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Transportation Performance Management

Frequently Asked Questions

Other FAQs

Key Implementation Dates

Q. What are the dates for the actions to implement transportation performance management?
A. All the key implementation dates for the TPM requirements are included in the implementation timeline.

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Performance Period

Q. What are the dates of the first four-year performance period?
A. The first performance period begins January 1, 2018, and ends on December 31, 2021 with the exception of the CMAQ emissions reduction measure. For that measure, the first performance period begins on October 1, 2017, and ends on September 30, 2021.

Q. When is this period's State DOT baseline performance period report due?
A. The baseline report for the first performance period is due October 1, 2018, for all measures under this final rule.

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Target Setting

Q: When are the State DOT targets due for the first performance period for the measures established in the infrastructure condition (PM2) and the system performance (PM3) measures rules, and when are they reported?
A: State DOTs must establish their targets for these measures (except the Greenhouse Gas (GHG) measure) no later than May 20, 2018, and for the GHG measureno later than September 28, 2018 [23 U.S.C. 150(d)]. The GHG measure became effective September 28, 2017 [82 FR 45179 & 82 FR 22879]. On October 5, 2017, FHWA published a Notice of Proposed Rulemaking (NPRM) in the Federal Register proposing to repeal the GHG measure [82 FR 46427]. The target reporting deadline for all measures in the PM2 and PM3 rules, including GHG measure, for the first performance period is October 1, 2018 [23 CFR 490.107(b)(1)(i)].

In establishing their targets, State DOTs must coordinate with MPOs to ensure consistency to the maximum extent practicable [23 CFR 490.105(e)(2)]. The May 20, 2018, and September 28, 2018, State DOT target establishment due dates only apply to the first performance period [23 CFR 490.105(e)(1)]. The coordination process should assist with both MPOs and State DOTs meeting their respective target establishment and reporting deadlines.

Q: Can State DOTs change their targets for the measures in the PM 2 and PM 3 rules?
A: Four-year targets may be adjusted at the mid-point of a Performance Period. 2-year targets may not be adjusted. [23 CFR 490.105(e)]

Q: For those MPOs that serve multiple States, when does their 180-day timeline for the measures in the PM 2 and PM 3 rules start?
A: Per 23 CFR 490.105(f)(1), an MPO has 180 days to establish the MPO targets from the time the respective State DOTs establish their targets for the measures under the PM 2 and PM 3 rules, provided in 23 CFR 490.105(c).

Multistate MPOs have up to 180 days from the time the last State DOT establishes its targets to establish MPO targets. This will allow the MPO to consider all the applicable State targets that impact its metropolitan planning area.

The targets for the traffic congestion measures [23 CFR 490.707(a) and (b)] reported by the State DOTs and MPOs for an urbanized area must be identical [23 CFR 490.105(f)(5)]. If a multistate MPO is required to establish targets for the traffic congestion measures, all applicable MPOs and State DOTs must establish only one 2-year target and one 4-year target for the entire urbanized area for each traffic congestion measure. The MPOs and State DOTs should collectively develop and implement a mutually agreed upon coordination process so that both MPOs and State DOTs meet their respective target establishment and reporting deadlines.

Q: What is a target?
A: 23 CFR 490.101 defines a target as "a quantifiable level of performance or condition, expressed as a value for the measure, to be achieved within a time period required by the Federal Highway Administration." A target for a measure is a single numerical value that has the same unit and precision level as its measure.

Q: Who must set targets?
A: Under 23 CFR 490.105, State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) are required to establish targets for applicable national performance measures.

Q: Can declining targets be set?
A: Yes, State DOTs and MPOs may establish constant or declining targets. MAP-21 does not provide FHWA the authority to approve or reject State DOT or MPO established targets.

Targets should be reasonable, based on analysis of trends and projections of future efforts. Targets established in accordance with FHWA's performance measures rules should be considered as interim condition/performance levels that lead toward the accomplishment of longer-term performance expectations in the State DOTs' and MPOs' transportation plans.

