State Highway Reliability Report - New York
The information below summarizes the TPM Highway Reliability performance measures, which include two highway reliability measures and one truck travel time reliability measure. Per 23 CFR 490, State Departments of Transportation (DOTs) are required to establish 2- and 4-year targets for these measures. The targets should represent the anticipated condition/performance at the mid-point and end of the 4-year performance period. State DOTs establish targets at the beginning of each 4-year performance period, and report on progress every two years. When establishing targets, State DOTs have the flexibility to use the methodology they deem most appropriate. FHWA encourages States to review data sets and trends and consider factors that may affect targets. Performance targets should be data-driven, realistic, and attainable and should align with the performance management framework and legislative intent.
The targets and discussion of basis for targets, optional adjustment of targets, progress, and planned activities were provided by the State DOT in its most recent biennial performance report. FHWA has not edited this information. It is provided to help bring context to the State DOT's performance targets and progress. The data in the tables and graphs is from the biennial performance report or HPMS data submittal as noted below each measure summary. Any questions about the information should be directed to the State DOT.
Data reported by State DOTs was collected in the previous year, representing the condition/performance at the time of collection. Thus, in the tables and graphs below, FHWA labels data with the year representing the condition/performance, rather than the year the data was reported. The same thing is done for the targets--the year represents when the corresponding actual condition/performance data will be collected, not reported. More Information.
Significant Progress Determination
FHWA determines significant progress for these measures after the mid-point and end of each performance period. A State has met or made significant progress toward target achievement if “actual” condition/performance is equal to or better than the established two-year target or “actual” condition/performance is better than baseline performance 23 CFR 490.109(e). As provided in 23 CFR 490.107(b)(2)(ii)(A), baseline condition/performance is derived from the latest data collected through the beginning date of the performance period. FHWA will classify the assessment of progress toward the achievement of an individual 2-year or 4-year target as “progress not determined” if a State provides the extenuating circumstance information required in 23 CFR 490.109(e)(5), and FHWA accepts the information.
Most recent Significant Progress Determination for the Reliability measures
Most recent Significant Progress Determination for all applicable measures
Interstate Highway Reliable Person-Miles Traveled
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Interstate Highway Reliable Person-Miles Traveled 2017 2018 2019 2020 2021 Condition/Performance 83.2 80.7 78.8 86.9 -- Target -- -- 73.1 -- 73.0 -
Interstate Highway Reliable Person-Miles Traveled
1. Establish trend a. Estimate the linear trend for LOTTR using data from 2014 to 2016. (Note 2014 is the first full year of NPMRDS data; in 2017, NPMRDS data was provided by a different vendor with different data specifications.) 2. Determine Baseline a. Calculate LOTTR based on actual 2017 data. This is the 2018 baseline. 3. Consider data challenges, including a. 2017 is the only available full year of data using the new vendor and revised data specifications. b. There is no existing framework for forecasting future trends for these measures. c. The NPMRDS data, particularly truck data, is improving each year, which could affect future results. d. Future guidance on specific calculation methods could affect future results. e. It is unclear if the linear trend developed using 2014-2016 NPMRDS data will be representative of future data trends. f. Performance is expected to be judged on the data reported in 2020 and 2022. 4. Establish Targets a. Use the 2014-2016 linear trend to determine baseline data for 2020 and 2022. b. Adjust trend by decreasing the resulting values by 10%. (Note The declining target is NOT reflective of an analysis of future performance. The targets have been set to reflect the unknown and emerging nature of this data, as described in Step 3 above.) c. Reconsider targets in 2020 based on additional data, guidance, and analysis.The Level of Travel Time Reliability (LOTTR) for Interstates in 2020 (78.8) remains above the two-year (2020) target of 73.1. NYSDOT used conservative assumptions in developing the target for this measure as historic data was scarce (there was only one valid data point, given the change in the NPMRDS provider) and the major influences of programmed highway and bridge maintenance work, planned construction as well as other concerns such as the economy or weather events are still largely undetermined. As the relationships between the Interstate LOTTR measure and other significant variables become better established, NYSDOT anticipates that it will adjust the target setting process accordingly.N/AThe NHS in New York State is operated by several different entities, all of whom are making investments to address travel reliability. For example, since 2018, the New York State Thruway Authority and the Metropolitan Transportation Authority Bridges and Tunnels have been rolling out cashless tolling along their respective Interstate facilities. Elimination of traditional barrier tolls eliminates the need for vehicles to stop and dwell at the toll barrier and should decrease the overall travel time of trips using these facilities.In 2019, the New York State Legislature authorized the implementation of congestion pricing in mid and lower Manhattan (New York City). When this program is implemented, NYSDOT will monitor the impact on system performance, particularly to the interstates (I-278 in particular) that are located near the Central Business District zone that will be subject to congestion pricing.
