NMDOT Transportation Asset Management 2016 NMSPE Annual Meeting June 17, 2016

Agenda Introduction to NMDOT Transportation Asset Management Tamara P. Haas, PE NMDOT Pavement Management Jeffrey S. Mann, PE, NMDOT Bridge Management & other assets Antonio Jaramillo, PE, NMDOT

NMDOT Transportation Asset Management Introduction Tamara P. Haas, PE Asset Management & Planning Division Director Tamarap.haas@state.nm.us 505-795-2126

Asset Management Background Where are we now? Where are we going? How do we get there? I would like to set the stage for the presentation. NMDOT defines Transportation Asset Management as covering all items from right of way line to right of way line. We cover drainage culverts and ITS infrastructure below ground, but we aren’t responsible for utilities like water, electric, phone or gas lines, and we aren’t normally responsible for storm sewers. The above ground features are considered assets. Our Transportation Asset Management Plan will be developed in 3 key sections as listed here.

Background Background MAP-21 required it – FAST Act NPRM comments closed May 2015 Final Rule by November 2016 Performance Targets NHS Pavements & Bridges MAP-21 established requirements that each state is required to develop a risk-based asset management plan for the National Highway System to improve or preserve the condition of the assets and the performance of the system (23 USC SS119€(8), MAP-21 SS 1106. It also required the USDOT Secretary to issue a regulation not later than 18 months after the date of enactment after consultation with the States (The NPRM). Comments were provided to the docket and FHWA has set a tentative date of November 2016 for At the same time, the TAM NPRM was issued, the FHWA issued an NPRM on System Performance (PM3) that provides required performance measures and the criteria used in each measure. The DOT needs to set performance targets for pavements and bridges on the NHS and the MPO’s are also required to set targets on Pavements & Bridges on non-DOT maintained NHS.

NHS This is a map of the NHS. All 3 of our Interstates, 10, 25 and 40 are considered part of the NHS. Most of the other US highways were designated as NHS after the passage of ISTEA in 1991. Over time, there have been some opportunities to add routes to the NHS. There are a couple of NM designated roads and in 2012 under MAP-21 roads classified as Principal Arterials were added to the NHS; however, we have worked with the MPOs and FHWA to remove some of these roads from the NHS designation.

Where are we now? Mission – NMDOT uses data-driven asset management to maximize use of limited public resources and maintain the state’s transportation infrastructure in the best possible condition. We are working with a consultant in the development of our Transportation Asset Management Plan. In order to determine where we are now, we held a series of workshops in order to get input from various NMDOT staff. From March through August, we held 7 workshops on data planning, bridge management, pavement management, objectives & measures, risk management, financial planning and data improvements. This is the TAM Mission that we came up with in March 2015 during one of our early workshops. As the Asset Management & Planning Division strives to be transparent, we will have a self-service data portal where our TAM data can be found. Do what you can, with what you have, where you are. Theodore Roosevelt 26th president of US (1858 - 1919)

Draft Guiding Principles Condition and Performance Maintain current condition (5% Structurally Deficient) or show slight improvement for the NHS When offered an alternative, maintain what we have before adding capacity Determine thresholds for Good, Fair, and Poor using Pavement Condition Rating (PCR), with recognition to MAP-21 requirements (pavement) These are our Draft Guiding Principles that came out of our 2015 Workshops and are being refined in order to include them in our TAMP. The guiding principles are in three main areas, 1. Condition and Performance, 2. Funding and Resource Allocation and 3. Management Systems

