For many farmers and residents of rural areas in the U.S., it’s like a step back into time. Due to inadequate road repair funds, several states and counties across America are converting once-paved roads back to gravel.

According to conditions reported in The Wall Street Journal in 2010, the price of petroleum has a lot to do with it. Asphalt is made with aggregate mixed with oil byproducts. With the soaring price of crude, the cost of maintaining and rebuilding asphalt roads has become economically prohibitive to many counties and townships. After they are no longer able repair multiplying potholes that naturally result with age, traffic and seasonal freeze-thaw oscillations, the only affordable option is to convert asphalt roadways into what was there decades ago, crushed stone.

With an untold number of potholes on American highways, roads and streets, there are concerns that a pending piece of federal legislation might add to the count. The bill is H.R. 763, the Safe and Efficient Transportation Act, which would allow an increase in single-vehicle truck weights from the current limit of 80,000 pounds to 97,000 pounds.

At first glance, this seems to be a proposal to place greater strains on roads and bridges, further damaging our already crumbling infrastructure. The breakdown of roads and bridges is a function of several different things – freeze-thaw cycles, moisture, high temperatures, time and wear and tear, the worst of which is heavy vehicles. But supporters of the bill claim its provisions would not cause new damage to infrastructure, and would additionally alleviate traffic congestion and possibly reduce fuel consumption and greenhouse gas emissions.

America has spent more than one trillion dollars building its infrastructure of streets, roads, highways and superhighways. Because that building program began decades ago – for cars and bicycles 100 years ago, and in earnest since the 1950s – much of that investment today is crumbling. Potholes are everywhere – but so too is the innovative drive to plug up those breaks in asphalt (most roads are built with asphalt, although some are made with concrete).

It’s an elusive search for the Holy Grail of pavement – the smartest, most economical, efficient and long-lasting repairs that can extend the life of roads. Note, repairs are almost always much more economical and green than the wholesale reconstruction of a road. And as it turns out, there is a range of methods employed in different places at different times of year that seek to avoid reconstruction wherever and however possible.

Population growth includes more hauling by truck. And it’s ripping our roads apart.

America now has 308 million people, up from 200 million in 1968 and 150 million in 1950 – which was about the time we started building most of our roads. This growth is about more than just people driving around in cars. It’s about all our things – the stuff that goes into making the stuff, and the transport of the end-product stuff from factories (or ports) to warehouses and stores where we buy the stuff – and how those things get to us. Add to that the garbage trucks that haul those things away after we’re done with them.

The mild winter of 2011-2012 is proving to be a windfall for state, city and county transportation departments. With less snow and ice to remove, that’s less plowing and salt spreading than in previous winters. Fewer days of plowing means less gas consumption and work crew overtime, and less salt to purchase as well. To municipalities of even a modest size, that can translate to tens of thousands of dollars saved.

The weather conditions also mean that fewer potholes will form. But will the money saved go to fixing the potholes that are already there?