[{"_1":2,"_100":-5,"_101":-5},"loaderData",{"_3":4,"_26":27},"root",{"_5":6,"_17":10,"_18":19,"_20":21,"_22":10,"_23":-5,"_24":-5,"_25":10},"user",{"_7":8,"_9":10,"_11":10,"_12":-5,"_13":-5,"_14":15,"_16":-5},"roles",[],"isAuthenticated",false,"isPremium","planName","subscriptionStatus","featureFlags",{},"insightsBudget","isDevelopmentHost","userPreferences",{},"recaptchaSiteKey","6LcvOJcUAAAAAHsB-gPGfGktcRlKpH7OTIU_dMTD","isImpersonating","impersonation","affiliateStatus","isFreedomPortal","routes/v2/article/layout",{"_28":29,"_30":31},"notFound",true,"relatedArticles",[32,76,88],{"_33":34,"_35":36,"_37":38,"_39":40,"_41":42,"_43":44,"_45":46,"_47":48,"_49":50,"_51":52,"_53":54,"_55":56,"_57":58,"_59":60,"_61":62,"_63":64,"_65":66,"_67":68,"_69":70,"_71":72,"_73":74,"_75":74},"mediaId",6130933,"mediaKeyId","5734470-1155b4822762a403825467737fbcf4f2","parentId",5734470,"title","DOT outlines pavement-data system, preservation treatments and $250 million annual target to stabilize roads","audioSeconds",1043,"startMs",0,"endMs",1043000,"viewUrl","/Search/View?dp=1&key=5734470-1155b4822762a403825467737fbcf4f2&start=0&end=1043","thumbnailUrl","https://assets.pipeline.soar.com/5734470-1155b4822762a403825467737fbcf4f2/thumbnail_0.jpg","articleUrl","/articles/6130933/New-Mexico/DOT-outlines-pavement-data-system-preservation-treatments-and-250-million-annual-target-to-stabilize-roads","mediaUrl","https://secure.pipeline.soar.com/6130933-d0c73274b271b56e4c8772b367476a36/orig.mp4?Expires=1770519769&Signature=GZoRF9OUEZv9dY-bnmdTrxJ4AQzWxMgUUpLctvif11E-bshu1Agq1EEVNeTQREWPremqpEUvUpYIzyefS25HQOf2E1jhap7mGhIP1Pfs9lcPzhewsuQSMS1jzghIBYiOVMev7ieQY9h9eVccrybM6q0Z0GgxLZpGjycMnfZfzEZYvRRVI3wetLex8iBhf5OsZTKTr0SepmzGsb5qZi1u7DEhS5fGbVqwbKv8PlH-07oS6H1rD89lZjmSrQY~-Gh-agPOiTEjwS49WFpOfx1KkbRF6g4UNy9Yf8PD99HtByydW~ZTdc2BUiteKn1IcxWcWbMm~zNl0rMSay2ydKuX5A__&Key-Pair-Id=KUT5TJCACFTXG","author","Interim - Transportation Infrastructure Revenue Subcommittee","date","2025-07-16T00:00:00Z","article","DOT staff told the Legislative Transportation Committee they monitor pavement condition with an automated road analyzer and a statewide pavement management system, then use that data plus local knowledge to pick preservation or reconstruction treatments.

The department’s presentation, led by a maintenance presenter identified in the hearing as John, outlined the agency’s data collection and treatment approach. John said, “We manage, 13,000 centerline miles of road which equates to about 28,000 lane miles,” and explained the agency uses an automatic road analyzer — ARAN — to scan pavement moving at posted speeds and collect measures including international roughness index, cracking, rutting and faulting.

The committee heard why the state uses preservation treatments wherever possible. John said pavement deterioration is largely “a result of oxidation” and that preservation keeps water out of the subgrade; he summarized the preservation-versus-reaction choice this way: keeping a surface at or above a 50 pavement-condition-rating is far cheaper than letting it fall into reconstruction.

Why this matters: DOT told lawmakers that reconstruction can cost millions per lane mile while preservation treatments cost a small fraction, and that persistent underfunding has left some corridors in a reactive state. The department said a recurring appropriation in the range of $250 million per year would be the “sweet spot” to operate a steady preservation program statewide and move the system toward consistently better condition.

Most important facts: According to presenters, interstate lane miles measured as part of the National Highway System are roughly 4,182 lane miles; the state collects NHS route data annually and non‑NHS routes every other year. Pavement condition ratings run 0–100 (0 = failing, 100 = excellent). The department reported condition splits by facility type: interstates about 56% good, 40% fair and under 3% poor; non‑interstate NHS about 35% good, 60% fair and just over 4% poor; non‑NHS about 14.6% good, 77.6% fair and 7.7% poor. Distress data are collected every 0.1 mile and imported to the pavement management system and the agency’s Transportation Asset Management Plan.

