Transportation Performance Management

State Highway Reliability Report - New Mexico

The information below summarizes the TPM Highway Reliability performance measures, which include two highway reliability measures and one truck travel time reliability measure. 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 Reliability measures

Most recent Significant Progress Determination for all applicable measures

• 

  Interstate Highway Reliable Person-Miles Traveled

• • Trend through 2021

    Desired trend: ↑

    New Mexico % of Interstate Highway Reliable Person-Miles Traveled

    
    

• Interstate Highway Reliable Person-Miles Traveled	2017	2018	2019	2020	2021
  Condition/Performance	96.0	97.6	96.9	100.0	98.5
  Target	--	--	96.1	--	95.1

• Interstate Highway Reliable Person-Miles Traveled

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

  New Mexico utilized the following forecasting methodology 1. Setup calculate current volume and capacity; 2. Model Fitting through log-linear regression models are fit statistical model, associating LOTTR / TTTR with volume, capacity, and roadway attributes; 3. Updates forecast future volume based on growth rates, then update future capacity based on planned projects; and 4. Forecasting forecast future LOTTR / TTTR using updated volume and capacity. NPMRDS was used to calculate 2017 Baseline PM3 metric scores and free-flow speeds (specifically based on March 2018 NPMRDS data). HPMS was the source of traffic volume by vehicle type and road attributes (Functional classes, urban/ rural designations). Growth rates were generated from evaluating growth at permanent count stations around the state, and projects were taken from the planned 2018-2021 capacity projects in the STIP.

  The percent of reliable person-miles traveled on the Interstate improved from 2017 (97.00% reliable) to 2018 (97.45% reliable), and while the 2019 figure (96.9% reliable) decreased from 2018, that is still higher than the 2-year target (96.1% reliable), reflecting improvements to Interstate travel.

  N/A

  Portions of Interstate 25 in Albuquerque, NM, are being widened, and this effort will continue into the next two years. The Albuquerque metro area is one significant region of unreliable Interstate segments, and these projects are improving system reliability.

  The percent of reliable person-miles traveled on the Interstate improved from 2017 (96.00% reliable) to 2021 (98.5% reliable). NMDOT met its 4-year (2021) target of the Interstates being 95.1% reliable. NMDOT expects that FHWA will determine that significant progress was made.

  During the performance period timeframe (2018-2021), NMDOT completed numerous projects along the Interstate Highways that contributed to increased reliability. Specifically, NMDOT reconstructed the interchange at I-25 and University in Las Cruces (LC00250) to include longer deceleration lanes, and also to provide a direct connector to the New Mexico State University campus to avoid delays on I-25. Additionally, NMDOT reconfigured the I-25 and Rio Bravo interchange in Albuquerque (A300280) to provide for longer deceleration lanes to reduce backup and delays on I-25. On I-40 NMDOT completed two more projects that also increased reliability. From mileposts 39.8-42.5 NMDOT reconstructed the interchange at Refinery Road, and also added truck climbing lanes on I-40 for about 3 miles (6100902). Also, from mileposts 4.4-5.4, NMDOT replaced and widened the bridge, which now provides wider shoulders that can be used as extra lanes during crashes or construction (6101131). Lastly, NMDOT installed Intelligent Transportation System (ITS) elements on I-10 (1101740) to alert traffic coming from Arizona to potential dust storms along I-10. This provides the opportunity for trucks and motorists to stop when the Interstate is closed, rather than idle on the Interstate until it reopens.

• 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) Reliable Person-Miles Traveled

• • Trend through 2021

    Desired trend: ↑

    New Mexico % of Non-Interstate NHS reliable Person-Miles Traveled

    
    

• Non-Interstate NHS reliable Person-Miles Traveled	2017	2018	2019	2020	2021
  Condition/Performance	--	--	93.7	96.4	97.5
  Target	--	--	--	--	90.4

  Behind the data: For the first performance period only, baseline condition and 2-year targets are not required for the Non-Interstate NHS reliability measure.

• 
  

  Non-Interstate National Highway System (NHS) Reliable Person-Miles Traveled

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

  New Mexico utilized the following forecasting methodology 1. Setup calculate current volume and capacity; 2. Model Fitting fit statistical model, associating LOTTR / TTTR with volume, capacity, and roadway attributes; 3. Updates forecast future volume based on growth rates, then update future capacity based on planned projects; and 4. Forecasting forecast future LOTTR / TTTR using updated volume and capacity. NPMRDS was used to calculate 2017 Baseline PM3 metric scores and free-flow speeds (specifically based on March 2018 NPMRDS data). HPMS was the source of traffic volume by vehicle type and road attributes (Functional classes, urban/ rural designations). Growth rates were generated from evaluating growth at permanent count stations around the state, and projects were taken from the planned 2018-2021 capacity projects in the STIP.

  N/A

  N/A

  N/A

  The percent of reliable person-miles traveled on the Non-Interstate NHS improved from 2017 (90.5% reliable) to 2021 (97.5% reliable). NMDOT met its 4-year (2021) target of the Non-Interstate NHS being 90.4% reliable. NMDOT expects that FHWA will determine that significant progress was made.

