Story Leads for Journalists
BridgeLookup.com runs on the FHWA's National Bridge Inventory — 623,000+ U.S. bridges, updated annually. Below are 40 structures our data flagged worth a second look: rated Poor, carrying real daily traffic, with no visible plan or coverage addressing them as of our last check. These are leads, not finished stories — verify locally, confirm nothing's changed since we checked, and watch for a similarly named structure nearby that isn't the one described here.
How this list is built
We filter the full public dataset to poor-rated, high-traffic bridges, then check each candidate against current news coverage before it's listed — using a mix of automated review and human judgment (including AI-assisted analysis) to drop anything stale, already addressed, or easily confused with a different structure nearby. That process is a starting point, not a substitute for your own reporting.
Working a transportation or local-government beat? Email me@byclaude.net and tell us your state or region — we'll dig for you.
Arizona
A City of Phoenix-owned Shea Boulevard arterial crossing of Indian Bend Wash has been rated Poor for five-plus years and is flagged scour-critical (action needed) over a flood-prone desert wash — the honest question is whether Phoenix has funded and scheduled the scour mitigation before the next monsoon, while ~38,000 vehicles a day cross it.
Exposure: ADT 37,601 (2022), 6 lanes — a major north-Phoenix/Scottsdale-corridor arterial. Owner: City of Phoenix Street Transportation Dept (the accountable party to pin in the pitch).
Current status: No news coverage of this bridge's condition found. USGS confirms the crossing is 'at Phoenix' (City of Phoenix owner, despite Indian Bend Wash being a Scottsdale-famous greenbelt). Scottsdale's nearby 'Shea Blvd ITS/Intersection Improvements' is signals/ITS, NOT this bridge structure.
Coverage: Genuinely uncovered. No reporter on it; no programmed bridge-replacement or scour-mitigation project found in the news or CEQA pipeline for THIS structure.
View full record & inspection history →California
A City of Los Angeles-owned Fremont Avenue bridge near Mission Road (El Sereno/Lincoln Heights) has been rated Poor for a decade — with BOTH deck and superstructure Poor — over an active Union Pacific freight line, while roughly 51,000 vehicles cross daily: ask LADOT / Bureau of Engineering why a city span this heavily used has gone a decade without repair and whether a fix is even programmed.
Exposure: ~51,262 ADT (2017), 5 lanes, 3% trucks — highest-ADT CITY-OWNED bridge in the batch, over an active Union Pacific rail corridor in LA. Owner: City of Los Angeles (LADOT / Bureau of Engineering).
Current status: No coverage of this specific city-owned Fremont Ave-over-UPRR span found. The bridge's own SERP surfaced only an UNRELATED structure ('I-10 WB over Fremont Ave' data-syndication mirror) plus historical/railfan content — confirming this 1979 city bridge is uncovered. Not over a waterway, so no scour angle; the story is pure deferred-maintenance + heavy reliance + duration.
Coverage: Genuinely uncovered; no programmed replacement found in news or CEQA. The strongest 'mid-tier, unwatched, city-owned' profile in the batch alongside Shea Blvd.
View full record & inspection history →Colorado
A state-owned SH-6 bridge over the Burlington Canal in Adams County (near Commerce City) carries roughly 28,000 vehicles a day with 17% trucks while its substructure has been rated at the most severe NBI level and it has been Poor for a decade-plus -- ask CDOT what restriction, posting or replacement is in place (or why none is), because no funded fix is visible and the public has heard nothing.
Exposure: 27,925 ADT (2024), 17% trucks -- freight-reliant SH-6 corridor in Adams County over the Burlington Canal.
Current status: No CDOT closure, detour or weight-restriction news found for this SH-6/Burlington Canal crossing; it appears to still be carrying traffic. It was NOT part of the 2014-15 US 6 Bridges design-build (that project covered six bridges between Knox Court and I-25, a different segment) and still appears on CDOT's March 2026 FASTER-eligible list, indicating no completed replacement. The small-model claim that 'E-17-EQ was completed in 2015' is a conflation with that design-build project and is contradicted by the live 2025 Poor/Imminent-failure rating.
Coverage: No real local news coverage of THIS bridge. Only a k99.com clickbait listicle ('Cross at Your Own Risk') that republishes NBI/ARTBA data with no reporting, and it names the I-270 Burlington Canal bridge, not this SH-6 structure. No programmed replacement located.
View full record & inspection history →Connecticut
Stamford's city-owned West Broad Street bridge over the Rippowam River has been rated Poor for over a decade and is flagged scour-critical (action needed) in its substructure, yet it still carries about 14,000 vehicles a day on a five-lane downtown arterial with no replacement programmed -- why has the city left a scour-critical span unaddressed?
Exposure: 14,220 ADT (4% trucks); five-lane urban arterial linking Stamford's West Side to downtown.
Current status: Functioning five-lane arterial bridge (built 1954, reconstructed 1990), substructure Poor, scour-critical, 14,220 ADT (2023). No project or news located for THIS structure (#4065).
Coverage: No coverage of West Broad Street #4065. CRITICAL DISAMBIGUATION: every SERP 'coverage' result (CT Mirror, Stamford Advocate 'temporary bridge could open,' Coastal CT Times, the April 2025 'Option 4A' rehab vote) is about the DIFFERENT West Main Street bridge -- an 1888 iron truss closed to cars since 2002, ~0.6 mi away on the same river. The much-covered Route 137/Bridge 01350 and South State St projects are also separate Rippowam bridges. No fix programmed for West Broad. Pitch must name the structure precisely so a reporter doesn't conflate it with West Main St.
View full record & inspection history →Florida
The town-owned Kane Concourse bridge over Indian Creek -- the interior 96th Street span linking Bay Harbor Islands' two islands -- is scour-critical and has had both its deck and superstructure rated Poor for five-plus years, while it carries about 23,500 vehicles a day and the town's entire bridge-replacement effort is aimed at a different structure.
Exposure: 23,500 ADT (2024); key interior connector relied on daily by Bay Harbor Islands residents and the Kane Concourse business district.
Current status: Structure 875103 (Kane Concourse/96th St over Indian Creek, the island-to-island bridge), town-owned, deck+superstructure Poor since 2020, scour-critical, 23,500 ADT. No project for this structure.