Q: Should aspirational targets be used as performance targets?
A: The FHWA strongly discourages the use of aspirational targets. In 23 CFR 490.101, a target is defined as a quantifiable level of performance or condition, expressed as a value for the measure, to be achieved within a time period required by FHWA.

Setting aspirational targets that are not data-driven, realistic, or achievable does not align with the performance management framework or the stated congressional policy to improve project decision-making through performance-based planning and programming. Setting data-driven targets will enable decision makers to utilize resources in ways that will result in increased accountability and transparency by allowing the public to better understand expectations and expenditure results.

Q: Is there a time extension waiver process if a State DOT doesn't meet the target setting and reporting deadline?
A: No, there's no such process.

Q: Should target establishment involve the public?
A: The Federal transportation planning regulations require public involvement during State and MPO development of the long-range statewide transportation plan (LRSTP), metropolitan transportation plan (MTP), Statewide Transportation Improvement Program (STIP) and the Transportation Improvement Program (TIP). Including targets in the LRSTP and MTP and reporting on progress toward achievement of targets with updates to the plans, and reporting in the STIP and TIP(s) on the anticipated effect of the STIP and TIP(s) toward achievement of targets is an integral part of the transportation planning process, especially for the development of LRSTPs, MTPs, STIPs, and TIPs. As such, targets and progress reporting should be included in the public involvement process during the development of the LRSTP, MTP(s), STIP, and the TIP(s). Early and continuous public involvement brings diverse viewpoints and values into the decision-making process. It also ensures that States and MPOs make informed decisions and build mutual understanding and trust with the stakeholders they serve. 23 CFR 450.210, 450.216, 450.218, 450.316, 450.324, and 450.326.

Q. When an MPO is computing performance measures and establishing quantifiable targets, how should the MPO account for those pavement sections, bridges, or travel time segments that cross its metropolitan planning area boundary?
A. For all measures in the second[1] and the third[2] national performance management measure final rules except the CMAQ traffic congestion measures in 23 CFR 490.703, MPOs must establish targets that reflect the metropolitan planning area and that represent the condition/performance of the transportation network or geographic area that are applicable to the measures [23 CFR 490.105(d)(1)]. However, there may be situations where bridges,[3] pavement sections,[4] or travel time segments[5] are only partially contained within a metropolitan planning area boundary. For those situations, the MPO should carefully examine the sections/segments of highway and bridge limits at the metropolitan planning area boundary and develop a consistent delineation method to define clearly whether a pavement section, a bridge, or a travel time segment is accounted for in their pavement and bridge condition measures/targets, Travel Time Reliability measures/targets, and Freight Reliability measure/target. In order to ensure that MPO targets capture the full scope of the transportation network or geographic area that are applicable to the measures, the MPO also should coordinate closely with the relevant State DOT(s) and adjoining MPO(s) in delineation method development. The MPO should use the same delineation method throughout a performance period for consistency.


  • [1] Final Rule on "National Performance Management Measures; Assessing Pavement Condition for the National Highway Performance Program and Bridge Condition for the National Highway Performance Program": Docket No. FHWA-2013-0053, RIN 2125-AF53, Federal Register - Vol. 82, No. 11, Pg. 5886- January 18, 2017: https://www.gpo.gov/fdsys/pkg/FR-2017-01-18/pdf/2017-00550.pdf.
  • [2] Final Rule on "National Performance Management Measures; Assessing Performance of the National Highway System, Freight Movement on the Interstate System, and Congestion Mitigation and Air Quality Improvement Program": Docket No. FHWA-2013-0054, RIN 2125-AF54, Federal Register - Vol. 82, No. 11, Pg. 5970 - January 18, 2017: https://www.gpo.gov/fdsys/pkg/FR-2017-01-18/pdf/2017-00681.pdf.
  • [3] 23 CFR 490.101
  • [4] 23 CFR 490.305
  • [5] 23 CFR 490.101

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Planning Requirements

Q. When are States and MPOs required to include:

  • the performance elements outlined in 23 CFR 450.216(f) and 450.324(f)(3-4) in the long-range statewide transportation plan (LRSTP) and metropolitan transportation plan (MTP)?
  • a discussion in the statewide transportation improvement program (STIP) and the transportation improvement program (TIP) as to the effect of the programmed investments toward achieving performance targets as required in 23 CFR 450.218(q) and 450.326(d)?

