State Highway Infrastructure Report - Louisiana - State - Reporting - Transportation Performance Management

State Highway Infrastructure Report - Louisiana

The information below summarizes the TPM Highway Infrastructure performance measures, which include four pavement condition measures and two bridge condition measures. Per 23 CFR 490, State Departments of Transportation (DOTs) are required to establish 2- and 4-year targets for these measures. The targets should represent the anticipated condition/performance at the mid-point and end of the 4-year performance period. State DOTs establish targets at the beginning of each 4-year performance period, and report on progress every two years. When establishing targets, State DOTs have the flexibility to use the methodology they deem most appropriate. FHWA encourages States to review data sets and trends and consider factors that may affect targets. Performance targets should be data-driven, realistic, and attainable and should align with the performance management framework and legislative intent.

The targets and discussion of basis for targets, optional adjustment of targets, progress, and planned activities were provided by the State DOT in its most recent biennial performance report. FHWA has not edited this information. It is provided to help bring context to the State DOT’s performance targets and progress. The data in the tables and graphs is from the biennial performance report or HPMS data submittal as noted below each measure summary. Any questions about the information should be directed to the State DOT.

Data reported by State DOTs was collected in the previous year, representing the condition/performance at the time of collection. Thus, in the tables and graphs below, FHWA labels data with the year representing the condition/performance, rather than the year the data was reported. The same thing is done for the targets--the year represents when the corresponding actual condition/performance data will be collected, not reported. More Information.

Significant Progress Determination
FHWA determines significant progress for these measures after the mid-point and end of each performance period. A State has met or made significant progress toward target achievement if “actual” condition/performance is equal to or better than the established two-year target or “actual” condition/performance is better than baseline performance 23 CFR 490.109(e). As provided in 23 CFR 490.107(b)(2)(ii)(A), baseline condition/performance is derived from the latest data collected through the beginning date of the performance period. FHWA will classify the assessment of progress toward the achievement of an individual 2-year or 4-year target as “progress not determined” if a State provides the extenuating circumstance information required in 23 CFR 490.109(e)(5), and FHWA accepts the information.

Most recent Significant Progress Determination for the Infrastructure measures

Most Recent Significant Progress Determination for all applicable measures

Interstate Pavement in Good Condition
- Trend through 2025
  
  Desired trend: ↑
  
  Louisiana % Interstate Lane Miles Good Condition

Interstate Pavement in Good Condition	2021	2022	2023	2024	2025
Condition/Performance	17.1	--	--	--	--
Target	--	--	16.9	--	13.5

Interstate Pavement in Good Condition
The method for triggering treatment projects is based on cracking, IRI, Rutting, and Faulting using the LADOTD Pavement Management data indexes which is the same method used in the current Statewide Transportation Plan. The advantage of this method over using HPMS Measures every tenth of mile for selecting projects is that projects will be longer project length sections not scattered across the control or multiple controls. The data driven performance targets for both Interstate and Non-Interstate pavement are being set on full distress. The 2022 LADOTD TAMP 2-year and 4-year Pavement Targets are based on HPMS new Overall (includes IRI, Cracking Percent, Rutting, and Faulting) measure data trends. The 2022 HPMS data submittal for both Interstate and Non-Interstate NHS pavements contained all 3 metrics (IRI, cracking, rutting/faulting) which are termed “full-distress” by FHWA. The Baseline number could include bridge data since removal of bridge data is currently somewhat limited, but the effort to remove this bridge data is ongoing and the data is continuing to improve.
Data Sources:
Louisiana 2022 Biennial Performance Report
Louisiana 2022 HPMS Data Submittal

Interstate Pavement in Poor Condition
- Trend through 2025
  
  Desired trend: ↓
  
  Louisiana % Interstate Lane Miles in Poor Condition

Interstate Pavement in Poor Condition	2021	2022	2023	2024	2025
Condition/Performance	3.3	--	--	--	--
Target	--	--	2.1	--	2.4

Interstate Pavement in Poor Condition
The method for triggering treatment projects is based on cracking, IRI, Rutting, and Faulting using the LADOTD Pavement Management data indexes which is the same method used in the current Statewide Transportation Plan. The advantage of this method over using HPMS Measures every tenth of mile for selecting projects is that projects will be longer project length sections not scattered across the control or multiple controls. The data driven performance targets for both Interstate and Non-Interstate pavement are being set on full distress. The 2022 LADOTD TAMP 2-year and 4-year Pavement Targets are based on HPMS new Overall (includes IRI, Cracking Percent, Rutting, and Faulting) measure data trends. The 2022 HPMS data submittal for both Interstate and Non-Interstate NHS pavements contained all 3 metrics (IRI, cracking, rutting/faulting) which are termed “full-distress” by FHWA. The Baseline number could include bridge data since removal of bridge data is currently somewhat limited, but the effort to remove this bridge data is ongoing and the data is continuing to improve.
Data Sources:
Louisiana 2022 Biennial Performance Report
Louisiana 2022 HPMS Data Submittal

