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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 2025

      Desired trend: ↑

      New Mexico % Interstate Lane Miles Good Condition


  • Interstate Pavement in Good Condition 2021 2022 2023 2024 2025
    Condition/Performance 54.0 -- -- -- --
    Target -- -- 42.7 -- 37.0

  • Interstate Pavement in Good Condition

    A performance gap analysis process for pavement condition has been established at NMDOT. As part of the gap analysis, actual pavement performance is compared to 4-year target performance using FHWA’s Interstate Good performance measure. Performance scenario analysis is a useful technique for examining the implications of different funding levels and allocations. It provides the ability to predict future conditions, compare these conditions against targets, define funding gaps, and inform resource allocation decisions. NMDOT predicted future conditions of pavement from two funding scenarios, current and desired. The current funding scenario is based on historical budget allocations, while the desired funding scenario represents an optimistic picture of what could be achieved with an increase in funding. The Statewide Transportation Improvement Program (STIP) document lists all federally funded projects in the State on New Mexico. Achieving pavement performance targets is a key component of STIP project prioritization process. These targets are part of the long-range targets for pavements on the statewide Interstate System for the performance period projected and documented in NMDOT 2022 Transportation Asset Management Plan (TAMP). Our intention is to increase funding to non-NHS pavement projects. Historically, NMDOT’s non-NHS inventory has not been funded as much as our NHS inventory. This limits funding towards underfunded projects and for NHS pavement. Due to extreme unit bid cost increases, even with this additional Federal funding we anticipate our % NHS Good continuing to decrease and our % NHS Poor to increase.
  • Data Sources:
    New Mexico 2022 Biennial Performance Report
    New Mexico 2022 HPMS Data Submittal

  • Interstate Pavement in Poor Condition

    • Trend through 2025

      Desired trend: ↓

      New Mexico % Interstate Lane Miles in Poor Condition


  • Interstate Pavement in Poor Condition 2021 2022 2023 2024 2025
    Condition/Performance 1.7 -- -- -- --
    Target -- -- 3.2 -- 3.8

  • Interstate Pavement in Poor Condition

    A performance gap analysis process for pavement condition has been established at NMDOT. As part of the gap analysis, actual pavement performance is compared to 4-year target performance using FHWA’s Interstate Poor performance measure. Performance scenario analysis is a useful technique for examining the implications of different funding levels and allocations. It provides the ability to predict future conditions, compare these conditions against targets, define funding gaps, and inform resource allocation decisions. NMDOT predicted future conditions of pavement from two funding scenarios, current and desired. The current funding scenario is based on historical budget allocations, while the desired funding scenario represents an optimistic picture of what could be achieved with an increase in funding. The Statewide Transportation Improvement Program (STIP) document lists all federally funded projects in the State on New Mexico. Achieving pavement performance targets is a key component of STIP project prioritization process. These targets are part of the long-range targets for pavements on the statewide Interstate System for the performance period projected and documented in NMDOT 2022 Transportation Asset Management Plan (TAMP). Our intention is to increase funding to non-NHS pavement projects. Historically, NMDOT’s non-NHS inventory has not been funded as much as our NHS inventory. This limits funding towards underfunded projects and for NHS pavement. Due to extreme unit bid cost increases, even with this additional Federal funding we anticipate our % NHS Good continuing to decrease and our % NHS Poor to increase.

  • Data Sources:
    New Mexico 2022 Biennial Performance Report
    New Mexico 2022 HPMS Data Submittal

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

    • Trend through 2025

      Desired trend: ↑

      New Mexico % Non-Interstate Lane Miles Good Condition


  • Non-Interstate National Highway System (NHS) Pavement in Good Condition 2021 2022 2023 2024 2025
    Condition/Performance 36.7 -- -- -- --
    Target -- -- 40.6 -- 38.4

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

    A performance gap analysis process for pavement condition has been established at NMDOT. As part of the gap analysis, actual pavement performance is compared to 4-year target performance using FHWA’s Non-Interstate NHS Good performance measure. Performance scenario analysis is a useful technique for examining the implications of different funding levels and allocations. It provides the ability to predict future conditions, compare these conditions against targets, define funding gaps, and inform resource allocation decisions. NMDOT predicted future conditions of pavement from two funding scenarios, current and desired. The current funding scenario is based on historical budget allocations, while the desired funding scenario represents an optimistic picture of what could be achieved with an increase in funding. The Statewide Transportation Improvement Program (STIP) document lists all federally funded projects in the State on New Mexico. Achieving pavement performance targets is a key component of STIP project prioritization process. These targets are part of the long-range targets for pavements on the statewide Interstate System for the performance period projected and documented in NMDOT 2022 Transportation Asset Management Plan (TAMP). Our intention is to increase funding to non-NHS pavement projects. Historically, NMDOT’s non-NHS inventory has not been funded as much as our NHS inventory. This limits funding towards underfunded projects and for NHS pavement. Due to extreme unit bid cost increases, even with this additional Federal funding we anticipate our % NHS Good continuing to decrease and our % NHS Poor to increase.

