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NEW MEXICO

2019 ANNUAL REPORT
2019 New Mexico Highway Safety Improvement Program

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Table of Contents

Table of Contents.................................................................................................................................. 2

Disclaimer ............................................................................................................................................. 3

Executive Summary .............................................................................................................................. 4

Introduction ........................................................................................................................................... 6

Program Structure................................................................................................................................. 6

Program Administration..................................................................................................................... 6

Program Methodology ....................................................................................................................... 9

Project Implementation .......................................................................................................................15

Funds Programmed.........................................................................................................................15

General Listing of Projects ..............................................................................................................17

Safety Performance ............................................................................................................................21

General Highway Safety Trends......................................................................................................21

Safety Performance Targets............................................................................................................28

Applicability of Special Rules...........................................................................................................31

Evaluation ...........................................................................................................................................33

Program Effectiveness ....................................................................................................................33

Effectiveness of Groupings or Similar Types of Improvements .......................................................33

Project Effectiveness.......................................................................................................................38

Compliance Assessment.....................................................................................................................39
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Disclaimer

Protection of Data from Discovery Admission into Evidence

23 U.S.C. 148(h)(4) states “Notwithstanding any other provision of law, reports, surveys, schedules, 

lists, or data compiled or collected for any purpose relating to this section[HSIP], shall not be subject 

to discovery or admitted into evidence in a Federal or State court proceeding or considered for other 

purposes in any action for damages arising from any occurrence at a location identified or addressed 

in the reports, surveys, schedules, lists, or other data.”

23 U.S.C. 409 states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, 

or data compiled or collected for the purpose of identifying, evaluating, or planning the safety 

enhancement of potential accident sites, hazardous roadway conditions, or railway-highway 

crossings, pursuant to sections 130, 144, and 148 of this title or for the purpose of developing any 

highway safety construction improvement project which may be implemented utilizing Federal-aid 

highway funds shall not be subject to discovery or admitted into evidence in a Federal or State court 

proceeding or considered for other purposes in any action for damages arising from any occurrence 

at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.”
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Executive Summary

The Highway Safety Improvement Program (HSIP) report is an annual update prepared by the Statewide 

Planning Bureau (SPB) of the New Mexico Department of Transportation (NMDOT) Asset Management and 

Planning Division (AMPD). The 2019 HSIP Annual Report is based on the best and most recent available 

transportation safety data and information, including projects contained in the Federal Fiscal Year (FFY) 2018 

program. To facilitate a transparent stakeholder process, the NMDOT SPB, for infrastructure-related and noninfrastructure-related improvements, coordinates with internal and external safety partners in New Mexico 

through a comprehensive communication process. In the preparation of the Highway Safety Improvement 

Program (HSIP), the SPB is consistent with the Strategic Highway Safety Plan (SHSP), efforts related to the 

Highway Safety Plan (HSP), and the Commercial Vehicle Safety Plan (CVSP). This coordination helps to 

provide consistency of data presented in this report, integrated safety initiatives, consistent identification of 

performance trends, implementation of sound best safety practices, and facilitation of safety performance 

assessment. This coordinated safety planning effort allows NMDOT to allocate limited safety dollars to areas 

with the greatest safety needs and to effectively support NMDOT goals, safety strategies, and performance 

targets to reduce fatalities and serious injuries on the state transportation system.

Overall, in New Mexico, from 2014 to 2018 there was a 1.3 % increase in fatalities from 386 to 391. Suspected 

serious injuries (A) declined by 14.4% from 1,249 to 1,069 during the same reporting period.

With respect to the five-year rolling average for fatalities, from 2014 to 2018 there was a slight increase in the 

overall trend in fatalities. A comparison of annual values of the five-year rolling average indicates an increase 

of 5.5% in 2018 to 371.8 fatalities, compared to 352.4 fatalities in 2014. Suspected serious injuries (A) are on a 

downward trend in New Mexico for the past five years (2014 to 2018) with a reduction in the five-year rolling 

average from 1,563.6 to 1,186.6, a decrease of 24.1%.

Although the actual count of fatalities increased from 2014 to 2018, the rate of fatalities in New Mexico 

decreased in the same time period (preliminary estimate) from 1.520 to 1.413 fatalities per 100 million vehicle 

miles traveled (VMT), a reduction of 7.0%. Aiding this reduction is the increase in VMT when comparing 2014 

to 2018. The five-year rolling average declined from 1.388 to 1.347 fatalities per 100M VMT, or a reduction of 

3.0%.

The rate of serious injuries in New Mexico declined from 2014 to 2018 (preliminary estimate) from 4.298 to 

3.863 serious injuries per 100M VMT, or a reduction of 10.1%. The five-year rolling average for serious injuries 

declined from 6.160 to 4.299 serious injuries per 100M VMT, or a reduction of 30.2%.

Non-motorized fatalities and suspected serious injuries increased between 2014 and 2018 (preliminary 

estimate) from 198 to 207, an increase of 4.5% and an increase in the five-year rolling average of 19.4% 

(169.2 to 202.0).

In FFY 2018, NMDOT continued to make significant progress in successfully programming and obligating HSIP 

funds, as well as continued implementation of a process for funding and eliminating a backlog of projects for 

future years. This included programming of the completed Road Safety Audit (RSA) projects and 

countermeasure recommendations for projects that are in the HSIP annual program. In addition, NMDOT 

initiated a network screening effort for urban and rural NMDOT maintained non-interstate highways in 

FFY2018 to identify candidate projects with a high crash risk. The network screening effort, completed in 

FFY2019, also identified candidate sites for High Risk Rural Roads (HRRR) which will be programmed in 

future years. NMDOT is in the process of developing a comprehensive HSIP Database to track historic, current 

and future HSIP projects from inception to completion.

The most recent update of the NM Strategic Highway Safety Plan (SHSP) was approved and distributed to 

safety stakeholders in March 2017.
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In the summer of 2019, NMDOT completed an update of performance targets for each of the five core 

performance measures for fatalities (K), suspected serious injuries (A), fatality rate, suspected serious injury 

rate, and non-motorized fatalities and suspected serious injuries.

NMDOT is developing an HSIP Manual, scheduled for completion in late 2019. In 2017, NMDOT initiated a 

pilot effort to develop a Multi Objective Decision (MODA) Process for the prioritization of current HSIP projects. 

NMDOT anticipates refining this process for inclusion in the HSIP Manual under development.

To more effectively manage the NMDOT HSIP program in 2019, NMDOT continued to augment staff with 

consultant support.

Other accomplishments in FFY 2018 included continued improvements in crash data reporting and analysis, as 

evidenced by the improved level of detail and quality of data in this year’s report. Over the past several years, 

NMDOT, through its contract with the University of New Mexico (UNM) Geospatial and Population Studies 

Traffic Research Unit, made progress in the location of crashes, an improved ability to identify crash 

occurrence by functional class and ownership, and an ability to calculate, on a statewide basis, crash rates to 

assess trends for safety performance targets.

Local safety road and tribal projects are a key component in the HSIP, with $6,097,356.50 obligated for the 

FFY 2018 reporting period. The NMDOT HSIP Safety Program includes a more detailed and extensive 

analysis of safety performance, Emphasis Areas, and strategies planned in HSIP projects. The intent of this is 

to effectively reduce fatalities and severe crashes on all roads in New Mexico.
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Introduction

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of 

achieving a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 

148(h) and 23 CFR 924.15, States are required to report annually on the progress being made to 

advance HSIP implementation and evaluation efforts. The format of this report is consistent with the 

HSIP Reporting Guidance dated December 29, 2016 and consists of five sections: program structure, 

progress in implementing highway safety improvement projects, progress in achieving safety 

outcomes and performance targets, effectiveness of the improvements and compliance assessment.

Program Structure

Program Administration

Describe the general structure of the HSIP in the State. 

The NMDOT SPB continues to transition HSIP into a more data- and analysis-based program. In 2019, the 

SPB worked with consultants to complete a Highway Safety Manual (HSM)-based network screening analysis 

of the NMDOT maintained non-interstate rural and urban roadway network. The screening effort included a 

review of roadway segments, intersections, and pedestrian sites, in order to identify and rank sites with a 

statistically high need, based on the potential to reduce fatal and serious injury crashes. Working with NMDOT 

District stakeholders, the SPB identified sites with the highest potential need for safety improvements. Once 

the locations exhibiting this need are identified, an evidence-based diagnosis and countermeasure process will 

be followed. The SPB will work with NMDOT Districts and tribal and local public agencies to implement this 

process. The procedures to accomplish this will be included in the HSIP Manual that is under development. It 

is anticipated that this process will be fully online for FFY 2020.

