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
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Interstate Pavement in Good Condition 2017 2018 2019 2020 2021 Condition/Performance -- 70.8 55.0 56.4 -- 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
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/ANMDOT 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-
Data Sources:
New Mexico 2018, 2020 Biennial Performance Report
New Mexico 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 -- 0.3 0.9 1.2 -- 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
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/AN/AN/A-
Data Sources:
New Mexico 2018, 2020 Biennial Performance Report
New Mexico 2019, 2020, 2021 HPMS Data Submittal
Non-Interstate National Highway System (NHS) Pavement in Good Condition (Full-distress + IRI)
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Non-Interstate National Highway System (NHS) Pavement in Good Condition (Full-distress + IRI) 2017 2018 2019 2020 2021 Condition/Performance -- -- 35.8 38.9 -- 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)
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/ANMDOT 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.-
Data Sources:
New Mexico 2018, 2020 Biennial Performance Report
New Mexico 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 70.0 70.6 69.9 68.1 -- -
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 Good Condition (IRI Only)
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 Biennial Performance Report
New Mexico 2018, 2019, 2020, 2021 HPMS Data Submittal
Non-Interstate National Highway System (NHS) Pavement in Poor Condition (Full-distress + IRI)
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Non-Interstate National Highway System (NHS) Pavement in Poor Condition (Full-distress + IRI) 2017 2018 2019 2020 2021 Condition/Performance -- -- 2.5 2.5 -- 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)
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/ANMDOT 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.-
Data Sources:
New Mexico 2018, 2020 Biennial Performance Report
New Mexico 2017, 2018, 2019, 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 5.6 6.2 6.1 6.6 -- -
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)
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 Biennial Performance Report
New Mexico 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 37.4 38.0 37.6 36.8 -- Target -- -- 36.0 -- 30.0
National Highway System (NHS) Bridges in Good Condition
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/ASince 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.-
Data Sources:
New Mexico 2018, 2020 Biennial Performance Report
New Mexico 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 3.3 3.1 3.1 2.9 -- Target -- -- 3.3 -- 3.3
National Highway System (NHS) Bridges in Poor Condition
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.-
Data Sources:
New Mexico 2018, 2020 Biennial Performance Report
New Mexico 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 | 70.0 | --- | 69.9 | No | --- | Yes | None |
| Based on Full Distress + IRI | --- | 35.6 | 69.9 | --- | 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 | --- | 9.0 | 2.5 | --- | Yes | ||||
| The condition of bridges on the National Highway System | Percentage of NHS bridges classified as in Good condition | 37.4 | 36.0 | 37.6 | Yes | Yes | Yes | None | |
| Percentage of NHS bridges classified as in Poor condition | 3.3 | 3.3 | 3.1 | Yes | Yes | Yes | |||