A. Two years from the effective date of each rule establishing performance measures and after the publication date of the planning rule, planning documents must meet the Performance-Based Planning and Programming (PBPP) requirements of the planning rule and the performance measure rules.

[23 CFR 450.226 and 450.340]

Q. What modifications to the STIP/TIP would require State/MPO compliance with the requirements listed in the first Planning Requirements question?
A. In order for FHWA and FTA to approve any amendments or an update to the STIP/TIP (or take action on a conformity determination of the TIP), the PBPP requirements must be met on or after the dates described in the response to the first Planning Requirements question. [23 CFR 450.226 and 450.340]

Q. What modifications to the LRSTP or MTP would trigger State/MPO compliance with the requirements listed in the first Planning Requirements question?
A. On or after the dates described in the response to the first Planning Requirements question, States and MPOs may only adopt a LRSTP or MTP that has been developed using the performance-based planning requirements in the planning regulations. [23 CFR 450.226 and 450.340]

Q. What must be included in the LRSTP and MTP in order to comply with the requirements of 23 CFR 450.216(f) for States and 23 CFR 450.324(f)(3-4) for MPOs? How much of this information is needed at the end of the transition period for each of FHWA's performance measures rules?
A. States and MPOs must include a description of the individual performance measures and targets for those measures for LRSTPs or MTPs adopted on or after the dates described in the response to the first Planning Requirements question.

In addition to including performance measures and targets in the LRSTP or MTP, States and MPOs must each include a system performance report at the time of adoption. That report must include an evaluation of system performance with respect to the performance targets. Note that in the systems performance report in the LRSTP, States must also describe progress achieved by the MPOs in meeting the MPO performance targets in comparison with system performance recorded in previous reports. [23 CFR 450.216(f)(2); 23 CFR 450.324(g)] For MPOs that voluntarily elect to develop multiple scenarios when developing the MTP, the MPO must conduct an analysis as part of the systems performance report on how the preferred scenario has improved the conditions and performance of the transportation system and how changes in local policies and investments have impacted the costs necessary to achieve the identified performance targets. [23 CFR 450.324(f)(4)(ii)]

The progress description should include the information that is available at the time of the plan adoption, such as information that has been reported as part of the reports required under 23 CFR 490.107. With subsequent adoptions of LRSTP and MTPs, States and MPOs must continue to include a system performance report. These reports must describe the progress of the MPOs in meeting the performance targets in comparison with system performance recorded in previous years.

Q. Can a State use the information reported to FHWA to meet the biennial reporting requirements of 23 CFR 490.107 to also meet the LRSTP reporting requirements of 23 CFR 450.216(f) and vice versa?
A. Yes. States (and MPOs that choose to adopt and support State targets) are encouraged to coordinate and rely on the same information for reporting on progress, and, where possible, use the information reported to FHWA by the States to meet the biennial reporting requirements of 23 CFR 490.107 and to also meet the LRSTP reporting requirements of 23 CFR 450.216(f) (and vice versa). Note that all States are subject to two reporting requirements, both of which must be met: a system performance report required by 23 CFR 450.216(f)(2) and a biennial performance report required by 23 CFR 490.107.

Q. Can a State and MPO use the information reported to FTA's National Transit Database (NTD) on transit asset conditions and state of good repair performance targets?
A. Information on transit asset conditions as reported by providers of public transportation to the National Transit Database (NTD) will not be available until October 2019. Transit agencies must provide this information directly to their States and MPOs.

Q. How much detail must the State or MPO include in the STIP/TIP to discuss "to the maximum extent practical" the effect of the STIP/TIP on the achievement of targets in order to meet the requirements of 23 CFR 450.218(q) for States and 23 CFR 450.326(d) for MPOs?
A. States must describe in the STIP how the program of projects in the STIP contributes to achievement of the performance targets identified in the LRSTP or other State performance-based plan(s), linking investment priorities to those targets. Similarly, MPOs must describe in the TIP how the program of projects contributes to achieving the MPO's performance targets in the MTP, linking investment priorities to those targets. This assessment should be a written narrative included in the documents.