The structure of the HSIP program is multidisciplinary and at various levels includes NMDOT, tribal and local 

agency stakeholders for those jurisdictions developing projects, with FHWA oversight as appropriate. The 

HSIP program is monitored by the NMDOT Safety Committee, which includes members from engineering, 

design, STIP, rail, and traffic from within NMDOT and the FHWA-NM Division office. The committee oversees 

project selection and allocation of funds to determine where the funds can be most efficiently utilized to 

optimize safety performance.

Where is HSIP staff located within the State DOT? 

 Other-Statewide Planning Bureau

The HSIP program is administered by the NMDOT Statewide Planning Bureau (SPB), which is located in 

Santa Fe.

How are HSIP funds allocated in a State? 

• Other-General Office review and approval from the NMDOT Safety Committee

Over the past year, the NMDOT SPB made substantial efforts to allocate funds using a data-driven process to 

identify safety needs. Consistent with procedures outlined in Part B of the AASHTO Highway Safety Manual , 

the SPB is adopting a safety management process, with the first step to conduct network screening to identify 
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locations of safety concern. From the network screening process, identified candidate locations will be 

advanced for further study. If a site indicates a high safety need it can be developed as an HSIP funded 

project. If the HSIP is overprogrammed, NMDOT developed a Multi Objective Decision Analysis (MODA) 

process to more efficiently allocate funds and help investigate needs on a more comprehensive basis. This 

process includes quantitative and qualitative measures to support the prioritization of project locations that 

demonstrate a high safety need. To document the Safety Management Process, the SPB is also working on an 

HSIP Manual.

Describe how local and tribal roads are addressed as part of HSIP. 

Under the NM HSIP program all public roadways are eligible for participation. For the HSIP program covered in 

this reporting period (FFY 2018), 17.3% of NM HSIP funds are obligated for local/tribal road projects, and 

82.7% are obligated for Statewide DOT projects. The majority of the HSIP projects in the HSIP Program for 

FFY 2018 were approved by the Safety Committee based on applications and/or RSA reports.

In general, these applications were reviewed and, if approved, were prioritized by the NMDOT Safety 

Committee, independent of project jurisdiction - proposed HSIP projects on local and tribal maintained 

roadways were considered in the same manner as proposed projects on NMDOT roads.

Identify which internal partners (e.g., State departments of transportation (DOTs) 

Bureaus, Divisions) are involved with HSIP planning. 

• Design

• Governors Highway Safety Office

• Local Aid Programs Office/Division

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

• Other-NMDOT Districts

• Other-Statewide Planning Bureau

The primary policy decision-maker that oversees HSIP planning and policy development is the NMDOT Safety 

Committee. The committee is composed of voting members representing Design and Construction, Asset 

Management and Planning Division, the Modals Division, as well as advisory members from FHWA-NM, the 

Statewide Transportation Improvement Program Unit, relevant Technical Groups and Rail. The Safety 

Committee reviews all applications to ensure a proposed project is consistent with the SHSP and will 

contribute to achievement of NMDOT safety targets. Local stakeholders are required to verify their support for 

a project. An NMDOT district must verify that a proposed project meets the HSIP eligibility requirements and is 

consistent with the NMDOT STIP and scheduling considerations.

Describe coordination with internal partners. 

The NMDOT Safety Committee meets monthly to review the HSIP, and confirm the program is meeting the 

goals and objectives of the NM SHSP and safety targets. The Safety Committee is composed of the following 

voting and advisory members:

Voting members:

• Design and Construction Director 
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• Asset Management and Planning Division Director 

• Modals Division Director 

Advisory members:

• HSIP Coordinator 

• FHWA-NM Safety 

• STIP Unit 

• Technical Groups 

• Rail Bureau Chief 

The HSIP Coordinator also interacts closely with the three NMDOT Regional Design Centers to coordinate 

project tracking and oversight needs. In addition, the HSIP Coordinator, in overseeing the SHSP, liaisons 

closely with NMDOT Traffic Safety Division (in the Modals Division) which is responsible for the NMDOT 

Highway Safety Plan (HSP). The Modals Division Director is the NM representative to the Governor's Highway 

Safety Commission.

Identify which external partners are involved with HSIP planning. 

• Academia/University

• FHWA

• Law Enforcement Agency

• Local Government Agency 

• Local Technical Assistance Program

• Regional Planning Organizations (e.g. MPOs, RPOs, COGs)

• Tribal Agency

• Other-Regional Transportation Planning Organizations

In the last several years, NMDOT has made efforts to engage local agencies such as Metropolitan Planning 

Organizations (MPOs), Regional Transportation Planning Organizations (RTPOs), and tribal agencies in SHSP 

safety planning and development, and the setting of annual safety targets. The MPOs are involved in safety 

target setting and for the past two years, the MPOs have adopted the NMDOT safety targets.

Describe coordination with external partners. 

All of the external partners listed in the previous question may be involved in the coordination process, 

particularly for conducting Road Safety Audits or Assessments (RSAs). Examples include data collection from 

local law enforcement, data management by academia such as the University of New Mexico. Typically, as a 

part of RSAs, local partners are also involved in identifying location specific phenomena, lending their expertise 

and insights to safety related issues, as well as development of safety diagnosis and countermeasures. 

NMDOT finds local expertise invaluable when considering safety issues and needs, the identification of 

lessons learned related to the implementation of countermeasures, and identification of context sensitive 

issues whether they are cultural or behavioral.

Describe other aspects of HSIP Administration on which the State would like to 

elaborate. 

The NMDOT made significant progress in 2016-2019 to program and obligate HSIP funds and to provide a 

systematic process for funding a backlog of projects. This includes maintenance of a structured list of RSAs 
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planned and performed that will be used for future projects. As described above, the SPB implemented a 

comprehensive and organized process of communication with internal and external stakeholders.

Program Methodology

Does the State have an HSIP manual or similar that clearly describes HSIP planning, 

implementation and evaluation processes?

No

Currently, an HSIP Manual is under development with completion anticipated in late 2019. This manual will 

serve as a guide for the execution and conduct of the HSIP program in the coming years to ensure consistency 

with the SHSP, best practices, and other safety initiatives.

Select the programs that are administered under the HSIP. 

• HRRR

• Roadway Departure

• Sign Replacement And Improvement

The programs listed are based on safety concerns identified in the SHSP and by stakeholders as a safety 

need.

Program: HRRR

Date of Program Methodology:9/30/2018

What is the justification for this program? 

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal crashes only Traffic 

Volume 

Functional classification 

Other-Rural area 

What project identification methodology was used for this program? 

• Crash rate

Are local roads (non-state owned and operated) included or addressed in this 

program? 

Yes
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Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation? 

• Other-NMDOT Safety Committee

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4). 

Relative Weight in Scoring 

Available funding:100

Total Relative Weight:100

This program addresses an SHSP priority to reduce the severity of high-risk rural road fatalities and serious 

injuries.

Program: Roadway Departure

Date of Program Methodology:9/30/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes 

Fatal and serious injury crashes only 

Traffic 

Lane miles 

Functional classification 

Roadside features 

What project identification methodology was used for this program? 

• Crash frequency

• Other-Crash severity

Are local roads (non-state owned and operated) included or addressed in this 

program? 

Yes
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Are local road projects identified using the same methodology as state roads? 

Yes

How are projects under this program advanced for implementation? 

• Other-NMDOT Selection Committee

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4). 

Relative Weight in Scoring 

Available funding:100

Total Relative Weight:100

This program addresses an SHSP Emphasis Area. This emphasis area had the highest ranking of all SHSP 

emphasis areas and largest frequency of fatal (F) and serious crashes (A). Projects in this program clearly 

address the SHSP and HSIP objective to reduce the frequency and severity of crashes.

Additional comment for the “How are projects under this program advanced for implementation” section:

For historical projects advanced for implementation and inclusion in the Roadway Departure program, NMDOT 

issues a call for projects to Districts. Based on responses, then a list of those projects is reviewed and 

compiled. NMDOT submits the list to the FHWA Division Office for review/approval. The projects approved by 

this process are advanced for implementation. Starting in 2019, NMDOT has adopted a network screening 

process to identify projects.

Program: Sign Replacement And Improvement

Date of Program Methodology:9/30/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Other-Based on need to maintain minimum sign retroreflectivity for signs

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal and serious injury crashes only Traffic Functional classification 
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What project identification methodology was used for this program? 

• Other-Reduction in total crashes

Are local roads (non-state owned and operated) included or addressed in this 

program? 

No

Are local road projects identified using the same methodology as state roads? 

How are projects under this program advanced for implementation? 

