Chicago, IL--IN Urbanized Area Congestion Report
In the line graphs below, FHWA uses Data Collection Year instead of Data Reporting Year to represent snapshot condition/performance at the time the data was collected. More information
The Chicago, IL--IN Urbanized Area covers parts of Illinois and Indiana. Targets are agreed upon by several transportation agencies and apply to the entire area.
Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita
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Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita 2021 2022 2023 2024 2025 Condition/Performance 12.1 -- -- -- -- Targets -- -- 15.6 -- 15.9
Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita
- Basis for Targets
- 2-yr Progress
- Basis for 4-yr Target Adjustment
- 4-yr Planned Activities
- 4-yr Progress
(Illinois) Both the 2-year and 4-year progress assessments were done using RITIS numbers from 2018 and 2019 for the 2-year assessment and 2020 and 2021 for the 4-year assessment. RITIS showed a PHED of 14.5 hours for 2019. This is below the baseline of 14.8 hours set in 2017 but the 2019 numbers may have been an anomaly as RITIS had the PHED for 2018 at 17 hours. For 2021, RITIS showed a PHED of 10.2, well below the baseline and 4-year target. New 2-year and 4-year targets were set for 2024 and 2026, respectively, with an understanding that a return to pre COVID-19 mobility levels would occur. The same process was followed in setting this target of coordination with NIRPC staff, consideration of trend data, and achievement of agency policies and goals. The new targets were approved as part of the ON TO 2050 Update System Performance report appendix.4
(Indiana) The 2- and 4-year targets for the Chicago (IL/IN) UZA were established using historical data available from NPMRDS. This data was used to identify the overall trend, which was projected forward to set reasonable targets. The target was set conservatively due to the fact that this is the first time a target has been set for this particular UZA, so limited historical data is available. Additionally, it is expected that PHED will increase slightly as newer post-pandemic volume data becomes available. Uncertainty in the ongoing post-pandemic recovery (fuel prices, changing travel demand, etc.) also contributed to the targets being set conservatively. INDOT utilized the FHWA-provided NPMRDS dataset and PM-3 reporting tools within the NPMRDS data portal for analyzing past performance, assessing the impact of completed and upcoming projects, and setting these targets.
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Data Sources:
2022 Biennial Performance Report
2022 HPMS Data Submittal
Non-Single Occupancy Vehicle (Non-SOV) Travel
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Non-Single Occupancy Vehicle (Non-SOV) Travel 2021 2022 2023 2024 2025 Condition/Performance 33.1 -- -- -- -- Targets -- -- 32.4 -- 32.7
Non-Single Occupancy Vehicle (Non-SOV) Travel
- Basis for Targets
- 2-yr Progress
- Basis for 4-yr Target Adjustment
- 4-yr Planned Activities
- 4-yr Progress
(Illinois) The 2-year progress assessment shows a non-SOV travel percentage of 31.2% which is just below the 2-year target of 31.4%. The 4-year progress assessment shows a non-SOV travel percentage of 33.1% which is well above the 4-year target of 31.9%. Because of the delay in ACS data the 2-year assessment data is for 2018 while the 2-year target is set for 2019, and the 4-year assessment data is for 2020 while the 4-year target is set for 2021. The non-SOV travel percentage is trending in the right direction in part to the COVID-19 pandemic and the shift to remote work. New 2-year and 4-year targets for 2024 and 2026 were set with continued optimism for growth while also recognizing the shift back towards pre-COVID-19 mobility trends. The same process was followed in setting these targets with coordination of NIRPC staff and the use of ACS trends between 2017-2021. The new targets were approved as part of the ON TO 2050 Update System Performance report appendix.5
(Indiana) An extensive effort was made to identify programmed and potential CMAQ projects that would be obligated in the 2022-2025 performance period. These projects were evaluated for their NSOV benefits. These projects along with an analysis of the historic trends were part of a series of discussion among CMAP, NIRPC, IDOT, INDOT, FHWA and other stakeholders. The impacts of the pandemic on commuting patterns along with current economic trends were also considered in setting targets that would be realistically achievable. We consulted with NIRPC and apparently they initially put the wrong number in their plan. It should read 32.7% for the 4-year NSOV target for 2022-2025 which has been corrected above in cell T9.
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Data Sources:
2022 Biennial Performance Report
2022 HPMS Data Submittal