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Transportation Performance Management

 

State Highway Infrastructure Report - Tennessee

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: ↑

      Tennessee % Interstate Lane Miles Good Condition


  • Interstate Pavement in Good Condition 2021 2022 2023 2024 2025
    Condition/Performance 70.8 -- -- -- --
    Target -- -- 58.0 -- 58.0

  • Interstate Pavement in Good Condition

    The TDOT Oversight Committee approved a 2-year target of 58.0% and a 4-year target of 58.0% for the percent of Interstate Pavements in Good Condition for the 2022-2025 target setting performance cycle. The target identified is a performance projection that was developed based on the FY23 funding level, including 3% budget growth and 7% inflation. Increased use of pavement management data in support of project selection is expected to improve efficiency in meeting targets, but it may be challenging for TDOT to continue realizing positive results through the next performance cycle given the current economic climate, rising costs, and pavement performance issues the state is experiencing. Identified target projections place a heavier emphasis on cost-effective projects which are expected to maximize good condition ratings. However, a worst first approach was also considered and integrated into target selection in order to minimize poor conditions on high priority routes. Additional strategies identified to meet targets include assessing the structural condition of pavements and utilizing this information in decision making. A full description of strategies to address pavement performance and funding levels can be found in TDOT’s most recent TAMP. Consideration was given to current conditions, pavement performance, higher unit costs in select areas, and cost inflation. TDOT plans to re-evaluate the 4-year target at the midpoint to assess whether target adjustments should be made.
  • Data Sources:
    Tennessee 2022 Biennial Performance Report
    Tennessee 2022 HPMS Data Submittal

  • Interstate Pavement in Poor Condition

    • Trend through 2025

      Desired trend: ↓

      Tennessee % Interstate Lane Miles in Poor Condition


  • Interstate Pavement in Poor Condition 2021 2022 2023 2024 2025
    Condition/Performance 0.2 -- -- -- --
    Target -- -- 1.0 -- 1.0

  • Interstate Pavement in Poor Condition

    The TDOT Oversight Committee approved a 2-year target of 1.0% and a 4-year target of 1.0% for the percent of Interstate Pavements in Poor Condition for the 2022-2025 target setting performance cycle. The target identified is a performance projection that was developed based on the FY23 funding level, including a 3% budget growth and 7% inflation. Increased use of pavement management data in support of project selection is expected to improve efficiency in meeting targets, but it may be challenging for TDOT to continue realizing positive results through the next performance cycle given the current economic climate, rising costs, and pavement performance issues the state is experiencing. Identified target projections place a heavier emphasis on cost-effective projects which are expected to maximize good condition ratings. However, a worst first approach was also considered and integrated into target selection in order to minimize poor conditions on high priority routes. Additional strategies identified to meet targets include assessing the structural condition of pavements and utilizing this additional information in decision making. A full description of strategies to address pavement performance and funding levels can be found in TDOT’s most recent TAMP. Consideration was given to current conditions, pavement performance, higher unit costs in select areas, and cost inflation. TDOT plans to re-evaluate the 4-year target at the midpoint to assess whether target adjustments should be made.

  • Data Sources:
    Tennessee 2022 Biennial Performance Report
    Tennessee 2022 HPMS Data Submittal

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

    • Trend through 2025

      Desired trend: ↑

      Tennessee % Non-Interstate Lane Miles Good Condition


  • Non-Interstate National Highway System (NHS) Pavement in Good Condition 2021 2022 2023 2024 2025
    Condition/Performance 40.3 -- -- -- --
    Target -- -- 36.0 -- 36.0

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

    The TDOT Oversight Committee approved a 2-year target of 36.0% and a 4-year target of 36.0% for the percent of Non-Interstate NHS Pavements in Good Condition for the 2022-2025 target setting performance cycle. The target identified is a performance projection that was developed based on the FY23 funding level, including a 3% budget growth and 7% inflation. It was assumed that local NHS conditions may affect NHS projections by 1%. Consideration was given to current conditions, pavement performance, higher unit costs in select areas, and cost inflation. Increased use of pavement management data in support of project selection is expected to improve efficiency in meeting targets, but it may be challenging for TDOT to continue realizing positive results through the next performance cycle given the current economic climate, rising costs, and pavement performance issues the state is experiencing. Identified target projections place a heavier emphasis on cost-effective projects which are expected to maximize good condition ratings. However, a worst first approach was also considered and integrated into target selection in order to minimize poor conditions on high priority routes. Additional strategies identified to meet targets include assessing the structural condition of pavements and utilizing this information in decision making. A full description of strategies to address pavement performance and funding levels can be found in TDOT’s most recent TAMP. TDOT plans to re-evaluate the 4-year target at the midpoint to assess whether target adjustments should be made.