• Other-NMDOT Safety Committee

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Relative Weight in Scoring 

Available funding:100

Total Relative Weight:100

In recent years with the retroreflectivity requirements for signs contained in the MUTCD, there has been an 

increased emphasis on maintaining signs to minimum levels of retroreflectivity to address driver visibility needs 

particularly at night and in inclement weather. Sign replacement and improvement leads to better conspicuity 

and legibility of information provided to drivers.

Additional comment for the “How are projects under this program advanced for implementation” section:

For projects advanced for implementation and inclusion in the Sign Replacement and Improvement program, 

NMDOT issues a call for projects to Districts. Based on responses, then a list of those projects is reviewed and 

compiled. NMDOT submits the list to the FHWA Division Office for review/approval. The projects approved by 

this process are advanced for implementation.

What percentage of HSIP funds address systemic improvements? 

 12.7

 HSIP funds are used to address which of the following systemic improvements? 

• Other-Pedestrian Safety

According to Fatality Analysis Reporting System (FARS), in 2017 pedestrians in New Mexico accounted for 

nearly 20% of all motor vehicle related fatalities, about 25% higher than national statistics. Preliminary 2018 

data shows that New Mexico has a pedestrian fatality rate of 2.26 fatalities per 100,000 population, which is 

the highest of all states. 
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In 2016 through 2018, New Mexico pedestrian fatalities and serious injuries continued an upward trend 

compared to prior years. Due to the high number of injuries and fatalities, FHWA designated the State of New 

Mexico and the City of Albuquerque as a Pedestrian Focus State and Focus City, respectfully.

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

To support the process of identifying sites as an initial step of the crash analysis process, NMDOT completed a 

network screening process to identify high crash locations for the state maintained non-interstate system. This 

effort, using Highway Safety Manual Part B, Chapter 4 performance measures, provides a list of sites based on 

several screening methods: Excess Expected Average Crash Frequency with Empirical Bayes (EB) 

Adjustments for segments and crash frequency for intersections and pedestrian segments. Using these 

screening methods facilitates a more focused, efficient location of sites with the greatest potential to reduce 

fatalities and serious injuries. This approach supports the diagnosis of crash patterns, countermeasure 

development, and ultimately the development of projects using a data driven approach based on crash data.

The pedestrian safety projects in the FFY 2018 HSIP program focus on countermeasures related to network 

screening to identify high pedestrian crash sites. These projects include improving training of law enforcement 

officers related to crash reporting, improvement of crash system management, system planning, and 

intersection improvements that enhance pedestrian safety.

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

Describe how the State HSIP considers connected vehicles and ITS technologies. 

The NMDOT HSIP includes five ITS projects in the FFY 2018 program. The HSIP funds obligated for these 

projects is $6,754,764.66.

At this time the HSIP program does not consider safety initiatives related to connected vehicle technologies.

Does the State use the Highway Safety Manual to support HSIP efforts? 

Yes

Please describe how the State uses the HSM to support HSIP efforts. 

HSM methods are used to develop an enhanced safety analysis process consistent with approaches outlined 

in Part B. The network screening effort completed to-date identifies high-risk segments, intersections, and 

pedestrian crash sites for the entire NMDOT non-interstate state roadway network in rural and urban areas. 

The network screening method used was the sliding window approach. Safety performance functions were 

developed for groups for roadway geometries and Empirical Bayes (EB) methods were applied to calculate the 

expected crash frequency as part of the screening analysis. For roadway segments, sites will then be ranked 
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based on the difference between the expected and predicted average crash frequency. The product from this 

ranking is a list of high crash sites that can be used to develop HSIP projects in future years. A similar list of 

high crash intersections and pedestrian sites have been prepared based on HSM Part B methods using a 

frequency-based method as the performance measure.

Describe other aspects of the HSIP methodology on which the State would like to 

elaborate. 

NMDOT is currently working on the development of an HSIP Guide which is scheduled to be completed late in 

late 2019. Over the past year there has been internal discussions on the design and conduct of the HSIP 

program which has helped create an awareness of safety needs and long-term goals.
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Project Implementation

Funds Programmed

Reporting period for HSIP funding. 

Federal Fiscal Year

FFY 2018

Enter the programmed and obligated funding for each applicable funding category. 

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $55,450,547 $27,943,137 50.39%

HRRR Special Rule (23 

U.S.C. 148(g)(1))

$3,729,366 $2,169,230 58.17%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$5,457,797 $5,045,569 92.45%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $64,637,710 $35,157,936 54.39%

Notes:

1. Funding categories that have $0 inputs had no funds programmed or obligated.

2. In some years, it is possible for some funding categories to have an obligated amount that is higher than the 

programmed amount. This is partially due to the fact that a project obligated in a prior fiscal year required a bid 

or letting adjustment in the following FFY, thus additional funds could have been obligated in the following FFY.

3. Source: 2018 HSIP projects list XLS file received dated 7/9/2019 - includes changes made to 6 of the 

project's obligated/programmed amounts that were made on 9/23/2019.

How much funding is programmed to local (non-state owned and operated) or tribal 

safety projects?

$10,417,821

How much funding is obligated to local or tribal safety projects? 

$6,097,356

None
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How much funding is programmed to non-infrastructure safety projects? 

$2,544,805

How much funding is obligated to non-infrastructure safety projects? 

$2,098,177

The five projects identified as non-infrastructure projects that are funded with HSIP funds are related to: Traffic 

Records Coordination, training of law enforcement officers to improve crash reporting and investigation, 

continued implementation of the E-Citation use, statewide traffic count data, and continued 

development/execution of statewide safety planning efforts.

How much funding was transferred in to the HSIP from other core program areas 

during the reporting period under 23 U.S.C. 126? 

0%

How much funding was transferred out of the HSIP to other core program areas during 

the reporting period under 23 U.S.C. 126? 

0%

No transfers made.

Discuss impediments to obligating HSIP funds and plans to overcome this challenge in 

the future. 

In some instances, project development and delivery took longer than originally anticipated which affected 

timing for obligation of funds for projects. It is anticipated that improvements in project scoping can help 

mitigate this issue.

Describe any other aspects of the State’s progress in implementing HSIP projects on 

which the State would like to elaborate. 

To augment efforts for the HSIP program and annual report preparation, NMDOT continues to add consultant 

support.
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General Listing of Projects

List the projects obligated using HSIP funds for the reporting period. 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

SEC 164 Noninfrastructure Data/traffic 

records

Traffic 

Records

$355151 $400000 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 State 

Highway 

Agency

Data-related Data

US54 

(TUCUMCARI) 

PROJECT 1

Roadway Roadway - other 1.47000000000003 Miles $26100 $26100 Penalty 

Funds (23 

U.S.C. 164)

N/A Principal ArterialOther12,313 40 State 

Highway 

Agency

Spot Roadway 

Reconstruction

RATON PASS 

PROJECT 2

Roadway Roadway - other 6.55000000000001 Miles $3092737 $3092737 Penalty 

Funds (23 

U.S.C. 164)

N/A Principal ArterialInterstate10,333 65 State 

Highway 

Agency

Spot Roadway 

Reconstruction

SAFETY 

SERVICES

Noninfrastructure Data/traffic 

records

Data 

Analysis

$264127.47 $294805 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 State 

Highway 

Agency

Data-related Data

UCR TRAINING Noninfrastructure Enforcement Training for 

enforcement

$27000 $30000 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 State 

Highway 

Agency

Data-related Data

I-40 over 

Manuelito Canyon

Roadway Roadway - other 1 Bridge $138155 $138155 Penalty 

Funds (23 

U.S.C. 164)

N/A Principal ArterialInterstate19,863 75 State 

Highway 

Agency

Spot Unknown

STATEWIDE Noninfrastructure Data/traffic 

records

Training for 

enforcement

$1001898.6 $1320000 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 State 

Highway 

Agency

Data-related Data

NM 170 Roadway Pavement 

surface - 

miscellaneous

6 Miles $140400 $156000 Penalty 

Funds (23 

U.S.C. 164)

N/A Principal ArterialOther3,646 55 State 

Highway 

Agency

Spot Unknown

NM 117 Roadway Pavement 

surface - high 

friction surface

6 Miles $378048.5 $1086040 HRRR

Special Rule 

(23 U.S.C. 

