Transportation Performance Management

Detroit, MI 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 Detroit, MI Urbanized Area covers parts of Michigan. Targets are agreed upon by several transportation agencies and apply to the entire area.

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

• • Trend through 2021

    Desired trend: ↓

    Detroit, MI Annual Hours of Excessive Delay Per Capita

    
    

• Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita	2017	2018	2019	2020	2021
  Condition/Performance	--	--	11.5	6.3	--
  Targets	--	--	--	--	22.0

• 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.

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  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

  (Michigan) MDOT and SEMCOG coordinated efforts to evaluate the available data, considered influencing factors such as data quantity and integrity, and reached an agreement to use 300 p.m. to 700 p.m. as Peak Hours for this measure. The data used to develop the target included the following National Performance Measure Research Data Set (NPMRDS), Highway Performance Monitoring System (HPMS), Annual Average Daily Traffic (AADT), and Annual Vehicle Occupancy rates (provided by FHWA). The analysis tool is RITIS.

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

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  Non-Single Occupancy Vehicle (Non-SOV) Travel

• • Trend through 2021

    Desired trend: ↑

    Detroit, MI % Non-SOV Travel

    
    

• Non-Single Occupancy Vehicle (Non-SOV) Travel	2017	2018	2019	2020	2021
  Condition/Performance	16.0	15.9	16.1	16.4	--
  Targets	--	--	14.4	--	14.4

• 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.

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  Non-Single Occupancy Vehicle (Non-SOV) Travel

  • Basis for Targets
  • 2-yr Progress
  • Basis for 4-yr Target Adjustment
  • 4-yr Planned Activities

  (Michigan) MDOT and SEMCOG established 2- and 4-year targets at 14.4% for Non-SOV travel on the NHS. The target reflects a conservative approach for factors that have the potential for rapid change and creating volatility as percent-based measures. The U.S. Census Bureau American Community Survey (ACS) Journey-to-Work option was selected as the best option to meet the needs of both agencies. Localized surveys and volume/usage counts for each mode were not viable due to lack of current data and the extensive resource investment that would have been needed to provide a usable data set.

  (Michigan) MDOT and SEMCOG established 2- and 4-year targets at 14.4 percent for Non-SOV travel on the NHS. The target reflects a conservative approach for factors that have potential for rapid change and creating volatility as percent-based measures. The U.S. Census Bureau American Community Survey (ACS) Journey-to-Work option was selected as the best option to meet the needs of both agencies.

  For the midpoint of the first performance period, Non-SOV travel has remained stable in the Detroit Urbanized Area. The actual 2-year performance for Non-SOV travel was 16.1 percent, which is above the 2-year target set of 14.4 percent and a 0.1 percentage point improvement from the 2018 baseline.

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