| A:
Result - Reduce injuries, fatalities and property damage. |
| |
Target #1: Reduce highway fatality rate by 2%.
Status #1: In 2008 Alaska experienced 1.29 traffic fatalities per 100 million VMT, a decrease of 18.87% from 2007, and compared to the national 2008 average of 1.27.
Fatality Rate per 100 million miles traveled
| Year |
YTD Total |
| 2008 |
1.29
-18.87%
|
| 2007 |
1.59
+6.71%
|
| 2006 |
1.49
+2.76%
|
| 2005 |
1.45
-28.22%
|
| 2004 |
2.02
+2.02%
|
| 2003 |
1.98
+8.79%
|
| 2002 |
1.82
-3.7%
|
| 2001 |
1.89
-17.83%
|
| 2000 |
2.30
+32.18%
|
| 1999 |
1.74
+12.26%
|
| 1998 |
1.55
|
Methodology: Fatality Analysis Reporting System Encyclopedia (fars)
Analysis of results and challenges: The U.S. national fatality rate decreased annually between 1994 and 2004, from 1.73 fatalities per 100 million vehicle miles traveled (VMT) in 1994, to 1.44 fatalities/100 million VMT in 2004, before again dropping to 1.27 fatalities per 100 million VMT in 2008.
Alaska typically experiences more crashes in the winter, with long periods of darkness and poor driving conditions. However, there are more severe accidents, including fatalities, in the summertime, where long periods of daylight occur and there is increased long distance driving. Historically, the most frequently cited behavioral contributors to fatal and serious injury crashes in Alaska are impaired driving, unsafe speed, and failure to heed traffic control devices. Crash types resulting in the greatest number of fatalities include run-off-road, head-on, and intersection crashes.
In 2006 there were 74 fatalities and 11,728 total crashes and in 2007 there were 82 fatalities and 10,578 total crashes. In 2008 there were 63 fatalities (total crashes not yet available). In order to reduce these numbers, the agency approaches the issue through statewide outreach programs, highway safety improvement projects, and federally funded highway safety grant projects.
The Department is able to propose and support legislative changes through the Governor's Office and provide grant funds for special trooper enforcement activities. Otherwise motor vehicle laws which contribute to reducing the number of serious injury or fatal motor vehicle crashes, and the number of troopers employed to enforce these laws are beyond the control of the program.
|
| A1:
Strategy - Build and improve state-owned roads and highways to appropriate department standards. |
| |
Target #1: Increase to 90% the percentage of national highway system (NHS) routes meeting current department standards.
Status #1: 71.7% or 1,538 miles of the State's NHS routes meet national standards which is an increase of 1% over the prior year.
Percent of road lane miles that meet standards
| Year |
YTD Total |
| 2007 |
71.7%*
|
| 2006 |
71.2%*
|
| 2005 |
74%
|
| 2004 |
73%
|
| 2003 |
72%
|
| 2002 |
70%
|
Methodology: *Based on a higher total number (2,145) of NHS routes than was reported in 2005 and earlier (2,039 miles).
Analysis of results and challenges: As of 2007 there are 1,538 miles (71.7%) of the NHS that meet national standards and 607 miles (28.3%) [including much of the Dalton Highway] which do not meet these standards. Significant progress has been made on the Sterling, Seward, Glenn and other major highways prior to 2005, more recently; the pace of improvement has been constrained by the dual effects of reduced funding and higher costs of construction. Further, while this standard addresses modernizing what is mostly a 2-lane highway system, there are several sections that need to be upgraded to a divided 4-lane section, due to growing traffic volumes. General progress of fewer than 10-15 miles per year, due to funding constraints, means the goal of achieving the 90% standard would take 25 to 40 years.
Simultaneous with this goal, the department is striving to upgrade certain sections of the NHS for gas line logistics and ensure the state’s most critical bridges are in sufficient condition to carry the heavy loads associated with the gas line. Given the limitation of available funds, this target no longer appears meaningful.
|
| |
Target #2: Decrease by 5% the square footage of state-owned bridge deck area that is deficient by Federal Highway Administration (FHWA) standards to be considered structurally deficient.
