Dallas--Fort Worth--Arlington, TX 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 Dallas--Fort Worth--Arlington, TX Urbanized Area covers parts of Texas. Targets are agreed upon by several transportation agencies and apply to the entire area.
Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita
-
Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita 2021 2022 2023 2024 2025 Condition/Performance 11.4 -- -- -- -- Targets -- -- 12.9 -- 12.5
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
(Texas) The 2-year (2024) and 4-year (2026) targets for Peak Hour Excessive Delay in the Dallas-Fort Worth-Arlington UZA were established using a best-fit least squares trend analysis of observed data from 2016-2019 (the period of time for which reliable data is available, excluding the COVID-19 pandemic). This measure is strongly rebounding from the pandemic and is expected to climb back to this previous trend in the 2022-2023 timeframe. This trend illustrates a slow but steady improvement in this measure in line with NCTCOG's recent steady implementation of multiple congestion-relief projects. The data source used to report this measure and perform target-setting analysis is the National Performance Management Research Dataset (NPMRDS), a travel time dataset provided to MPOs via a cooperative agreement with FHWA, the University of Maryland CATT Lab, Texas A&M Transportation Institute, and INRIX; use of this dataset is required by rulemaking (23 CFR 490.103(e)) unless the state DOT requests and FHWA approves the use of an equivalent data source, which has not occurred in Texas.
-
Data Sources:
Texas 2022 Biennial Performance Report
Texas 2022 HPMS Data Submittal
Non-Single Occupancy Vehicle (Non-SOV) Travel
-
Non-Single Occupancy Vehicle (Non-SOV) Travel 2021 2022 2023 2024 2025 Condition/Performance 22.2 -- -- -- -- Targets -- -- 22.7 -- 23.0
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
(Texas) NCTCOG is using Method A (American Community Survey 5-Year Estimates) as detailed in 23 CFR 490.709(f)(1) to obtain data for the Non-SOV Travel measure for the Dallas-Fort Worth-Arlington Urbanized Area. The trend/slope used to establish 2024 and 2026 targets is an average of two trends 1) holding the latest (2020) observed value steady to simulate a retention of pandemic improvements, and 2) a pure best-fit least-squares trend that considers observed data available (2012-2020). This average trend was then adjusted upward to intercept the latest observed (2020) value. This method acknowledges that some changes to travel patterns seen during the pandemic are likely to be permanent, that the 5-Year estimates NCTCOG is using will continue to be influenced by the pandemic for the next several years, and that this measure will continue to slowly increase due to NCTCOG's continued work to incentivize Non-SOV Travel.
-
Data Sources:
Texas 2022 Biennial Performance Report
Texas 2022 HPMS Data Submittal