State Highway Infrastructure Report - Michigan
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
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Interstate Pavement in Good Condition 2017 2018 2019 2020 2021 Condition/Performance -- 57.8 63.6 -- Target -- -- -- -- 47.8 Behind the data: For the first performance period only, baseline condition and 2-year targets are not required for the Pavements on the Interstate System measures.
Interstate Pavement in Good Condition
With MDOT’s current funding levels, Interstate pavement condition is anticipated to decline over the course of the next decade. Due to this, as well as the buildup of IRI lane miles that potentially could fall into the fair category, and the short historical trend data available for analysis, MDOT has established a declining (decreased percent good from the estimated baseline condition), conservative target in anticipation of future Interstate pavement condition deterioration. MDOT has set the 2021 target at 47.8% good, allowing for a 9% decrease from the estimated 2017 percent good Interstate baseline condition.N/AN/AN/A-
Data Sources:
Michigan 2018, 2020 Biennial Performance Report
Michigan 2019, 2020, 2021 HPMS Data Submittal
Interstate Pavement in Poor Condition
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Interstate Pavement in Poor Condition 2017 2018 2019 2020 2021 Condition/Performance -- 4.9 4.6 -- Target -- -- -- -- 10.0 -
Behind the data: For the first performance period only, baseline condition and 2-year targets are not required for the Pavements on the Interstate System measures.
Interstate Pavement in Poor Condition
With MDOT’s current funding levels, Interstate pavement condition is anticipated to decline over the course of the next decade. Due to this, and the short historical trend data available for analysis, MDOT has established a declining (greater percent poor from the estimated baseline condition), conservative target in anticipation of future Interstate pavement condition deterioration. MDOT has set the 2021 target at 10.0% poor allowing for a 4.8% increase from the estimated 2017 percent poor Interstate baseline condition.N/AN/AN/A-
Data Sources:
Michigan 2018, 2020 Biennial Performance Report
Michigan 2019, 2020, 2021 HPMS Data Submittal
Non-Interstate National Highway System (NHS) Pavement in Good Condition (IRI only)
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Non-Interstate National Highway System (NHS) Pavement in Good Condition (IRI only) 2017 2018 2019 2020 2021 Condition/Performance 49.2 48.4 48.5 -- Target -- -- 46.7 -- 43.7 -
Behind the data: For the first performance period, FHWA has calculated the values for Baseline and Actual using International Roughness Index (IRI) only (or Present Serviceability Rating (PSR) values for road sections where speed is less than 40 mph) for assessing condition change from the baseline.
Non-Interstate National Highway System (NHS) Pavement in Good Condition (IRI only)
Michigan’s five-year historical Non-Interstate NHS IRI condition trend is flat, although there is a buildup of IRI lane miles in good condition that potentially could fall into the fair category in the near future. In contrast, Non-Interstate pavement condition based on MDOT’s Remaining Service Life (RSL) data has shown accelerating deterioration from the good and fair pavement categories. Due to these factors, MDOT has established declining (decreased percent good from the baseline condition), conservative targets in anticipation of future IRI pavement condition deterioration.Using pavement data reported to HPMS for 2019, Michigan achieved significant progress for the 2-year Non-Interstate NHS pavements in Good condition target using the IRI metric. The mid-point performance outcome of 48.5 percent good condition was an expected decline from the 2018 baseline condition of 49.2 percent but outperformed the 2-year target of 46.7 percent. The mid-point performance outcome aligns with MDOTs pavement condition, deterioration and forecasting models as described in the 2019 MDOT Transportation Asset Management Plan (TAMP), completion of planned projects during the 2-year period, and unrealized risks that could have materially impacted progress.N/ABetween 2011 and 2018, MDOTs highway program investment provided more than 3,700 lane-miles of improved pavement, and extended life on approximately 14,000 lane miles using a variety of maintenance treatments. The Driven to Excellence accomplishments report details larger completed and in-progress projects for this period. MDOT planned activities can be found in the MDOT Five-Year Transportation Program that includes an annual accounting of revenue assumptions and constrained investment strategies, performance measurement and system condition, and a list of planned road and bridge projects.MDOT has undertaken efforts to slow the deterioration/improve NHS pavements in Michigan. For example, MDOT implemented a performance-based regional funding allocation formula that utilizes network-level pavement condition to prioritize NHS network investments within constrained resources. Using a current analysis of forecasted condition and planned investments, and barring unforeseen extenuating circumstances, the 4-year targets established in 2018 remain moderately conservative with a reasonable probability of achieving significant progress.
