Two Newtown spans identified in a recent statewide report on structurally deficient bridges are not part of Newtown’s municipal infrastructure — they come under the authority of the Connecticut Department of Transportation. Both of those state structures are slated for renovation sooner rather than later, according to Newtown Public Works Director Fred Hurley.

The two DOT structures are identified in Preserving Connecticut’s Bridges, a report issued earlier in September by TRIP, a Washington, DC-based private nonprofit that researches, evaluates, and distributes economic and technical data on surface transportation issues.

The report identifies the eastbound span of the Rochambeau Bridge carrying Interstate 84 traffic from Newtown to Southbury and a westbound span carrying vehicles over the Pole Bridge Brook east of Route 34 as two of the top ten most heavily traveled structurally deficient bridges in Fairfield County.

But local travelers should not necessarily begin looking for safer ways to reroute their interstate travel, according to Mr Hurley. Responding to a query from The Newtown Bee on September 20, he explained that “both bridges have existing projects underway.

“The crossing of the Housatonic is a near full replacement,” Mr Hurley said. “They had a design meeting in Southbury during the winter, but I don’t believe they have scheduled an updated public information session. All structural issues will be addressed in that project.”

The Newtown public works chief, who attended that meeting, said, “The engineers assured us that the deficiencies are not time critical but are more planned upgrading and maintenance. We have asked for lane closure information because we pointed out the impact to our streets when there are backups on I-84. There will be more discussion with the town on this as we get closer to actual construction.”

A Nonconventional ‘Bridge’

Regarding the Pole Bridge project, Mr Hurley said he knows there has been work on the design for the overhaul of the culvert’s metal pipe, which is rotting away.

Newtown Town Engineer Ron Bolmer further clarified that this project does not involve a conventional bridge but a water pipe realignment that is classified by DOT as a bridge because of its size. The culvert pipe is covered with soil, and the highway surface runs across it.

A DOT spokesperson explained that nonetheless, if that culvert collapses, it would compromise the travel surface of the highway.

According to Connecticut DOT data provided for the report, both the Housatonic and the Pole Bridge Brook spans carry an average traffic volume of 36,650 vehicles per day. The TRIP report appendix states the culvert structure was first installed in 1979, and that it has no deck, no superstructure, and no substructure.

It is only one of two “bridges” across the entire state that is classified that way. The other structure is in Vernon, intersecting the Hockanum River west of Route 83.

According to the DOT, the agency oversees the maintenance of 4,017 bridges across Connecticut, and since 2012, the agency has reduced the number of structurally deficient bridges from 8.6 to 5.2 percent of its overall stock.

Kevin Nursick, DOT Director of Communications for Connecticut DOT told The Newtown Bee that it is normal and expected for each bridge to reach a point where it has become structurally deficient.

“This is not a safety issue, but a benchmark point at which the bridge’s condition triggers an encompassing project to either rehabilitate or replace it,” he said.

Mr Nursick said the DOT and many Connecticut towns like Newtown have faced a long-standing challenge in planning because projects that may be planned years in advance are delayed or modified by budgetary constraints or fluctuations in funding streams for such work.

“To address structurally deficient bridge work in the most effective and timely manner, projects require a viable and consistent funding stream,” he said.

Report Summary

In its summary, the TRIP report identifies Connecticut’s bridges as a critical element of the state’s transportation system, supporting commerce, economic vitality, and personal mobility.

“As the backbone of the state’s economy, Connecticut’s 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,” the report notes.

TRIP researchers point out that as vehicle travel increases, maintaining Connecticut’s aging transportation network, including its bridges, will become more difficult.

It states that a significant number of Connecticut’s bridges have surpassed or are approaching 50 years old, which is typically the initial intended design life for bridges. Among those, 59 percent of the state’s bridges are 50 years or older, the fourth highest rate in the nation.

The report notes that the average age of all Connecticut’s bridges is 53 years, while the average age of the state’s more than 300 structurally deficient bridges is 69 years. The cost of repairing and preserving bridges increases as they age and as they reach the end of their intended design life.

To retain businesses, accommodate population and economic growth, maintain economic competitiveness, and achieve further economic growth, TRIP indicates that Connecticut will need to maintain and modernize its bridges by repairing or replacing deficient bridges and providing needed maintenance on others to ensure that they remain in good condition as long as possible.

To that end, TRIP notes that making needed improvements to Connecticut’s bridges will require increased and reliable funding from local, state, and federal governments, which will 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 preserved and enhanced mobility and access.

State Bridge Stats

The TRIP bridge report breaks out the following points noting that increased demands on Connecticut’s major roads, highways, and bridges leads to additional wear and tear on its transportation system:

*Connecticut’s population reached approximately 3.6 million residents in 2017, a five percent increase since 2000. Connecticut had 2.6 million licensed drivers in 2016;

*Vehicle miles traveled (VMT) in Connecticut increased three percent between 2000 to 2016, from 30.8 million VMT to 31.6 million VMT. From 2013 to 2016 VMT increased two percent. By 2030, vehicle travel in Connecticut is projected to increase by ten percent; and

*From 2000 to 2016, Connecticut’s gross domestic product (GDP), a measure of the state’s economic output, increased by nine percent, when adjusted for inflation. US GDP increased by 30 percent from 2000 to 2016, when adjusted for inflation.

According to the report, more than 300 of locally and state-maintained bridges in Connecticut are structurally deficient, meaning there is significant deterioration to the major components of the bridge. TRIP states that:

*There are a total of 4,254 bridges in Connecticut that are 20 feet or longer. These bridges are maintained by local and state agencies;

*Three hundred and eight of Connecticut’s state- and locally maintained bridges are structurally deficient;

*Structurally deficient bridges in Connecticut are crossed daily by 4.3 million vehicles;

*Bridges that are structurally deficient may be posted for lower weight limits or closed if their condition warrants such action. Deteriorated bridges can have a significant impact on daily life. Restrictions on vehicle weight may cause many vehicles — especially emergency vehicles, commercial trucks, school buses, and farm equipment — to use alternate routes to avoid weight-restricted bridges. Redirected trips also lengthen travel time, waste fuel, and reduce the efficiency of the local economy; and

* The condition of the bridge deck, substructure, and superstructure are inspected typically every two years and rated on a score of 1-9. A bridge is deemed structurally deficient if at least one component receives a score of four or lower. The actual prioritization for repair or replacement of deficient bridges is at the discretion of state or local transportation agencies.

To review a copy of the report, visit tripnet.org/docs/ct_preserving_connecticut_bridges_trip_report_september_2018.pdf