Transportation Performance Management

State Highway Infrastructure Report - New Mexico

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 2021

    Desired trend: ↑

    New Mexico % Interstate Lane Miles Good Condition

    
    

• Interstate Pavement in Good Condition	2017	2018	2019	2020	2021
  Condition/Performance	--	70.8	55.0	56.4	54.0
  Target	--	--	--	--	55.0

  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 Good Condition

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  Targets were established based on anticipated future revenue with an allocation of $62 million per year on the Interstate using a life-cycle planning approach in the pavement model. All distresses and IRI were used to compute the targets and a cross-walk from the pavement model to the FHWA metrics was utilized to determine targets.

  N/A

  NMDOT longe range plans established funding levels tied to performance targets. This 4-year target is being modified due to unanticipated rising construction costs since setting the target in May 2018 and adoption of the April 2018 TAMP and the June 2019 TAMP. The analysis of bid prices shows that the price per ton of pavement materials has been increasing at a faster rate than anticipated thereby reducing the total tonnage of pavement materials which leads to a decreased number of lane miles improved each year. The decrease in lane miles improved on the Interstate system, contributes to a decline in the performance of Interstate pavements in the good category. Based on current and future STIP, there are several projects that focus on preservation of the Interstate; however, the projects will not be completed prior to the 2021 pavement data collection cycle.

  N/A

  The 4-year target was missed by 1%. This indicates that the current funding of average $105.2M per year allocated for the Interstate is barely sufficient to meet the target. To meet and exceed the target, more pavement preservation treatment should be considered to improve the pavement condition on the Interstate. Moderate progress was made toward achieving the 4-year target. Pavement treatment scenarios analysis based on pavement performance were used in the decision-making and project selection. Application of pavement preventive maintenance early in pavement life, when it is still in relatively good condition, can delay the need for rehabilitation or reconstruction and result in an overall lower life cycle cost. In addition, preventive maintenance can yield a higher level of pavement condition over time. Current funding in conjunction with a rise in the cost of construction prevented significant progress toward achieving and exceeding the 4-year target.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2019, 2020, 2021, 2022 HPMS Data Submittal

• 

  Interstate Pavement in Poor Condition

• • Trend through 2021

    Desired trend: ↓

    New Mexico % Interstate Lane Miles in Poor Condition

    
    

• Interstate Pavement in Poor Condition	2017	2018	2019	2020	2021
  Condition/Performance	--	0.3	0.9	1.2	1.7
  Target	--	--	--	--	5.0

• 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

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  Targets were established based on anticipated future revenue with an allocation of $62 million per year on the Interstate using a life-cycle planning approach in the pavement model. All distresses and IRI were used to compute the targets and a cross-walk from the pavement model to the FHWA metrics was utilized to determine targets.

  N/A

  N/A

  N/A

  The 4-year target was met. This indicates that the current funding of average $105.2M per year allocated for the Interstate is sufficient to meet and exceed the target. This is due to more pavement preservation treatment implemented that resulted in stabilizing the pavement condition of Poor on the Interstate. Significant progress was made toward achieving the 4-year target. Pavement treatment scenario analysis based on pavement performance were used in the decision-making and project selection process. Application of pavement preventive maintenance early in pavement life, when it is still in relatively good condition, can delay the need for rehabilitation or reconstruction and result in an overall lower life cycle cost. In addition, preventive maintenance can yield a higher level of pavement condition over time.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2019, 2020, 2021, 2022 HPMS Data Submittal

• 

  Non-Interstate National Highway System (NHS) Pavement in Good Condition (Full-distress + IRI)

• • Trend through 2021

    Desired trend: ↑

    New Mexico % Non-Interstate NHS Lane Miles In Good Condition

    
    

• Non-Interstate National Highway System (NHS) Pavement in Good Condition (Full-distress + IRI)	2017	2018	2019	2020	2021
  Condition/Performance	--	--	35.8	38.9	36.7
  Target	--	--	35.6	--	34.2

• Behind the data: Because New Mexico State DOT has established targets based on full-distress plus IRI data, FHWA has calculated the value for Actual using full-distress plus IRI data for assessing target achievement.

