Gov. Ed Rendell chose a deteriorating bridge over the Parkway East near Pittsburgh as the backdrop for his Monday signing of a bill providing an extra $335 million for repairs to 411 state bridges rated as structurally deficient.

Seeking symbolism, Rendell could have signed the bill next to any one of the 9,560 bridges considered structurally deficient or functionally obsolete.

The additional money for bridge repair that was approved as part of this year's budget agreement is a necessary boost to the Pennsylvania Department of Transportation's efforts to address bridge repair and replacement.

PennDOT has responsibility for some 25,000 bridges, more than all but three other states. To make matters worse, Pennsylvania's bridges are generally older than the bridges in other states. Nearly 60 percent of the state's bridges are at least 40 years old, which is not far from the estimated useful life of 50 years for most bridges.

There is little argument that Pennsylvania needs to put more money into bridge repair and replacement. But PennDOTshould be given credit for the accelerated efforts of recent years to address problem bridges.

In Butler County, recent major bridge projects include the replacement of the General Richard Butler bridge on Route 8 leading into the city from the south. And the Route 8 bridge over Route 422, a few miles north of the city, was quickly restricted and then replaced following the 2005 collapse of a bridge of similar design and construction over I-70 in Washington County.

The next major bridge project in the area, replacement for the Wayne Street Viaduct, is scheduled to begin later this summer.

But despite the notable high-profile bridge projects in Butler County, the needs remain great across the state. That fact is clear to anyone who travels Pennsylvania's highways.

The state's topography, dominated by many hills, mountains, streams and rivers, requires many bridges to be part of an efficient transportation system. Additionally, the advanced age of most roads and bridges in the state and the amount of truck traffic here are other factors contributing to the need for accelerated spending on Pennsylvania's bridges.

Despite the customary early-summer budget wranglings between the governor and state lawmakers, there is broad support for investment in the state's transportation infrastructure. And the state's bridges are the most vulnerable link in that system.

The $350 million bond issue, which includes the $335 for bridges, is the first major bond issue by PennDOT since 1979. The borrowing will be repaid by money coming into the Motor License Fund that is already set aside for bridges.

Like a house in of need roof repairs, maintenance of the state's highways and bridges can be deferred for only so long, before there is a risk of disastrous consequences. And last summer's deadly I-34 bridge collapse in Minneapolis served as a shocking reminder of the importance of bridge maintenance to state officials across the nation.

And while the extra spending on bridges in Pennsylvania is welcome, it should come with a commitment by PennDOTand state lawmakers to improve the efficiency and cost-effectiveness of highway work, including bridge repair and replacement. A recent study conducted by the state Legislative Budget and Finance Committee found several areas where PennDOT could streamline its operations. The study also found PennDOTto be lax when it comes to giving private contractors a free pass when they miss road construction or resurfacing deadlines.

Improving the internal workings of PennDOT and holding contractors to their contracts — or imposing financial penalties — will ensure that Pennsylvania taxpayers get the most bang for the buck when it comes the additional money being directed at essential bridge repair work.