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Transportation Performance Management

 

State Highway Infrastructure Report - Pennsylvania

In the line graphs below, FHWA has shifted the "Year" label in the x-axis back by one year, from Data Reporting Year to Data Collection Year. More information

The information displayed is provided by the State Department of Transportation (DOT) in their 2018 Baseline Performance Report, 2019 Highway Performance Monitoring System (HPMS) data submittal, and 2020 Mid Performance Period (MPP) Progress Report and has not been edited by FHWA. Any questions about individual State reports should be directed to the respective State DOT.

Please note: FHWA has posted data from State DOT reports to help bring context to their performance targets. This data may result in some discrepancies among published State DOT performance data due to data sources and reporting years used when establishing the performance targets.

Significant Progress Determination

Using data from the 2020 MPP Progress Report, FHWA has determined whether a State DOT has made significant progress toward achieving its individual targets for five National Highway Performance Program (NHPP) measures and one National Highway Freight Program (NHFP) measure, as described in 23 CFR 490.109.

Full Significant Progress Determination Table

  • Interstate Pavement in Good Condition

    • Trend through 2021

      Desired trend: ↑

      Pennsylvania % Interstate Lane Miles Good Condition


  • Interstate Pavement in Good Condition 2017 2018 2019 2020 2021
    Condition/Performance -- 67.9 71.5 -- --
    Target -- -- -- -- 60.0

    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

    The appropriate deterioration rates were applied to each condition, and values for each tenth mile increment were determined for the years 2021, 2025, and 2029. These values reflect a state of do nothing. Based on data from PennDOT's Muli-modal Project Management System (MPMS), all projects programmed on the Interstate and NHS Non-Interstate networks for the next four years (2018-2021) were compiled. The mileage of these programmed projects that affected pavements in Good, Fair, and Poor condition was determined, and these proportions were projected over the next four-year period (2022-2025) and the following four-year period (2026-2029). Since Pennsylvania's Twelve Year Program (TYP) is not fully developed beyond the first four years, projecting programmed mileage for the first four years is a better representation of the volume of work to be expected, assuming constant funding while reducing affected miles by 3 percent annual inflation. Given the mileages in Good, Fair, and Poor condition, and the projected programmed miles in each condition, resultant mileages were determined for the years 2021, 2025, and 2029. The mileage with missing data was assumed constant over this duration.

    N/A
    N/A
    N/A
  • Data Sources:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2019, 2020 HPMS Data Submittal

  • Interstate Pavement in Poor Condition

    • Trend through 2021

      Desired trend: ↓

      Pennsylvania % Interstate Lane Miles in Poor Condition


  • Interstate Pavement in Poor Condition 2017 2018 2019 2020 2021
    Condition/Performance -- 0.3 0.4 -- --
    Target -- -- -- -- 2.0
  • 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

    The appropriate deterioration rates were applied to each condition, and values for each tenth mile increment were determined for the years 2021, 2025, and 2029. These values reflect a state of do nothing. Based on data from MPMS, all projects programmed on the Interstate and NHS Non-Interstate networks for the next four years (2018-2021) were compiled. The mileage of these programmed projects that affected pavements in Good, Fair, and Poor condition was determined, and these proportions were projected over the next four-year period (2022-2025) and the following four-year period (2026-2029). Since the TYP is not fully developed beyond the first four years, projecting programmed mileage for the first four years is a better representation of the volume of work to be expected, assuming constant funding while reducing affected miles by 3 percent annual inflation. Given the mileages in Good, Fair, and Poor condition, and the projected programmed miles in each condition, resultant mileages were determined for the years 2021, 2025, and 2029. The mileage with missing data was assumed constant over this duration.

    N/A
    N/A
    N/A
  • Data Sources:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2019, 2020 HPMS Data Submittal

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

    • Trend through 2021

      Desired trend: ↑

      Pennsylvania % 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 -- -- 37.6 -- --
    Target -- -- 35.0 -- 33.0
  • Behind the data: Because Pennsylvania 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)

    The appropriate deterioration rates were applied to each condition, and values for each tenth mile increment were determined for the years 2021, 2025, and 2029. These values reflect a state of do nothing. Based on data from MPMS, all projects programmed on the Interstate and NHS Non-Interstate networks for the next four years (2018-2021) were compiled. The mileage of these programmed projects that affected pavements in Good, Fair, and Poor condition was determined, and these proportions were projected over the next four-year period (2022-2025) and the following four-year period (2026-2029). Since TYP is not fully developed beyond the first four years, projecting programmed mileage for the first four years is a better representation of the volume of work to be expected, assuming constant funding while reducing affected miles by 3 percent annual inflation. Given the mileages in Good, Fair, and Poor condition, and the projected programmed miles in each condition, resultant mileages were determined for the years 2021, 2025, and 2029. The mileage with missing data was assumed constant over this duration.