148(g)(1))

N/A Major Collector 273 55 State 

Highway 

Agency

Spot Roadway 

Departure

NM 173 Safety 

Improvements

1.5 Miles $57550.86 $70000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

N/A Major Collector 1,654 55 State 

Highway 

Agency

Spot Unknown

CHERRY LANE 

RR CROSSING 

#020014M

Railroad grade 

crossings

0.1 Miles $65993 $73326 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

N/A Local Road or 

Street

471 30 County 

Highway 

Agency

Spot Unknown

NM 434 

Signing/Guardrail 

Project

Roadway signs 

and traffic 

control

Sign sheeting - 

upgrade or 

replacement

17.2 Miles $1321574.84 $2000000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

N/A Major Collector 1,172 45 State 

Highway 

Agency

Spot Roadway 

Departure
2019 New Mexico Highway Safety Improvement Program

Page 18 of 45

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

N. Roosevelt Rd 

Rail Crossing

Railroad grade 

crossings

Railroad grade 

crossing gates

0.01 Intersections $346063.5 $500000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

N/A Local Road or 

Street

92 County 

Highway 

Agency

Spot Railroad

Exit 85 

Interchange 

Lighting-Deming

Lighting Site lighting - 

interchange

1 Miles $542219.03 $800000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther2,890 35 State 

Highway 

Agency

Spot Intersections

NM 333 & 

PATRICIO 

GARCIA 

SHOULDER 

CROSSING 

IMPROVEMENTS 

- FROM 

PATRICIO 

GARCIA RD @ 

CAMINO 

MUNICIPAL

Pedestrians and 

bicyclists

Miscellaneous 

pedestrians and 

bicyclists

Pedestrian 

Walkway

$70200 $78000 HSIP (23 

U.S.C. 148)

N/A Major Collector 9,093 50 State 

Highway 

Agency

Spot Pedestrians

RACETRACK 

DRIVE TO ROSS 

ROAD

Roadway Roadway 

widening - add 

lane(s) along 

segment

2.3 Miles $244759.31 $0 HSIP (23 

U.S.C. 148)

N/A Minor Arterial 9,335 40 State 

Highway 

Agency

Spot Turning, 

Pedestrians

RIO GRANDE 

BLVD 

INTERSECTION 

IMPROVEMENTS

Intersection 

geometry

Intersection 

geometry - other

1 Intersections $1584000 $1760000 HSIP (23 

U.S.C. 148)

N/A Minor Arterial 14,732 35 City or 

Municipal 

Highway 

Agency

Spot Intersections

COMMUTER 

RAIL: Phase II 

ISLETA PUEBLO 

QUIET ZONE - 

NM 314 Widening 

at NM 147

Roadway Roadway 

widening - add 

lane(s) along 

segment

1 Intersections $855000 $1184495 HSIP (23 

U.S.C. 148)

N/A Minor Arterial 4,761 50 Indian Tribe 

Nation

Spot Railroad

TRAFFIC COUNT 

DATA 

COLLECTION

Noninfrastructure Data/traffic 

records

1 Traffic Count 

Data

$450000 $500000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Data-related Data

ZUNI RD 

IMPROVEMENTS

Pedestrians and 

bicyclists

Modify existing 

crosswalk

1 Intersections $2700000 $3643000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther15,274 30 City or 

Municipal 

Highway 

Agency

Spot Pedestrians

NM 68 - Taos 

Urban

Roadway Roadway - other 1.08 Miles $3497393 $24236301 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther20,057 35 State 

Highway 

Agency

Spot Unknown

SUNSET RD SW 

ROADWAY AND 

SAFETY 

IMPROVEMENTS

Pedestrians and 

bicyclists

Install sidewalk Miles $450000 $3150000 HSIP (23 

U.S.C. 148)

N/A Major Collector 5,206 25 City or 

Municipal 

Highway 

Agency

Spot Pedestrians
2019 New Mexico Highway Safety Improvement Program

Page 19 of 45

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

I-40 Roadside Barrier- metal 91.4 Miles $601906.8 $677000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate0 State 

Highway 

Agency

Spot Roadway 

Departure

Agua Fria 

St./Cottonwood 

Drive Intersection

Intersection 

geometry

Intersection 

geometry - other

Intersections $96300 $107000 HSIP (23 

U.S.C. 148)

N/A Minor Arterial 4,706 City or 

Municipal 

Highway 

Agency

Spot Intersections

I-10 Corridor 

Pavement 

Preservation: 

BETWEEN 

DEMING AND 

LAS CRUCES

Roadside Barrier- metal 24.8 Miles $587197.66 $877840 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate22,422 75 State 

Highway 

Agency

Spot Roadway 

Departure

PROJECT IS 

LOCATED JUST 

SOUTH OF 

CUBA, NM ON 

US 550.

Roadside Fencing 4.5 Miles $1478488.13 $400000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther5,244 70 State 

Highway 

Agency

Spot Animals

Dust Storm 

Project Phase II

Shoulder 

treatments

Widen shoulder - 

paved or other

20 Miles $1196699.74 $2000000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate14,505 75 State 

Highway 

Agency

Spot Roadway 

Departure

NM 314 & 

COURTHOUSE 

RD 

INTERSECTION 

IMPROVEMENTS

Intersection 

geometry

Intersection 

geometry - other

0.6 Miles $508197.46 $600000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther11,737 35 State 

Highway 

Agency

Spot Turning

Guardrail 

Upgrades on US 

70

Roadside Barrier- metal 12 Miles $657064.58 $800000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther14,770 75 State 

Highway 

Agency

Spot Roadway 

Departure

Guardrail 

Upgrade Safety 

Project

Roadside Barrier- metal 55.9 Miles $3355904 $3728783 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther6,122 70 State 

Highway 

Agency

Spot Roadway 

Departure

Dust Storm 

project-ITS 

portion

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

25 Miles $2689076.79 $3000000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate14,505 75 State 

Highway 

Agency

Spot Unknown

I-10 Seed Project Roadway Roadway - other 134 Miles $40500 $45000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate0 75 State 

Highway 

Agency

Spot Unknown

NM 599 & 

Intersection with 

Via Veteranos

Intersection 

geometry

Intersection 

geometry - other

1 Intersections $425863.39 $500000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther14,727 55 State 

Highway 

Agency

Spot Intersections

Cannon AFB Turn 

Lane Project

Intersection 

geometry

Auxiliary lanes - 

add acceleration 

lane

1.40000000000003 Miles $3635977.92 $4395000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther3,093 65 State 

Highway 

Agency

Spot Intersections
2019 New Mexico Highway Safety Improvement Program

Page 20 of 45

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Sign Replacement 

US 380

Roadway signs 

and traffic 

control

Sign sheeting - 

upgrade or 

replacement

40 Miles $282600 $314000 HSIP (23 

U.S.C. 148)

N/A Minor Arterial 2,199 65 State 

Highway 

Agency

Spot Unknown

Panel Sign 

Replacement

Roadway signs 

and traffic 

control

Sign sheeting - 

upgrade or 

replacement

20.5 Miles $53421.54 $103806 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate38,471 75 State 

Highway 

Agency

Spot Unknown

US 60 Sign and 

Post Replacement

Roadway signs 

and traffic 

control

Sign sheeting - 

upgrade or 

replacement

22 Miles $121401 $134890 HSIP (23 

U.S.C. 148)

N/A Minor Arterial 2,583 55 State 

Highway 

Agency

Spot Unknown

US 60/84 Sign 

Replacement

Roadway signs 

and traffic 

control

Sign sheeting - 

upgrade or 

replacement

51 Miles $102578 $300432 HSIP (23 

U.S.C. 148)

N/A Principal ArterialOther3,924 65 State 

Highway 

Agency

Spot Unknown

ITS Bureau Fiber 

Network

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

21 Miles $1350000 $1500000 HSIP (23 

U.S.C. 148)

N/A Multiple/Varies 0 State 

Highway 

Agency

Spot Unknown

I-25/SOCORRO 

INTERCHANGE 

LIGHTING

Lighting Site lighting - 

interchange

0.899999999999977 Miles $366389.59 $615000 HSIP (23 

U.S.C. 148)

N/A Principal ArterialInterstate8,089 75 State 

Highway 

Agency

Spot Intersections

1. Speed Limit, AADT, Functional Class data are based on the best available information. 

2. In the case that a project included multiple routes, which can lead to multiple functional classes, the higher functional class was applied, assuming the data was provided.

3. Programmed costs from 2018 were inserted into the “Total Project Cost ($)” column. This was done because the template for Q29 does not distinguish between programmed and obligated.

4. The Online Reporting Tool will not accept answers of "NA" or "Varies". Some columns (Speed Limit, AADT, Functional Class) have inputs that vary. A corridor or systemic project can have these types of features change throughout the 

project. Since the ORT will not accept these 'umbrella' answers, the cells were left blank on purpose.
2019 New Mexico Highway Safety Improvement Program

Page 21 of 45

Safety Performance

General Highway Safety Trends

Present data showing the general highway safety trends in the State for the past five 

years.