Non-Interstate National Highway System (NHS) Pavement in Good Condition
- Trend through 2025
  
  Desired trend: ↑
  
  Louisiana % Non-Interstate Lane Miles Good Condition

Non-Interstate National Highway System (NHS) Pavement in Good Condition	2021	2022	2023	2024	2025
Condition/Performance		--	--	--	--
Target	--	--	9.8	--	5.7

Non-Interstate National Highway System (NHS) Pavement in Good Condition
The method for triggering treatment projects is based on cracking, IRI, Rutting, and Faulting using the LADOTD Pavement Management data indexes which is the same method used in the current Statewide Transportation Plan. The advantage of this method over using HPMS Measures every tenth of mile for selecting projects is that projects will be longer project length sections not scattered across the control or multiple controls. The data driven performance targets for both Interstate and Non-Interstate pavement are being set on full distress. The 2022 LADOTD TAMP 2-year and 4-year Pavement Targets are based on HPMS new Overall (includes IRI, Cracking Percent, Rutting, and Faulting) measure data trends. The 2022 HPMS data submittal for both Interstate and Non-Interstate NHS pavements contained all 3 metrics (IRI, cracking, rutting/faulting) which are termed “full-distress” by FHWA. The Baseline number could include bridge data since removal of bridge data is currently somewhat limited, but the effort to remove this bridge data is ongoing and the data is continuing to improve.
Data Sources:
Louisiana 2022 Biennial Performance Report
Louisiana 2022 HPMS Data Submittal

Non-Interstate National Highway System (NHS) Pavement in Poor Condition
- Trend through 2025
  
  Desired trend: ↓
  
  Louisiana % Non-Interstate Lane Miles Poor Condition

Non-Interstate National Highway System (NHS) Pavement in Poor Condition	2021	2022	2023	2024	2025
Condition/Performance		--	--	--	--
Target	--	--	14.3	--	15.9

Non-Interstate National Highway System (NHS) Pavement in Poor Condition
The method for triggering treatment projects is based on cracking, IRI, Rutting, and Faulting using the LADOTD Pavement Management data indexes which is the same method used in the current Statewide Transportation Plan. The advantage of this method over using HPMS Measures every tenth of mile for selecting projects is that projects will be longer project length sections not scattered across the control or multiple controls. The data driven performance targets for both Interstate and Non-Interstate pavement are being set on full distress. The 2022 LADOTD TAMP 2-year and 4-year Pavement Targets are based on HPMS new Overall (includes IRI, Cracking Percent, Rutting, and Faulting) measure data trends. The 2022 HPMS data submittal for both Interstate and Non-Interstate NHS pavements contained all 3 metrics (IRI, cracking, rutting/faulting) which are termed “full-distress” by FHWA. The Baseline number could include bridge data since removal of bridge data is currently somewhat limited, but the effort to remove this bridge data is ongoing and the data is continuing to improve.
Data Sources:
Louisiana 2022 Biennial Performance Report
Louisiana 2022 HPMS Data Submittal

National Highway System (NHS) Bridges in Good Condition
- Trend through 2025
  
  Desired trend: ↑
  
  Louisiana % Deck Area in Good Condition on NHS Bridges

National Highway System (NHS) Bridges in Good Condition	2021	2022	2023	2024	2025
Condition/Performance	37.5	--	--	--	--
Target	--	--	34.2	--	34.7

National Highway System (NHS) Bridges in Good Condition
A new AASHTOWare Bridge Management (BrM) 6.6 bridge model was developed with the assistance of AASHTO's BrM contractor Mayvue to establish the 2-year and 4-year NHS bridge targets for the 2022-2025 Performance Period. The existing LADOTD Statewide Transporation Plan uses the Bridge Project Selection Methodology is used to select bridges for the eight-year Bridge Program. The results align with the long range goals, performance goals, and costs to maintain the bridge assets in a state of good repair. The projects are reviewed and approved by the Bridge Preservation Project Selection Team, and by FHWA. The 2022 TAMP discusses steady state funding on NHS bridges allowing LADOTD to best retain its desired state of good repair (DSGR) and achieve the federal performance targets for NHS bridges as well as remain above minimum NHS bridge standards. The goal of the DSGR is to not allow the Good percentage to decrease nor the Poor percentage to increase. The investment strategies and decisions are based on a thorough understanding of projected funding and with estimates of the preservation and renewal activities that can be accomplished within funding constraints. Comprehensive investment strategies are directly influenced by life cycle planning, gap analysis and risk analysis. This is an iterative process that is best served using the predictive capabilities of the bridge management system. The outcome of these investment strategies and decisions determine if performance targets will be met which best supports the desired state of good repair
Data Sources:
Louisiana 2022 Biennial Performance Report
Louisiana 2022 NBI Data Submittal

