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Transportation Performance Management

 

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

    • Trend through 2021

      Desired trend: ↓

      Chicago, IL--IN Annual Hours of Excessive Delay Per Capita


  • Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita 2017 2018 2019 2020 2021
    Condition/Performance -- -- 14.1 7.0 12.1
    Targets -- -- -- -- 15.4
  • Behind the data: For the first performance period only, baseline condition and 2-year targets are not required for the Peak-Hour Excessive Delay measure.


  • Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita

    (Illinois) NMPRDS tools showed baseline numbers of 14.9. The 2017 baseline PHED of 14.9 hours was used to set the 2021 target. This target was set in coordination with Chicago Metropolitan Agency for Planning and Northwestern Indiana Regional Planning Committee staff using data developed by Northwestern Indiana Regional Planning Committee staff for the Indiana portion and RITIS for the Illinois portion of the urban area. Trend data and other factors were considered in setting the target including construction and agency policies and goals of increasing transit ridership, transit supportive land uses, and improving traffic operations.

    (Indiana) NIRPC and CMAP led the effort in establishing the Peak Hour Excessive Delay (PHED) 4-year target, in consultation with INDOT and IDOT.  Trend line analysis of recent historical data making use of the NPMRDS data set was applied to arrive at a rational 4-year target.  The initial target was established at 15.5.  However, that value was inadvertently based on a performance period 2019—2022.  The newly established target of 15.4 is correctly based on the performance period 2018-2021.

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    (Illinois) While increased investments in traffic congestion reduction may have contributed to this decrease, most of the decrease can be attributed to the Covid-19 Pandemic.

    (Indiana) The 4-year target for annual hours of peak hour excessive delay per capita for the Chicago/NW Indiana UZA was set at 15.4 hours. The measured annual hours of peak hour excessive delay per capita for the Chicago/NW Indiana UZA was measured to be 12.1 hours for the 2021 dataset. At the end of the performance period, the measured annual hours of peak hour excessive delay per capita for the Chicago/NW Indiana UZA was below the 4-year target by 3.3 hours. INDOT has undertaken several significant capital improvement projects in the Northwest Indiana area, including added travel lanes and interchange improvements that added capacity and improved the reliability of the system, contributing to the documented improvement in annual hours of peak hour excessive delay per capita.

  • Data Sources:
    2018, 2020, 2022 Biennial Performance Report
    2020, 2021, 2022 HPMS Data Submittal

  • Non-Single Occupancy Vehicle (Non-SOV) Travel

    • Trend through 2021

      Desired trend: ↑

      Chicago, IL--IN % Non-SOV Travel


  • Non-Single Occupancy Vehicle (Non-SOV) Travel 2017 2018 2019 2020 2021
    Condition/Performance 30.6 30.8 31.2 31.4 33.1
    Targets -- -- 31.4 -- 31.9
  • Behind the data: The State used data collection Method A (American Community Survey), as defined in 23 CFR 490.709(f)(1)(i), in establishing their targets.


  • Non-Single Occupancy Vehicle (Non-SOV) Travel

    (Illinois) The targets were set in coordination between Chicago Metropolitan Agency for Planning and Northwestern Indiana Regional Planning Committee staff based upon ACS trends between 2012 and 2016 and the ON TO 2050 goal of doubling transit ridership in the Chicago Metropolitan Agency for Planning region by 2050 and the anticipated effects this would have on the non-SOV travel in the urbanized area.

    (Indiana) INDOT had dialog with the two MPO’s, CMAP and NIRPC.   CMAP has an aggressive 2050 plan to double transit ridership by 2050.  Both CMAP and NIRPC felt comfortable at setting aggressive goals to increase Non-SOV based on past performance of the area that have seen a nearly 0.2% per year increase in non-SOV and the CMAP 2050 plan strategies. However, those values were inadvertently based on a performance period 2019—2022.  The newly established targets of 31.4 and 31.9 are correctly based on the performance period 2018-2021.

    (Illinois) Chicago - 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%. Because of the delay in ACS data the assessment data is for 2018 and the 2-year target is set for 2019. The non-SOV travel percentage is moving in the right direction for the 4-year target and an adjustment of that target is not proposed.

    (Indiana) Non-SOV increased 0.6% from the baseline, but the 2-year performance of 31.2% was slightly less than the 2-year target of 31.4%. Discussions occurred with Northwestern Indiana Regional Planning Commission (NIRPC) and INDOT Staff. NIRPC coordinated with the Chicago Metropolitan Agency for Planning (CMAP) to evaluate progress. CMAP has an aggressive plan to double transit ridership by 2050. Past performance of the area have seen a nearly 0.2% per year increase in non-SOV, which was exceeded during this 2-year performance period.

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    (Illinois) CMAP over the past several years has moved away from simply funding projects with the best air quality benefits to ranking projects with good AQ benefits over several additional criteria and weighting those projects by mode. Emerging from this broader look at CMAQ spending funds was an increased focus on transit improvements. CMAQ funding a larger portion of station improvements like the State/Lake Loop Elevated Station (53.93 million in FY21)

    (Indiana) The CMAQ program in Northwest Indiana contained a mix of projects that encouraged commuters to eschew SOV travel in favor of other modes. This led to %NSOV for the UZA exceeding the 4-year target.

  • Data Sources:
    2018, 2020, 2022 Biennial Performance Report
    2018, 2019, 2020, 2021, 2022 HPMS Data Submittal

Updated: 08/04/2023
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