  • Data Sources:
    New Mexico 2022 Biennial Performance Report
    New Mexico 2022 HPMS Data Submittal

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

    • Trend through 2025

      Desired trend: ↓

      New Mexico % Non-Interstate Lane Miles Poor Condition


  • Non-Interstate National Highway System (NHS) Pavement in Poor Condition 2021 2022 2023 2024 2025
    Condition/Performance 2.6 -- -- -- --
    Target -- -- 3.2 -- 3.9

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

    A performance gap analysis process for pavement condition has been established at NMDOT. As part of the gap analysis, actual pavement performance is compared to 4-year target performance using FHWA’s Non-Interstate NHS Poor performance measure. Performance scenario analysis is a useful technique for examining the implications of different funding levels and allocations. It provides the ability to predict future conditions, compare these conditions against targets, define funding gaps, and inform resource allocation decisions. NMDOT predicted future conditions of pavement from two funding scenarios, current and desired. The current funding scenario is based on historical budget allocations, while the desired funding scenario represents an optimistic picture of what could be achieved with an increase in funding. The Statewide Transportation Improvement Program (STIP) document lists all federally funded projects in the State on New Mexico. Achieving pavement performance targets is a key component of STIP project prioritization process. These targets are part of the long-range targets for pavements on the statewide Interstate System for the performance period projected and documented in NMDOT 2022 Transportation Asset Management Plan (TAMP). Our intention is to increase funding to non-NHS pavement projects. Historically, NMDOT’s non-NHS inventory has not been funded as much as our NHS inventory. This limits funding towards underfunded projects and for NHS pavement. Due to extreme unit bid cost increases, even with this additional Federal funding we anticipate our % NHS Good continuing to decrease and our % NHS Poor to increase.

  • Data Sources:
    New Mexico 2022 Biennial Performance Report
    New Mexico 2022 HPMS Data Submittal

  • National Highway System (NHS) Bridges in Good Condition

    • Trend through 2025

      Desired trend: ↑

      New Mexico % Non-Interstate Lane Miles Good Condition


  • National Highway System (NHS) Bridges in Good Condition 2021 2022 2023 2024 2025
    Condition/Performance 36.2 -- -- -- --
    Target -- -- 30.8 -- 23.9

  • National Highway System (NHS) Bridges in Good Condition

    The primary reason our % NHS Good projections continue to decrease is because the cost to do any type of bridge work has gone up drastically since 2020. For the 2017 TAMP, our estimated bridge treatment costs were based on the annual unit bid construction replacement costs we submit to FHWA for the year of 2017. We were projecting roughly $308 per square foot (2017 average of unit bid replacement cost multiplied by a 1.8 factor) to do a bridge replacement and to encompass doing some roadway work or mobilizing the contractor to the jobsite. We estimated all our other bridge treatments (bridge preservation, bridge rehabilitation, etc.) were a percentage of this bridge replacement cost. For the 2022 TAMP, our estimate was based on the 2021 unit bid replacement cost we submit to FHWA. In those 4 years between 2017 to 2021, we saw the cost to do a bridge replacement project nearly doubled. Labor shortages, increase in fuel, shipping costs, and construction materials, etc. are attributed to this increase in doing bridge work. Nearly all unit bid costs have continued to increase and have not stabilized yet. Review of bridge costs showed that the applied multiplier should increase from 1.8 to a factor of 2 for our 2021 Unit Bid Cost values (we were estimating nearly $640 per square foot). Since the cost to do any other type of bridge treatment is based on a percentage of doing a bridge replacement, the cost to do any other type of bridge treatments has also doubled. Since the 2022 TAMP was submitted, the cost to replace a bridge has continued to increase. At the time the 2022 TAMP was submitted we were anticipating spending the same $11 million a year towards doing bridge preservation on NHS bridges and that yearly NHS funding was not going to increase from the previous year. Therefore, we were anticipating this would only allow us to work on half of the number of bridges that we used to be able to work on in past years. As such our % NHS Good is anticipated to decrease until we can receive additional funding or until the cost to do bridge work has stabilized and hopefully decreased. After we submitted the 2022 TAMP, NMDOT received additional funding from the Federal Bridge Formula Funding Program. It is anticipated that NMDOT will receive an additional $45 Million/Year for the next five years. Our intention is to put approximately half of this money towards non-NHS bridges including locally owned bridges. Historically, NMDOT’s non-NHS inventory has not been funded as much as our NHS bridge inventory. The remainder of this formula funding will go towards underfunded projects and for NHS bridges. It is anticipated that this remainder of Bridge Formula funding will help NMDOT maintain our NHS bridge inventory but due to price escalations it is difficult to predict if we will have enough funding to keep our % NHS Good targets near their current level (above 35%).