    Even though for the first performance period, the overall condition for all Non-Interstate NHS pavement types can be in terms of IRI only, Pennsylvania has collected, analyzed and reported data that meets the MAP-21 performance measure definition. Therefore, our targets are also based on MAP-21. The Baseline values are % Good = ~37%, and % Poor = ~2% which vary significantly from what is shown in P6.

    Actual % Good exceeds the 2-year target. Prioritization of Lowest Life Cycle Cost (LLCC) is being incorporated into planning and programming processes, and preservation is emphasized. PennDOT continues to refine its data collection and reporting procedures, and deterioration modeling, in order to improve our forecasts. There was a level of uncertainty in the condition data and deterioration models, prompting us to be somewhat conservative in our target setting. Over the past 2 years, PennDOT analysis eliminated some of the uncertainties; however, issues with data collection and reporting according to the PM-2 definitions persist.

    N/A
    LLCC prioritization will be further incorporated into planning and programming processes, and preservation will continue to be emphasized. Asset Management Systems will be used in programming decisions. Our ability to define future work, and its impact on the condition, has improved dramatically over the two-year period. Implementation and refinement of our Pavement Asset Management System has and will continue to emphasize LLCC prioritization as part of the Statewide Transportation Improvement Program (STIP) development.

  • Data Sources:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2020 HPMS Data Submittal

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

    • Trend through 2021

      Desired trend: ↑

      Pennsylvania % 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 47.8 48.1 49.0 -- --
  • 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:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2018, 2019, 2020 HPMS Data Submittal

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

    • Trend through 2021

      Desired trend: ↓

      Pennsylvania % 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 -- -- 2.0 -- --
    Target -- -- 4.0 -- 5.0
  • Behind the data: Because Pennsylvania 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)

    The appropriate deterioration rates were applied to each condition, and values for each tenth mile increment were determined for the years 2021, 2025, and 2029. These values reflect a state of do nothing. Based on data from MPMS, all projects programmed on the Interstate and NHS Non-Interstate networks for the next four years (2018-2021) were compiled. The mileage of these programmed projects that affected pavements in Good, Fair, and Poor condition was determined, and these proportions were projected over the next four-year period (2022-2025) and the following four-year period (2026-2029). Since the TYP is not fully developed beyond the first four years, projecting programmed mileage for the first four years is a better representation of the volume of work to be expected, assuming constant funding while reducing affected miles by 3 percent annual inflation. Given the mileages in Good, Fair, and Poor condition, and the projected programmed miles in each condition, resultant mileages were determined for the years 2021, 2025, and 2029. The mileage with missing data was assumed constant over this duration.

    Even though for the first performance period, the overall condition for all Non-Interstate NHS pavement types can be in terms of IRI only, Pennsylvania has collected, analyzed and reported data that meets the MAP-21 performance measure definition. Therefore, our targets are also based on MAP-21. The Baseline values are % Good = ~37%, and % Poor = ~2% which vary significantly from what is shown in P10.

    Actual % Poor is less than the 2-year target. Prioritization of Lowest Life Cycle Cost (LLCC) is being incorporated into planning and programming processes, and preservation is emphasized. PennDOT continues to refine its data collection and reporting procedures, and deterioration modeling, in order to improve our forecasts. There was a level of uncertainty in the condition data and deterioration models, prompting us to be somewhat conservative in our target setting. Over the past 2 years, PennDOT analysis eliminated some of the uncertainties; however, issues with data collection and reporting according to the PM-2 definitions persist.

    N/A
    LLCC prioritization will be further incorporated into planning and programming processes, and preservation will continue to be emphasized. Asset Management Systems will be used in programming decisions. Our ability to define future work, and its impact on the condition, has improved dramatically over the two-year period. Implementation and refinement of our Pavement Asset Management System has and will continue to emphasize LLCC prioritization as part of the STIP development.