Coverage: No coverage or programmed fix for 875103. DISAMBIGUATION: the town's funded/planned work (PD&E study, the '$1M cleared,' RAISE grant applications) is all for the SEPARATE Broad Causeway bridge #875101 (the mainland drawbridge), and that causeway has its own April-Aug 2026 repairs. The 'Indian Creek Village Bridge Restoration' (structuraltechnologies.com) is yet another structure -- the 1930 historic bridge to the private Indian Creek 'Billionaire Bunker' island near Surfside. None of these is the Kane Concourse interior bridge.
View full record & inspection history →Illinois
Chicago owns a 1927 movable (bascule) bridge carrying six lanes and 50,000+ vehicles a day on Cicero Avenue over the Sanitary & Ship Canal that's now rated Serious on its superstructure and Poor on its deck — and unlike its canal neighbors (Western, Central, Harlem), no rehab or replacement has been programmed or funded.
Exposure: ADT 50,400/day (2023), 9% trucks, 6 lanes — a major southwest-side arterial; City/Municipal Highway Agency owner.
Current status: No replacement/rehab project found for this specific traffic bridge in any CDOT or IDOT program; the only 'Cicero' projects in the Rebuild Illinois pipeline are the I-55 *at* Cicero interchange (a different structure, 2027–2029). The construction imagery in the SERP is historical (1925–1927 build, 1966 widening), not current work. Deck deteriorated to Poor / superstructure to Serious by the 2025 inspection while substructure remains Satisfactory.
Coverage: No current news coverage of this bridge's condition; not named in the Apr 2026 Sun-Times 'poor bridges' feature; not in IDOT's Central Cook County / Rebuilding Chicago lists. Genuine coverage gap with no programmed fix. (Honest framing: Serious/Poor = advanced deterioration + deferred maintenance, NOT collapse-imminent or unsafe-to-drive.)
View full record & inspection history →A scour-critical state highway bridge carrying 14,400 vehicles a day on IL-29 north of Peoria has been rated Poor for a decade with a Serious superstructure and 'action needed' scour — yet IDOT's only programmed work on this stretch is crack-sealing; what is the actual repair plan and timeline?
Exposure: 14,400 ADT (2023), 5% trucks; State Highway Agency-owned; Peoria-area IL-29 commuter route 0.5 mi N of Mossville.
Current status: No replacement or rehabilitation found for this bridge. The only programmed IL-29 work near Dickison Run Creek in the FY2025 Rebuild Illinois Peoria County HIP is a crack/joint-sealing pavement-preservation project — that does not address a scour-critical, Serious-rated superstructure. No news coverage of this specific bridge's condition.
Coverage: No press coverage of this bridge. SERP is NBI-syndication mirrors plus unrelated IL-29 extension/resurfacing items and the historicbridges.org listing. Not programmed for replacement (only a pavement crack-seal nearby).
View full record & inspection history →Indiana
Indianapolis owns a 10th Street bridge over Big Eagle Creek with a Critical-rated substructure and documented extensive scour carrying ~39,000 vehicles a day — yet it is absent from DPW's 17-bridge 2026 construction list, even as the city concedes 46 Marion County bridges are Poor and it can fix only ~10 a year; what is the plan for this one?
Exposure: 38,589 ADT (2019), 4 lanes, 5% trucks; City/Municipal owner (Indianapolis); west-side 10th St arterial.
Current status: No announced DPW project for this specific bridge and it is not in the current 17-project construction season. Indianapolis bridge coverage centers on 16th St (White River + Little Eagle Creek), West Washington St over Little Eagle Creek, 30th St, 38th St over Dry Run Creek, 34th St over Falcon Creek — NOT 10th St over Big Eagle Creek (which appears only as a detour route). The broad context: FHWA 2023 data show 46 Poor Marion County bridges; DPW improves ~10/yr.
Coverage: No coverage of this individual bridge. The general Marion County 'poor bridges' narrative (Mirror Indy, WISH-TV) names other structures and omits this one — which sharpens, not saturates, the accountability angle. Note: SERP's cityofmarion.org / 'Boyson' result is Marion, IOWA — a different 10th Street, irrelevant.
View full record & inspection history →Kansas
Junction City owns the most heavily trafficked critical-condition bridge in Kansas — a scour-critical Washington Street span over the Republican River carrying 13,800 vehicles a day with 10% trucks — and after being passed over for KDOT's Local Bridge Improvement Program in 2023, it still has no secured funding; the city calls it safe but overdue for repair, so where does the money and the timeline stand?
Exposure: 13,800 ADT (2004 count), 2 lanes, 10% trucks; City/Municipal owner (Junction City); north-edge Republican River crossing.
Current status: One news piece exists: KSNT/Yahoo, Nov 18, 2024. Public Works Director Ray Ibarra says the bridge is 'considered safe for motorists to drive on' but needs expansion-device and rocker-bearing repairs; the city applied to KDOT's Local Bridge Improvement Program in 2023, was NOT selected, and plans to keep applying. No replacement funded for THIS bridge. (The April 2026 'shortlisted for federal funding' news is a DIFFERENT structure — the Grant Ave bridge to Fort Riley, ~18,000 ADT.)
Coverage: Lightly covered, not saturated: a single ~18-month-old local-TV piece. A fix is sought but NOT programmed/funded. RECAST is required because the GLM angle invokes the 1987 Schoharie Creek collapse (death-trap framing) — a hard honesty-rule violation. The official record is 'safe to drive, repairs overdue,' so the legitimate story is deferred maintenance + failed funding applications + heavy reliance, not imminent failure.
View full record & inspection history →Louisiana
LADOTD has programmed a superstructure replacement for the scour-critical LA 3094 (Hearne Ave) bridge over Cross Bayou in Shreveport, but it sits in design while the bridge stays scour-critical with a Serious-rated substructure, Poor for a decade, carrying ~16,900 vehicles a day.
Exposure: ~16,911 ADT on LA 3094; Shreveport-area commuters over a flood-prone bayou; scour-critical foundation.
