On April 23, 2026, Gints Alberiņš, director of construction management at Latvijas Valsts Ceļi (LVC), announced that due to budget constraints, the agency will only fund full road reconstruction on sections where pavement conditions already endanger drivability, shifting all other projects to surface-level renewal.
Alberiņš explained that while full reconstruction offers longer-term benefits, resurfacing provides only a three-year warranty before potholes typically emerge, with meaningful deterioration expected within a decade. He acknowledged the approach is not ideal but represents the most effective use of limited funds to achieve modest improvements in road quality.
This year’s resurfacing plan includes 176 kilometers of full asphalt base renewal, 165 kilometers of asphalt with surface treatment, 119 kilometers under a grant program, and 65 kilometers receiving double surface treatment — a significant reduction from the 600 kilometers annually renewed during the pandemic-era stimulus period.
LVC has commissioned two full road reconstruction projects this year, along with six pedestrian and bike path initiatives and eight traffic safety upgrades. Alberiņš noted that as EU funding winds down, the number of safety and micromobility projects is also expected to decline.
How the funding shortfall is changing road maintenance priorities
The agency’s shift reflects a broader pattern of deferred maintenance driven by shrinking capital budgets. By focusing reconstruction funds only on the most deteriorated segments — where driving conditions are already unsafe — LVC aims to prevent total failure while accepting shorter lifespans for the majority of its network.
Resurfacing, though less durable, allows the agency to treat more kilometers with the same budget. Alberiņš emphasized that without this triage, even fewer roads would receive any meaningful intervention, leaving large portions of the network to deteriorate unchecked.
What officials say about the trade-offs between quick fixes and long-term solutions
Alberiņš was candid about the limitations of the current strategy, calling it “inefficient in measure” but necessary under prevailing fiscal conditions. He noted that while drivers may see immediate improvements from surface treatments, the underlying structure continues to age, leading to recurring issues.
The three-year warranty on resurfaced roads contrasts sharply with the longer lifespan expected from full reconstruction, which, when properly executed, can last 15 to 20 years before major intervention is needed.
Why safety and active transport projects may also face cuts
Beyond pavement work, LVC’s program includes pedestrian paths, bike lanes, and traffic safety enhancements — all of which Alberiņš said are likely to decrease as EU funding streams expire. These projects, while not directly tied to pavement quality, are part of a broader mobility strategy now under pressure.
The reduction in such initiatives could disproportionately affect vulnerable road users, particularly in urban and suburban areas where non-motorized travel is encouraged as part of national sustainability goals.
Why is LVC only rebuilding roads in the worst condition?
Because budget constraints prevent widespread reconstruction, the agency is prioritizing segments where pavement failure already poses a safety risk, using limited funds to prevent total breakdown rather than attempting broad improvements.
How long will resurfaced roads last before needing repair again?
Resurfaced roads carry a three-year warranty, with potholes likely to appear after that time and significant structural issues expected within 10 to 12 years, according to LVC officials.
What other types of projects are affected by the funding decline?
In addition to road work, LVC has reduced plans for pedestrian and bike path projects and traffic safety upgrades, with further declines expected as EU financial support diminishes.