PERFORMANCE 

MEASURES 2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatalities 349 350 366 311 386 298 405 379 391

Serious Injuries 1,922 1,709 1,624 1,314 1,249 1,329 1,153 1,133 1,069

Fatality rate (per 

HMVMT)

1.381 1.365 1.432 1.240 1.520 1.090 1.452 1.277 1.413

Serious injury rate (per 

HMVMT)

7.605 6.663 6.353 5.238 4.928 4.844 4.135 3.817 3.863

Number non-motorized 

fatalities

41 46 68 55 78 62 81 81 93

Number of nonmotorized serious 

injuries

118 111 89 120 120 155 110 116 110

non-motorized fatalities 

and serious injuries

159 157 157 175 198 217 191 197 207
2019 New Mexico Highway Safety Improvement Program

Page 22 of 45

0

50

100

150

200

250

300

350

400

450

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2019 New Mexico Highway Safety Improvement Program

Page 23 of 45

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

2010 2011 2012 2013 2014 2015 2016 2017 2018

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2019 New Mexico Highway Safety Improvement Program

Page 24 of 45

Fatalities Data Source (2009-2017): FARS Query using Person Type: All and Injury Severity: (4) Fatal Injury

Fatalities Data Source (2018): Performance Measure (PM) Target Report – PM 1 2020 Safety Targets; dated 

August 15, 2019; received from Jessica Griffin/NMDOT. This is a different data source for fatalities because 

FARS does not have 2018 values listed at the time of filling out the report.

0

50

100

150

200

250

2010 2011 2012 2013 2014 2015 2016 2017 2018

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.

0

50

100

150

200

250

2010 2011 2012 2013 2014 2015 2016 2017 2018

non-motorized fatalities and serious injuries

non-motorized fatalities and serious injuries 5 Year Rolling Avg.
2019 New Mexico Highway Safety Improvement Program

Page 25 of 45

A-Injury Data Source (2009-2018): Performance Measure (PM) Target Report – PM 1 2020 Safety Targets; 

dated August 15, 2019; received from Jessica Griffin/NMDOT

Non-motorized Fatalities Data Source (2009-2017): FARS Query using Person Type: (5) Pedestrian, (6) 

Bicyclist, (7) Other cyclist, and (8) Persons on Personal Conveyances.

Non-motorized Fatalities Data Source (2018): NMDOT highway crash database.

Non-motorized A-injuries Data Source (2009-2018): NMDOT state motor vehicle crash database.

Describe fatality data source. 

FARS

Depending on the particular fatality data characteristics needed, the fatality data for 2018 is from the NMDOT 

motor vehicle crash database or the Performance Measure (PM) Target Report. The FARS database could not 

be used because FARS did not have 2018 values listed when this report was prepared.

To the maximum extent possible, present this data by functional classification and 

ownership. 

Year 2018

Functional 

Classification

Number of Fatalities

 (5-yr avg)

Number of Serious 

Injuries

 (5-yr avg)

Fatality Rate

(per HMVMT)

 (5-yr avg)

Serious Injury Rate

(per HMVMT)

 (5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

53.4 77.8 1.12 1.63

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

56.8 83.2 1.26 1.85

Rural Minor Arterial 26.6 50.2 1.13 2.12

Rural Minor Collector 8.4 10 1.41 1.66

Rural Major Collector 35.8 63.4 2.02 3.58

Rural Local Road or 

Street

24.8 45.8 0.54 0.99

Urban Principal 

Arterial (UPA) - 

Interstate

31.6 113.8 1.16 4.17

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

0.8 4.6 0.59 3.53
2019 New Mexico Highway Safety Improvement Program

Page 26 of 45

Functional 

Classification

Number of Fatalities

 (5-yr avg)

Number of Serious 

Injuries

 (5-yr avg)

Fatality Rate

(per HMVMT)

 (5-yr avg)

Serious Injury Rate

(per HMVMT)

 (5-yr avg)

Urban Principal 

Arterial (UPA) - Other

86.2 444.6 2.77 14.28

Urban Minor Arterial 21.4 137.4 1.54 9.86

Urban Minor Collector 2 11 0.93 5.15

Urban Major Collector 12 65.6 1.31 7.18

Urban Local Road or 

Street

9.6 75 1.42 11.09
2019 New Mexico Highway Safety Improvement Program

Page 27 of 45

Year 2018

Roadways Number of Fatalities

 (5-yr avg)

Number of Serious 

Injuries

 (5-yr avg)

Fatality Rate

(per HMVMT)

 (5-yr avg)

Serious Injury Rate

(per HMVMT)

 (5-yr avg)

State Highway 

Agency

265.8 647 1.59 3.88

County Highway 

Agency

39.4 127.2 1.03 3.41

Town or Township 

Highway Agency

0 0 0 0

City or Municipal 

Highway Agency

61 405 1.14 7.57

State Park, Forest, or 

Reservation Agency

0 0 0 0

Local Park, Forest or 

Reservation Agency

0 0 0 0

Other State Agency 0 0 0 0

Other Local Agency 0 0 0 0

Private (Other than 

Railroad)

0.2 0.4 0 0

Railroad 0 0 0 0

State Toll Authority 0 0 0 0

Local Toll Authority 0 0 0 0

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

0 0 0 0

Indian Tribe Nation

Indian Tribe 

Nation/Bureau of 

Indian Affairs

2.6 1.8 0.4 0.28

BIA/Tribal

In the 2019 FHWA Annual Report, the 2018 preliminary crash data was used.

Differing entries exist for Functional Class in FARS, HPMS, and NMDOT crash data. This leads to 

inconsistencies in comparison and analysis of data.

An input of zero in all four performance measure columns is assigned to any ownership or functional class 

category not used.
2019 New Mexico Highway Safety Improvement Program

Page 28 of 45

Note for the 'Ownership' inputs: Federal Agency is not reported due to the following: National Park Service 

does not report any crashes to NMDOT, and neither US Forest Service nor NMDOT Game and Fish has a 

data base for crashes.

Provide additional discussion related to general highway safety trends. 

See inputs in the comments section for each performance target.

Safety Performance Targets

Safety Performance Targets 

Calendar Year 2020 Targets *

Number of Fatalities:401.9

Describe the basis for established target, including how it supports SHSP goals.

Although five-year average fatalities rose by a moderate 2.4 percent between 2013 and 2017, 

preliminary and projected data indicate that fatalities will increase by about 13 percent between 2017 

and 2020. Fatalities involving SUVs, pickup trucks and pedestrians are increasing and in 2018, 

accounted for 51.4 percent of all crash fatalities. Given the prevalence of SUV and pickup truck 

ownership, and projected increase in fatalities overall, the five-year average projection of 401.9 is 

determined to be the 2020 target.

Number of Serious Injuries:1074.2

Describe the basis for established target, including how it supports SHSP goals.

Five-year average serious injuries are projected to fall by about 7.5 percent between 2017 and 2019, 

and the State anticipates a continued reduction in serious injuries in 2020. The five-year average 

projection of 1,074.2 is the 2020 target.

Fatality Rate:1.429

Describe the basis for established target, including how it supports SHSP goals.

Although five-year average fatalities are expected to increase in 2020 from 2017, VMT is also 

expected to rise, thus the projected five-year average of 1.429 is the 2020 target.

Serious Injury Rate:3.820

Describe the basis for established target, including how it supports SHSP goals.

Five-year average serious injury rates are projected to continue falling, thus the five-year average 

projection of 3.820 is the 2020 target.

Total Number of Non-Motorized Fatalities and Serious Injuries:204.0
2019 New Mexico Highway Safety Improvement Program

Page 29 of 45

Describe the basis for established target, including how it supports SHSP goals.

Five-year average non-motorized fatalities and serious injuries are projected to rise by about 5 

percent over the next three years. The five-year average projection of 204.0 is the 2020 target.

The New Mexico Department of Transportation (NMDOT) Statewide Planning Bureau (SPB) is responsible for 

coordinating the setting of Performance Measure targets.

The NMDOT undertook a coordinated effort with the Metropolitan Planning Organizations (MPOs), the HSP 

team and other stakeholders to set the targets.

1. Numerous internal meetings took place in winter of 2019 between the NMDOT Statewide Planning Bureau 

(SPB) and Traffic Safety Division, which is responsible for the HSP, to review and analyze crash data and 

trends. NMDOT contracts with the University of New Mexico (UNM) to maintain the state’s crash database.

2. On May 21, 2019, the NMDOT Safety Division held a meeting to discuss and adopt the targets required in 

the HSP.

3. On June 7, 2019, SPB staff emailed a draft of this report, outlining the adopted state PM1 targets, to the 

MPOs for review and comments. Santa Fe, El Paso and Mid Region MPOs responded that they supported the 

targets. The other MPOs did not submit a response.