Current status: FY2026-27 District 04 highway program lists 'LA 3094 Hearne Ave Bridge: superstructure replacement, grade raising, roadway/embankment' (~$3.57M) in DESIGN/development stage; a small interim repair was bid (~$297K) from an earlier letting. No construction underway on the bridge. NOTE: the separate $9.6M 'Hearne Avenue repair' (Oct 2025) is US-171 pavement from LA 3132 to US 80 — a DIFFERENT segment, NOT this LA-3094 bridge.
Coverage: No news coverage of THIS bridge's condition. A replacement is programmed but only in design (construction not started) — programmed-but-delayed.
View full record & inspection history →Maryland
Montgomery County's Brink Road bridge over Great Seneca Creek — built 1936, rated Poor, and closed two to three times every year by flooding — has a county rehabilitation that is still only in early design, with construction not scheduled until summer 2028 (completion spring 2029); why does a recurring-flood, Poor-rated county crossing carrying ~16,000/day have to wait until the end of the decade?
Exposure: 16,456 ADT (2023), 3% trucks, 2 lanes, Montgomery County (Gaithersburg area, 2.1 mi E of MD-27); superstructure Poor, substructure Satisfactory, scour stable; Poor in 2020 and 2025 (5+ yrs, not the full decade GLM implies).
Current status: PROGRAMMED-BUT-DELAYED. Montgomery County DOT project M-0064 (P502104) is in the beginning of design (design complete ~2027), construction summer 2028, complete spring 2029. The July 2025 'closure' was a brief resurfacing/maintenance closure (reopened end of July 2025), NOT the rehab. Bridge floods 2-3x/yr; rehab will raise it and cut flooding to ~once-in-5-years.
Coverage: Some local-blog/MyMCMedia/MoCoShow notice of the rehab being slated and of the July 2025 maintenance closure, but no investigative accountability piece on the decade-of-delay. A fix is programmed but ~3 years out. DATA-QUALITY FLAG: GLM's record block is internally corrupted — its name/rationale/angle/exposure describe a DIFFERENT bridge ('OLD COURT ROAD over GWYNNS FALLS AND MTA MET' in Baltimore County, Serious substructure); the actual NBI record here is Brink Road over Great Seneca Creek, Montgomery County, lowest_rating Poor (not Serious). Pitch the Brink Road facts, not GLM's Old Court Road angle.
View full record & inspection history →Baltimore City has known for years that its Perring Parkway ramp over Herring Run is deficient — only two of its four lanes are open and it has been Poor/Serious for a decade-plus — yet the replacement (bundled with the Hillen Road bridge) is not set to even advertise for construction until FY2027; why has a heavily-used Herring Run crossing been run at half-capacity this long before a fix moves?
Exposure: ADT listed 75,220 — SUSPECT for a 1-lane ramp (GLM flagged it; likely mainline volume assigned to the ramp). Real exposure: a deteriorated 1965 Herring Run crossing run at 2-of-4 lanes feeding Northern Parkway/Perring Pkwy in NE Baltimore, 5% trucks.
Current status: PROGRAMMED-BUT-DELAYED. In Baltimore City's TIP (item 12-1215-13, Perring Parkway Ramp + Hillen Road Bridge); structural rating ~4/9, sufficiency ~42; only 2 of 4 lanes open; the two bridges are bundled to advertise for construction as one project in FY2027 (so late-2026/2027 advertisement, not yet built). Not under construction now.
Coverage: No news coverage — the only 'sources' are the metro-planning TIP documents (planning, not press). A fix is programmed but years out and the bridge stays Poor at half capacity, so the accountability story holds.
View full record & inspection history →Massachusetts
Pittsfield owns a 1911 deck-arch carrying Elm Street over the East Branch of the Housatonic that has been rated Poor in 2015, 2020 and 2025 with no replacement programmed — while the city's bridge money and attention go to the South Street pair — so why has this one waited a decade-plus, and where is it on the capital list?
Exposure: 16,642 ADT (2012, somewhat dated), 15% trucks, 2 lanes, city of Pittsfield; superstructure Poor, substructure Fair, scour stable.
Current status: Confirmed live and Poor: 'The Elm Street bridge over the east branch of Housatonic River in Pittsfield, built in 1911, is listed as having structural problems' (WWLP western-MA deficient-bridge list). No MassDOT replacement project found for Elm Street. The big current Pittsfield bridge effort is the SEPARATE South Street (US 20/7) pair, ~$18.5M, hearing June 2025. Do not confuse with the East Housatonic Street bridge in DALTON (18-inch deck hole, one-laned Jan 2026, closed Apr 29 2026) — that is a different bridge, different town.
Coverage: No dedicated coverage of THIS bridge; it appears only inside a generic WWLP regional 'bridges with structure problems' list. No individual replacement programmed. The Berkshire Eagle / Dalton coverage is about East Housatonic Street, not Elm Street.
View full record & inspection history →A 1926 Winthrop Street bridge over the Mystic River in Medford has been rated Poor for a decade — superstructure and substructure both Poor, and flagged scour-critical — yet ~13,500 vehicles cross it daily with no advertised replacement contract: ask MassDOT what the monitoring and funding plan is.
Exposure: 13,500 ADT (2024), Winthrop St, Medford urban corridor ~1 km from the I-93/Route 60 junction.
Current status: No advertised bid, awarded contract, or active replacement project found for this bridge (M-12-004). The 'Mystic River bridge' projects in the news are the unrelated NEW car-free pedestrian bridge (Somerville/Everett, $62M, design phase) and a Medford Main Street intersection job (MassDOT 611974, explicitly 'Bridges: none'). A separate Winthrop Street bridge over the IPSWICH River (H-03-002, Hamilton) is a different structure. This Medford Mystic crossing is genuinely without a programmed fix.
Coverage: No news coverage of this bridge's condition; no advertised/awarded MassDOT contract located. The scour-critical flag is the strongest hook and is uncovered.
View full record & inspection history →Salem's Jefferson Avenue bridge over Parallel Street — city-owned, built 1920, rated Serious in the superstructure and Poor for a decade-plus while carrying ~25,000 vehicles a day — has a replacement that has been stuck in preliminary design for years, with construction not slated until winter 2027/2028; why is a bridge this busy and this deteriorated still years from a shovel?
Exposure: 25,000 ADT (2024), 3% trucks, 2 lanes, city arterial in Salem next to the MBTA; superstructure Serious, substructure Poor, not over a waterway (no scour).