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Data Sources:
Michigan 2018, 2020 Biennial Performance Report
Michigan 2018, 2019, 2020, 2021 HPMS Data Submittal
Non-Interstate National Highway System (NHS) Pavement in Poor Condition (IRI only)
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Non-Interstate National Highway System (NHS) Pavement in Poor Condition (IRI only) 2017 2018 2019 2020 2021 Condition/Performance 18.9 19.1 19.1 -- Target -- -- 21.6 -- 24.6 -
Behind the data: For the first performance period, FHWA has calculated the values for Baseline and Actual using International Roughness Index (IRI) only (or Present Serviceability Rating (PSR) values for road sections where speed is less than 40 mph) for assessing condition change from the baseline.
Non-Interstate National Highway System (NHS) Pavement in Poor Condition (IRI only)
Michigan’s five-year historical Non-Interstate NHS IRI condition trend is flat. In contrast, Non-Interstate pavement condition based on MDOT’s Remaining Service Life (RSL) data has shown accelerating deterioration into the poor pavement category. Due to this and the short historical trend data available for analysis, MDOT has chosen to establish declining (increased percent poor from the baseline condition), conservative targets in anticipation of future Non-Interstate IRI pavement condition deterioration.Using pavement data reported to HPMS for 2019, Michigan achieved significant progress for the 2-year Non-Interstate NHS pavements in Poor condition target using the IRI metric. The mid-point performance outcome of 19.1 percent poor condition was an expected decline from the 2018 baseline condition of 18.9 percent but outperformed the 2-year target of 21.6 percent. The mid-point performance outcome aligns with MDOTs pavement condition, deterioration and forecasting models as described in the 2019 MDOT Transportation Asset Management Plan (TAMP), completion of planned projects during the 2-year period, and unrealized risks that could have materially impacted progress.N/ABetween 2011 and 2018, MDOTs highway program investment provided more than 3,700 lane-miles of improved pavement, and extended life on approximately 14,000 lane miles using a variety of maintenance treatments. The Driven to Excellence accomplishments report details larger completed and in-progress projects for this period. MDOT planned activities can be found in the MDOT Five-Year Transportation Program that includes an annual accounting of revenue assumptions and constrained investment strategies, performance measurement and system condition, and a list of planned road and bridge projects.MDOT has undertaken efforts to slow the deterioration/improve NHS pavements in Michigan. For example, MDOT implemented a performance-based regional funding allocation formula that utilizes network-level pavement condition to prioritize NHS network investments within constrained resources. Using a current analysis of forecasted condition and planned investments, and barring unforeseen extenuating circumstances, the 4-year targets established in 2018 remain moderately conservative with a reasonable probability of achieving significant progress.
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Data Sources:
Michigan 2018, 2020 Biennial Performance Report
Michigan 2018, 2019, 2020, 2021 HPMS Data Submittal
National Highway System (NHS) Bridges in Good Condition
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National Highway System (NHS) Bridges in Good Condition 2017 2018 2019 2020 2021 Condition/Performance 32.7 30.9 26.5 25.0 -- Target -- -- 27.0 -- 23.0
National Highway System (NHS) Bridges in Good Condition
The projects included within MDOT’s Five-Year Plan that have bridges that carry the NHS were identified. The projects were sorted by the scheduled letting date. It was assumed that projects would require one construction season to be completed and inspected. Projects let before May of 2019 were included in the 2019 Target. Projects let before May of 2021 were included in the 2021 Target. Each project was reviewed for the scope of work and the current condition of each of the major components. An expected condition rating upon completion of work for each bridge was determined. Preservation work may not have increased the rating however, it would prevent the bridge from being assumed to deteriorate further. All trunkline projects and local agency projects within the Local Bridge Program were included in the analysis.More than 11% of the NHS deck area statewide is programmed for work from 2017 and 2019, and more than 4% is programmed between 2020 and 2021. The high percentage in 2017 to 2019 is primarily due to the inclusion of the I-75 over the Rouge River project which accounts for approximately 4% of NHS deck area statewide and is expected to raise the condition of the million square foot deck area structure from poor to fair.
