Fix the potholes: Truckers’ Highway Report Card “Best Roads” points to what works, and what still doesn’t
Across the country, drivers keep coming back to the same complaint: rough pavement and potholes that turn routine trips into slow, expensive, and sometimes dangerous miles. A recent “Best Roads” Highway Report Card discussion has pushed that issue back into the spotlight, with truckers and agencies pointing to practical steps that can reduce damage, delays, and crashes.
Day-to-day, the advice from drivers remains basic and grounded in experience: watch the weather, monitor closures, and use state DOT websites for current conditions. In Michigan, for example, the Department of Transportation’s MiDrive map is highlighted as a way to check how state highways are looking before committing to a route.
Routing decisions are also being shaped by road conditions, toll costs, and construction headaches. One driver discussion around running toward Columbus, Ohio, emphasized choosing a route that minimizes toll spending and avoids unnecessary complications, including a southern approach that connects I-71 northbound to I-76 eastbound and then I-80 across Pennsylvania.
At the same time, transportation agencies continue to warn drivers about relying too heavily on GPS when conditions change quickly. In Oregon, signs along Highway 7 near Sumpter have carried blunt guidance like “Do Not Believe GPS”, especially as motorists try to bypass freeway closures using gravel roads that are maintained in winter but are not appropriate for commercial trucks.
Behind the wheel, potholes are more than an annoyance. Engineering guidance in the broader roadway conversation describes small potholes as isolated failures that can signal deeper problems in pavement and the subsurface structure. Local roads are often more vulnerable than major arteries because they tend to have lower structural standards and complicating factors like underground utilities. Once pavement distress starts, it can weaken the asphalt layer and allow water in, making failures expand faster without timely preventive maintenance and drainage.
The safety stakes are clear internationally and at home. In India, reports describe potholes as “minefields,” including a fatal example where a rider hit a deep pothole, lost control, and was thrown under a truck. Government data cited for 2019–2023 shows rising pothole-linked crashes, injuries, and fatalities, with 2023 described as the deadliest year in that period. While road systems differ, the underlying message resonates with professional drivers everywhere: surface defects can set up chain reactions that leave little room for recovery.
In the U.S., the broader traffic safety picture is also part of the backdrop. California has been cited as seeing vehicle deaths rise faster than the rest of the nation, alongside criticism that leaders have not acted. Separately, the Trump administration has drawn links between immigration levels under former President Joe Biden and road safety. Those political debates continue, but the roadway condition issue remains a hands-on operational problem for drivers regardless of policy arguments.
On the repair side, some agencies are emphasizing planning and transparency. One example describes repair teams identifying and marking potholes on main roads ahead of scheduled work so crews can move efficiently from one location to the next.
In South Carolina, a 3-mile stretch near Lake Murray off Highway 378 underwent construction starting in late September and wrapping up last month, according to SCDOT. The project followed resident frustration along Wise Ferry Road, where locals asked DOT to stop patching and start paving. One resident described the surface as “very bumpy” with repeated patchwork, and raised concerns about deep potholes making daily travel unpredictable.
Local road conditions are not just a rural issue. Portland’s PBOT highlights its Gravel Street Service, aimed at improving 50 miles of unpaved gravel roads that aren’t maintained by the city. Crews fill ruts and potholes and grade for a smoother surface—useful work, but also a reminder that many streets feeding docks, farms, and industrial sites are below freeway standards and can beat up equipment quickly.
Funding and accountability are showing up more often in these discussions. One policy direction calls for councils to clearly report how much road is resurfaced, how many potholes are repaired, and whether work meets best-practice standards. In Indiana, local communities are set to receive more than $1.6 million for road and bridge improvements through the Community Crossings Matching Grant Program (CCMG), according to a statement from State Sen. Michael Crider.
County-level planning continues as well. In Marion, Williamson County commissioners approved a slate of highway projects that includes resurfacing work, trail development, and removal of an aging mine-bridge structure.
For drivers, the throughline is straightforward: better pavement condition monitoring, faster preventive maintenance, and clearer public reporting can reduce surprises on the road. When repairs lag, the costs show up in slower trips, more equipment wear, and higher risk—especially on local connectors where potholes and patchwork are most common.