Current status: PROGRAMMED-BUT-DELAYED, not imminent. MassDOT project 612075 (Jefferson Avenue over Parallel Street, ~$3.97M) is in PRELIMINARY DESIGN; per the project page it 'is not yet programmed for construction,' with construction scheduled to begin winter 2027/2028. A design public meeting was held (Feb 2024). Nothing is under construction now. Recast away from GLM's straight danger framing toward the years-in-design / heavy-reliance accountability angle.
Coverage: No real news coverage of the bridge's condition; only MassDOT project pages and a public-meeting listing. A fix is programmed/in design but years out, so the 'programmed-but-delayed while it stays Serious and carries 25,000/day' story is intact. (The 'Essex' Facebook chatter in the SERP is Essex COUNTY confusion — Salem is in Essex County — not the town of Essex.)
View full record & inspection history →A 175-year-old (1850) state-owned deck-arch carrying US-44 over the Palmer River near the Rhode Island line has been rated Serious in both superstructure and substructure, is flagged scour-critical, and has been Poor for a decade-plus with no replacement programmed — what is MassDOT's plan and timeline for it?
Exposure: 13,010 ADT (2022), 5% trucks, 2 lanes, US-44 in Seekonk ~1.7 mi NE of the Seekonk town line near the RI line; lowest rating Serious, scour-critical.
Current status: No closure, no programmed replacement, and no coverage found for THIS Seekonk/Palmer River bridge. IMPORTANT SERP TRAP: GLM's 'Winthrop Street bridge closed till further notice' (thelocalnews.news) is from 2023 and is a DIFFERENT Winthrop Street bridge on the Ipswich/Hamilton town line in northeastern MA — not this one; the hamiltonma.gov closure notice is also that other bridge. The only Palmer River bridge work nearby is a separate 'Reed Street over Palmer River' replacement in Rehoboth (2020). Record's own data (Serious/Serious, scour-critical, 1850 arch, decade+) stands and is uncovered.
Coverage: No real news coverage of this specific bridge; no TIP/STIP replacement entry surfaced. The Route 44 work that shows up in search is intersection/roundabout work at Rte 44/Rte 118 and a Rte 44-over-Rte 24 project — neither is the Palmer River arch.
View full record & inspection history →Boston's 1902 Blue Hill Avenue bridge over the MBTA in Mattapan has been Poor across deck, superstructure AND substructure for a decade carrying ~41,000 vehicles a day, yet its MassDOT replacement (B-16-165) is still only in design with construction not programmed until 2028 — even as a high-profile street redesign reshapes the corridor around it.
Exposure: 41,250 ADT, 5% trucks, 5 lanes; Mattapan (Boston) arterial over active MBTA rail.
Current status: MassDOT project #612519 'BRIDGE REPLACEMENT, B-16-165, BLUE HILL AVENUE OVER RAILROAD' is in DESIGN, construction year 2028 — not advertised or under construction. The well-publicized Blue Hill Avenue Transportation Action Plan (center bus lanes/bike lanes, construction starting 2026) is a SURFACE corridor redesign and the Fairmount-line station work is separate; neither is the bridge-structure replacement.
Coverage: The corridor redesign and rail station get heavy local coverage, but the BRIDGE STRUCTURE's decade-Poor condition is uncovered as a story. Replacement is programmed-but-delayed (design; 2028).
View full record & inspection history →A 1948 Route 37 (Washington Street) bridge over active MBTA/CSX rail in Braintree has been Poor across all three structural components for a decade while carrying ~29,000 vehicles a day, and its programmed MassDOT replacement (B-21-017) is still in early design with construction not starting until 2028.
Exposure: 29,095 ADT (2024), 8% trucks, two lanes over active MBTA commuter and CSX freight rail in Norfolk County.
Current status: MassDOT project #607684 'replacing B-21-017' (Washington St/Route 37 over MBTA/CSX, Braintree) is in DESIGN — 25% package received March 2025, 'Construction Begins: Summer 2028,' est. ~$26M, in the 2027 TIP. Not advertised or under construction. A Route 37 corridor study/design hearing exists but no construction.
Coverage: No substantive news coverage of this bridge's condition. Replacement is programmed-but-delayed (design; 2028 construction).
View full record & inspection history →A 1934 Route 2 arch bridge over the Sudbury River in Concord has been rated Poor for a decade and is flagged for recommended scour-monitoring action, yet carries ~46,700 vehicles a day with no replacement project on MassDOT's books — a deferred-maintenance and flood-resilience accountability question, not a collapse story.
Exposure: 46,700 ADT (2019), 4 lanes, ~10% trucks (freight); Route 2 is a major east-west commuter/freight corridor through Concord.
Current status: No replacement or repair project found for this specific bridge. The publicized Route 2 work in Concord is the Concord Rotary project (Route 2 over the ASSABET River) and a separate pedestrian bridge OVER Route 2 (Bruce Freeman Trail) — neither touches this Sudbury River crossing. Notably, the nearby Nashawtuc Rd bridge was closed in Jan 2024 when the Sudbury River flooded, showing the scour/flood risk on this river is real and active.
Coverage: No news coverage of this bridge's condition. No programmed fix found in MassDOT ProjectInfo or TIP results. Genuinely uncovered.
View full record & inspection history →Michigan
Jackson owns the East Ganson Street bridge over the Grand River, rated Serious on both deck and superstructure and Poor for a full decade (2015/2020/2025) while ~11,400 vehicles a day cross it on reduced weight limits — a city-accountability story about deferred maintenance on a downtown river crossing that keeps getting pushed.
Exposure: 11,402 ADT (2010), 3% trucks, 3 lanes; downtown Jackson traffic over the Grand River, on a load-posted 1956 structure.
Current status: Still Poor (Serious deck + superstructure) in the 2025 NBI snapshot and posted for reduced load. It is flagged as a candidate for MDOT's Local Agency Bridge Bundling Program, but the bundle start slipped (steel supply-chain delays) and the bridge does NOT appear on the City of Jackson's current 2026 construction schedule — that schedule lists a DIFFERENT crossing (W. Louis Glick Hwy deck replacement, 3/23/26). No confirmed award, contract, or construction date for East Ganson.