Costs and treatment tiers: John and other presenters gave approximate price ranges and expected service lives for common treatments: minor preservation roughly $6,000–$7,000 per lane mile with 3–5 years of service; major preservation roughly in the tens of thousands (presenters cited a range conceptually from tens of thousands to around $120,000 per lane mile for treatments yielding 5–7 years); minor rehabilitation in the low hundreds of thousands per lane mile with over 7 years of service; major rehabilitation roughly $1.5 million per lane mile (about a 10‑year life), and full reconstruction currently running about $2.5–$3.0 million per lane mile. The presenters stressed that preservation is a small fraction of reconstruction cost.

Recycling and in-house work: DOT staff described recycling approaches (hot‑in‑place and cold‑mix recycled asphalt, millings reuse) and said districts routinely reuse crushed millings for chip seal aggregate and donate millings to local governments, tribes and other public entities. A staff estimate given in the hearing said donation volumes have been on the order of hundreds of thousands of cubic yards.

Budget and recent appropriations: Rick, a department official who briefed the committee on budget, said the department received a one‑time $65,000,000 appropriation last year that the agency divided among six districts ($10 million each) with $5 million retained at the central office. Rick summarized that districts have discretion to allocate their shares to priority routes; for example, District 1 planned to use its $10 million on New Mexico 26 from mile 0 to mile 15 in Dona Ana County. Rick said recurring state formula funds remain the primary maintenance revenue, and that federal funds are typically difficult to use for short‑duration maintenance because of federal oversight requirements.

Federal programs and NEVI update: Committee members asked whether recent federal issues had reduced expected federal funding. The cabinet secretary — who addressed the panel without a full name on the record — reported the state had received a letter from Federal Highway saying the department may “move forward with obligating our NEVI funding” after an appeal deadline passed and no federal appeal was filed.

Staffing and capacity: Lawmakers and department leaders discussed staffing and vacancy rates. The secretary and other officials said the DOT vacancy rate had improved in recent years — they reported a recent overall vacancy near 14% (down from about 23% three years earlier) and said some districts were as low as about 6% vacancies. Officials said personnel costs and changes to benefits have increased pressure on the state road fund.

Questions lawmakers asked and DOT responses: Representatives asked about whether pavement management accounts for heavier future vehicle loads (for example electric vehicle or oversize freight impacts); DOT staff said design choices for higher loads are made in the construction program while maintenance focuses on preserving the as‑built facility. The committee also asked about new emulsion chemistries and additives (for example tire‑rubber modified binders); DOT staff said the agency evaluates new binders through the state materials group and has a products list for approved innovations.

What was not decided: Lawmakers discussed the $250 million recurring target as a planning figure rather than a legislatively adopted mandate. DOT officials said the $250 million number is a planning estimate to run a consistent preservation program and that actual appropriation would require legislative action.

Next steps: DOT said districts will continue to prioritize projects using the pavement management system and local engineering judgment; staff offered to provide follow‑up details requested by legislators (numbers of ARAN runs, exact project lists for particular routes, and specific treatment cost breakdowns). The department also said it will pursue obligated NEVI funding now that the federal appeal window passed.

Ending note: Lawmakers thanked DOT staff and indicated some members would follow up with district engineers on local projects. The department stood for questions at the end of the presentation and promised to provide additional specifics on request.","mediaType","Video","parentTitle","Interim - Transportation Infrastructure Revenue Subcommittee (Pt.2) - Jul 16, 2025","oneSentenceSummary","DOT staff told the Legislative Transportation Committee they monitor pavement condition with an automated road analyzer and a statewide pavement management system, then use that data plus local knowledge to pick preservation or reconstruction treatments.","taxTitle","Transportation Infrastructure Revenue Subcommittee, Interim, Committees, Legislative, New Mexico","taxId",65451,"location","New Mexico","headline","","shortSummary",{"_33":77,"_35":36,"_37":38,"_39":78,"_41":79,"_43":80,"_45":81,"_47":82,"_49":83,"_51":84,"_53":85,"_55":56,"_57":58,"_59":86,"_61":62,"_63":64,"_65":87,"_67":68,"_69":70,"_71":72,"_73":74,"_75":74},6130924,"State bridge inventory: nearly 3,760 bridges, inspection cadence and $1,166/sq ft replacement cost cited",1049,3853000,4902000,"/Search/View?dp=1&key=5734470-1155b4822762a403825467737fbcf4f2&start=3853&end=4902","https://assets.pipeline.soar.com/5734470-1155b4822762a403825467737fbcf4f2/thumbnail_3853000.jpg","/articles/6130924/New-Mexico/State-bridge-inventory-nearly-3760-bridges-inspection-cadence-and-1166sq-ft-replacement-cost-cited","https://secure.pipeline.soar.com/6130924-4a72db5b555538040c058141f51a2829/orig.mp4?Expires=1770519769&Signature=QOlVE1UxLQPNx3yGXhs-WPSrv9EIBe9qJsay8hyTEsztR8Ll9GtUkvyzG-B9LickPPU1ELNdsZJ-LecxNgMpGwzPj7Vx~o8JJuilf6Z5oMalj8eeW5FRUNdNR7USDRXRyF6-MYbKlHRUMbUHubbobeknBEbulvGCc~LfjYkAOAkwZ0DFKQY1IbgDpBd-yo3M8-Nv~xOMaLXkA~QfkI9W2OUmnMqLsvbRzhWArmEu7km8wHS5dpwieXdTld9DDk7MIZrqd73ZPMI8zDRFiJ~cndqOw-iOUtnTr-8LZYkSufiNQ72VeF5eKWQrBQNOcwkt4XQIjovTMgSivR7Bs6qAgw__&Key-Pair-Id=KUT5TJCACFTXG","State bridge bureau staff briefed the committee on the condition and needs of New Mexico’s bridges, the inspection program, funding streams and several specific projects that are already in design or under emergency response.