• 
  

  Non-Interstate National Highway System (NHS) Pavement in Good Condition (Full-distress + IRI)

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  Targets were established based on anticipated future revenue with an allocation of $68 million per year on the Interstate using a life-cycle planning approach in the pavement model. All distresses and IRI were used to compute the targets and a cross-walk from the pavement model to the FHWA metrics was utilized to determine targets.

  New Mexico non-Interstate NHS pavements performed better than the 2 year target of 35.6% based on "Full Distress + IRI". The current performance is 38.2% good compared to the 2 year target of 35.6% good. The STIP includes a program of projects to sustain the established performance levels and meet the established 4 year target. In addition, continued emphasis on pavement preservation will help to maintain the non-Interstate NHS pavement at current condition levels.

  N/A

  NMDOT received additional state funding during the 2019 Legislative session to address pavement preservation in addition to federally funded projects that were completed as part of the 2019 data collection cycle. The projects planned during 2019 and 2020 will contribute to show progresss toward achievement of the 4-year target. NMDOT continues to focus on implementation of the TAMP and to identify a balance of pavement preservation in the five work type categories in order to determine the optimal level of lane miles in each category on an annual basis in order to achieve our performance targets at current funding levels.

  The 4-year target was met. This indicates that the current funding of average $168.3.2M per year allocated for the Non-Interstate NHS is sufficient to meet and exceed the target. This is due to more pavement preservation treatment implemented that resulted in improving the pavement condition of Good on the Non-NHS Interstate. It is evident that significant progress was made toward achieving the 4-year target. Pavement treatment scenarios analysis based on pavement performance were used in the decision-making and project selection. Application of pavement preventive maintenance early in a pavement’s life when it is still in relatively good condition can delay the need for rehabilitation or reconstruction and result in an overall lower life cycle cost. In addition, preventive maintenance can yield a higher level of pavement condition over time.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2020, 2021, 2022 HPMS Data Submittal

• 

  Non-Interstate National Highway System (NHS) Pavement in Good Condition (IRI Only)

• • Trend through 2021

    Desired trend: ↑

    New Mexico % Non-Interstate NHS Lane Miles In Good Condition

    
    

• Non-Interstate National Highway System (NHS) Pavement in Good Condition (IRI Only)	2017	2018	2019	2020	2021
  Condition/Performance	70.0	70.6	69.9	68.1	66.8

• 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)

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  See Full-distress + IRI above.

  See Full-distress + IRI above.

  See Full-distress + IRI above.

  See Full-distress + IRI above.

  See Full-distress + IRI above.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2018, 2019, 2020, 2021, 2022 HPMS Data Submittal

• 

  Non-Interstate National Highway System (NHS) Pavement in Poor Condition (Full-distress + IRI)

• • Trend through 2021

    Desired trend: ↓

    New Mexico % Non-Interstate NHS Lane Miles In Poor Condition

    
    

• Non-Interstate National Highway System (NHS) Pavement in Poor Condition (Full-distress + IRI)	2017	2018	2019	2020	2021
  Condition/Performance	--	--	2.5	2.5	2.6
  Target	--	--	9.0	--	12.0

• Behind the data: Because New Mexico State DOT has established targets based on full-distress plus IRI data, FHWA has calculated the value for Actual using full-distress plus IRI data for assessing target achievement.

• 
  

  Non-Interstate National Highway System (NHS) Pavement in Poor Condition (Full-distress + IRI)

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  Targets were established based on anticipated future revenue with an allocation of $68 million per year on the Interstate using a life-cycle planning approach in the pavement model. All distresses and IRI were used to compute the targets and a cross-walk from the pavement model to the FHWA metrics was utilized to determine targets.

  New Mexico non-Interstate NHS pavements performed better than the 2 year target of 9.0% based on "Full Distress + IRI". The current performance is 2.2% poor compared to the 2 year target of 9.0% poor. The STIP includes a program of projects to sustain the established performance levels and meet the established 4 year target. In addition, continued emphasis on pavement preservation will help to maintain the non-Interstate NHS pavement at current condition levels.

  N/A

  NMDOT received addiitional state funding during the 2019 Legislative session to address pavement preservation in addition to federally funded projects that were completed as part of the 2019 data collection cycle. The projects planned during 2019 and 2020 will contribute to show progresss toward achievement of the 4-year target. NMDOT continues to focus on implementation of the TAMP and to identify a balance of pavement preservation in the five work type categories in order to determine the optimal level of lane miles in each category on an annual basis in order to achieve our performance targets at current funding levels.

