Despite appeals from the Tri-State Campaign and other transportation reformers, the New Jersey Dept. of Transportation did not improve its proposed 2003 capital program before submitting it to the legislature for approval last week. Like an earlier draft (MTR #355), the plan does not comply with the fix-it-first or 1000-lane mile bikeway mandates enacted in the Transportation Trust Fund law of 2000.

At a public hearing held by the State Assembly and Senate Budget and Appropriations Committees, Campaign director Janine Bauer urged the legislature to amend the program to provide an additional $20 million each for bridge and roadway preservation – a measures that are now gaining bi-partisan support in Trenton. Because a shocking 76% of the state funds in this year’s capital program are allocated to “statewide line items” — money that will be spent later at NJDOT discretion — more money could easily be devoted to specific road and bridge repairs without affecting other projects or creating a budget gap.  The legislature has one month to reject or amend the capital program.

Although the NJDOT program does not make a break with old spending priorities, DOT has adopted fix-it-first rhetoric and lauded its plan as a new direction in transportation spending.

New Jersey Transportation Commissioner James Fox told the Bergen Record that, “It’s like turning a battleship.  We are committed to moving in a new direction.”  Fox told press that the plan cuts the Trust Fund money dedicated to road expansion to 10% — down from 20% last year.  According to the Star-Ledger, however, DOT officials could not name any specific widening projects that were shelved or delayed in order to help “turn the ship.”

The DOT plan invests the smallest amount of Trust Fund money in bridge repair since the fix-it-first mandate was adopted in 2000.Trust Fund spending on bridge repair for 2003 has been reduced to just 4%.In 2003, only $21 million in Trust Fund money will go to bridge repair, down $1 million from 2002 and less than half of the $44 million spent in 2001.

Programs to promote alternatives to trucks also received short shrift.  Rail freight, for example, is held at the same low level as in previous years, receiving only $10 million.  Road preservation fares better than bridge funding, receiving $78 million, or almost 14% of state monies.

This level is still far less than is needed to fix New Jersey’s road and bridge network.  Currently, 22% of bridges under county and municipal jurisdiction are structurally deficient.  Statewide, over 800 bridges are in need of repair.  The pavement condition of 17% or more of the state highway system is deficient, and the number is higher for county and local roads.  Several of New Jersey’s major freight-hauling interstate highways, including portions of I-295, I-80 and I-78 have extremely serious pavement problems.

While DOT made much of additional federal money that is going to bridge preservation, this money is legally dedicated to bridge repair and therefore does nothing to advance compliance with the state’s fix-it-first mandate, which applies to state funds.  “By calling other things ‘fix-it-first,’ DOT attempts to mask the problem,” said Bauer.“  The federal funds must be used on bridges.  They’re taking credit for something they are required to do.”

By providing an additional $20 million each for roadways and bridges, the legislature can reaffirm its commitment to fix-it-first.  However, this level of funding would only return preservation spending to the level it was at when lawmakers mandated a fix-it-first policy.

NJ Capital Program – Deja Vu All Over Again (March 4, 2002)

Campaign Presses for NJ Compliance with "Fix-it-First" Law (May 14, 2001) 

NJDOT: Above the Law?  
(March 5, 2001) 

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