  During the performance period timeframe (2018-2021), NMDOT completed numerous projects along the Non-Interstate NHS that contributed to increased reliability. On NM 136 from mileposts 0-9.1, just north of the Santa Teresa Port of Entry, NMDOT reconstructed the roadway with a reinforced concrete section to allow for overweight loads from Mexico to enter, which decreased the back-up of trucks at this location (E100081/ E100082/ E100083). On US 82 from mileposts 107.4-139.1 (2101771), NMDOT reconstructed and widened to road to four lanes, to help accommodate the oil/gas related freight movements. The roadway was also reconstructed and widened to four lanes on US 54 from mileposts 69.5-78.2 (2100554). Farther north on US 54 from mileposts 302.5-304 (400831), the road was also reconstructed and widened to four lanes. Both of these improvements on US 54 provide for better interstate freight movements between Texas, New Mexico and Oklahoma. On NM 6, which is a connecting route from I-25 and I-40, from mileposts 7.75-18.5 (6100911), NMDOT also reconstructed and widened the road to four lanes. Lastly, US 64 from mileposts 54-58 (F100112/ F100113), near Farmington, was widened to six lanes to help accommodate oil/gas freight traffic.

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

• 

  Interstate Highway Truck Travel Time Reliability (TTTR) Index

• • Trend through 2021

    Desired trend: ↓

     

    New Mexico Truck Travel Time Reliability Index

    
    

• Truck Travel Time Reliability Index	2017	2018	2019	2020	2021
  Condition/Performance	1.13	1.13	1.18	1.11	1.23
  Target	--	--	1.14	--	1.15

• Interstate Highway Truck Travel Time Reliability

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

  New Mexico utilized the following forecasting methodology 1. Setup calculate current volume and capacity; 2. Model Fitting fit statistical model, associating LOTTR / TTTR with volume, capacity, and roadway attributes; 3. Updates forecast future volume based on growth rates, then update future capacity based on planned projects; and 4. Forecasting forecast future LOTTR / TTTR using updated volume and capacity. NPMRDS was used to calculate 2017 Baseline PM3 metric scores and free-flow speeds (specifically based on March 2018 NPMRDS data). HPMS was the source of traffic volume by vehicle type and road attributes (Functional classes, urban/ rural designations). Growth rates were generated from evaluating growth at permanent count stations around the state, and projects were taken from the planned 2018-2021 capacity projects in the STIP.

  Freight reliability did not match modeled assumptions for forecasted freight reliability. While the 2019 target was exceeded, preliminary 2020 NPMRDS and traffic volume data indicates that the 2021 target will be achieved.

  N/A

  There will be additional improvements to I-25 in Albuquerque, including continued widening of portions of the Interstate.

  New Mexico’s National Highway Freight Network is generally quite reliable for truck freight. However, through the reporting period the Truck Travel Time Reliability index nominally declined from 2017 (1.13) to 2021 (1.23), and NMDOT did not meet its target of 1.15. NMDOT expects that FHWA will determine that significant progress was not made.

  This small decrease in reliability can mostly be attributed to large construction projects on I-40 during this time period. Specifically, eastbound I-40 just east of Gallup experienced significant delays, with the highest 2021 TTTR score of 13.32. This section of I-40 rebounded to normal levels of reliability (TTTR <2) in September 2021 and we can expect a similar future performance. Another section of I-40, near Mesita on Laguna Pueblo, was also under construction during this time period, and had a 2021 TTTR score of 9.39. While the TTTR on this section appears more varied over the course of 2021 than the previously mentioned section of I-40, we can also expect that the TTTR scores will stabilize upon completion of the construction project. Additionally, once complete, both of these projects should ultimately make freight movements more reliable in New Mexico.

  The only other section of the Interstate system in New Mexico that had a TTTR of over 5 in 2021 is the section of westbound I-40 where it intersects I-25 in Albuquerque, which had a 2021 TTTR score of 5.1. This area is one of the most consistent freight bottlenecks in New Mexico. This particular segment of I-40 is where the traffic moving from southbound I-25 merges onto westbound I-40, and this level of reliability is expected.

  Ultimately, the two construction projects on I-40 discussed above contributed to NMDOT not meeting its 2021 TTTR Index target of 1.15. Since these conditions are temporary, we can reasonably expect that our statewide TTTR Index score will not be similarly affected by these segments in the future. Additionally, after observing the impacts of these projects on our TTTR score, we integrated similar conditions into our TTTR forecasting for the next performance period. Specifically, we used future project information found in the STIP to anticipate potential delays associated with construction projects to account for these anticipated delays for our next round of forecasting and target setting.

  Over the 2018 to 2021 reporting period NMDOT completed the following capital investments to improve statewide Truck Travel Time Reliability on the Interstate System, though some projects temporarily negatively impacted freight reliability during construction • Reconstruction of the I-25 and Rio Bravo interchange, including the addition of longer deceleration lanes (A300280) • Reconstruction of the I-25/University interchange in Las Cruces, including the addition of longer deceleration lanes (LC00250) • Reconstruction of the I-40/Refinery interchange, east of Gallup, including adding truck climbing lanes on I-40 (6100902) • Replacement of a bridge along I-40 at mileposts 4.4-5.4, including widening so that the shoulders may be used in case of crashes or construction (6101131) • Installation of an ITS system on I-10 from mileposts 0-25, alerting traffic coming from Arizona to the possibility of dust storms, allowing trucks and motorists to exit and stop rather than idling on the Intestate in the case of closure (1101740) • I-40, mileposts 111-117 – Replacement of median cable barrier with concrete wall barrier. Reconstruction of pavement on curves to correct deficiencies and rehab additional pavement. Bridge No. 6491 rehabilitated (6101181) • I-40, mileposts 152 to MP 155.5 – Pavement preservation including pavement markings, signage and other appurtenances as needed (A302100)

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

³ 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).