Providing for the reliable movement of people and goods is a critical component of NYSDOT’s mission, and the projects on the Statewide Transportation Improvement Program (STIP) are consistent with the need to address the reliability of travel times for vehicles. The STIP includes transportation projects that are specifically intended to maintain and improve travel time reliability. Examples of these are intelligent transportation systems (ITS) deployment, transportation systems management and operations (TSMO) programs and Highway Emergency Local Patrol (HELP) projects, which reduce nonrecurring delay (including reducing crashes), and a variety of projects, large and small that address congestion, e.g., roundabouts, turn lanes, geometric improvements, and major projects that reduce bottlenecks and improve traffic flow. NYSDOT is actively engaged in developing and implementing a Traffic Systems Management and Operations (TSMO) strategic plan which will improve the coordination of highway operations and improve the data and analysis needed to increase the efficiency and effectiveness of our highway operations.
NYSDOT is taking active steps to measure and monitor reliability. For example, NYSDOT, working with the SUNY at Albany Visualization and Informatics Lab (AVAIL) has combined NPMRDS data with other data sources, such as traffic count and employer data. These tools are allowing NYSDOT and the NYS MPOs to better understand the sources of back-up such as bottlenecks and the impacts of accidents and analyze the benefits of infrastructure investments and operational strategies through before and after analyses. NYSDOT is continuing to improve and expand these capabilities.
NYSDOT will not be adjusting its four-year target. NYSDOT will continue to review reliability measures, and to learn more about the impact of projects and data on these measures.
Data Sources:
New York 2018, 2020 Biennial Performance Report
New York 2018, 2019, 2020, 2021 HPMS Data Submittal
Non-Interstate National Highway System (NHS) Reliable Person-Miles Traveled
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Non-Interstate NHS reliable Person-Miles Traveled 2017 2018 2019 2020 2021 Condition/Performance -- -- 80.3 86.8 -- Target -- -- -- -- 63.4 Behind the data: For the first performance period only, baseline condition and 2-year targets are not required for the Non-Interstate NHS reliability measure.