  • Data Sources:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2017, 2018, 2019 HPMS Data Submittal

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

    • Trend through 2021

      Desired trend: ↓

      Pennsylvania % 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 15.9 15.5 15.2 -- --
  • 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:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2018, 2019, 2020 HPMS Data Submittal

  • National Highway System (NHS) Bridges in Good Condition

    • Trend through 2021

      Desired trend: ↑

      Pennsylvania % Deck Area in Good Condition on NHS Bridges


  • National Highway System (NHS) Bridges in Good Condition 2017 2018 2019 2020 2021
    Condition/Performance 23.7 26.6 27.0 -- --
    Target -- -- 25.8 -- 26.0

  • National Highway System (NHS) Bridges in Good Condition

    PennDOT has focused on the NHS and prioritized it over the remaining state network, and the NHS is an aging network. Given the current condition of the network, LLCC methodology recommends replacements in most instances, increasing the percentage of good structures on the NHS.

    We are currently achieving our targets, so we do not see a need for a midpoint adjustment. PennDOT continues to refine its data collection and reporting procedures, and deterioration modeling, in order to improve our forecasts. PennDOT had created a new system and had not yet solved the near-term prediction accuracy issue, therefore there was a large degree of uncertainty in the prediction, and engineering judgement was used. Since then, our level of accuracy has increased and we are more confident in our prediction models, therefore we are using model outputs.

    N/A
    We are in the midst of implementing Lowest Life Cycle Cost (LLCC) project selection. This transition will prioritize more preservation and maintenance activities on the bridges in good condition. Our ability to define future work, and its impact on the condition, has improved dramatically over the two-year period. Implementation and refinement of our Bridge Asset Management System has and will continue to emphasize LLCC prioritization as part of the Statewide Transportation Improvement Program (STIP) development.

  • Data Sources:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2018, 2019, 2020 NBI Data Submittal

  • National Highway System (NHS) Bridges in Poor Condition

    • Trend through 2021

      Desired trend: ↓

      Pennsylvania % Deck Area in Poor Condition on NHS Bridges


  • National Highway System (NHS) Bridges in Poor Condition 2017 2018 2019 2020 2021
    Condition/Performance 5.1 5.2 5.1 -- --
    Target -- -- 5.6 -- 6.0

  • National Highway System (NHS) Bridges in Poor Condition

    As noted in the percent good, PennDOT has prioritized the NHS over other state structures, however following a LLCC methodology requires us to leave some structures in poor condition longer as this is the most cost effective option for the network. Because we are focusing on LLCC and not strictly percent poor, this number will increase, but will stay below the required 10%.

    We are currently achieving our targets, so we do not see a need for a midpoint adjustment. PennDOT continues to refine its data collection and reporting procedures, and deterioration modeling, in order to improve our forecasts. PennDOT had created a new system and had not yet solved the near-term prediction accuracy issue, therefore there was a large degree of uncertainty in the prediction, and engineering judgement was used. Since then, our level of accuracy has increased and we are more confident in our prediction models, therefore we are using model outputs.

    N/A
    We are in the midst of implementing LLCC project selection. This transition will prioritize more preservation and maintenance activities on good and fair structures, and leave poor bridges poor for as long as it is safe. This ultimately means that by following the FHWA guidelines, we expect an increase in poor structures in the near future that may exceed the allowable threshold of poor structures. Our ability to define future work, and its impact on the condition, has improved dramatically over the two-year period. Implementation and refinement of our Bridge Asset Management System has and will continue to emphasize LLCC prioritization as part of the STIP development.

  • Data Sources:
    Pennsylvania 2018, 2020 Biennial Performance Report
    Pennsylvania 2018, 2019, 2020 NBI Data Submittal


Significant Progress Determination

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 2020 Mid Performance Period Significant Progress Determination Results table. For example, the State may have set aggressive targets, and not met those targets, while another State may have set more easily attainable targets, and met those targets. 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.

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).

Pennsylvania 2020 Mid 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 National Highway System (NHS) (excluding the Interstate) Percentage of pavements of the non-Interstate NHS in Good condition Based only on IRI 47.8 --- 49.0 Yes --- Yes None
Based on Full Distress + IRI --- 35.0 37.6 --- Yes
Percentage of pavements of the non-Interstate NHS in Poor condition Based only on IRI 15.9 --- 15.2 Yes --- Yes
Based on Full Distress + IRI --- 4.0 2.0 --- Yes
The condition of bridges on the National Highway System Percentage of NHS bridges classified as in Good condition 23.7 25.8 27.0 Yes Yes Yes None
Percentage of NHS bridges classified as in Poor condition 5.1 5.6 5.1 No Yes Yes
Updated: 04/20/2021
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