4. On July 19, 2019, the NMDOT Safety Committee reviewed and approved the 2020 Safety Targets as 

outlined in this report. These targets will be reported in the 2019 HSIP Annual Report.

5. The MPOs have until February 27, 2020 to adopt the NMDOT PM 1 targets or set their own quantifiable 

targets.

In setting the FFY2019 safety performance targets, NMDOT and stakeholders did not rely solely on the data 

projections, but used the data in combination with their discussions regarding other relevant factors and their 

assessment of the potential safety impacts of various strategies and projects. NMDOT worked with UNM to 

determine methodologies and assumptions required to set the targets. These are as follows:

• NMDOT uses Excel to plot a linear best fit line based on 5-years of actual data to project for future years.

NMDOT 2020 PM 1 Targets Report – 7/19/19 FINAL Page 2 of 4

• Vehicle Miles Travelled (VMT) - The Annual VMT for 2017 is from the FHWA Highway Statistics Series 

(https://www.fhwa.dot.gov/policyinformation/statistics/2017/pdf/vm2.pdf). The preliminary Annual VMT for 2018 

is provided by the NMDOT Asset Management and Planning Division, Data Management Bureau. Please note 

that the VMT includes all interstate ramps.

• Crash Data - 2017 is finalized, 2018 is preliminary.

Describe efforts to coordinate with other stakeholders (e.g. MPOs, SHSO) to establish 

safety performance targets. 

As part of the process of establishing safety performance targets, in 2019 there was a half-day workshop 

presenting relevant considerations such as past performance, current trends -nationally/statewide/locally, and 

anticipated future trends in safety performance related to the five performance measures. These were 

discussed in detail and stakeholders discussed their experiences related to the process to determine the safety 

targets for 2020.

Does the State want to report additional optional targets? 

No

Consistent with the SHSP, the NMDOT will continue to focus on reducing fatalities and serious injuries in New 

Mexico, with consideration of guidance provided by the FHWA, and federal legislation.
2019 New Mexico Highway Safety Improvement Program

Page 30 of 45

Describe progress toward meeting the State’s 2018 Safety Performance Targets (based 

on data available at the time of reporting). For each target, include a discussion of any 

reasons for differences in the actual outcomes and targets. 

NMDOT’s safety targets were established based on a series of meetings with the SPB and Traffic Safety 

Bureau. The state set annual targets for five performance measures and they were formally adopted on August 

1, 2017:

1. Number of Total Fatalities

2. Number of Serious Injuries

3. Fatalities per 100 million vehicle miles travelled (VMT) or fatality rate

4. Serious Injuries per 100 million VMT or serious injury rate

5. Number of Non-motorized Fatalities and Serious Injuries

Progress in terms of meeting the forecasted targets is described. The measure used to describe progress is 

the Five-Year Moving Average.

1. Number of Total Fatalities. The 2018 forecast target for fatalities was 364.1 and the actual Five-Year Moving 

Average for 2018 (based on preliminary NMDOT data) was 371.8. The actual 2018 value compared to the 

forecast target in 2017 was an increase of 2.1 percent. A sizable amount of this increase can likely be 

attributed to an increase in travel, which has occurred statewide. NMDOT uses a linear best fit model of crash 

data as the primary tool to plot data for future years and this does not consider travel changes.

2. Number of Serious Injuries. The 2018 forecast target for total serious injuries was 1,219.4 and the actual 

Five-Year Moving Average for 2018 (based on preliminary NMDOT data) was 1,186.6. The actual value for 

2018 compared to the forecast target in 2017 was a decrease of 2.7 percent. This decrease represents a very 

positive trend that continues for decreases in total Serious Injures in New Mexico. 

3. Fatalities per 100 million vehicle miles travelled (VMT) or fatality rate. The 2018 forecast target for the rate of 

fatalities was 1.330 and the actual Five-Year Moving Average for 2018 (based on preliminary NMDOT data) 

was 1.347. The actual value for 2018 compared to the forecast target in 2017 was an increase of 1.3 percent. 

This increase is minimal (an increase in 0.017 fatalities per 100 million VMT) and the lesser increase in the rate 

of fatalities compared to fatalities confirms, to some extent, the effect of increased travel.

4. Serious Injuries per 100 million VMT or serious injury rate. The 2018 forecast target for the rate of serious 

injuries was 4.456 and the actual Five-Year Moving Average for 2018 (based on preliminary NMDOT data) was 

4.299. The actual value for 2018 compared to the forecast target in 2017 was a decrease of 3.5 percent. This 

decrease in serious injury performance targets again represents a very positive trend that continues for total 

Serious Injures in New Mexico.

5. Number of Non-motorized Fatalities and Serious Injuries. The 2018 forecast target for number of nonmotorized fatalities and serious injuries was 228 and the actual Five-Year Moving Average for 2018 (based on 

preliminary NMDOT data) was 202. The actual value for 2018 compared to the forecast target in 2017 was an 

increase of 12.9 percent. This is a large increase. To address this NMDOT has agreed to become a Pedestrian 

Focus State, has designated both pedestrian and bicycle crashes as SHSP Emphasis Areas, and recently 

conducted network screening of pedestrian crashes to identify high risk locations. In addition, NMDOT is the 

process of initiating a statewide pedestrian safety plan.
2019 New Mexico Highway Safety Improvement Program

Page 31 of 45

Since the setting of the 2018 Performance Targets several years ago, NMDOT has exceeded both targets 

relating to serious injuries and has made measurable progress with respect to meeting the target for the fatality 

rate. As described in this annual report, NMDOT is improving safety performance using data driven 

approaches as outlined in the AASHTO HSM which will enhance the selection of safety projects/initiatives and 

use of limited safety funds.

Applicability of Special Rules

Does the HRRR special rule apply to the State for this reporting period? 

Yes

As directed by the FHWA, "...States triggers the HRRR Special Rule if the fatality rate on the rural roads in the 

State increases over the most recent 2-year period for which data is available."

The two most recent and available years of data for New Mexico are 2017 (source: FARS) and 2018 (source: 

NMDOT state database). Also, the guidelines provided by FHWA indicates that "...HRRRs are limited to the 

functional classifications of rural major and minor collectors and rural local roads...". The source for both of 

these statements can found in the following link: https://safety.fhwa.dot.gov/hsip/hrrr/

After considering this info, the High-Risk Rural Road (HRRR) calculations for the State of New Mexico are 

listed below (note: this is for the 2019 reporting period).

For 2017:

Fatalities on Rural, Minor Collector: 13

Fatalities on Rural, Major Collector: 27

Fatalities on Rural, Local Road or Street: 27

Sum of fatalities on these three Functional Classes: 67

HMVMT on Rural, Minor Collector: 2.313

HMVMT on Rural, Major Collector: 1.552

HMVMT on Rural, Local Road or Street: 0.479

Sum of HMVMT on these three Functional Classes: 70.049

2017 HRRR fatality rate: 67 / 70.049 = 0.956

For 2018:

Fatalities on Rural, Minor Collector: 7

Fatalities on Rural, Major Collector: 46

Fatalities on Rural, Local Road or Street: 29

Sum of fatalities on these three Functional Classes: 82

HMVMT on Rural, Minor Collector: 5.578

HMVMT on Rural, Major Collector: 16.774

HMVMT on Rural, Local Road or Street: 46.614

Sum of HMVMT on these three Functional Classes: 68.966

2018 HRRR fatality rate: 82 / 68.966 = 1.189
2019 New Mexico Highway Safety Improvement Program

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After observing the calculations above, it is determined that New Mexico is subject to complying with the 

(HRRR) Special Rule beginning with the 2018 reporting cycle and continuing in the 2019 cycle.

Consistent with the federal criteria for development of a project that addresses the HRRR special rule, NMDOT 

programmed and obligated a project which incorporates multiple safety countermeasures on NM 117 (CN 

6101080) which is classified as a Rural Major Collector for $1,086,040. This project will address a number of 

safety risks particularly related to road departure crashes which is consistent with the Road Departure HSIP 

program defined earlier. Following FHWA recommended approaches, countermeasures were incorporated, 

such as rumble strips, application of a high friction surface treatment at key locations, and improvements to 

culvert end treatments, and other fixed object hazard mitigations. This project is included in the list of HSIP 

projects for FFY 2017 and FFY 2018. Effectiveness evaluation is not possible in the first two years due to data 

limitations and crash data not being available.

A total of five projects had $3,729,366.00 programmed dollars with $2,169,230.70 being obligated in the FFY 

2018.

Provide the number of older driver and pedestrian fatalities and serious injuries 65 

years of age and older for the past seven years. 