The narrative descriptions in the STIPs and TIPs should include a description of how the other performance based planning and programming documents are being implemented through the STIP and TIPs. For example, the narrative should describe how the objectives, investment strategies, performance measures and targets from the asset management plans, strategic highway safety plan (SHSP), highway safety improvement program (HSIP), freight plan, Congestion Mitigation and Air Quality (CMAQ) Performance Plan(s) [23 U.S.C. 149(l)], Congestion Management Process (CMP), and other performance based plans are being implemented through the program of projects in the STIP or TIP. The narrative should specifically describe these linkages and answer these questions: Are the projects in the STIP and TIPs directly linked to implementation of these other (performance based) plans? How was the program of projects in the STIP/TIP determined? Does the STIP/TIPs support achievement of the performance targets? How does the STIP/TIP support achievement of the performance targets? Are the STIP/TIPs consistent with the other performance based planning documents (asset management plans, SHSP, HSIP, freight plan, CMAQ Performance Plan, CMP, etc.)? How was this assessment conducted? What does the assessment show?

Q. How do States and MPOs meet the requirements of 23 CFR 450.314(h) to document the jointly agreed-upon written provisions on coordination as a result of the transition dates described in the response to the first Planning Requirements question?
A. The MPO(s), State DOT(s), and operators of public transportation must jointly agree and develop the written provisions. The provisions covering the FHWA and FTA performance measures are due on the same schedules as shown in the response to the first Planning Requirements question above. The regulation provides flexibility for establishing these written provisions. The provisions may be included as part of the metropolitan planning agreements or documented in some other form as cooperatively determined by the MPO(s), State(s), and operators of public transportation. The FHWA and FTA expect that there will be documentation demonstrating that the written provisions were cooperatively developed, such as a document signed by the MPO(s), State DOT(s), and operator(s) of public transportation; an action by the agency boards adopting the written provisions; or some other equivalent action such as a Memorandum of Understanding or a Memorandum of Agreement. The written provisions must document how information will be cooperatively developed and shared related to five key elements of PBPP:

  1. transportation performance data,
  2. the selection of performance targets,
  3. the reporting of performance targets,
  4. the reporting of performance to be used in tracking critical outcomes for the region of the MPO, and
  5. the collection of data for the State asset management plan for the NHS.

At the discretion of the MPO(s), State(s), and operators of public transportation, one agreement may be developed for each of the performance measure areas (or group of performance measures) or one agreement may be developed covering all the performance measure areas. The jointly developed MPO, State, and public transit operator written provision(s) could be done at one time prior to the end of the first phase-in period, or phased-in based on the schedule described in the response to the first Planning Requirements question.

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Bridge

Q. To what bridges does the rule apply?
A. The final rule applies to all bridges carrying the NHS, including bridge on- and off-ramps connected to the NHS.

Q. What are the bridge condition performance measures?
A. The measures are:

  • Percentage of NHS bridges by deck area in Good condition
  • Percentage of NHS bridges by deck area in Poor condition

Q. How are Good and Poor conditions calculated?
A. The measure is the percent of deck area classified as good and poor, using National Bridge Inventory (NBI) condition ratings for Deck, Superstructure, Substructure, and Culvert. Condition is determined by the lowest rating of these items. If the lowest rating is greater than or equal to 7, the bridge is classified as good; if it is less than or equal to 4, the bridge is classified as poor. Deck area is computed using NBI Structure Length and Deck Width or Approach Roadway Width (for some culverts). (Bridges rated below 7 but above 4 will be classified as fair; there is no related performance measure.)

Q. How are border bridges counted?
A. The deck area of all border bridges counts toward both State DOTs' totals.

Q. When do State DOTs establish bridge targets?
A. Two- and four-year statewide targets for the first Performance Period must be established by May 20, 2018. The State DOTs will report these targets in the Baseline Performance Period Report to FHWA by October 1, 2018. The State DOTs have the option to adjust four-year targets in their Mid Performance Period Progress Report, due October 1, 2020.