  • Data Sources:
    Tennessee 2022 Biennial Performance Report
    Tennessee 2022 HPMS Data Submittal

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

    • Trend through 2025

      Desired trend: ↓

      Tennessee % Non-Interstate Lane Miles Poor Condition


  • Non-Interstate National Highway System (NHS) Pavement in Poor Condition 2021 2022 2023 2024 2025
    Condition/Performance 4.1 -- -- -- --
    Target -- -- 6.0 -- 6.0

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

    The TDOT Oversight Committee approved a 2-year target of 6.0% and a 4-year target of 6.0% for the percent of Non-Interstate NHS Pavements in Poor Condition for the 2022-2025 target setting performance cycle. The target identified is a performance projection that was developed based on the FY23 funding level, including a 3% budget growth and 7% inflation. It was assumed that local NHS conditions may affect NHS projections by 1%. Consideration was given to current conditions, pavement performance, higher unit costs in select areas, and cost inflation. Increased use of pavement management data in support of project selection is expected to improve efficiency in meeting targets, but it may be challenging for TDOT to continue realizing positive results through the next performance cycle given the current economic climate, rising costs, and pavement performance issues the state is experiencing. Identified target projections place a heavier emphasis on cost-effective projects which are expected to maximize good condition ratings. However, a worst first approach was also considered and integrated into target selection in order to minimize poor conditions on high priority routes. Additional strategies identified to meet targets include assessing the structural condition of pavements and utilizing this information in decision making. A full description of strategies to address pavement performance and funding levels can be found in TDOT’s most recent TAMP. TDOT plans to re-evaluate the 4-year target at the midpoint to assess whether target adjustments should be made.

  • Data Sources:
    Tennessee 2022 Biennial Performance Report
    Tennessee 2022 HPMS Data Submittal

  • National Highway System (NHS) Bridges in Good Condition

    • Trend through 2025

      Desired trend: ↑

      Tennessee % Non-Interstate Lane Miles Good Condition


  • National Highway System (NHS) Bridges in Good Condition 2021 2022 2023 2024 2025
    Condition/Performance 32.5 -- -- -- --
    Target -- -- 32.0 -- 32.0

  • National Highway System (NHS) Bridges in Good Condition

    Bridges in good condition have been declining from 2016 to 2021 with a minimal increase realized in 2022. The average age of TDOT-maintained bridges is approximately 48 years which is a typical age for bridges rated in fair condition. The TDOT Oversight Committee approved a 2-year target of 32.0% and a 4-year target of 32.0% for the percent of Bridges in Good Condition for the 2022-2025 target setting performance cycle. Targets were set using age-based deterioration modeling which has been improved since targets were set previously and model predictions agree with the current condition of the bridges. Investment strategies based on these newer projections are expected to aid in meeting the new targets. Deployment of preservation strategies such as the use of epoxy coated reinforcing steel, increased concrete cover over steel, more continuous spans without deck joints, etc. will extend the life of the bridges, keep them in a state of good repair longer, and contribute to the performance goals. Additionally, widening and improvement projects on I-40, I-24/I-75, and I-65 include multiple bridges that will be improved or replaced during the upcoming performance cycle. Despite the analysis, strategies, and projects identified here, it may still be challenging for TDOT to continue realizing positive results through the next performance cycle given the current economic climate and rising costs the state is experiencing. Current target setting approaches consider a 5% cost increase. TDOT plans to re-evaluate the 4-year target at the midpoint to assess bridge condition ratings, funding levels, and other influencing factors to determine whether target adjustments should be made.

  • Data Sources:
    Tennessee 2022 Biennial Performance Report
    Tennessee 2022 NBI Data Submittal

  • National Highway System (NHS) Bridges in Poor Condition

    • Trend through 2025

      Desired trend: ↓

      Tennessee % Non-Interstate Lane Miles Poor Condition


  • National Highway System (NHS) Bridges in Poor Condition 2021 2022 2023 2024 2025
    Condition/Performance 5.0 -- -- -- --
    Target -- -- 6.0 -- 6.0

  • National Highway System (NHS) Bridges in Poor Condition

    Bridges in poor condition have been increasing since 2018. The TDOT Oversight Committee approved maintaining a target of 6.0% for the 2-year and 4-year targets for the 2022-2025 target setting performance cycle. Targets were set using age-based deterioration modeling which has been improved since targets were set previously and model predictions agree with the current condition of the bridges. Investment strategies based on these newer projections are expected to aid in meeting the new targets. Widening and improvement projects on I-40, I-24/I-75, and I-65 include multiple bridges that will be improved or replaced during the upcoming performance cycle. Despite the analysis, strategies, and projects identified here, it may still be challenging for TDOT to continue realizing positive results through the next performance cycle given the current economic climate and rising costs the state is experiencing. Current target setting approaches consider a 5% cost increase. TDOT plans to re-evaluate the 4-year target at the midpoint to assess bridge condition ratings, funding levels, and other influencing factors to determine whether target adjustments should be made.

  • Data Sources:
    Tennessee 2022 Biennial Performance Report
    Tennessee 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. 

Tennessee 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 71.51 60.0 70.8 No Yes Yes None
Percentage of pavements of the Interstate System in Poor condition 0.32 1.0 0.2 Yes 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 72.7 --- 69.9 No --- Yes None
Based on Full Distress + IRI --- 40.0 40.3 --- Yes
Percentage of pavements of the non-Interstate NHS in Poor condition Based only on IRI 6.7 --- 7.5 No --- Yes
Based on Full Distress + IRI --- 5.0 4.1 --- Yes
The condition of bridges on the National Highway System Percentage of NHS bridges classified as in Good condition 39.5 36.0 32.5 No No No Additional Reporting
Percentage of NHS bridges classified as in Poor condition 3.5 6.0 5.0 No 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