Status #2: The square footage of state-owned bridges that are structurally deficient decreased by 17.3% in 2008, continuing the five year improvement trend
Square footage of structurally deficient bridge deck area
| Year |
YTD Total |
% Change |
| 2008 |
415,315
|
-17.3%
|
| 2007 |
502,265
|
-1.9%
|
| 2006 |
511,748
|
-10.3%
|
| 2005 |
570,279
|
-1.8%
|
| 2004 |
580,666
|
-31.2%
|
| 2003 |
843,832
|
|
Analysis of results and challenges: Alaska’s bridge population continues to age and currently 50% of the publicly owned bridges are 31 years or older and 10% are older than 50 years. This indicates that about half of the publicly owned bridges are past the mid-point of their 50-75 year design life.
The percentage of square feet of deficient deck area is used to distribute federal funds to state transportation departments and is believed to be a reasonable metric to evaluate how well the Department is addressing structurally deficient, as defined by the Federal Highway Administration (FHWA), bridge needs.
Biennial bridge inspections are necessary to assure the safety of the traveling public. Staff develop repair recommendations, work with Maintenance and Operations staff to prioritize bridge repairs, design those repairs, perform load ratings on bridges, attempt to optimize hauling of overloads across bridges; post and close deficient bridges; and recommend financial programming of bridge replacements and repairs. Recent bridge projects have focused on rehabilitating or replacing structurally deficient bridges.
It is important to note that the deficient bridge list is dynamic. Structurally deficient bridges are typically removed from the list following rehabilitation or replacement and added to the list due to continued deterioration or damage. Structural deficiency does not necessarily imply that a bridge is unsafe. It does, however, mean that a structure is unable to carry the vehicle loads or tolerate the speeds that would normally be expected for that particular bridge in a designated road system.
|
| A2:
Strategy - Improve efficiency. |
| |
Target #1: Advertise 75% of new highway and aviation construction project funding by April 30th.
Status #1: 61% of new highway and aviation construction projects were advertised by April 30th, 2008, which is an increase from the prior year but still short of the goal of 75%.
Percent of construction contract funding advertised by April 30th
| Fiscal Year |
Central Region |
Northern Region |
Southeast Region |
Department Total |
| FFY 2008 |
60%
|
46%
|
95%
|
61%
|
| FFY 2007 |
54%
|
14%
|
66%
|
40%
|
| FFY 2006 |
47%
|
56%
|
27%
|
42%
|
| FFY 2005 |
31%
|
42%
|
51%
|
38%
|
Analysis of results and challenges:
The purpose of this target is to get projects to construction early enough in the calendar year so as not to lose a full construction season. Ideally advertising should take place in January or February so a contract can be awarded in May.
Issues that have prevented the regions from providing timely contract advertising include difficulties with receiving federal grants and funding, attempting to implement very large, complex projects, a shortage of staff, difficulty with permitting agencies, new regulations and rules from state and federal agencies and unanticipated historic archaeological and hazardous materials issues.
Percentages are calculated by summing the engineer's estimates for all federal and general fund construction projects advertised by the target dates, then dividing that total by the total engineer's estimate amount of construction projects advertised in that federal fiscal year.
|
| |
Target #2: Maintain the percentage of administrative and engineering costs below 30% of total project costs.
Status #2: The percent of administrative and engineering costs compared to total project costs decreased to 20% in FFY2008, well within the department's target of 30%.
Percent of administrative and engineering costs to total project costs
| Fiscal Year |
Central Region |
Northern Region |
Southeast Region |
Department Total |
| FFY 2008 |
24%
|
19%
|
10%
|
20%
|
| FFY 2007 |
22%
|
24%
|
26%
|
24%
|
| FFY 2006 |
21%
|
23%
|
13%
|
18%
|
| FFY 2005 |
20%
|
22%
|
23%
|
21%
|
| FFY 2004 |
21%
|
26%
|
23%
|
22%
|
Analysis of results and challenges: The aim of this measure is to get more capital dollars into construction or into other related fieldwork by maintaining overhead costs at an acceptable level. This will benefit the private sector and the traveling public. Percentages are calculated by summing up all administrative and engineering costs - i.e., all costs that are not direct construction payments, right-of-way acquisition/relocation payments, or utility relocation payments - and dividing those administrative and engineering costs by the total of all project costs.
|
| B:
Result - Carry out safe operations. |
| |
Target #1: 5% reduction in annual injury rate of department employees.