Coverage: No dedicated news coverage of this bridge's condition. Only the bridge-bundle 'at risk for demolition/replacement' framing (HistoricBridges + a 2022-era bundle reference) and NBI syndication mirrors. The bundle is an unfunded intention here, not a scheduled fix — so the deferred-maintenance accountability story is live; verify whether it has since been formally programmed before pitching.
View full record & inspection history →A City of Wyoming structure carrying 44th Street over Buck Creek has been rated Serious/Poor for a decade and carries ~35,000 vehicles a day — and although the city has finally programmed a rehabilitation, it isn't slated until 2027, meaning years more of heavy reliance on a deteriorated crossing before any fix.
Exposure: 35,000 ADT (2022), 5 lanes — a major Wyoming/Kent County arterial and commuter route over Buck Creek.
Current status: The City of Wyoming's own construction plan lists '44th Street Bridge over Buck Creek – Rehabilitation' as a PLANNED 2027 project — programmed but not yet funded-into-construction or underway. The NBI shows it still Serious (culvert) and Poor across 2015/2020/2025.
Coverage: Programmed (2027 rehab) per the city engineering page — so frame as 'fix programmed but years out,' not 'no one is acting.' An MLive headline ('Deteriorated bridge in Grand Rapids suburb set for…') indicates at least light local coverage already exists; check it before pitching to avoid duplicating a reporter already on it. Honest correction to GLM: it is a culvert/structure, not a span; reliability of the 35,000 ADT (2022) is high.
View full record & inspection history →A Wayne County bridge carrying Beech-Daly Road over the (Middle) Rouge River in Redford just dropped to Serious on its superstructure and is on the scour-critical list, yet it carries ~30,000 vehicles a day on a 1932 structure with no replacement programmed — a county-accountability story about deferred maintenance on a heavily-used crossing.
Exposure: 29,650 ADT, 5% trucks, 4 lanes on Beech-Daly Road in Redford — ADT reading is from 1995, so verify a current figure before publishing.
Current status: First appears Poor/Serious in the 2025 snapshot (recent deterioration), superstructure Serious, scour-critical. No replacement, closure, or weight-restriction news for this specific Redford crossing. It is NOT part of MDOT's 'Restore 94' work (that touches Beech-Daly far to the south near I-94, not the Rouge River crossing in north Wayne County) and not the historic Beech-Daly railroad bridge.
Coverage: No coverage of this specific bridge; not named in the WXYZ Wayne County weight-restricted-bridges investigation; no programmed project found. Uncovered. (Honest framing: the river here is a small urban waterway; cite the Serious rating + recent drop + scour flag as a maintenance-priority signal, not imminent danger.)
View full record & inspection history →Wayne County's Haggerty Road bridge over Fellows Creek in Canton is newly rated Serious (superstructure) with a Poor substructure and sits on the scour-critical list, carrying heavy truck-share traffic near Ford Road — a county-accountability story about a crossing that dropped into Serious condition with no fix on the books.
Exposure: 14,842 ADT with 10% trucks on Haggerty Road near Ford Road in Canton — but the count is from 1995 and is stale; verify a current figure before publishing.
Current status: First appears Poor/Serious in the 2025 snapshot (not in 2015/2020 — a recent deterioration), scour-critical, superstructure Serious + substructure Poor. No replacement project, closure, or weight-restriction news found for this bridge.
Coverage: No coverage of this specific bridge; not named in the WXYZ Wayne County investigation; no programmed project found on Canton or Wayne County pages. Uncovered. (Honest framing: lead with deferred maintenance + recent condition drop + reliance, and note scour as an engineering-flagged vulnerability, not as a hazard-to-drivers claim.)
View full record & inspection history →Mount Clemens has been trying since 2006 to fund a replacement of its city-owned Crocker Boulevard bridge over the Clinton River — now weight-restricted, rated Serious, scour-flagged, and Poor for a decade — yet the $9.3M state grant is still just an application and no construction is scheduled while ~11,700 vehicles a day cross it.
Exposure: 11,736 ADT (2020) on a 4-lane Mount Clemens city boulevard over the Clinton River; projected ~14,000/day by 2040.
Current status: As of the latest coverage, the city commission voted in March 2025 to (re)submit a $9.3M MDOT Local Bridge Program grant application; no confirmation the grant has been AWARDED and no construction timeline. The bridge is under a weight restriction; an April 2024 inspection found deterioration across deck, piers, joints, railings; the Public Services Director noted 'the piers themselves are not sitting on the pilings,' requiring full reconstruction. It does NOT appear on Macomb County's own 2025–2027 bridge-project list.
Coverage: Lightly covered locally by C&G News ('City commissioners bet on bridge repair grant'; 'Mount Clemens gives bridge grant another go') and a Macomb Daily piece headlined as an MDOT 'award' — but no verified award or build start. This is the programmed-but-perennially-delayed accountability angle (a fix sought for ~20 years, still not in construction). Honest framing: scour-flagged + 'piers not on pilings' is a maintenance-priority signal, not an imminent-collapse claim.
View full record & inspection history →Missouri
A Kansas City-owned bridge carrying Arlington Street over Rock Creek has been rated Poor across all three structural components (deck, superstructure, substructure) for over a decade with scour action recommended, yet no funded replacement is evident in the public record — who owns the fix, and where is it on the city's priority list?
Exposure: ADT logged at 30,000 with 20% trucks on a 2-lane Tee-Beam crossing (high-end for two lanes — lead with the verifiable structural/duration/scour facts rather than the raw traffic figure; record flags adt_suspect=false but the count is unusually large for the lane count). Kansas City arterial over Rock Creek.
Current status: No news coverage of this specific bridge found. The bridge is real and on a public agenda (referenced as 'Arlington Ave over Rock Creek Bridge No. 542601-5' in a Jackson County/KC civic-clerk document). A March 2026 KCTV5 investigation ('Bridges on the brink') documented ~246 poor KC-area bridges and MoDOT's admission it is 'struggling' to keep up — systemic context that names this bridge nowhere, which strengthens (not weakens) the single-bridge accountability angle.
