American cities have recently suffered a shocking number of infrastructure disasters, including the failure of the New Orleans levees, the collapse of a highway bridge in Minneapolis, and a fatal crash on Washington, DC’s metro system. Additionally, American transport structures are habitually given poor marks in inspections. In 2009, the American Society of Civil Engineers (ASCE) gave American infrastructure an overall grade of D. Individual transportation mechanisms were not marked much better. Roads, rails, and bridges are often rated deficient, or even functionally obsolete. In 2010, the World Economic Forum ranked America 23rd for overall infrastructure quality. Compared to northern Europe, American structures are described as “mediocre.” One third of America’s major roads are in “poor or mediocre” condition. As a result, 36% of major highways are congested. The ASCE estimates that Americans spend 4.2 billion hours a year stuck in traffic, costing $78.2 billion, or $710 per motorist. Additionally, more time spent on these low quality roads leads to more accidents. The road fatality rate in America is 60%, above the Organization for Economic Cooperation and Development’s (OECD) average. There are approximately 15 deaths for every 100,000 people, with 33,000 Americans killed on roads in 2010 alone. With a predicted 40% population growth over the next 40 years by the Census Bureau, this issue must be addressed quickly, before it worsens.
 

Many people find this matter to be confusing. America’s economy, though racked with problems, remains the world’s largest, and its people are among the world’s richest. The government has historically supported public works, and is in no way constitutionally opposed. From the birth of the American country, the federal government encouraged the building of canals and roads. A transcontinental railway was funded by Congress in the 19th century. In the 20th century, the American interstate system was constructed, consisting of 50,000 miles of motorways and remaining as one of the largest public works projects in history. So what has changed? Why is America no longer able to dedicate itself to state of the art infrastructure?
 

Of course, the main issue in upkeep is money. Total public spending on city infrastructure in America has steadily decreased since the 1960s and now stands at only 2.4% of the GDP. Europe spends 5% of its GDP on infrastructure, while China invests a shocking 9%. Perhaps the reason is this: over this time, funding for capital investments and operations and maintenance in America has dropped considerably. This is due to falling revenue from a low petrol and diesel tax, the primary source of federal money for mass transit. However, petrol tax increases are generally unpopular, leaving the country with lack of funding and substandard transport structures. Other nations do not face this problem. In Germany, citizens pay higher taxes on cars and petrol, in addition to higher fees on drivers’ licenses. This results in more reliable funding for the transport system. Collected German road fees were approximately 2.6 times that spent on roads in 2006; in America, all road taxes from the federal, state, and local level covered only 72% of highway expenses.
 

It is interesting to note that although America still spends a considerable amount on the construction of new roads, they do not exhibit the same enthusiasm in maintaining old ones. According to the OECD’s International Transport Forum, America spends twice as much per person as Britain on new projects, but Britain spends 23% more per person on maintenance. The Congressional Budget Office estimates that America needs to spend $20 billion more per year in order to maintain the current quality infrastructure, which is obviously lacking. They estimate that an $80 billion increase would begin to show “positive economic returns.” Furthermore, the National Surface Transportation Policy and Revenue Study Commission estimated that $255 billion in spending per year would be required to keep infrastructure in good repair and make the needed upgrades. Currently, only 40% of this amount is spent.
 

This problem is not confined in the limits of big cities; it also plagues the mid-sized cities that many of us live in or near. A relevant and particularly recent example of this is the Brent Spence Bridge in Cincinnati, OH. This bridge is labeled functionally obsolete by the federal government, and presents a huge safety issue. On June 24, 2011, a man by the name of Abdoulaye Yattara ran out of gas while driving over the Brent Spence. Exiting his car to speak with a kind stranger about getting help, his vehicle was then hit from behind, knocking him over the railing and 80 feet to his death. He was 42 years old. This is just one of the many unfortunate and avoidable accidents that have occurred on the bridge, which is in desperate need of repair. The only questions that remain are how this will be done and paid for.
 

It is horribly obvious that the poorly designed Brent Spence is no longer able to handle the traffic flow of today. Originally constructed in 1963, the Brent Spence was designed to handle 85,000 vehicles per day. Now, the bridge carries at least 155,000. The rising traffic levels are frankly outside of the design limits of the bridge, contributing to an already high risk factor. By as early as 1985, congestion was so severe that the initial three lanes were reworked into four. In order to add an extra lane, each had to be narrowed from the standard 12 feet to 11. This gives a standard 8 ½ foot wide truck only 15 inches on either side before crossing into the next lane, and only 2 ½ feet between two trucks in adjacent lanes. Additionally, it eliminated all emergency lanes. As a result, drivers have nowhere to pull over in the event of an accident or break down and traffic quickly backs up. A minor fender-bender can end up causing delays up to 30 minutes crossing the bridge.
 

Of the 800,000 bridges in the United States, the Brent Spence is one of 15 labeled “functionally obsolete”. On the mere 1,737 feet of the bridge, drivers are five times more likely to wreck than on any other interstate system of Ohio, Kentucky, or Indiana. There are approximately 22 crashes per lane mile per year on the bridge, as compared to much fewer numbers on other interstates. The signs are often reported as being difficult to read, resulting in confusion and sudden lane changes. Furthermore, a survey of Brent Spence Bridge users reveals that 54% of them feel that the bridge is unsafe, and it makes 65% of them nervous to drive on.
 