Status #1: The work-related injury rate of department employees decreased from 7.7 in 2006 to 4.7 in 2007, a reduction of 39% which exceeds the targeted 5% reduction.
Number of Work-related Injuries/Injury Rate per 100 Employees
| Year |
Quarter 1 |
Quarter 2 |
Quarter 3 |
Quarter 4 |
YTD Total |
Injury Rate |
% Change |
| 2007 |
32
|
39
|
30
|
60
|
161
|
4.7
|
-39%
|
| 2006 |
65
|
36
|
49
|
53
|
203
|
7.7
|
83%
|
| 2005 |
55
|
30
|
26
|
33
|
144
|
4.2
|
4.5%
|
| 2004 |
42
|
37
|
38
|
30
|
147
|
4.4
|
|
Methodology: Calendar year.
12/11/08 - 2008 Data is not available at this time
Analysis of results and challenges: The Department of Transportation and Public Facilities employs an average of 3,200 employees during the year. The challenges for this Department are the inhospitable weather and terrain that employees work in and some employees working alone in areas. Other challenges include the diversity of jobs: maintenance and operations, construction, aviation, and marine operations where each has their own set of work practices. Each area is measured nationally under separate North American Index Coding System (NAICS) criteria. Because of the difference, it is important that all aspects of safety and health are managed and monitored to reduce risk and thus lower our Incidence Rate.
To achieve the desired results all employees need to be trained and progress monitored to ensure this goal is met. Department safety professionals: ensure that training, facility inspection, and advice and consultation are provided to all employees to help mitigate/abate hazards, thus reducing injuries and illnesses.
|
| B1:
Strategy - Improve employees' awareness of workplace safety requirements. |
| |
Target #1: 5% increase in employees successfully completing required safety training.
Status #1: The percent of employees successfully completing required safety training went from 87.5% to 63.4% between 2007 and 2008, reflecting the addition of other department units for reporting this measure.
Percent of DOT&PF employees completing required safety training
| Fiscal Year |
YTD Total |
% change |
| FY 2008 |
63.4%
|
-27.5%
|
| FY 2007 |
87.5%
|
17.7%
|
| FY 2006 |
74.3%
|
+12.6%
|
| FY 2005 |
66%
|
+89.7%
|
| FY 2004 |
34.8%
|
-3.3%
|
| FY 2003 |
36%
|
|
Analysis of results and challenges: The initial emphasis on providing required safety training, as identified in the safety manual resulted in a reduction in work related injuries and Workers’ Compensation claims.
The Safety Task Force is reviewing the definition of "required" training and is gathering data to track training meetings held and employees who attended. The data shown in the table above for 2003 through 2005 is based on a compilation of Highways and Aviation, Facilities and State Equipment Fleet employees who have attended safety meetings. Data for 2006 and 2007 incorporates more department employees from other divisions including Construction, Design, and Measurement Standards and Commercial Vehicle Enforcement. 2008 now includes the Ted Stevens Anchorage International Airport and Alaska Marine Highway System.
|
| C:
Result - Improved mobility of people and goods. |
| |
Target #1: Improvement in customer satisfaction with department services.
Status #1: Customer satisfaction in transportation services in 2008 compared to 2005 has remained constant at 80%.
Customer Satisfaction (very satisfied and somewhat satisfied)
| Year |
YTD Total |
| 2008 |
79.9%
|
| 2005 |
80.3%
|
Analysis of results and challenges: In January 2008, the department contracted with a private firm to conduct a survey to find out how the department does providing transportation services in Alaska, including roads, airports and ferry service. 1,200 people across the state participated in this survey. Even though the department has done very well, resources are being directed to mitigate those problem areas identified in the survey (e.g., congestion relief, road smoothness, durable materials and rut repair). Areas of highest strength included directional signs, warning signs, road design, brush cutting and guardrails. This measure will continue to gauge the department's success in addressing the survey issues. The department services satisfaction survey is conducted every other year.