Coverage: No specific coverage of this bridge and no programmed replacement located (distinct from nearby Independence 'Kentucky Rd over Rock Creek' closure and the unrelated Rock Island Bridge entertainment project). Only broad regional 'bridges are bad' coverage exists. Owner is city/municipal — identifiable accountability target.
View full record & inspection history →New Jersey
A South Olden Avenue overpass carrying ~23,000 vehicles a day over Amtrak's Northeast Corridor has been rated Poor for a decade (deck now Serious) — and while Trenton has a half-dozen other NEC overpasses funded for replacement, this one is on no capital list and the official record can't even say who owns it.
Exposure: 22,960 ADT (2022, not suspect), 2-lane local road over the busiest US passenger-rail corridor; Hamilton Township / Mercer County traffic.
Current status: No news coverage of this bridge and NO programmed project. Verified absent from the Mercer County FY26-35 STIP, which lists the area's funded NEC-overpass replacements (Lincoln Ave/Chambers, North Olden Ave CR-622, Centre St, Clarksville Rd, Trenton 'Orphan Bridges' Chestnut/East State/Monmouth) — South Olden Avenue is not among them. The historical 'Olden Avenue hyperbuild' was a Route 1 (North Olden) job, a different crossing.
Coverage: Genuinely uncovered; no reporter on it. No TIP/STIP entry found — sharpens the accountability hook (neighboring NEC bridges are funded, this one isn't). NBI owner 'Unknown' (CR-style designation suggests Mercer County) is itself a reportable gap, not a data error that kills the story.
View full record & inspection history →Metuchen's Bridge Street overpass (CR 669) over Amtrak's Northeast Corridor is rated Poor on all three components — deck, superstructure AND substructure — was never reconstructed since 1932, got NJDOT 'priority repairs' back in 2014, and a decade later still carries ~17,000 vehicles a day over the busiest US rail line with no replacement programmed and no clear owner of record.
Exposure: 16,708 ADT (2022, not suspect), 2-lane Middlesex County road over Amtrak's Northeast Corridor, Metuchen/Edison area.
Current status: No current news coverage and NO programmed replacement. Verified absent from the Middlesex County FY26-35 STIP (only 'Bridge Street' mention is as an endpoint of an unrelated Route 27 paving project). The active, well-covered Metuchen bridge project is GROVE AVENUE over the Port Reading Railroad ($10M, closing June 2024/2026) — a different structure, not this Amtrak crossing.
Coverage: Genuinely uncovered now. A 2014 NJDOT 'priority repairs' release exists (old; underscores how long this has been a known problem) and a dated TAPinto 'Bridge Street closure' item, but no current reporter is on it and no fix is funded. NBI owner 'Unknown' despite the CR-669 county-route designation is a real accountability gap.
View full record & inspection history →One of the two 1928 state-owned NJ-166 spans over the North Channel of the Toms River has carried a Poor/Serious condition rating for a decade-plus and sits on NJDOT's scour-countermeasure watch list while ~27,000 vehicles a day still cross it - so what has the state actually funded and when does the deck/substructure work happen?
Exposure: 26,921 ADT (2022), 4% trucks; Ocean County shore-region arterial (NJ-166/Main St corridor into Toms River). Twin span of the same crossing as NJ-1516152 - a single pitch should treat both 1928 structures together.
Current status: No real current news coverage of this specific structure - the only hit is a 2019 Patch listicle that aggregated every structurally-deficient bridge in NJ's 3rd Congressional District from ARTBA data (data-driven roundup, not a reporter on this bridge). NBI shows deck Serious + substructure Serious + scour-critical, Poor in 2015/2020/2025.
Coverage: Not actively covered. CAUTION: there appears to be a programmed NJTPA/NJDOT capital line ('Route 166 bridges over Branch of Toms River', ~$12.1M, construction phase) but I could NOT confirm it covers these exact North Channel spans or its current status - 2024 Route 166 work was pavement/milling only, and the 2006 'new bridge' was the parallel main-channel span, not these 1928 structures. Verify the project's scope/schedule against these BINs before pitching, and frame as 'programmed-but-stalled' if it does apply.
View full record & inspection history →A replacement of the ~110-year-old Old-Route-33 bridge over the Millstone River was approved in a federal transportation bill back around 2021, but final design only starts in 2026 and construction isn't expected until 2028 — so a span NJDOT itself rates Serious/Poor and scour-noted keeps carrying ~35,000 vehicles a day through years of programmed-but-not-yet-built limbo.
Exposure: 34,650 ADT (2022, not suspect), 2-lane State Highway Agency span over the Millstone River; Monmouth County.
Current status: Programmed and federally approved, not built. Project (Old Route 33, Bridge over Millstone River Replacement; NJDOT-sponsored, ~$4.55M, 80% federal) was included in the House INVEST in America Act ~2021 (Rep. Chris Smith); NJDOT selected STV for final design in Feb 2026 with construction expected to begin ~summer 2028. No evidence construction has started.
Coverage: Lightly documented via the consultant project page (T&M) and a 2021 congressional press release; no current accountability journalism. Drop GLM's 'dangerous structure / scour risk to a 35k crossing' framing — recast honestly to the multi-year gap between a long-approved fix and an unbuilt bridge.
View full record & inspection history →Burlington County emergency-closed this 1912 county arch (the Main Street Bridge) on CR 537 in March 2023 after finding rotted pilings below the waterline, reinforced it as a stopgap to reopen, and three years later it remains rated Serious and scour-critical with no permanent replacement programmed - while ~11,700 vehicles a day cross it.
Exposure: 11,669 ADT (2023); 3-lane county arterial at the Maple Shade-Moorestown border just east of NJ-73; 4% trucks.
Current status: Bridge was ordered closed late March 2023 for structural safety (pile damage below the waterline found when the creek was lowered), then reinforced so traffic could be restored 'while a long-term fix was undertaken.' It is currently open but carries the worst rating in this batch (substructure Serious) and remains scour-critical. No funded permanent replacement located.
Coverage: Coverage exists but is ~3 years stale (Patch and The Sun, spring 2023, around the emergency closure) - not current saturation, no reporter actively on it. NOTE: the 'CR 537 West Main Street Corridor' project on the SERP is in Monmouth County (Freehold), a different stretch of CR 537, and does NOT cover this Burlington County bridge.
