of taxiways, and 75 percent of aprons have a satisfactory rating.

Bridges in Ohio received a grade of B-. Bridges in Ohio are crucial components of one of the largest transportation systems in the United States. Many bridges in Ohio have reached their expected service life and are in need of rehabilitation or replacement. The council estimates that it would cost $3.6 billion to replace all the structurally deficient bridges and rehabilitate two-thirds of the functionally obsolete bridges in Ohio. This estimate does not include any design, roadway or land acquisition costs associated with these projects.

Dams in Ohio received a grade of C. There are more than 2,600 dams in the state of Ohio. Nearly 70 percent of dams are privately owned. There were 1,597 state-regulated dams in Ohio in 2007. Of the state-regulated dams, 33 percent are rated as being deficient. It is estimated that $309 million is required to make repairs to the 524 deficient dams in the state. As of 2007, 43 percent of Ohio’s high hazard dams had emergency action plans (EAP), a key measure in reducing the risk to the public. An EAP is a formal document that identifies potential emergency conditions at a dam and specifies pre-planned actions to be followed to minimize property damage or loss of life in the event of a dam failure.

Drinking water infrastructure in Ohio received a grade of D+. Approximately 90 percent of Ohioans receive water for daily needs from one of the more than 6,000 public water supply systems in the state. An estimated 99 percent of the burden for funding public water supply is borne by the local government agency. ASCE estimates that Ohio has $9.68 billion in drinking water infrastructure needs. The Ohio EPA Division of Drinking and Ground Water estimates that drinking water stimulus project funds will total approximately $58.5 million under the American Recovery and Reinvestment Act (ARRA). As of April 2009, the Ohio EPA had received project funding requests for more than 1,400 projects for a total of $3 billion.

Electricity infrastructure in Ohio received a grade of C+. Electric generation, transmission, and distribution systems in Ohio are satisfactory, reliability problems are relatively few and those that exist are being addressed by system improvements. However, mandates related to alternative energy and environmental protection pose problems for Ohio’s electric utilities in the future. In 2008, the Ohio legislature passed a bill that requires that 12.5 percent of energy come from alternative energy sources (including renewable, conservation and clean thermal) by 2024. Furthermore, federal regulations may have a great impact on Ohio’s electric generating capacity, as approximately two-thirds of its electricity is provided by coal. There is a strong possibility that coal-fired generation will be required to drastically reduce CO2 emissions in the future, which could impose large financial burdens on its current system.

Parks and recreation infrastructure in Ohio received a grade of C-. Park systems in Ohio provide a crucial economic element in terms of jobs and financial impact. An additional $26.5 million is needed each year to properly operate the state parks and other divisions, and an additional $29.9 million is needed annually to eliminate the maintenance backlog over the next 10 to 20 years. These same needs are also being felt at the local levels as well. Facilities at many urban recreation centers are past their expected service life and are in need of repairs or at risk of being closed for health and safety reasons. A study by Ohio State University in 2004 stated that people visiting Ohio’s state parks alone contribute an estimated $1.1 billion to the state’s economy annually.

Railroads in Ohio received a grade of C-. Railroads provide critical services to industries important to Ohio’s economy, hauling raw materials, parts and finished products. Railroads are also an important industry in Ohio, employing more than 8,000 workers and paying approximately $500 million in wages in the state. ODOT has estimated that the cost to improve the 30 worst railroad choke points in the state would cost $1.19 billion. There are nearly 16,000 railroad crossings within the state. Since 1990, motor vehicle/train crashes at grade crossings have declined 66 percent and the number of fatalities has dropped 77 percent. However, between 2005 and 2008 there were still 482 accidents, including 45 fatalities. Columbus is the second largest and Dayton the sixth largest city in the U.S. without passenger rail services.

Ro
ads in Ohio received a grade of D.
With over 125,000 miles of roads, Ohio has one of the largest and most utilized roadway networks in the United States. ASCE found that 43 percent of Ohio’s roads are in critical, poor or fair condition. It is estimated that by the year 2014, Ohio will have a highway budget shortfall of more than $10 billion at the state government level alone. Congestion in the large urbanized areas in Ohio is getting worse. Each year, the Texas Transportation Institute (TTI) publishes a ranking of highway congestion in the 50 largest urban areas throughout the U.S., as ranked by hours of delay per person. In 2002, Columbus was ranked 41st nationally and was the only Ohio city included. By 2005, Columbus’ ranking rose to 34th, and Cincinnati and Cleveland joined Columbus as Ohio cities included on the list (ranked 40th and 49th, respectively).