The following areas within the department provide ongoing customer satisfaction information related to providing road, airport and ferry transportation services: Highways and Aviation, Ted Stevens Anchorage International Airport, Fairbanks International Airport, and the Alaska Marine Highway System.
|
| C1:
Strategy - Build and improve state-owned airports to appropriate department standards. |
| |
Target #1: Reduce by 10% the number of airports that are closed due to seasonally soft surface or sub-surface material.
Status #1: The number of airports that were closed due to seasonally soft surface or sub-surface material decreased by 13% from FY2007 to FY2008, exceeding the target of 10%.
Percent change in number of airports that are closed seasonally.
| Fiscal Year |
YTD Total |
% Change |
| FY 2008 |
13
|
13% Reduction
|
| FY 2007 |
15
|
12% Reduction
|
| FY 2006 |
17
|
19% Reduction
|
| FY 2005 |
21
|
9% Reduction
|
| FY 2004 |
23
|
|
Analysis of results and challenges: At the beginning of FY08 there were 15 airports on the seasonal closure list with a target of improving 10% per year. The target was met with the completion of major improvement projects at Manokotak and Tuntutuliak airports.
|
| |
Target #2: Obtain funding to construct permanent runway lighting improvements in two (2) remote communities.
Status #2: During FY 2008 the department received funding for 2 runway lighting projects which meets our goal of two remote communities. In addition, one runway lighting project was completed.
| Fiscal Year |
Grants Received |
Lighting Completed |
| FY 2008 |
2
|
1
|
| FY 2007 |
3
|
1
|
Analysis of results and challenges: Not all communities in Alaska have night time access. The department's goal has been to make rural communities accessible for medivac and other emergency aircraft. A concerted effort has been taken to provide permanent lighting, portable runway edge lights or portable helicopter landing zone lighting in rural communities. There are still 27 communities where permanent improvements are feasible and those airports are the focus of this measure. A goal has been set to acquire enough grant funds to construct permanent improvements at two remote communities each year. Additionally, it is expected that at least one airport each year will have runway lighting put into service. The difference between funding and project completion targets is due to the complexity of projects in remote villages. It is not unusual for a project to take two to four years to complete.
The Department has achieved the funding goal for 2008, obtaining over $16.7 million in Federal Aviation Administration (FAA) grant funds for runway improvements and lighting at Kongiganak Airport and Goodnews Bay Airport. In addition, a runway lighting system was completed at Nunapitchuk Airport.
|
| D:
Result - Increase state revenues. |
| |
Target #1: Increase revenue collected at rural airports by 5% over prior year.
Status #1: The rural airport revenues collected in FY2008 decreased by 1.84% from the prior year as a result of a slowing economy.
| Fiscal Year |
Revenue |
% Change |
| FY 2008 |
$3,666.6
|
-1.84%
|
| FY 2007 |
$3,735.2
|
+12.96%
|
| FY 2006 |
$3,306.7
|
-1.46%
|
| FY 2005 |
$3,355.6
|
|
Analysis of results and challenges: Economic development is a priority of the administration. Toward that goal, Statewide Aviation Leasing has been directed to provide excellent service by responding to land-use inquiries promptly, processing applications quickly, creating a web-based application process, and increasing revenues. A market survey has been performed that indicates many rural land lease rental rates are well below market. The department plans to gradually increase rural airport land lease rental rates in order to help offset the rising maintenance and operating costs of the rural airports and meet Federal Aviation Administration (FAA) requirements. Based on public comments received (October 2008) as is required prior to revising regulations, the department will increase rates at the rural airports gradually in order to give aviation businesses economic recuperation time as well as the ability to budget for any further gradual increases.
The department received $2 million in the FY06 capital budget that was used to develop revenue-producing lease lots at rural airports. These activities included clearing, excavation, gravel fill, renovation of State-owned buildings, constructing road access, installing utilities, constructing additional apron space for aircraft tie-downs, and the moving of roads or parking lots. Airports where this development has taken place include Birchwood, Bethel, Deadhorse, Klawock, Willow, Seward, Sitka, and Yakutat. As the legislature approves additional funding, more projects will be undertaken to improve lands on rural airports for private and commercial development, thus increasing revenue. Developed lots were leased immediately after completion, thereby increasing income to the department as well as economic development within that community.
|
| D1:
Strategy - Enhance economic activities through the construction of key transportation linkages. |
| |
Target #1: Add 3 new resource development roads under design or construction each year.