  • Data Sources:
    New Mexico 2022 Biennial Performance Report
    New Mexico 2022 NBI Data Submittal

  • National Highway System (NHS) Bridges in Poor Condition

    • Trend through 2025

      Desired trend: ↓

      New Mexico % Non-Interstate Lane Miles Poor Condition


  • National Highway System (NHS) Bridges in Poor Condition 2021 2022 2023 2024 2025
    Condition/Performance 2.4 -- -- -- --
    Target -- -- 4.1 -- 5.5

  • National Highway System (NHS) Bridges in Poor Condition

    The primary reason our % NHS Poor projections continue to increase is because the cost to do any type of bridge work has gone up drastically since 2020. In the 2017 TAMP, our estimated bridge treatment costs were based on the annual unit bid replacement construction costs we submit to FHWA for the year of 2017. We were projecting roughly $308 per square foot (2017 average of unit bid replacement cost multiplied by a 1.8 factor) to do a bridge replacement and to also account for doing some roadway work or mobilizing the contractor to the jobsite. We estimated all our other bridge treatments (bridge preservation, bridge rehabilitation, etc.) were a percentage of this bridge replacement cost. For the 2022 TAMP, our estimate was based on the 2021 unit bid replacement cost we submit to FHWA. In those 4 years between 2017 to 2021, we saw the cost to do a bridge replacement project nearly doubled. Labor shortages, increase in fuel, shipping costs, and construction materials, etc. are attributed to this increase in doing bridge work. Nearly all unit bid costs have continued to increase and have not stabilized yet. Review of bridge costs showed that the applied multiplier should increase from a 1.8 to a factor of 2 for our 2021 Unit Bid Cost values (we were estimating nearly $640 per square foot). Since the cost to do any other type of bridge treatment is based on a percentage of doing a bridge replacement, the cost to do any other type of bridge treatments has also doubled. Since the 2022 TAMP was submitted, the cost to replace a bridge has continued to increase. At the time the 2022 TAMP was submitted we were anticipating spending the same $11 million a year towards doing preventive maintenance on NHS bridges and that yearly NHS funding was not going to increase. Therefore, we were anticipating this will only allow us to work on half of the number of bridges that we used to be able to work on in past years. As such our % NHS Poor is anticipated to increase until we can receive additional funding or until the cost to do bridge work has stabilized and hopefully decreased. After we submitted the 2022 TAMP, NMDOT received additional funding from the Federal Bridge Formula Funding Program. It is anticipated that NMDOT will receive an additional $45 Million/Year for the next five years. Our intention is to put approximately half of this money towards non-NHS bridges including locally owned bridges. Historically, NMDOT’s non-NHS inventory has not been funded as much as our NHS bridge inventory. The remainder of this formula funding will go towards underfunded projects and for NHS bridges. It is anticipated that this remainder of Bridge Formula funding will help NMDOT maintain our NHS bridge inventory but due to price escalations it is difficult to predict if we will have enough funding to keep our % NHS Poor targets near their current level (below 3%).

  • Data Sources:
    New Mexico 2022 Biennial Performance Report
    New Mexico 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. 

New Mexico 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 55.01 55.0 54.0 No No No Additional Reporting
Percentage of pavements of the Interstate System in Poor condition 0.92 5.0 1.7 No Yes Yes
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 70.0 --- 66.8 No --- Yes None
Based on Full Distress + IRI --- 34.2 36.7 --- Yes
Percentage of pavements of the non-Interstate NHS in Poor condition Based only on IRI 5.6 --- 6.1 No --- Yes
Based on Full Distress + IRI --- 12.0 2.6 --- Yes
The condition of bridges on the National Highway System Percentage of NHS bridges classified as in Good condition 37.4 30.0 36.2 No Yes Yes None
Percentage of NHS bridges classified as in Poor condition 3.3 3.3 2.4 Yes Yes Yes

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.

Updated: 12/06/2023
Federal Highway Administration | 1200 New Jersey Avenue, SE | Washington, DC 20590 | 202-366-4000