{
  "id": "R45250",
  "type": "CRS Report",
  "typeId": "REPORTS",
  "number": "R45250",
  "active": true,
  "source": "EveryCRSReport.com",
  "versions": [
    {
      "source": "EveryCRSReport.com",
      "id": 582629,
      "date": "2018-07-05",
      "retrieved": "2018-07-10T20:06:47.464589",
      "title": "Rural Highways",
      "summary": "Of the nation\u2019s 4.1 million miles of public access roads, 2.9 million, or 71%, are in rural areas. Rural roads account for about 30% of national vehicle miles traveled. However, with many rural areas experiencing population decline, states increasingly are struggling to maintain roads with diminishing traffic while at the same time meeting the needs of growing rural and metropolitan areas. \nFederal highway programs do not generally specify how much federal funding is used on roads in rural areas. This is determined by the states. Most federal highway money, however, may be used only for a designated network of highways. While Interstate Highways and other high-volume roads in rural areas are eligible for these funds, most smaller rural roads are not. It is these roads, often under the control of county or township governments, that are most likely to have poor pavement and deficient bridges. \nRural roads received about 37% of federal highway funds during FY2009-FY2015, although they accounted for about 30% of annual vehicle miles traveled. As a result, federal-aid-eligible rural roads are in comparatively good condition: 49% of rural roads were determined to offer good ride quality in 2016, compared with 27% of urban roads. Although 1 in 10 rural bridges is structurally deficient, the number of deficient rural bridges has declined by 41% since 2000. When it comes to safety, on the other hand, rural roads lag; the fatal accident rate on rural roads is over twice the rate on urban roads. \nThe Federal Highway Administration has generally urged states to select highway projects based on a broad view of transportation benefits; the FHWA has asserted that transportation can shape development but cannot create development where there is no demand. However, an April 2018 statement by the U.S. Department of Transportation (DOT) contended \u201cunderinvestment in rural transportation systems has allowed a slow and steady decline in the transportation routes that connect rural American communities.\u201d DOT said that it intends to favor rural areas in awarding discretionary grants for highway projects. \nIf it seeks to focus on the condition of rural roads and bridges, Congress could expand the network of federal-aid highways to include more local roads; could create new programs that would specifically target transportation in rural areas; and/or could fund an expansion of the Interstate System. Without an increase in overall funding levels, however, such measures might cause states to spread their federal highway funds across wider networks of highways, making it more difficult for them to marshal the funds needed to undertake large and costly projects. Alternatively, given the population loss in some rural areas, Congress might provide incentives for states and counties to close or pulverize underused roads back to gravel and close underused and structurally deficient rural bridges, encouraging them to devote more of their resources to more heavily used roads.",
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      "typeId": "REPORTS",
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      "topics": [
        {
          "source": "IBCList",
          "id": 4826,
          "name": "Highways & Highway Vehicles"
        }
      ]
    }
  ],
  "topics": [
    "Transportation Policy"
  ]
}