Draft Guiding Principles Funding and Resource Allocation Reserve a % of budget for statewide prioritization A % of the model recommendation can be overridden by engineering judgment Delineate funding decisions between Interstate, non-Interstate NHS, non-NHS, and Off System Management Systems Bridge Pavement Other Assets (Future TBD) Based on feedback from the District Offices during the workshops and interviews, we are in the process of drafting our guiding principles related to how Funding will be allocated to the Districts in order to manage the entire system, yet meet the requirements established for condition performance targets included in the NPRM for Pavements and Bridges. Our Cabinet Secretary, Tom Church has indicated that he would like to get to a statewide project prioritization model. This is a significant difference from how federal funding is allocated and STIP projects are selected. The Districts are concerned because we all know that we don’t have enough funding to maintain our existing system. As we continue to evaluate the first 2 guiding principles we are trying to determine an actual number where the % symbol is in the first two. We also need to consider our entire DOT maintained road system and understand the federal funding constraints for the various functionally classified roads and funding eligibilities for the lower functional classes. Another key concern is the development of management systems and the quality of the data in the systems. For example, we have a good bridge inspection inventory that is update with each new inspection; however, we don’t have a good deterioration model for bridges. As we look at our Pavement Management system, we went through a major revision and emphasis that Jeff can explain. Our revised PMS was deployed in January 2016 with 3 years of condition data and new decision trees. We don’t really have a good comprehensive management system for other assets like signs, signals, drainage structures, guardrails, etc.

at various 10-Year annual funding levels Asset Condition at various 10-Year annual funding levels Bridge % Poor Current $0 $25 $50 $75 $100 $125 NHS 3.4% 26.5% 17.5% 8.4% 3.1% .7% .4% Non-NHS 6.5% 34.2% 28.7% 15.1% 4.7% .9% .3% All 5.1% 30.6% 23.5% 12.0% 3.9% .8% Pavement Condition Current $110 $165 $220 $275 $330 $385 Interstate 58.6 43.3 50.0 51.5 59.3 63.6 66.3 Non-I NHS 56.7 42.4 47.5 49.7 59.5 64.6 65.3 Non-NHS 51.1 37.6 44.2 49.8 54.3 57.8 60.9 All 53.3 39.4 45.6 51.4 56.1 60.1 63.4 Last year, we put together a summary of our pavement and bridge condition and based on current funding allocations can estimate what our future condition would be if we used the same funding level each year.

Where are we going? Target Setting Performance Management Life-cycle Planning Financial Plans Investment Strategies Tammy could speak here to how this relates to TAMP. Kill the System Performance piece of this. Emphasize pavement and bridge. I agree, delete the last bullet (th)

Performance Measures Performance bullet graphs for Bridges and Pavements State Target Current Condition Metric based on Applied Filters More detailed business analytics. Tammy could speak here to how this relates to TAMP. Kill the System Performance piece of this. Emphasize pavement and bridge.

Integrated TAM Program Financial Plans in TAM Integrated TAM Program Planning Activities Project Prioritization, Long Range Plan, STIP, other plans Engineering Activities Project Design, Asset Deterioration Modeling, other activities TAMP Pavement & Bridge Assets Asset Management Objectives, Measures Performance Gap Identification Lifecycle Cost, Risk Management Analysis Financial Plan & Investment Strategies We are working to integrate our Long Range Plan, STIP and other plans together and to develop project prioritization process. We need to review our asset information and be sure that we are following our objectives and measures and we measure and address performance gaps. The requirement is that our TAMP is a risk-based plan and we are still in our infancy in developing a risk management approach in our analysis. There will always be the engineering component of developing projects, developing and then refining our deterioration models in order to develop a Financial plan that identifies our key investment strategies in order to meet our performance targets.

Sustainability Index in NM To Sustain Current Condition of NMDOT Bridges and Highways ($ millions) 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 Bridge need 65 66 68 69 70 72 73 75 76 78 Bridge $ 94 96 99 103 106 108 109 122 124 Pavement need 250 255 260 265 271 276 282 287 293 299 Pavement $ 119 126 130 134 137 138 136 139 141 Total need 315 321 328 334 341 348 355 362 369 377 Total $ 213 218 225 232 239 245 247 242 261 S.I. 0.68 0.69 0.70 0.67 0.71 Gordon, let Scott know if you want to use NMDOT data to illustrate a point here. Assumptions: Combine Maintenance, Preservation, Replacement/Reconstruct Roughly use SPP models developed in March; assume Reconstruction favored. Inflation = Revenue Growth (2%). BIG assumption.