Q. Can additional bridge targets be established?
A. Yes, State DOTs may establish additional targets for urbanized/non-urbanized areas. However, these optional (or additional) targets do not replace the statewide targets.

Q. How should State DOTs establish bridge targets?
A. State DOT targets should be determined from asset management analyses and procedures and reflect investment strategies that work toward achieving a state of good repair over the life cycle of assets at minimum practicable cost.

Q. When do State DOTs have to report bridge targets?
A. The first reporting of 2-year and 4-year targets is due to FHWA by October 1, 2018, when the Baseline Performance Period Report is due.

Q. When are the first MPO bridge targets due?
A. Within 180 days after the State DOT(s) target is established, MPOs can decide to support the relevant State DOT(s) 4-year target or establish their own, quantifiable targets.

Q. What happens if more than 10 percent of the total deck area of a State DOT's NHS bridges is classified as structurally deficient for three consecutive years?
A. The State DOT must obligate and set aside NHPP funds for eligible projects on the NHS.

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Pavement

Q. What are the pavement condition performance measures?
A. The measures are:

  • Percentage of Interstate pavements in Good condition
  • Percentage of Interstate pavements in Poor condition
  • Percentage of non-Interstate NHS pavements in Good condition
  • Percentage of non-Interstate NHS pavements in Poor condition

Q. When are State DOTs required to begin collecting pavement data that meets the new data collection requirements (a full-extent IRI, Rutting, Cracking %, Faulting, and Inventory data conforming to the updated HPMS Field Manual)?
A. The dates are:

  • January 1, 2018: State DOTs are required to collect data for Interstate pavements.
  • January 1, 2020: State DOTs are required to collect data for the non-Interstate NHS pavements.

Q. What are the dates for submitting data that meets the new pavement conditions data collection requirements?
A. The dates are:

  • April 15, 2019, and each April 15 thereafter: State DOTs submit the first Interstate data that conform to the final rule.
  • June 15, 2021, and each June 15 thereafter: State DOTs submit the non-Interstate NHS pavement data that conform to the final rule.

Q. For how much of the NHS must a State DOT establish targets?
A. State DOTs must establish targets, regardless of ownership, for the full extent of the Interstate and non-Interstate NHS.

Q. When must State DOTs establish pavement targets?
A. Targets must be established by May 20, 2018. The State DOTs have the option to adjust 4-year targets in their Mid Performance Period Progress Report, due October 1, 2020.

Q. When must State DOTs report pavement targets?
A. The first reporting of targets (4-year statewide Interstate targets and 2- and 4-year statewide non-Interstate NHS targets) is due to FHWA by October 1, 2018, when the Baseline Performance Period Report is due.

Q. When are the initial MPO targets due?
A. Within 180 days after the State DOT(s) target is established, MPOs can decide to support the relevant State DOT(s) 4-year target or establish their own, quantifiable targets.

Q. How will significant progress toward pavement condition targets be determined for the first Performance Period?
A. The FHWA will not make a determination of significant progress toward 2-year Interstate System targets with the Mid Performance Progress Report for the 1st Performance Period (due October 1, 2020). The actual 2-year condition will become the baseline condition for the first performance period. For non-Interstate NHS pavement IRI-based targets, FHWA will make a determination of significant progress at the midpoint and end of the first performance period.

Q. What happens if FHWA determines a State's Interstate pavement condition falls below the minimum level for any given year?
A. The State DOT must obligate a portion of the National Highway Performance Program (NHPP) and transfer a portion of its Surface Transportation Program (STP) funds to address Interstate pavement conditions. The required obligation and transfer are in legislation and repeated in the published rule.

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Travel Time Reliability

Q. How do the Interstate and non-Interstate NHS travel time reliability measures differ?
A. They differ in implementation approach for the first performance period. State DOTs will provide a Baseline Performance Period Report by October 1, 2018, that will include two-and four-year targets for the Interstate system, but only a four-year target for the non-Interstate NHS. The State DOTs have the option to adjust four-year targets in their Mid Performance Period Progress Report, due October 1, 2020. There is no requirement for State DOTs to report baseline condition/performance or two-year targets for the non-Interstate NHS before the Mid Performance Period Progress Report. This will allow State DOTs to consider more complete data.