View full record & inspection history →A Cape May County-owned bridge carrying Lafayette Street over Cape Island Creek - a main approach into the City of Cape May - has been rated Poor for a decade (superstructure and substructure both Poor, foundation flagged scour-critical), yet unlike the county's two high-profile inlet bridges it appears in no public replacement plan; what is the county's funding and maintenance plan for it?
Exposure: 15,085 ADT (2024) - a resort-area county route (Lafayette St) ~1 mi south of the Garden State Parkway feeding into Cape May City; 4% trucks, 2 lanes. (ADT may run seasonally heavy.)
Current status: No replacement or rehab programmed for this specific bridge. Cape May County's publicly announced 2026 bridge-replacement effort covers the Corsons Inlet and Townsends Inlet bridges (Ocean Drive) - not this Lafayette Street/Cape Island Creek span. The bridge itself remains Poor (super and sub both Poor) and scour-critical per NBI.
Coverage: Genuinely uncovered - SERP is NBI-syndication mirrors plus nature/birding pages; the county's bridge news is about the two inlet crossings, not this one. No fix programmed.
View full record & inspection history →A Mercer County-owned 1936 bridge carrying Quakerbridge Road (CR 533) over Miry Run has had a Poor deck for a decade and is flagged scour-critical, yet while the county is replacing several other local bridges this one isn't on any replacement list - Quakerbridge Road is slated only for a repaving; what is the county's plan for the structure itself, which carries ~21,000 vehicles a day?
Exposure: 20,985 ADT (2023); 2-lane county road (CR 533, Quakerbridge Rd) over Miry Run, Mercer County (Lawrence/Hamilton area); 4% trucks.
Current status: No replacement programmed for this bridge. The only planned work on this stretch of Quakerbridge Road is a milling-and-resurfacing (pavement) project - cosmetic, not structural. The bridge remains Poor (deck) and scour-critical per NBI. It does not appear among Mercer County's announced bridge-replacement projects.
Coverage: Genuinely uncovered - Mercer County's bridge-replacement news covers Duck Pond Run (Meadow Rd, Clarksville Rd), Washington Rd over Lake Carnegie, and the Quakerbridge-Rd-over-Amtrak overpass, NOT this Miry Run span. SERP is syndication mirrors plus the unrelated resurfacing notice. No fix programmed.
View full record & inspection history →NJDOT has had a replacement of the 1936 US-130 bridge over the Millstone River on the books for years (it sits in the FY26-35 STIP in design + right-of-way), yet the span stays Poor and flagged scour-critical while carrying ~33,000 vehicles a day — the story is the gap between a programmed fix and a bridge that's still waiting on it.
Exposure: 32,880 ADT (2024, not suspect), 4-lane US highway over the Millstone River, State Highway Agency-owned, Mercer County.
Current status: A replacement IS programmed: NJDOT STIP entry DBNUM 16339 / UPC 163390, structure no. 1123153 (exact match), 'Initiated by the Bridge Management System, this project will replace the structurally deficient bridge, built in 1936' — funded for Design ($4.8M) and ROW ($3M) phases, NOT yet in construction. NOTE: the Dec-2025 'Mercer County opens new bridge over Millstone River' headline (planetprinceton) is a DIFFERENT structure — a county bridge between Millstone Rd and Grover's Mill Rd replacing a 1967 span. The US-130 state bridge itself is not replaced.
Coverage: No news coverage of this specific US-130 span; SERP 'new bridge' result is a different (county) bridge. A fix is programmed (design/ROW phase) but construction is not yet funded or scheduled, so this is programmed-but-delayed, not imminent.
View full record & inspection history →Monmouth County's 1939 Oceanic Bridge over the Navesink River is rated Serious/Poor today — the county's own engineering report cites 100% section loss in some reinforcing bars — yet its funded replacement isn't slated to break ground until roughly 2034-2035, leaving a movable river crossing carrying ~15,000 vehicles a day to limp through nearly a decade of deferred construction.
Exposure: 15,330 ADT (2023, not suspect), 2-lane county-owned movable bascule over the Navesink River; Middletown/Rumson, Monmouth County.
Current status: Replacement is programmed but a LONG way off. Monmouth STIP entry DBNUM NS9603, structure no. 1300S31 (exact match): Design $10M in FY2027, ROW $2M in FY2031, Construction $98M (FY2034) + $61M (FY2035) = $159M. Project is currently in the early Local Preliminary Engineering (LPE) phase per the county's dedicated project site (monmouthcountyoceanicbridge.com).
Coverage: Partially covered — there is a dedicated county project website and periodic closure/alert notices — so it's not a blank-slate scoop, but no journalism frames the funding-timeline gap. The honest, still-pitchable angle is the ~9-year runway to construction on an already-Serious structure. Not under construction now, so not a REJECT.
View full record & inspection history →New York
A 1935 NYC-owned bridge carrying NY-24 over the Cross Island Parkway in eastern Queens (near the CIP/NY-24 junction) is rated Poor across all three components - deck, superstructure AND substructure - and has stayed Poor for a decade-plus while ~38,000 vehicles a day cross it; with no replacement programmed and no coverage, the question for NYC DOT is simply 'how long is too long, and where is this in the capital plan?'
Exposure: 37,997 ADT (2016), 6 lanes, 5% trucks; eastern Queens (Bellerose/Queens Village area), NY-24 over the Cross Island Parkway - high daily reliance, no alternative noted.
Current status: No current news coverage of this structure and no programmed replacement surfaced in NYSDOT/NYC DOT capital materials (nearby projects are Vision-Zero street-safety work and parkway-service-road markings, not this bridge). NBI: deck/superstructure/substructure all Poor, not over water (so no scour angle), Poor 2015/2020/2025, City/Municipal owner = NYC DOT (identifiable accountable owner).
Coverage: Genuinely uncovered. SERP is only NBI-data syndication mirrors plus an unrelated 'Rte 44 over Rte 24' replacement (a different state's bridge). No reporter on it, no funded fix found - the clean uncovered-mid-tier accountability target in this batch. (Owner-confirm and a capital-plan double-check are worth doing before pitching, but nothing found suggests a fix is queued.)