How do we get there? Enhance Asset Models Data Integration Data Driven Decisions Tammy could speak here to how this relates to TAMP. Kill the System Performance piece of this. Emphasize pavement and bridge. I agree, delete the last bullet (th)

Data-Mature DOT Planning Data Governance STIP Data-Mature DOT Planning Project Delivery 2040 Plan Design Roadway Traffic Structures Construction Analysis Business systems Data Warehouse Governance Integration Financial Data As-Builts Revenue Forecasting Operations Data Management Maintenance Traffic & Safety

Pavement Management

What is Pavement Management? From AASHTO Pavement Management Guide, 2012, 2nd Ed …A Systematic Approach to Managing a Pavement Network …Process that enables Agencies a Way to Evaluate (Funding) Consequences Associated w Investment Decisions …Process to determine the most cost-effective use of available funds for maintaining roadway infrastructure

Benefits of Using Pavement Mgmt? From AASHTO Pavement Management Guide, 2012, 2nd Ed …Identification of (preservation, maintenance) strategies for using available resources more effectively to improve pavement performance …The ability to justify and secure increased funding for pavement maintenance and rehabilitation activities …An improved understanding of pavement performance …Knowledge base of current and future roadway condition and needs Tammy could speak here to how this relates to TAMP. Kill the System Performance piece of this. Emphasize pavement and bridge. I agree, delete the last bullet (th)

Key Elements to an Effective Pavement Management Program Pavement Distress Data Collection Mandli Roadview – Contract through 2017 to collect pavement condition statewide 15,000 Lane Miles Collected and Reported Annually

Key Elements to an Effective Pavement Management Program Agile Pavement Management System Database (PMS db) Repository for Mandli Automated Pavement Condition Data Configured to Interpret Most Prevalent Set of Distress And Suggest Most Cost Beneficial Treatment Based on Performance Data (or Benefit) Principle Concept is to Treat and Maintain Good Roads to Keep in Good Condition Configured to… Perform Budgeting Scenarios Perform Performance Scenarios – To Meet FHWA Requirements Develop Long Term Performance Curves Calibrate Pavement Design Models and Laboratory Test Results

Key Elements to an Effective Pavement Management Program Agile PMS db QA Program Perform Quality Assurance evaluations on 10 percent of Mandli Data to ensure reliable data In line w FHWA

Idealized Pavement Deterioration and Condition Curve Pavement is Engineered Material Deteriorates Over Time Due to Environment and Loading Conditions Reconstruction $$ Can Be Typically 3 to 5 Times What a Preservation or Rehabilitation Cost Will Be Adopt Life Cycle of Pavements PCR Range Treatment Category Average Cost per Lane Mile ($) 100-86 Monitor - Preventive 16K 85-66 Preventive – Pres Major 37K 65-46 Pres Major – Rehab Minor 120K 45-26 Rehab Minor – Rehab Major 500K 25-0 Reconstruction 1.5M

PMS db – Budget Scenario and Performance Forecasting At a Flat Budget of $140 million Per Year For Pavement Treatment, the Condition of our Roadway will Decrease.

Summary of Pavement Management Quick Definition – Systematic Approach to Managing a Pavement Network Benefits – Provide Strategies to more Effectively Allocate Resources to Improve Pavement Performance Key Elements to Successful Pavement Mgmt Program Pavement Data Collection Effort A Database Configured to House and Evaluate the Data for Engineering Purposes QA Program (Lots of Data Points) Understand Cost:Benefit, LCCA Concepts Motto – Keep Good Roads Good

Bridge & Other Assets

QUESTIONS? Tamara P. Haas, P.E. Asset Management & Planning Tamarap.Haas@state.nm.us 505-795-2126 Antonio Jaramillo, P.E. Program Management Antonio.Jaramillo@state.nm.us 505-235-3245 Jeffrey S. Mann, P.E. Pavement Management & Design JeffreyS.Mann@state.nm.us 505-795-4927