Q. How is NHS travel time reliability defined?
A. For purposes of the measures, Level of Travel Time Reliability (LOTTR) is defined as the ratio of the 80th percentile travel time of a reporting segment to a "normal" travel time (50th percentile), using data from FHWA's free National Performance Management Research Data Set (NPMRDS) or equivalent. Data are collected in 15-minute segments during all time periods other than 8 p.m.-6 a.m. local time. The measures are the percent of person-miles traveled on the relevant NHS areas that are reliable.

Q. What are person-miles for purposes of NHS travel time reliability?
A. Person-miles take into account the users of the NHS. Data to reflect the users can include bus, auto, and truck occupancy levels. The final rule changes the weighting of the Travel Time Reliability measures from system miles to person-miles; this change provides opportunities to capture overall occupancy factors from national surveys. The FHWA believes the person-miles concept is an appropriate way to measure reliability for investment decision making as it is more sensitive to congestion than system miles.

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Freight Movement

Q. How will freight movement be assessed?
A. Freight movement will be assessed by a Truck Travel Time Reliability (TTTR) Index. Reporting is divided into five periods: morning peak (6-10 a.m.), midday (10 a.m.-4 p.m.) and afternoon peak (4-8 p.m.) Mondays through Fridays; weekends (6 a.m.-8 p.m.); and overnights for all days (8 p.m.-6 a.m.). The TTTR ratio will be generated by dividing the 95th percentile time by the normal time (50th percentile) for each segment. Then, the TTTR Index will be generated by multiplying each segment's largest ratio of the five periods by its length, then dividing the sum of all length-weighted segments by the total length of Interstate. [23 CFR 490.511 and 490.513]

Q. Why is there a separate measure on freight movement on the Interstate?
A. The measure is a requirement of MAP-21 [23 USC 150(c)(6)] and considers factors that are unique to this industry such as the use of the system during all hours of the day and the use of a planning time index used by the freight industry in planning for on-time arrivals.

Q. Where will the data for the freight movement measure come from?
A. State DOTs and MPOs will have the data they need in FHWA's National Performance Management Research Data Set (NPMRDS), as the data set includes travel times for the full Interstate System. State DOTs and MPOs may use an equivalent data set if they prefer. [23 CFR 490.609]

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CMAQ On-Road Mobile Source Emissions: Total Emission Reductions

Q. Which State DOTs Are Required to Establish Targets and Report Performance for the CMAQ Emissions Measure?
A. Refer to Table 1 in the document, Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807).

Q. What Are the Applicable MPOs for the On-Road Mobile Source Emissions Measure and the CMAQ Performance Plan?
A. Refer to Table 3 in the document, Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807).

Q. Where does the on-road mobile source emissions measure apply?
A. The measure applies to areas designated as nonattainment or maintenance for ozone, carbon monoxide or particulate matter. Applicable State DOTs and MPOs will establish separate targets for each of these criteria pollutants and applicable precursors. [23 CFR 490.803]

Q. Must all State DOTs establish targets for the on-road mobile source emissions measure?
A. No, only those whose geographic boundaries include any part of a nonattainment or maintenance area for ozone, carbon monoxide, or particulate matter. [23 CFR 490.803]

Q. Why is the on-road mobile source emissions measure limited to nonattainment and maintenance areas?
A. The CMAQ program's purpose is to fund transportation projects or programs that contribute to the attainment or maintenance of National Ambient Air Quality Standards (NAAQS) in those specific areas. [23 USC 149(b)]

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CMAQ Traffic Congestion: Annual Hours of Peak Hour Excessive Delay Per Capita

Q. Which State DOTs (with Applicable Urbanized Areas) Are Required to Establish Targets and Report Progress for the Traffic Congestion: Annual Hours of Peak Hour Excessive Delay Per Capita Measure?
A. Refer to Table 2 in the document, Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807).