Non-Interstate National Highway System (NHS) Reliable Person-Miles Traveled
1. Establish trend a. Estimate the linear trend for LOTTR using data from 2014 to 2016. (Note 2014 is the first full year of NPMRDS data; in 2017, NPMRDS data was provided by a different vendor with different data specifications.) 2. Determine Baseline a. Calculate LOTTR based on actual 2017 data. This is the 2018 baseline. 3. Consider data challenges, including a. 2017 is the only available full year of data using the new vendor and revised data specifications. b. There is no existing framework for forecasting future trends for these measures. c. The NPMRDS data, particularly truck data, is improving each year, which could affect future results. d. Future guidance on specific calculation methods could affect future results. e. It is unclear if the linear trend developed using 2014-2016 NPMRDS data will be representative of future data trends. f. Performance is expected to be judged on the data reported in 2020 and 2022. 4. Establish Targets a. Use the 2014-2016 linear trend to determine baseline data for 2020 and 2022. b. Adjust trend by decreasing the resulting values by 10%. c. Reconsider targets in 2020 based on additional data, guidance, and analysis.N/AN/AN/AData Sources:
New York 2018, 2020 Biennial Performance Report
New York 2020, 2021 HPMS Data Submittal
Interstate Highway Truck Travel Time Reliability (TTTR) Index
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Truck Travel Time Reliability Index 2017 2018 2019 2020 2021 Condition/Performance 1.39 1.43 1.47 1.33 -- Target -- -- 2.00 -- 2.11 -
Interstate Highway Truck Travel Time Reliability
1. Establish trend a. Estimate the linear trend for TTTR using data from 2014 to 2016. (Note 2014 is the first full year of NPMRDS data; in 2017, NPMRDS data was provided by a different vendor with different data specifications.) 2. Determine Baseline a. Calculate TTTR based on actual 2017 data. This is the 2018 baseline. 3. Consider data challenges, including a. 2017 is the only available full year of data using the new vendor and revised data specifications. b. There is no existing framework for forecasting future trends for these measures. c. The NPMRDS data, particularly truck data, is improving each year, which could affect future results. d. Future guidance on specific calculation methods could affect future results. e. It is unclear if the linear trend developed using 2014-2016 NPMRDS data will be representative of future data trends. f. Performance is expected to be judged on the data reported in 2020 and 2022. 4. Establish Targets a. Use the 2014-2016 linear trend to determine baseline data for 2020 and 2022. b. Adjust trend by increasing the resulting values by 41%. c. Reconsider targets in 2020 based on additional data, guidance, and analysis.The 2020 midpoint data shows a TTTR of 1.47, which is below the 2-Year target of 2.00, although it does show some increase from the baseline of 1.39. As noted above, it is not clear how much of the increase in this measure is due to actual condition changes vs changes to the underlying data. Projects on the STIP are consistent with the need to address the reliability of travel times for vehicles, including trucks. NYSDOT continues to progress projects receiving National Highway Freight Program (NHFP) funding. In addition, the STIP includes transportation projects that will maintain and improve travel time reliability for trucks. These include ITS projects, projects that address geometrics, TSMO projects and interstate improvement projects. NYSDOT also continues to move forward with strategies outlined in its State Freight Plan – as attached.NYSDOT will continue to evaluate this measure but will not be adjusting the current targets.
N/AThe 2020 midpoint data shows a TTTR of 1.47, which is below the 2-Year target of 2.00, although it does show some increase from the baseline of 1.39. As noted above, it is not clear how much of the increase in this measure is due to actual condition changes vs changes to the underlying data. Projects on the STIP are consistent with the need to address the reliability of travel times for vehicles, including trucks. NYSDOT continues to progress projects receiving National Highway Freight Program (NHFP) funding. In addition, the STIP includes transportation projects that will maintain and improve travel time reliability for trucks. These include ITS projects, projects that address geometrics, TSMO projects and interstate improvement projects. NYSDOT also continues to move forward with strategies outlined in its State Freight Plan – as attached.NYSDOT will continue to evaluate this measure but will not be adjusting the current targets.
Data Sources:
New York 2018, 2020 Biennial Performance Report
New York 2018, 2019, 2020, 2021 HPMS Data Submittal
Significant Progress Determination
This table shows FHWA’s most recent determination for the Infrastructure performance measures.
PLEASE NOTE: Each State’s performance target assessment is based on its own State-specific target methodology and program philosophy. Therefore, conclusions should not be drawn based only on the information in the Significant Progress Determination Results table. FHWA understands that each State’s program is unique and therefore does not prescribe a methodology for States to set targets. States have the flexibility to use the methodology they deem most appropriate when setting their performance targets.
| Measure Area | Measures | Baseline | Target | Actual | Better than Baseline? | Achieved Target? | Made Significant Progress? | Consequences [23 CFR 490.109(f)] | |
|---|---|---|---|---|---|---|---|---|---|
| The performance of the Interstate System | Interstate Travel Time Reliability measure | 83.2 | 73.1 | 78.8 | No | Yes | Yes | None | |
| Freight movement on the Interstate System | Freight Reliability measure | 1.39 | 2.00 | 1.47 | No | Yes | Yes | None | |