PERFORMANCE 

MEASURES 2011 2012 2013 2014 2015 2016 2017

Number of Older Driver 

and Pedestrian Fatalities

35 50 30 29 29 44 45

Number of Older Driver 

and Pedestrian Serious 

Injuries

102 98 104 108 80 83 101

Older driver and older pedestrian data query process and sources:

1. Older driver fatalities were obtained from FARS; K Injury = Severity, Age 65+ (excluding 998 and 999), 

Person Type: Driver of motorized transport 

2. Older pedestrian fatalities were obtained from FARS: K Injury = Severity, Age 65+ (excluding 998 and 

999), Person Type: Pedestrian 

3. Older driver/older pedestrian serious (A) injuries were obtained from the NM State Crash Data - Vehicle 

level which has the person information of all units involved in the crash. Vehicle Data is filtered by 

vehicle type ('TypeV' = 1,2,3,4,5,6,7,8) and Age (65 less than='Age' less than=99). Then the filtered 

data is aggregated for A-injuries using the 'ClassA' field. 
2019 New Mexico Highway Safety Improvement Program

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Evaluation

Program Effectiveness

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries

Safety performance effectiveness is measured based on a review of the five PM 1 targets (measures). This 

review is conducted annually with a coordinated effort including MPOs, Traffic Safety Division, and the SPB.

Based on the measures of effectiveness selected previously, describe the results of 

the State's program level evaluations. 

Assessment of safety performance effectiveness for the 2019 HSIP Annual Report was based on a 

comprehensive review of crash data and trends using the state’s crash data and VMT data. Overall, based on 

current data, fatalities are on a moderate upward trend and NMDOT set a target to limit the increase from 2016 

through 2020 to 13.8 percent. The number of serious injuries, the fatality rate, and serious injury rate are 

anticipated to decline from 2016 through 2020. The number of non-motorized fatalities and serious injuries are 

on an upward trend and NMDOT has set an objective to limit the increase to 204.0 in 2020 (from 187.6 in 

2016).

What other indicators of success does the State use to demonstrate effectiveness and 

success of the Highway Safety Improvement Program? 

• HSIP Obligations

• Increased awareness of safety and data-driven process

• Policy change

• Other-Development of improved HSIP internal and external procedures

For FFY 2018, NMDOT continues to successfully obligate all HSIP funds. There has been an increased focus 

on development and obligation of projects related to the mitigation of road departure crashes, which is 

consistent with SHSP objectives, and that road departure fatalities were ranked the highest of all identified 

Emphasis Areas. In 2018 NMDOT initiated efforts to develop an HSIP Manual and to develop a data-driven 

process for network screening and identification of high-risk sites, both of which are based on HSM guidance. 

In 2019, NMDOT began the process of developing a comprehensive HSIP database which will facilitate the 

tracking, management, and ultimately, the evaluation of HSIP efforts.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures. 

Year 2012

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Lane Departure
2019 New Mexico Highway Safety Improvement Program

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SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Roadway Departure All 194.8 581.2 0.76 2.25

Intersections

Pedestrians Vehicle/pedestrian 40.2 73.8 0.16 0.29

Bicyclists Vehicle/bicycle 5.8 38.6 0.02 0.15

Older Drivers All 49.4 196.8 0.19 0.76

Motorcyclists All 49.6 230 0.19 0.89

Work Zones All 5.8 26.2 0.02 0.1

Data

Speeding and 

Aggressive Driving

All 125.4 335.2 0.49 1.3

Non-use of Safety 

Restraints

All 78.4 80.4 0.3 0.31

Driver Inattention All 163 845.6 0.63 3.28

Young Drivers All 40.2 73.8 0.16 0.29

Heavy Vehicles All 40.4 80.6 0.16 0.31

Impaired Driving All 135.6 227.8 0.53 0.88

Inclement Weather All 32 105.6 0.12 0.41

Rail Crossings and 

Train-Pedestrians

5.8 1.6 0.02 0.01

Animals and Wildlife Vehicle/animal 3 13 0.01 0.05

Tribal Lands All 26.6 51 0.1 0.16

Bus/Transit

EMS
2019 New Mexico Highway Safety Improvement Program

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0

50

100

150

200

250

Fatalities

Number of Fatalities 

5 Year Average

2004-2008 2005-2009 2006-2010 2007-2011 2008-2012

0

100

200

300

400

500

600

700

800

900

Serious Injuries

Number of Serious Injuries 

5 Year Average

2004-2008 2005-2009 2006-2010 2007-2011 2008-2012
2019 New Mexico Highway Safety Improvement Program

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NMDOT will not evaluate the emphasis area groups for the 2019 Annual Report. Instead, it is anticipated that 

this will be evaluated in the Fall 2020 as part of the 2021 Strategic Highway Safety Plan.

Source: New Mexico Strategic Highway Safety Plan (SHSP) (March 2017)

Data are shown as five-year rolling averages.

Data are reported for Years 2008-2012.

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2004-2008 2005-2009 2006-2010 2007-2011 2008-2012

0

0.5

1

1.5

2

2.5

3

3.5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2004-2008 2005-2009 2006-2010 2007-2011 2008-2012
2019 New Mexico Highway Safety Improvement Program

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Data shown are fatal and serious injury crashes (class A).

The Driver Inattention emphasis area includes distracted driving and sleepy/fatigued driving crashes.

The data for emphasis areas will be updated in conjunction with the preparation of the next Strategic Highway 

Safety Plan.

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period? 

No

For the reporting period, NMDOT focused on improvement of essential data that can be used to more 

effectively identify sites of concern such as better roadway attribute data, travel data, and crash data 

refinements. The improvement of these key data attributes will improve the ability to identify sites of concern 

and projects, develop improved safety programs, and incorporate effective systemic initiatives. This will lead to 

the implementation of more effective and proven safety countermeasures/initiatives that can be evaluated and 

are anticipated to provide positive results when evaluated.
2019 New Mexico Highway Safety Improvement Program

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Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

None 

evaluated

No projects evaluated.
2019 New Mexico Highway Safety Improvement Program

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Compliance Assessment

What date was the State’s current SHSP approved by the Governor or designated State representative? 

 03/01/2017

What are the years being covered by the current SHSP? 

From: 2017 To: 2021

When does the State anticipate completing it’s next SHSP update? 

 2021

Preliminary plans are to have the next update of the New Mexico SHSP started in mid-2020 and completed in 2021.

Provide the current status (percent complete) of MIRE fundamental data elements collection efforts using the table below. 

ROAD TYPE MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

ROADWAY SEGMENT Segment Identifier 

(12)

1 1 1 0.5 1 0.5

Route Number (8) 1 0.75

Route/Street Name 

(9)

0.99 0.1

Federal Aid/Route 

Type (21)

1 1

Rural/Urban 

Designation (20)

1 1 1 1

Surface Type (23) 0.95 0.95 0.95

Begin Point 

Segment Descriptor 

(10)

1 1 1 0.5 0.99 0.5

End Point Segment 

Descriptor (11)

1 1 1 0.5 0.99 0.5

Segment Length 

(13)

1 1

Direction of 

Inventory (18)

1 1

Functional Class 

(19)

1 1 1 1 1 1

Median Type (54) 0.8 0.5
2019 New Mexico Highway Safety Improvement Program

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ROAD TYPE MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Access Control (22) 1 1

One/Two Way 

Operations (91)

0.99 0.99

Number of Through 

Lanes (31)

0.9 0.9 0.99 0.85

Average Annual 

Daily Traffic (79)

1 1 1 1

AADT Year (80) 1 1

Type of 

Governmental 

Ownership (4)

1 0.8 1 0.2 1 0.2

INTERSECTION Unique Junction 

Identifier (120)

Location Identifier 

for Road 1 Crossing 

Point (122)

Location Identifier 

for Road 2 Crossing 

Point (123)

Intersection/Junction 

Geometry (126)

Intersection/Junction 

Traffic Control (131)

AADT for Each 

Intersecting Road 

(79)

0.8 0.8

AADT Year (80) 1 1

Unique Approach 

Identifier (139)

INTERCHANGE/RAMP Unique Interchange 

Identifier (178)

1 1

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197)

1 1

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201)

1 1
2019 New Mexico Highway Safety Improvement Program

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ROAD TYPE MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Ramp Length (187) 1 1

Roadway Type at 

Beginning of Ramp 

Terminal (195)

1 1

Roadway Type at 

End Ramp Terminal 

(199)

1 1

Interchange Type 

(182)

Ramp AADT (191) 1 1

Year of Ramp AADT 

(192)

1 1

Functional Class 

(19)

1 1

Type of 

Governmental 

Ownership (4)

1 1

Totals (Average Percent Complete): 0.98 0.89 0.23 0.23 0.91 0.91 0.99 0.62 1.00 0.54

*Based on Functional Classification

None.

Describe actions the State will take moving forward to meet the requirement to have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026. 