National Highway System (NHS) Bridges in Poor Condition
- Trend through 2025
  
  Desired trend: ↓
  
  Louisiana % Deck Area in Poor Condition on NHS Bridges

National Highway System (NHS) Bridges in Poor Condition	2021	2022	2023	2024	2025
Condition/Performance	5.5	--	--	--	--
Target	--	--	4.6	--	4.7

National Highway System (NHS) Bridges in Poor Condition
The current LADOTD Statewide Transportation Plan uses a Bridge Project Selection Methodology to select bridges for the eight-year Bridge Program. The results align with the long range goals, performance goals, and costs to maintain the bridge assets in a state of good repair. The projects are reviewed and approved by the Bridge Preservation Project Selection Team, and by FHWA.The 2022 TAMP discusses steady state funding on NHS bridges allowing LADOTD to best retain its desired state of good repair (DSGR) and achieve the federal performance targets for NHS bridges as well as remain above minimum NHS bridge standards. The goal of the DSGR is to not allow the Good percentage to decrease nor the Poor percentage to increase. The investment strategies and decisions are based on a thorough understanding of projected funding and with estimates of the preservation and renewal activities that can be accomplished within funding constraints. Comprehensive investment strategies are directly influenced by life cycle planning, gap analysis and risk analysis. This is an iterative process that is best served using the predictive capabilities of the bridge management system. The outcome of these investment strategies and decisions determine if performance targets will be met which best supports the desired state of good repair. BrM 6.6 projections indicate that with current budgets the 10% Poor NHS bridge performance threshold will be breached in 2032, and will not return below that value for the entire 20 year analysis period. Louisiana is the fourth largest state in terms of bridge area with 131,371,987 square feet of NHS deck area including 129 outlier bridges with a deck area exceeding 175,000 square feet. Current data indicates 68% of all LADOTD maintained bridge deck area is over 30 years old with 56% exceeding 40 years old. This clearly indicates a significant, increasing asset management cost impact to maintain these aging assets.
Data Sources:
Louisiana 2022 Biennial Performance Report
Louisiana 2022 NBI Data Submittal

Significant Progress Determination

This table shows FHWA’s most recent determination for the Infrastructure performance measures.

PLEASE NOTE: Each State’s performance target assessment is based on its own State-specific target methodology and program philosophy. Therefore, conclusions should not be drawn based only on the information in the Significant Progress Determination Results table. FHWA understands that each State’s program is unique and therefore does not prescribe a methodology for States to set targets. States have the flexibility to use the methodology they deem most appropriate when setting their performance targets.

Louisiana 2022 Full Performance Period Significant Progress Determination Results
Measure Area	Measures		Baseline	Target	Actual	Better than Baseline?	Achieved Target?	Made Significant Progress?	Consequences [23 CFR 490.109(f)]
The condition of pavements on the Interstate System	Percentage of pavements of the Interstate System in Good condition		22.4¹	10.0	17.1	No	Yes	Yes	None
The condition of pavements on the Interstate System	Percentage of pavements of the Interstate System in Poor condition		2.9²	4.0	3.3	No	Yes	Yes	None
The condition of pavements on the National Highway System (NHS) (excluding the Interstate)	Percentage of pavements of the non-Interstate NHS in Good condition	Based only on IRI	43.2	---	42.8	No	---	No	Additional Reporting
		Based on Full Distress + IRI	---	14.0	I/D*	---	No	No
	Percentage of pavements of the non-Interstate NHS in Poor condition	Based only on IRI	19.9	---	19.8	Yes	---	Yes
		Based on Full Distress + IRI	---	12.0	I/D*	---	No	Yes
The condition of bridges on the National Highway System	Percentage of NHS bridges classified as in Good condition		44.8	30.0	37.5	No	Yes	Yes	None
The condition of bridges on the National Highway System	Percentage of NHS bridges classified as in Poor condition		6.7	9.9	5.5	Yes	Yes	Yes	None

* Insufficient Data denoted by "I/D"

¹ The 2-year condition/performance, in 2020 Mid Performance Period Progress Report, as the baseline condition/performance, as required in 23 CFR 490.105(e)(7)(iii).
² Ibid.

Transportation Performance Management