Rhode Island spent more per resident on roads and bridges than almost any state over the past five years, but its state-maintained arterial roads now rank last in the country, according to a report released Wednesday by the Rhode Island Public Expenditure Council.
The report traces the imbalance to RhodeWorks, launched in 2016, which directed most of the state’s capital spending to bridge reconstruction after Rhode Island’s bridges ranked worst nationally and faced federal penalties.
“The RhodeWorks program was successful in reducing the number of bridges rated in poor condition by nearly half,” said RIPEC President and CEO Michael DiBiase. “However, this focus came with significant trade-offs — more debt, less funding for roads and maintenance, and arterial state roads ranked worst in the country.”
Between fiscal 2020 and 2024, Rhode Island’s capital spending on roads and bridges averaged $461 per resident, 15th nationally and more than twice the U.S. average, and $162,891 per lane-mile, third highest. Half of that capital went to bridges — first in the nation and more than seven times the 7 percent national average — while roadway spending accounted for 31 percent, lower than any other state.
The maintenance gap is the widest in the country: $8.40 in capital spending for every dollar on routine work like resurfacing, crack sealing and drainage clearing. The state’s ten-year plan projects a $7.56-to-$1 ratio going forward and allocates nearly twice as much capital to bridges as to roads.
Debt service accounted for 15 percent of spending, ranking first nationally per capita. Debt, administration and soft costs together consume 44 percent of state transportation revenues.
Bridge decks rated poor fell from 24 percent in 2016 to 15 percent in 2024, though that still ranks 49th nationally. Interstate pavement ranks 27th; non-interstate state routes rank 50th.
Looking forward, RIDOT’s five-year capital request identifies a cumulative state matching shortfall of $278.9 million, starting at $37.1 million in fiscal 2028 and growing to $93.6 million by 2031 — the state share required to draw down roughly $350 million to $360 million in annual federal aid.
The truck tolls meant to help fund RhodeWorks remain offline. A federal court struck the program down in 2022, costing an estimated $40 million a year, and the First Circuit partially reversed that in December 2024, allowing tolls on large trucks but voiding the daily payment caps. Restarting has proved expensive: RIDOT paid the toll operator $5.2 million in 2024 to settle claims, and by March estimated $19 million to replace damaged or obsolete gantry equipment. The enacted state budget assumes tolls resume in January 2027, generating $20 million that year and $40 million annually after.
RIPEC recommends rebalancing capital and maintenance spending, prioritizing resurfacing on secondary and arterial routes rather than corridor widening, limiting new borrowing, and building a dedicated state match. On that last point, the report says policymakers should look at expanding user fees “such as tolling and increased motor vehicle fees, including for alternative-fuel vehicles.”
The full report is at ripec.org.