David Quintana, the department’s chief engineer, introduced the bridge presentation and turned the briefing over to Ben Najera, design section manager, and Ray Trujillo, state bridge engineer. Najera summarized the bridge bureau’s three sections — bridge management (inspections and load ratings), bridge design (internal and consultant oversight) and bridge construction/response — and described inspection methods including a bridge “snooper” vehicle used to access members beneath a deck.

Key inventory and inspection facts: DOT staff said the department inspects all public bridges in the state in accordance with National Bridge Inspection Standards (NBIS) at a 24‑month interval, with more frequent inspections for bridges in poor condition. The bureau reported a total inventory of just under 3,760 bridges (including city and county bridges), about 3,000 of which are NMDOT‑owned and almost 800 locally owned. Staff noted a large share of bridges were built in the 1950s–1970s; the average bridge age is over 50 years.

Condition and cost figures: Using NBIS element ratings (0–9), staff reported over 60% of bridges are rated fair, with fewer bridges rated good than the national average and fewer poor bridges than the national average. Bridge staff estimated that bringing all fair bridges to good condition statewide would cost about $8 billion; improving good bridges to the national average would be about $1.6 billion. The bureau said the average replacement cost has risen from about $400 per square foot in 2020 to roughly $1,166 per square foot in 2025.

Maintenance strategy and recent funding: Bridge staff explained the life‑cycle approach (maintenance, rehabilitation, major rehab, replacement) and the relative cost of treatments (preventive maintenance ~10% of replacement cost; rehabilitation ~50%; major rehab/partial replacement ~75%). The presentation noted a 2013 decision to set $14 million per year aside for rehabilitation and preventive maintenance, which reduced state‑owned poor bridges from 281 to 99 at one point.

Programs and grants: Staff described federal bridge formula funds provided by a 2022 transportation bill (approximately $45 million per year for five years) with a federal requirement that 15% be used for non‑NHS (locally owned) bridges; DOT said it had struggled to meet the non‑NHS set‑aside but had funded five local bridge projects under those funds. Officials also described the Transportation Project Fund (TPF) local grant program (95% DOT / 5% local match), which funded design or repairs for 32 bridges at roughly $36.4 million of DOT contributions.

Specific projects and emergencies: The bureau described two recent emergency responses: the Lordsburg bridge struck by an overheight load (the replacement design is complete and girders are in fabrication) and the Onate Bridge (Espanola) closure where scour exposed a footing; staff said consultants are working on mitigation and that stabilization and a permanent fix are planned within months. Najera said the replacement for the Lordsburg span is designed and “the fabricator is in the process of fabricating [the girders] now.” Regarding Onate, staff told lawmakers the footing scour had reduced cover to roughly 6 feet and the department was working with consultants to stabilize the structure and reopen it within approximately four months while a more permanent design is developed.

Overweight/oversize permits and load enforcement: Bridge management staff said the bureau reviews load capacities for permits and uses a beam analysis program to evaluate overweight permits. The bureau emphasized the role of load ratings and posted signs where capacity is restricted.

Inspection staff and qualifications: Committee members asked about inspector qualifications. Najera described training and experience standards, including the NHI two‑week bridge inspection course and experience thresholds that vary by educational background; the bureau also uses New Mexico State University personnel and consultants for specialized inspections (22% of inspections performed by NMSU co‑op/engineer teams).