  The 4-year target was met. This indicates that the current funding of average $168.3.2M per year allocated for the Non-Interstate NHS is sufficient to meet and exceed the target. This is due to more pavement preservation implemented that resulted in reducing the pavement condition of Poor on the Non-NHS Interstate. Significant progress was made toward achieving the 4-year target. Pavement treatment scenario analysis based on pavement performance were used in the decision-making and project selection. Application of pavement preventive maintenance early in pavement life, when it is still in relatively good condition, can delay the need for rehabilitation or reconstruction and result in an overall lower life cycle cost. In addition, preventive maintenance can yield a higher level of pavement condition over time.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2020, 2021, 2022 HPMS Data Submittal

• 

  Non-Interstate National Highway System (NHS) Pavement in Poor Condition (IRI Only)

• • Trend through 2021

    Desired trend: ↓

    New Mexico % Non-Interstate NHS Lane Miles In Poor Condition

    
    

• Non-Interstate National Highway System (NHS) Pavement in Poor Condition (IRI Only)	2017	2018	2019	2020	2021
  Condition/Performance	5.6	6.2	6.1	6.6	6.1

• 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)

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  See Full-distress + IRI above.

  See Full-distress + IRI above.

  See Full-distress + IRI above.

  See Full-distress + IRI above.

  See Full-distress + IRI above.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2018, 2019, 2020, 2021, 2022 HPMS Data Submittal

• 

  National Highway System (NHS) Bridges in Good Condition

• • Trend through 2021

    Desired trend: ↑

    New Mexico % Deck Area in Good Condition on NHS Bridges

    
    

• National Highway System (NHS) Bridges in Good Condition	2017	2018	2019	2020	2021
  Condition/Performance	37.4	38.0	37.6	36.8	36.2
  Target	--	--	36.0	--	30.0

• 
  

  National Highway System (NHS) Bridges in Good Condition

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  These targets were chosen based on current funding projections of an average of $40 million per year. The targets show that based on the current funding scenario, there is not enough funding to keep bridge conditions at their existing conditions. The percentage of deck area of bridges in "Good" condition will decline from an initial value of 36.0% (2016) to 30.0% (2021). NMDOT's current funding levels indicate that a significant number of bridges will move from a "Good" condition state to a "Fair" condition state.

  Since 2013, NMDOT allocates $13 million for bridge preventive maintenance annually. Main purpose is for "Fair" to not become "Poor". However, we do use funds on "Good" bridges to keep in a "Good" condition state. Also every year several poor bridges are replaced. NMDOT continues to focus on implementation of the TAMP and to identify a balance of preservation in the work type categories in order to determine the optimal level of bridge preservation and rehabilitation work in each category on an annual basis in order to achieve our performance targets at current funding levels.

  N/A

  Since 2013, NMDOT allocates $13 million for bridge preventive maintenance annually. Main purpose is for "Fair" to not become "Poor". However, we do use funds on "Good" bridges to keep in a "Good" condition state. Also every year several poor bridges are replaced. NMDOT continues to focus on implementation of the TAMP and to identify a balance of preservation in the work type categories in order to determine the optimal level of bridge preservation and rehabilitation work in each category on an annual basis in order to achieve our performance targets at current funding levels.

  Since 2005, NMDOT has reduced the number of "Poor" condition bridges in their inventory by 62.5% (157 bridges). It is evident that significant progress was made toward achieving the 4-year target. We were able to meet our targets as both our 2-Year and 4-Year actual percentages for the NHS Good are above their respective targets. $13 million dollars are targeted towards bridge preservation projects annually (of this, over $11 million dollars goes towards our NHS inventory). As a result of this and other funding, there were over 100 NHS bridges that were preserved during the 2018 to 2021 4-year timeframe. These bridge preservation projects primarily work on fair condition bridges and once construction is completed these “fair” bridges are anticipated to move up into a “Good” condition. Also, during this 4-year span there were approximately 20 NHS bridges that were rehabilitated. It is anticipated that their condition went from a fair condition (possibly a poor condition) up into a good condition once construction was completed. During this 4-year span there were also 8 NHS bridges that were replaced so it is anticipated that their condition went from a poor condition up into a good condition. All these NHS projects programmed in NMDOT’s STIP were the key reason NMDOT was able to be above these % NHS Good targets.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2018, 2019, 2020, 2021, 2022 NBI Data Submittal