School infrastructure in Ohio received a grade of C. The quality of schools in Ohio is crucial to the state’s long-term viability and ability to compete in the global marketplace. The American Federation of Teachers (AFT) estimated in 2008 that Ohio schools require $9.32 billion in infrastructure investment. This ranks Ohio 6th in the country for total funds needed. The Ohio School Facilities Commission (OSFC) was created in 1997 as a separate state agency to oversee the rebuilding of Ohio’s public schools in 614 school districts. During the 1998-2007 fiscal years, the OSFC managed yearly appropriations across all its programs totaling $5.92 billion, or approximately $592 million per year. In 2007, the OSFC reported that all facility needs in 123 school districts have been fully addressed.

Wastewater infrastructure in Ohio received a grade of D+. Aging systems discharge billions of gallons of untreated wastewater into U.S. surface waters each year. An estimated 95 percent of the burden for funding municipal wastewater treatment systems is borne by local government. It is estimated that Ohio has $11.16 billion in wastewater infrastructure needs. It is clear that operations, maintenance and capital investments in wastewater treatment facilities are not keeping up with the decaying infrastructure and the increasing demand placed on these facilities. Older systems that mingle storm and wastewater collection systems are plagued by chronic overflows during major rainstorms and heavy snowmelt, which results in the discharge of raw sewage into surface waters. The U.S. Environmental Protection Agency (EPA) estimated that the volume of combined sewer overflows discharged nationwide is 850 billion gallons per year. According to the EPA, sanitary sewer overflows, caused by blocked or broken pipes, resulted in the release of as much as 10 billion gallons of raw sewage annually.

ASCE’s Board of Directors has been giving special attention to improving America’s infrastructure on several fronts, including championing the need for investments in infrastructure renewal with policy makers at the national, state and local level. As part of this effort, and to broaden the dialog on infrastructure renewal, ASCE has been encouraging its Sections and Branches to develop and promote Infrastructure Report Cards for their region, state and city or county. Sections and Branches can localize the national Report Card by focusing on infrastructure that is relevant to their region, state, or local area.

OHIO

Top Three Infrastructure Concerns:

  1. Roads
  2. Bridges
  3. Drinking Water

Key Infrastructure Facts

  • 27 percent of Ohio’s bridges are structurally deficient or functionally obsolete.
  • There are 375 high hazard dams in Ohio. A high hazard dam is defined as a dam whose failure would cause a loss of life and significant property damage.
  • 524 of Ohio’s 1,597 dams are in need of rehabilitation to meet applicable state dam safety standards.
  • 57 percent of high hazard dams in Ohio have no emergency action plan (EAP). An EAP is a predetermined plan of action to be taken including roles, responsibilities and procedures for surveillance, notification and evacuation to reduce the potential for loss of life and property damage in an area affected by a failure or mis-operation of a dam.
  • Ohio’s drinking water infrastructure needs an investment of $9.68 billion over the next 20 years.
  • Ohio ranked 5th in the quantity of hazardous waste produced and 3rd in the total number of hazardous waste producers.Ohio’s ports handled 124 million tons of waterborne traffic in 2005, ranking it 6th in the nation.
  • Ohio reported an unmet need of $3.3 million for its state public outdoor recreation facilities and parkland acquisition.
  • 25 percent of Ohio’s major roads are in poor or mediocre condition.
  • 45 percent of Ohio’s major urban highways are congested.
  • Vehicle travel on Ohio’s highways increased 27 percent from 1990 to 2007.
  • Ohio has $11.16 billion in wastewater infrastructure needs.

To see the ASCE 2009 Report Card state-by-state assessment and how your state’s infrastructure measures up, click here.

Note: The Ohio Council of Local Sections of ASCE is the body that addresses statewide issues and shares ideas and practices from the six ASCE Sections in Ohio. The Ohio Council is composed of delegates elected annually from each of the six Sections: Akron/Canton, Central Ohio, Cincinnati, Cleveland, Dayton, and Toledo. The Ohio Council in 2008 formed a committee to prepare an Infrastructure Report Card for the State of Ohio. The 2009 Ohio Infrastructure Report Card is the result of that effort. Please access or print a copy of the 2009 Ohio Infrastructure Report Card by visiting the Ohio Council of Local Sections of ASCE website at http://www.ohioasce.org/reportcard.

Bob Keaton