What was not decided: The committee received the briefing and asked for follow‑up; no legislative action on new bridge funding was decided at the hearing. Staff encouraged members to follow up on specific local needs and said they would provide schedules and further details on project timelines.

Ending: Committee members complimented the bureau’s work and asked for additional detail on specific bridge projects and schedules; DOT staff said they would provide follow‑up materials.","Bridge bureau staff told lawmakers the state inspects public bridges on a NBIS 24‑month cadence, maintains an inventory of roughly 3,760 public bridges (about 3,000 owned by DOT and 800 locally owned), and said average bridge deck replacement cost has risen to roughly $1,166 per square foot in 2025; staff described programs, recent federal bridge",{"_33":89,"_35":36,"_37":38,"_39":90,"_41":91,"_43":92,"_45":93,"_47":94,"_49":95,"_51":96,"_53":97,"_55":56,"_57":58,"_59":98,"_61":62,"_63":64,"_65":99,"_67":68,"_69":70,"_71":72,"_73":74,"_75":74},6130929,"Lawmakers ask DOT to review hazardous‑cargo routing after hydrochloric‑acid truck rollover",114,2206000,2320000,"/Search/View?dp=1&key=5734470-1155b4822762a403825467737fbcf4f2&start=2206&end=2320","https://assets.pipeline.soar.com/5734470-1155b4822762a403825467737fbcf4f2/thumbnail_2206000.jpg","/articles/6130929/New-Mexico/Lawmakers-ask-DOT-to-review-hazardouscargo-routing-after-hydrochloricacid-truck-rollover","https://secure.pipeline.soar.com/6130929-225a46fc52cb75cef89fabd7a04389d6/orig.mp4?Expires=1770519769&Signature=oLgnVvfwZ1j1v0AotRfhuAoN-68Hwo6CA13ApLXXXnCPinc2Y1WZxF6E5wtURw4vZl-JeS0UWf4IltESAUKqyxYjEg6IYG88G15DXI7IHCsNON5tGrbigKRulYWmdWnpEre5PrfrYNTY7VeH7cxxzigHuKO4wIL7O6Gn6U0TZIFr~vqHAjkrZkMhtbxLkpQOv3Etz69Br0SuJihxd3zNG32Lc15cC-Kv67Cct9aDUvW5q2gFSe~MFRCr1IjDoBO8lRc9aSn~j4QLpu7zreV~QHRCEev~5Bm6RCCTDUwVVjMoKbu7H62WuFX9ukBXrlKy0L7jJTcutr~GLTF22wHhoQ__&Key-Pair-Id=KUT5TJCACFTXG","A legislator raised safety concerns after a recent rollover involving a truck carrying hydrochloric acid on New Mexico 28 and asked whether the Department of Transportation restricts hazardous‑materials movements. Representative Latta said the load posed risks near agricultural and residential areas and urged the department to consider designated routing.

Representative Latta described the incident: \"we had a truck turnover on New Mexico 28. It was clearing hydrochloric acid, and and that's not good.\" He said he had asked around and could not find an agricultural use for hydrochloric acid and asked whether the department could develop designated routes to keep such materials away from schools and populated areas.

A DOT official responded that New Mexico does not generally maintain designated hazardous routes except for radioactive materials, and that the Transportation Commission “has the sole and exclusive authority to allow or to provide for whip routes.” The DOT official said, “I don't know if, if a chemical like hydrochloric acid is fits that bill or not, but I can definitely look into that. And if that's the case, we probably just, combine it into our whip route designation.”

Why this matters: the committee heard that hazardous loads move through rural corridors that serve farms, schools and residential communities; lawmakers said a designated routing approach could reduce exposure and improve emergency response planning.

What was decided: DOT agreed to investigate whether hydrochloric acid and similar shipments should be covered by existing route designation authorities and to report back to the committee; no formal policy change or rulemaking was adopted during the hearing.

Ending: Lawmakers said they would follow up with DOT staff; DOT said it would explore the question and consider whether to pursue action through the Transportation Commission.","A lawmaker described a recent rollover of a truck carrying hydrochloric acid on NM‑28 and asked whether the state designates hazardous‑cargo routes; DOT staff said New Mexico lacks broad hazardous‑route designations (radioactive loads are an exception) and that the Transportation Commission controls \"whip route\" designations, and pledged to look","actionData","errors"]

Article not found

DOT outlines pavement-data system, preservation treatments and $250 million annual target to stabilize roads

State bridge inventory: nearly 3,760 bridges, inspection cadence and $1,166/sq ft replacement cost cited

Lawmakers ask DOT to review hazardous‑cargo routing after hydrochloric‑acid truck rollover