• 

  National Highway System (NHS) Bridges in Poor Condition

• • Trend through 2021

    Desired trend: ↓

    New Mexico % Deck Area in Poor Condition on NHS Bridges

    
    

• National Highway System (NHS) Bridges in Poor Condition	2017	2018	2019	2020	2021
  Condition/Performance	3.3	3.1	3.1	2.9	2.4
  Target	--	--	3.3	--	3.3

• 
  

  National Highway System (NHS) Bridges in Poor Condition

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities
  • 4-yr Progress

  Based on the current funding scenario, the deck area of bridges in a "Poor" condition state is projected to decrease from an initial value of 3.1% (2016) to 2.5% (2021). This decrease is a result of NMDOT's deterioration model's prioritization method which, based on the probability of a change in condition states and benefit to cost ratios, selects some bridges in a "Poor" condition state to be replaced.

  Since 2013, NMDOT allocates $13 million for bridge preventive maintenance annually. Main purpose is for "Fair" to not become "Poor". However, we do use funds on "Good" bridges to keep in a "Good" condition state. Also every year several poor bridges are replaced. NMDOT continues to focus on implementation of the TAMP and to identify a balance of preservation in the work type categories in order to determine the optimal level of bridge preservation and rehabilitation work in each category on an annual basis in order to achieve our performance targets at current funding levels.

  Our model projections suggest that if we do not prioritize more money towards replacement of bridges, then our bridges in poor condition will exceed 3%. Also our model is prioritizing preventive maintenance to preserve our assets and improve the condition of our "fair" bridges to "good" which would not allow us to meet the previously established and aggressive 4-year target of 2.3% in poor condition. Also due to the age of our bridges and the uncertainty of how quickly some of these bridges may deteriorate, we believe that a 4-year target of 3.3% poor is more realistic based on current funding levels.

  Since 2013, NMDOT allocates $13 million for bridge preventive maintenance annually. Main purpose is for "Fair" to not become "Poor". However, we do use funds on "Good" bridges to keep in a "Good" condition state. Also every year several poor bridges are replaced. NMDOT continues to focus on implementation of the TAMP and to identify a balance of preservation in the work type categories in order to determine the optimal level of bridge preservation and rehabilitation work in each category on an annual basis in order to achieve our performance targets at current funding levels.

  Since 2005, NMDOT has reduced the number of "Poor" condition bridges in their inventory by 62.5% (157 bridges). It is evident that significant progress was made toward achieving the 4-year target. We were able to meet our targets for the 2-Year actual percentages for the NHS Poor Bridges and were extremely close on the original 4-Year actual percentage for the NHS Poor Bridges. During the PMF midterm baseline, NMDOT Bridge Bureau requested to adjust the 4-Year target for NHS Bridges to 3.3%. Our basis for the adjustment that was listed at the PMF midterm baseline was that our model projections suggested that if we didn’t prioritize more money towards replacement that our % Poor numbers would likely exceed 3%. It should be noted that both numbers are well below federal requirements. NMDOT’s bridge modelling spreadsheet was prioritizing preventive maintenance projects to preserve our assets and turn more of the “fair” bridges to “good” bridges. In other words, our model was putting more money towards preservation projects and these preservation projects are not working on “poor” bridges. Looking at the let projects over this 2018 to 2021 4-year timeframe this is apparent with how we have been spending money towards bridge projects as there were over 100 NHS bridges that were preserved (preventive maintenance) and there were only 8 NHS bridges that were replaced. To get our % NHS Poor down we will have to prioritize more money towards replacement projects. However, it is not NMDOT’s intent to replace all “Poor” condition bridges. Doing so could result in some bridges being replaced before they should be. Engineering judgement and budget constraints will continue to be a large factor on NMDOT’s allocation of bridge funding.

• Data Sources:
  New Mexico 2018, 2020, 2022 Biennial Performance Report
  New Mexico 2018, 2019, 2020, 2021, 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. 

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.