Starting from the condition reported with the NBI submittal on March 14th of 2018, the expected improved condition for bridges currently programmed within MDOT’s Five-Year Plan and the reduced condition from deterioration for all other bridges was summarized into expected condition at the end of 2019 and 2021. The deck areas in good, fair and poor conditional at each year were summarized. To account for uncertainty, the amount of deck area in good condition was conservatively reduced by 1% in both the 2-year and 4-year targets.
The Mid-performance period condition reflects NHS NBI data through March 13, 2020. The actual conditions report in March of 2020 were 26.5 percent in Good condition, 67.3 percent in Fair condition and 6.2 percent in Poor condition, by deck area. This is within 1 percent of the predicted target values.Four NHS “big bridges” deteriorated from Good condition to Fair condition during this performance period. As discussed when setting the targets, when measuring by deck area the impact of only a few signature structures can significantly impact the uncertainty within projections. The four bridges that declined from Good to Fair condition sum to 1.43M sft of deck area, or just under 4 percent of the Statewide NHS deck area. Additionally, these structures had extenuating circumstances which make it challenging to perform condition projections as refined of a level as two-years. The two Zilwaukee bridges are segmental concrete box girders. Michigan has few of these structure types and so there is significant uncertainty in the prediction of deterioration rates. The other two structures were found to have Alkali Silica Reactivity (ASR) damage in the substructure, which leads to accelerated deterioration.
The target for NHS bridge deck area in Good condition was established in 2018 as a combination of estimating the deck area that was expected to deteriorate and the deck area that was expected to improve through investment. In calculating this target, 8.8 percent of the NHS deck area was predicted to leave Good condition and 2.3 percent was expected to enter Good condition through investment during the time period. As shown, the Good condition deck area was predicted to decline, and the mid-performance period target was set at 27.0 percent. However, the measured decline was slightly larger than predicted with a resulting Good condition by deck area of 26.5 percent. This 0.5 percentage point difference is 260,000 sft of deck area. The prediction for the 27.0 percent deck area in Good condition correlated to 23.4 percent of NHS bridges in Good condition by count. In 2020, the actual number of NHS Bridges in Good condition was significantly higher at 28.2 percent. This means that the reduction in Good deck area as compared to the target is less about the number of bridges that were maintained in Good condition, and more dependent on how a subset of large NHS bridges deteriorated. When analyzed by count instead of deck area, both the Good and Poor targets were exceeded.Unfortunately, four of the bridges that deteriorated faster than predicted dwarfed the 1 percent reduction planned for uncertainties. If the four large deck area structures had remained in Good condition, then the NHS Good condition target would have been exceeded at a value of 30.1 percent. To account for this unforeseen circumstance and to bring the 4-year targets in alignment with current conditions, the target setting analysis was repeated by combining the current condition (therefore accounting for the bridges that deteriorated faster than predicted), the predicted deterioration rates of the remaining bridges as well as the expected condition following programmed projects.
The adjusted targets support the expectations documented in longer range plans, as the reduction in target is an acknowledgement of the impact of large deck area bridges. The performance by count, rather than by deck area, is in alignment with the predicted system decline shared in those planning documents.
MDOT’s bridge management program is a balanced strategy to address the needs of structures of concern and maintain the statewide inventory of bridges in Good or Fair condition. Between 2011 and 2018, MDOT investment in the highway bridge program provided 1,300 repaired and maintained bridges. The Driven to Excellence accomplishments report provides detail for more significant completed and multi-year projects that are in-progress.The MDOT Five-Year Transportation Program is updated annually and provides an accounting of revenue assumptions and investment strategy, performance measurement and system condition, and a list of planned road and bridge projects. The MDOT Transportation Asset Management Plan further describes how MDOT is directing investment to preserve the condition of existing NHS bridges, and more broadly all Michigan trunkline bridges.