View full record & inspection history →A Saw Mill River Parkway bridge in Yonkers carrying 43,000 vehicles a day has been rated Poor for five-plus years, its substructure has slipped to NYSDOT's worst routine rating ('Critical') and a scour-critical flag sits unaddressed -- even as the state finished rebuilding the parkway's Saw Mill River bridges a few exits north in Pleasantville but not this one.
Exposure: ADT 43,153 (2021) -- Saw Mill River Parkway commuters, Yonkers/southern Westchester County. State Highway Agency owner.
Current status: No coverage of THIS structure and no project for it. NYSDOT's completed Saw Mill River Parkway work (the $38M Pleasantville pair, Exits 26-28, done Jan 2023) and the $115M Lower Westchester Bridge Bundle (East Lincoln Ave/Hutch, US-1/Mamaroneck) do NOT include this Yonkers bridge (~2.8 mi S of the SMRP/I-87 junction, lat 41.006). A separate $16.4M 2025 job touches I-287-over-the-parkway joints, not this parkway-over-river span.
Coverage: No real news coverage; SERP is NBI syndication mirrors (data.* domains) plus AARoads/NYSDOT data pages. No programmed replacement found for this BIN.
View full record & inspection history →Pennsylvania
The US 209 bridge over Marshalls Creek north of the Delaware Water Gap has been rated Serious and scour-critical and Poor for a decade, is posted with a 35-ton (40-ton combination) weight limit, and still carries nearly 22,000 vehicles a day of commuter and Poconos-tourist traffic — with no replacement of this span on PennDOT's program.
Exposure: 21,886 ADT (2024), 2-lane US 209 near the Delaware Water Gap, Monroe County — commuters + heavy seasonal tourist traffic, posted at 35 tons.
Current status: POOR/SERIOUS + scour-critical + weight-restricted, no programmed fix for THIS bridge. The Marshalls Creek BYPASS (a separate mainline, opened 2012) routes trucks around the restriction but the US 209 span itself remains in service, weight-posted. The only programmed nearby Marshalls Creek work is SR 2021 / Gap View bridge (a different structure, construction 2028-2029) — not US 209. ADT 21,886 (2024).
Coverage: No dedicated news coverage of this bridge's condition (SERP is NBI-syndication mirrors + the decade-old 2012 bypass-completion story + route wikis). No fix programmed for the span. Strong, genuinely uncovered local accountability story.
View full record & inspection history →Puerto Rico
The westbound PR-30 span over the Humacao River near Las Piedras is scour-critical with a Serious-rated deck and has been flagged Poor since 2015, yet still carries ~30,000 vehicles a day — a decade-long deferred-maintenance and flood-scour accountability story with no replacement programmed for this structure.
Exposure: 30,350 ADT (2017), 4% trucks, 2 lanes; the companion EB span is also scour-critical — compounding the corridor exposure.
Current status: No coverage of this specific span and no programmed fix for it. The active PR-30 'Accelerated Safety Improvement Program' work (ramp/concrete work, bridge #1248) is at km 25.5–27.8 and the PR-183 exit — several km from km 22.1 — and is NOT a replacement of this Humacao River crossing.
Coverage: Uncovered. Strongest CONFIRM in the batch: state-owned, scour-critical over a named river, deck Serious + decade-deficient, very heavy reliance, owner identifiable (PRHTA/ACT). Honest framing — deck Serious is real, but super is Good and sub Satisfactory, so the lever is the scour-critical foundation risk + duration, not 'unsafe to drive.'
View full record & inspection history →West Virginia
A 1943 state-owned 4-lane bridge on WV 25 over Twomile Creek, just off US 60 near Charleston, has been rated Poor for a decade and is now SERIOUS in all three components (deck/superstructure/substructure) carrying ~10,500 vehicles a day — yet in a state that's ranked #1 in the nation for structurally deficient bridges, and amid a published WVDOH list of Kanawha Valley bridges being rehabbed, this one is on none of the schedules. Where is it in WVDOH's priority list, and why isn't it?
Exposure: ADT 10,500 (2023), 5% trucks, 4 lanes; WV 25 just W of US 60 WBL near Charleston/Spring Hill, Kanawha County — a state highway, not a county back-road.
Current status: No replacement or repair found for this bridge. It is NOT on the Kanawha County 2025-2026 repair/replacement list (Gazette-Mail) nor in WCHS's WVDOH Kanawha Valley rehabilitation-timeline coverage (which names Booker T. Washington, Greenbrier St, Fort Hill/I-64, Central Ave South Charleston, Montrose Dr, etc. — not WV 25/Twomile). The recent Kanawha State Forest and Georges Creek Dr bridge stories are different, smaller structures.
Coverage: No coverage of this specific bridge. WV's #1-in-deficient-bridges ranking is getting heavy STATEWIDE press (WSAZ/WCHS/Gazette-Mail, April 2026), but no story names WV 25 over Twomile Creek; it sits in the uncovered gap while neighbors get fixed. No fix is programmed for it.
View full record & inspection history →Wisconsin
A Milwaukee city-owned bridge carrying S 43rd St over the Kinnickinnic River is flagged SCOUR-CRITICAL (action needed) AND rated Poor in all three components (deck/superstructure/substructure) while carrying ~19,000 vehicles a day — yet, unlike the flood-control and parkway work happening all around it, the bridge itself appears on no published repair schedule. What is the city's scour-monitoring and replacement plan?
Exposure: ADT 19,025 (2023), 2 lanes; Milwaukee city street over the Kinnickinnic River in a dense, residential, flood-prone south-side corridor.
Current status: No bridge-replacement or repair project found for THIS structure. The S 43rd St activity in the news is all adjacent/different work: MMSD's '43rd Street Ditch' flood-management/culvert+detention-basin project, Milwaukee County Parks' KK River Parkway roadway rehab (43rd–51st), and an ATC underground-powerline project (mid-2025 through 2027). None addresses the S 43rd St river bridge's scour or Poor condition.
Coverage: No press coverage of this bridge's condition. SERP is NBI-syndication mirrors, MMSD/county-parks/city flood-and-trail pages, and unrelated KK River bridges (S 1st, S 6th, S 35th). The scour-critical + triple-Poor combination on this specific span is uncovered, and no fix is programmed for the bridge.
View full record & inspection history →