In 2006, the decision to construct a new bridge next to the Brent Spence in addition to rehabilitating the old bridge was made. It is hoped that this will decrease traffic flow by providing more space and lanes, as well as additional safety features. The Federal Highway Administration established the goals of the Brent Spence Bridge Replacement/Rehabilitation Project as these: to improve traffic flow and level of service, improve safety, correct geometric deficiencies, and maintain connections to key regional and national transportation corridors. Currently, there are two design options under consideration for the new bridge. The first is a tied arch bridge, a simply supported arch with inclined arch ribs. The second is a two tower cable-stayed bridge, supported by two towers and vertical legs. The first option will be more complicated to construct, but will nearly $100 million cheaper. Regardless of the bridge design, the road will be composed of two or three 12 foot lanes, along with two 14 foot shoulders. The renovation of the Brent Spence itself incorporates many different improvements. There are plans to reduce the four lanes to the original three lanes, allowing for the reinstitution of emergency shoulders. New entrance and exit ramps will also be added for further ease in travelling on the bridge.
 

However, a way to finance these lofty construction plans must be agreed upon. This is perhaps the biggest issue, as Kentucky frankly does not have the available funding to spend on such a large project. It is estimated that the complete project will cost approximately $2.4 billion. Ohio governor John Kasich and Kentucky governor Steve Beshear have agreed to explore the option of tolling as a way to finance the bridge. In this scenario, tolls would be placed along the current Brent Spence Bridge in order to raise money to build its replacement. However, northern Kentucky lawmakers, who ultimately have the final say in the decision, continue to oppose this solution. As federal funding is not guaranteed, many business leaders have begun their own fundraising campaigns. The Build Our New Bridge Now Coalition, an advocacy group for the project, has raised more than $1.5 million from 100 different companies. Additionally, the Federal Highway Administration has announced a $3.3 million grant to cover the cost of land acquisition. This sum was among $363 million gained in proceeds through the enactment of the Surface Transportation Extension Act of 2012. Although these contributions help, they are nowhere near the necessary amount. It is this issue that has stalled the project for many years, and is likely to continue to do so if a solution is not realized.
 

The Brent Spence Bridge is a great example that illustrates that this issue with American infrastructure affects the whole country, not just highly urbanized areas. In fact, in regards to bridges, more than 26% of America is either deficient or functionally obsolete. It is estimated that approximately $17 billion is needed annually to improve the current bridge conditions alone around the country.
 

The rehabilitation of America’s infrastructure system will be neither easy nor cheap. However, it is a necessary price in order to achieve economic prosperity, public safety, and high quality of life. The ASCE has published five Key Solutions that they believe are capable of “real and positive change."
 

The first of these key solutions is an increase in federal leadership in infrastructure. Since the construction of the Interstate Highway System, federal leadership has decreased dramatically, and the nation’s infrastructure has suffered accordingly. Currently, most investment decisions involving infrastructure are made without a “national vision.” If the state of American infrastructure is to improve, it is imperative that this vision originate with strong federal leadership and be shared by all levels of government and the private sector.
 

The second key solution is promotion of sustainability and resilience. It is important that today’s transportation systems are able to face the challenges of both today and the future. Therefore, it must meet the needs for natural resources, industrial products, energy, food, transportation, shelter, and effective waste management, while still protecting and improving the environment. Infrastructure should be designed to support these needs so that not only our generation, but future generations as well, will benefit from our efforts. Think about it – building a new bridge now will mean very little if it will have to be replaced in 50 years. Additionally, research and development should be funded at the federal level in order to develop new and more efficient methods and materials for building and maintaining infrastructure. This will both preserve our quality of life today, and improve that of the future.
 

The third key solution is to develop federal, regional, and state infrastructure plans. The ASCE recommends that goals of carefully planned strategies should center on freight and passenger mobility, intermodality, water use, environment stewardship, and encouraging resiliency and sustainability. They should also clearly outline federal, state, local, and private sector roles and responsibilities and instill better discipline for setting priorities and focusing funding to solve the most important issues. Furthermore, plans should complement national economic growth and leadership, resource conservation, and energy independence. Finally, infrastructure plans should be synchronized with regional land use planning and incentives to promote non-structural and structural solutions to lessen the demand for increased infrastructure capacity.
 

The fourth key solution is to address life-cycle costs and ongoing maintenance. The ASCE recommends that when structure are built or rehabilitated, analysis should be performed to account for initial construction, operation, maintenance, the environment, safety, and other costs that may become necessary, such as recovery after natural or manmade threats. Additionally, ongoing evaluations and maintenance should be required of the owners of infrastructure in order to ensure that it is functioning adequately and safely. All of these changes will result in more sustainable and resilient infrastructure systems, leaving them unscathed for future generations.
 

The fifth and final key solution is to increase and improve infrastructure investment from all involved stakeholders. All levels of government, infrastructure owners, and users must commit to their investments in all categories, and all available financing options must be explored. In order to make long-term improvements, significant funds must be invested. Larger investments will result in improved operability, safety, and resilience of the nation’s infrastructure, and will reduce future cost and risk of failure. Federal investments should be to complement, encourage, and leverage investment from the state and local governments, as well as from the private sector. Finally, users of the infrastructure must be willing to pay the appropriate price for their use.
 

It is no longer a question that America’s infrastructure needs serious and immediate attention. Consistently graded as inadequate and failing in comparison to that of other countries, it is obvious that action must be taken. In order for this to occur, revenue must be procured. Though tax increases are unpopular, citizens must realize that some prices are worth paying when it involves such important issues. It is imperative in regard to safety needs, the national economy, and international pride that the issue of American infrastructure be addressed directly. It is a matter that should be given the attention – and funds – that it deserves.
 

American Infrastrucure:

In Need of Repair

ERIN DEJA

The Interstate 35W bridge after it collapsed August 2, 2007 in Minneapolis.