Q. What Are the Applicable MPOs for the Traffic Congestion: Annual Hours of Peak Hour Excessive Delay Per Capita Measure?
A. Refer to Table 4 in the document, Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807).

Q. How will traffic congestion be measured?
A. Traffic congestion will be measured by the annual hours of peak hour excessive delay (PHED) per capita on the NHS. Excessive delay will be based on travel time at 20 miles per hour or 60 percent of the posted speed limit travel time, whichever is greater, during in 15-minute intervals per vehicle. [23 CFR 490.705 and 490.707]

Q. What are peak travel hours under the peak hour excessive delay per capita measure?
A. The morning period is 6-10 a.m. local time on weekdays. The afternoon period is 3-7 p.m. or 4-8 p.m. local time, providing flexibility to State DOTs and MPOs. [23 CFR 490.705]

Q. Where does the peak hour excessive delay per capita measure apply?
A. For the first performance period (January 1, 2018, to December 31, 2021), it applies to urbanized areas of more than 1 million people with NHS mileage in nonattainment or maintenance areas for ozone, carbon monoxide, or particulate matter. After the first performance period, the population criteria changes to more than 200,000 people. [23 CFR 490.703]

Q. What needs to be done regarding the peak hour excessive delay per capital measure if an affected urbanized area overlaps with more than one State DOT or MPO?
A. All parties must coordinate and report on a single, unified target. [23 CFR 490.105]

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CMAQ Traffic Congestion: Percent of Non-Single Occupancy Vehical (SOV) Travel

Q. Which State DOTs (with Applicable Urbanized Areas) Are Required to Establish Targets and Report Progress for the Traffic Congestion: Percent of Non-SOV Travel Measure?
A. Refer to Table 2 in the document, Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807).

Q. What Are the Applicable MPOs for the Traffic Congestion: Percent of Non-SOV Travel Measure?
A. Refer to Table 4 in the document, Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807).

Q. How will the percentage of non-single occupancy vehicle travel be measured?
A. A minimum option for measurement will be use of the American Community Survey (ACS) Commuting (Journey to Work) data from the U.S. Census Bureau. State DOTs and MPOs also may use localized survey or measurements. Finally, State DOTs and MPOs may use volume counts for each mode to determine the percent non-SOV travel, and will be encouraged to report any data not available in national sources today (such as bike counts) to FHWA. [23 CFR 490.709]

Q. What modes are included in the non-single occupancy vehicle travel measure?
A. The measure includes all surface modes of transportation that are not SOV, and may include travel avoided by teleworking. [23 CFR 490.709]

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GHG Measure-Effective Date and Repeal Notice

Q. What is the greenhouse gas (GHG) measure?
A. The GHG measure is one of three measures to assess the performance of the National Highway System (NHS). It is defined as the percent change in tailpipe CO2 emissions on the NHS compared to the 2017 level. (23 CFR 490.507(b))

Q. When does the GHG measure become effective?
A. On September 28, 2017, FHWA published a notice in the Federal Register (82 FR 45179) [https://www.gpo.gov/fdsys/pkg/FR-2017-09-28/pdf/2017-20804.pdf] making the GHG measure effective.

On October 5, 2017, FHWA published a notice of proposed rulemaking (NPRM) in the Federal Register (82 FR 46427) [https://www.gpo.gov/fdsys/pkg/FR-2017-10-05/pdf/2017-21442.pdf] proposing to repeal the GHG measure and seeking public comments on that proposal.

Q. What effect does the October 5, 2017, notice have on the GHG measure?
A. The October 5, 2017, NPRM proposes to repeal the GHG measure and seeks public comment on whether the measure should be repealed, retained, or revised. FHWA is seeking additional information that may not have been available during the development of the Performance Management Final Rule.

Please submit any comments to the online docket [https://www.regulations.gov/document?D=FHWA_FRDOC_0001-1505] by November 6, 2017. Late comments will be considered to the extent practicable.

FHWA plans to issue a Final Rule in Spring 2018 announcing its decision on whether to repeal, retain, or revise the measure.

Updated: 04/04/2018
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