Status #1: Three new resource development roads added to design or construction in 2008, meeting the annual target: Ketchikan to Shelter Cove, Kake to Petersburg and Willer-Kash Roads
Number of resource development road projects actively being designed or constructed
| Year |
YTD Total |
| 2008 |
8
|
| 2007 |
7
|
| 2006 |
8
|
| 2005 |
3
|
| 2004 |
2
|
Analysis of results and challenges: Concentration on resource road development began in March 2003, after a Resource Transportation Analysis (RTA) conducted for the Northwest Alaska Transportation Plan indicated several promising possibilities for transportation and resource industry partnerships to benefit Alaska's economic development, revenue and employment. The Department has examined: energy and mineral projects in Northern Alaska to see if investment in transportation could accelerate resource development; access resource sites and transport of resources to world markets; and provide traditional overland road and rail routes as well as new transport modes and project-specific port/road models. Projects are developed in conjunction with the Alaska Minerals Commission, the Department of Natural Resources and other impacted agencies to determine which priority projects should be pursued and which have the best return on investment.
Four projects are in the reconnaissance, environmental review or design stage:
- Hoonah to Tenakee Inlet Road
- Bullen Point Road
- Ketchikan to Shelter Cove Road
- Kake to Petersburg Road
Four projects are under construction:
- Bostwick Logging Road on Gravina Island
- Petersville Road Repairs
- Ruby to Poorman Bridge/Road
- Willer-Kash Road
Recently completed projects include:
- Birch Creek Erosion Mitigation
- Willow Fishhook Road/Hatcher Pass
- Shirley Towne Bridge in the Matanuska-Susitna Valley
- Circle Mining District Access Improvements
- Williams Pile Bay Road
- Cascade Point Road
- Klawock Airport Road
- Elliott Highway Washington Creek Bridge
- Tofty Road
- Taylor Creek Bridge Repair
- Steese Highway Improvements
|
| E:
Result - Provide the assets and facilities to enable delivery of state services. |
| |
Target #1: Achieve 80% satisfaction of government sector customers with department services.
Status #1: Government sector customer satisfaction has remained high at 94% for state equipment fleet and decreased from 88% to 83% for facilities between FY2007 and FY2008.
Government sector customer satisfaction
| Fiscal Year |
State Equipment Fleet |
Facilities |
| FY 2008 |
94%
|
83%
|
| FY 2007 |
94%
|
88%
|
| FY 2006 |
94%
|
83%
|
| FY 2005 |
96%
|
85%
|
Methodology: Measured on a state fiscal year basis.
Analysis of results and challenges: The department will periodically conduct surveys of the government sector to identify problem areas within the transportation and facilities systems. The department will then direct resources to mitigate those problem areas identified in the surveys. This measure will gauge the department's success in addressing the survey issues.
Surveys have been conducted of State Equipment Fleet and Facilities users that include government sector customers. Results of those surveys indicated a 94% and 83%, respectively, satisfaction rating for FY2008.
|
| E1:
Strategy - Maintain state transportation assets and facilities to department standards. |
| |
Target #1: No increases in deferred maintenance needs.
Status #1: Infrastructure deferred maintenance needs increased $174 million between 2006 and 2008 to a total of $535.8 million
Dollar value of deferred maintenance needs
| Year |
YTD Total |
| 2008 |
$535.8 million
|
| 2006 |
$361.8 million
|
| 2005 |
$328.8 million
|
Analysis of results and challenges: The department is attempting to keep deferred maintenance needs from increasing. This is being accomplished by directing highway and airport funds to areas of most need through project evaluation and scoring systems, increasing efforts towards on-going preventative maintenance and transferring harbors to local governments. Unfortunately this has become difficult with the increasing age of the State's infrastructure and lack of resources dedicated to maintaining it.
Current deferred maintenance estimated needs are $28 million for harbors, $53 million for marine highway vessels, $28 million for buildings, $46 million for rural airports, and $380.8 million for highways. The increase in highways deferred maintenance is due to accelerated deterioration of pavement surfaces. Rut repair is needed on major national highway system routes to alleviate the effects of vehicle traffic, climate change, and lack of on-going preventative maintenance.
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