FY18 Performance Measure: Integration

ALL Roads Network of Linear Referenced Data (ARNOLD) Phase 2 project includes the development of the NMDOT Roadway Inventory System. The system houses the Roadway Data Attributes are spatially represented. The Linear 

Referencing system is able to locate and display the roadway data attributes on a map. The Phase 2 project entailed full integration and implementation of the ESRI Roads and Highways including the migration of data from NMDOT’s 

existing Transportation Information Management System (TIMS) into the ESRI Roads and Highways Data Model. Completion date was August 2018.

Achievement: The ARNOLD Phase I project encompassed the development of the Geo Spatial representation of the NMDOT Linear Reference System to include the National Highway System, State Owned and Maintained Roads, Local 

Roads, and Federal Roads. NMDOT now has geo spatial representation on 77,204.708 miles of roadway.

Model Inventory of Roadway Elements (MIRE) Fundamental Data Elements

The NMDOT Data Management Bureau has developed the NMDOT Roadway Inventory System and the Transportation Data Management System. These two databases include the tables that will house the MIRE Fundamental data 

element attributes. The Roadway Inventory System completion date was August 30, 2018 and completion date for the Transportation Data Management System was December 30, 2017. A number of the MIRE elements are currently 

collected for the annual HPMS report. Once the databases are fully developed NMDOT will develop a second phase for the MIRE project. The third phase will include a plan for the data collection that is required.

Current Status of MIRE Fundamental Data Element Collection:

• MIRE Data Fundamental Data Elements (FDE) Table 1 currently collected: 

o FDE Roadway Segment: all listed FDEs are collected on Functional System 1-6U. 
2019 New Mexico Highway Safety Improvement Program

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o FDE Intersection: MIRE Elements 131, 79, 80, are currently collected on Functional System 1-6U. The following MIRE elements are not collected: 120,122, 123, 126, and 139. The Data Management Bureau is currently 

developing a plan to build an intersection application. Funding will be required. 

o Interchange/Ramp FDE MIRE elements currently collected on Functional System 1-6U: 178, 197, 201, 187, 191, 192, 19, 4 

o Not collected: 195, 199, 182 

• MIRE Data Fundamental Data Elements (FDE) Table 2 currently collected: 

o FDEs in Table 2 are based on Functional System 6R -7. Place holders for these data items exist in the Roadway Inventory System. A plan for data collection will need to be discussed and funding for associated data 

collection will need to be considered. 

• Which office(s) in the state DOT collect, receive, and maintain the MIRE Fundamental data elements. How are they stored and managed? 

o The Data Management Bureau within the Asset Management and Planning Division is currently developing the Roadway Inventory System that will house the collected MIRE FDEs. 

• Who can access the MIRE FDE for safety analyses, and what steps are necessary to access the data? Are systems planned or already implemented to facilitate access to the data, e.g. online portals? 

o The ARNOLD Phase 2 project is currently developing the Roadway Inventory System to house the MIRE FDE. The ARNOLD phase 3 project will be the next step in data integration between systems and will provide 

accessibility to end users. 

• Which agency/ office/ individual/ committee(s) have authority and responsible for determining the improvements needed to achieve compliance with the MIRE FDE requirements? 

o The Asset Management and Planning Division Data Management Bureau and the NMDOT Safety Committee. 

Coordination with Other Agencies

For MIRE fundamental data elements that are NOT currently being collected:

• Who owns the roads where the elements are not being collected (e.g., State, local government agencies, Tribal Governments, Federal land Management Agencies, etc.)? 

o The NMDOT ARNOLD Phase 1 network developed the Linear Referencing System to include all roads. A plan to reconcile the ownership of the roadways will need to be established by the Roadway Inventory Program. 

This will verify the ownership of the roadways that are not owned or maintained by NMDOT. 

• Do the agencies that own those roads collect any of the MIRE fundamental data elements? 

o The Metropolitan Planning Organizations collect Traffic Data Elements associated with the MIRE FDE. 

• What Mechanisms are needed to share data among those agencies that collect, store, and maintain and use the MIRE FDE. 

o A primary key that will link data between systems and data collection standards. 

Prioritization criteria for collecting MIRE Fundamental Data Elements on All Public Roads

For additional data that need to be collected to meet the MIRE Fundamental data element requirement:

• What data elements will be collected in the short (1-3 years), medium (4-6 years), and long (7-9 year) terms? 

o If the FDE has a one to one HPMS relationship it is collected on the 1 to 3-year cycle. 

o A plan will need to be established for the FDEs that are not collected with annual HPMS data collection. 

• What collection technologies and/or methodologies are anticipated to be used? 

o NMDOT currently utilizes a LIDAR data collection methodology. NMDOT also has a photo log of all Federal Aid System roads. 

• Who is responsible for collecting the data? 

o The Asset Management and Planning Division. 

• What will be an update cycle for the data collection of the data? 

o A plan for data collection will be developed in the future. 

Costs and Resources for Data Collection

• What are the estimated cost, staffing and other resource requirements to collect and maintain the MIRE Fundamental Data Elements? 

o NMDOT will have to establish a plan associated with the cost, staffing and other resources to collect and maintain the MIRE FDE. 

• Who will incur those costs? 

o NMDOT will have to establish a plan and seek funding in order to collect and maintain the data. 

MIRE Data Collection Guidebook U.S. DOT FHWA Report No. FHWA-SA-13-009

NHSTA 2016 Traffic Records Assessment Roadway Recommendations: 

• Improve the data dictionary for the Roadway data systems to reflect best practices identified in the Traffic Records Program Assessment Advisory. 
2019 New Mexico Highway Safety Improvement Program

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o NMDOT is currently using the Roadway Inventory System to meet best practices and will include the data dictionary schema. 

• Improve the data quality control program for the Roadway Data system to reflect best practices identified in the Traffic Records Program Assessment Advisory. 

The NMDOT Data Management Bureau has developed a new roadway inventory system that applies validation rules and conflict avoidance. The system includes an HPMS tool box that ensures data compliance per FHWA standards 

regarding consistency and cross validations. The data reviewer which is a COT QA/QC tool is used to identify geometry and database errors. The new system’s straight-line diagram tool identifies gaps and overlaps and helps with 

consistency of roadway inventory items. ESRI Roads and Highways also has built in QA/QC checks for validating the network.

Did the State conduct an HSIP program assessment during the reporting period? 

No

The State does not currently have any plans to complete its next HSIP program assessment. At this time, the State is focused on using good techniques to identify projects and corresponding countermeasures that are appropriate which 

results in reduction of fatalities and serious injuries.

When does the State plan to complete its next HSIP program assessment.

2019
2019 New Mexico Highway Safety Improvement Program

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Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2019 New Mexico Highway Safety Improvement Program

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Glossary

5 year rolling average: means the average of five individuals, consecutive annual points of data 

(e.g. annual fatality rate).

Emphasis area: means a highway safety priority in a State’s SHSP, identified through a data-driven, 

collaborative process.

Highway safety improvement project: means strategies, activities and projects on a public road 

that are consistent with a State strategic highway safety plan and corrects or improves a hazardous 

road location or feature or addresses a highway safety problem.

HMVMT: means hundred million vehicle miles traveled.

Non-infrastructure projects: are projects that do not result in construction. Examples of noninfrastructure projects include road safety audits, transportation safety planning activities, 

improvements in the collection and analysis of data, education and outreach, and enforcement 

activities.

Older driver special rule: applies if traffic fatalities and serious injuries per capita for drivers and 

pedestrians over the age of 65 in a State increases during the most recent 2-year period for which 

data are available, as defined in the Older Driver and Pedestrian Special Rule Interim Guidance 

dated February 13, 2013.

Performance measure: means indicators that enable decision-makers and other stakeholders to 

monitor changes in system condition and performance against established visions, goals, and 

objectives.

Programmed funds: mean those funds that have been programmed in the Statewide Transportation 

Improvement Program (STIP) to be expended on highway safety improvement projects.

Roadway Functional Classification: means the process by which streets and highways are 

grouped into classes, or systems, according to the character of service they are intended to provide.

Strategic Highway Safety Plan (SHSP): means a comprehensive, multi-disciplinary plan, based on 

safety data developed by a State Department of Transportation in accordance with 23 U.S.C. 148.

Systematic: refers to an approach where an agency deploys countermeasures at all locations across 

a system.

Systemic safety improvement: means an improvement that is widely implemented based on high 

risk roadway features that are correlated with specific severe crash types.

Transfer: means, in accordance with provisions of 23 U.S.C. 126, a State may transfer from an 

apportionment under section 104(b) not to exceed 50 percent of the amount apportioned for the fiscal 

year to any other apportionment of the State under that section.