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Data Sources:
Michigan 2018, 2020 Biennial Performance Report
Michigan 2018, 2019, 2020, 2021 NBI Data Submittal
National Highway System (NHS) Bridges in Poor Condition
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National Highway System (NHS) Bridges in Poor Condition 2017 2018 2019 2020 2021 Condition/Performance 9.8 6.3 6.2 6.8 -- Target -- -- 7.0 -- 8.0
National Highway System (NHS) Bridges in Poor Condition
The projects included within MDOT’s Five-Year Plan that have bridges that carry the NHS were identified. The projects were sorted by the scheduled letting date. It was assumed that projects would require one construction season to be completed and inspected. Projects let before May of 2019 were included in the 2019 Target. Projects let before May of 2021 were included in the 2021 Target. Each project was reviewed for the scope of work and the current condition of each of the major components. An expected condition rating upon completion of work for each bridge was determined. Preservation work may not have increased the rating however, it would prevent the bridge from being assumed to deteriorate further. All trunkline projects and local agency projects within the Local Bridge Program were included in the analysis.More than 11% of the NHS deck area statewide is programmed for work from 2017 and 2019, and more than 4% is programmed between 2020 and 2021. The high percentage in 2017 to 2019 is primarily due to the inclusion of the I-75 over the Rouge River project which accounts for approximately 4% of NHS deck area statewide and is expected to raise the condition of the million square foot deck area structure from poor to fair.
Starting from the condition reported with the NBI submittal on March 14th of 2018, the expected improved condition for bridges currently programmed within MDOT’s Five-Year Plan and the reduced condition from deterioration for all other bridges was summarized into expected condition at the end of 2019 and 2021. The deck areas in good, fair and poor conditional at each year were summarized. To account for uncertainty, the amount of deck area in poor condition was conservatively increased by 1% in both the 2-year and 4-year targets.
The baseline condition reported for 2018 reflected NHS NBI data through March 14, 2018. The mid-performance period condition reflects NHS NBI data through March 13, 2020. The actual conditions report in March of 2020 were 26.5 percent in Good condition, 67.3 percent in Fair condition and 6.2 percent in Poor condition, by deck area. The Poor condition performance exceeded the target condition.As the target for NHS bridges in Good condition needed to be adjusted to account for the four large deck area bridges that deteriorated from Good to Fair condition, and to bring the 4-year targets in alignment with current conditions, the target setting analysis was repeated for NHS bridges in Poor condition. This was performed by analyzing current NHS bridge condition (therefore accounting for the bridges that deteriorated faster than predicted), the predicted deterioration rates of the remaining bridges, as well as the expected condition following programmed projects.There is a population of bridges that have exceeded the expected time in Fair condition. By applying the statewide median time, they are predicted to decline to Poor condition at any time, and so they are reflected as in Poor condition in the targets. It could be that unique factors or preservation activities have extended the time in fair condition for these structures. To account for uncertainty, the amount of deck area in Good condition was conservatively reduced by 1 percent, and the amount of deck area in Poor condition was increased by 1 percent. A 1 percent reduction for uncertainties reflects about 30 average size structures that either deteriorated faster than predicted or that did not see as much of an improvement as predicted.
The adjusted targets support the expectations documented in longer range plans, as the reduction in target is an acknowledgement of impact of the large deck area bridges. The performance by count, rather than by deck area, is in alignment with the predicted system decline shared in those planning documents.
MDOT’s bridge management program is a balanced strategy to address the needs of structures of concern and maintain the statewide inventory of bridges in Good or Fair condition. Between 2011 and 2018, MDOT investment in the highway bridge program provided 1,300 repaired and maintained bridges. The Driven to Excellence accomplishments report provides detail for more significant completed and multi-year projects that are in-progress.The MDOT Five-Year Transportation Program is updated annually and provides an accounting of revenue assumptions and investment strategy, performance measurement and system condition, and a list of planned road and bridge projects. The MDOT Transportation Asset Management Plan further describes how MDOT is directing investment to preserve the condition of existing NHS bridges, and more broadly all Michigan trunkline bridges.
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Data Sources:
Michigan 2018, 2020 Biennial Performance Report
Michigan 2018, 2019, 2020, 2021 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.
| 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 National Highway System (NHS) (excluding the Interstate) | Percentage of pavements of the non-Interstate NHS in Good condition | Based only on IRI | 49.2 | 46.7 | 48.5 | No | Yes | Yes | None |
| Based on Full Distress + IRI | --- | --- | --- | --- | --- | ||||
| Percentage of pavements of the non-Interstate NHS in Poor condition | Based only on IRI | 18.9 | 21.6 | 19.1 | No | Yes | Yes | ||
| Based on Full Distress + IRI | --- | --- | --- | --- | --- | ||||
| The condition of bridges on the National Highway System | Percentage of NHS bridges classified as in Good condition | 32.7 | 27 | 26.5 | No | No | No | Additional reporting | |
| Percentage of NHS bridges classified as in Poor condition | 9.8 | 7 | 6.2 | Yes | Yes | Yes | |||