Louisville/Jefferson County, KY--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 Louisville/Jefferson County, KY--IN Urbanized Area covers parts of Indiana and Kentucky. 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 8.4 -- -- -- -- Targets -- -- 10.0 -- 10.0
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
(Indiana) The 2- and 4-year targets for the Louisville (KY/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.
(Kentucky) The data for this metric was obtained from the NPMRDS RITIS data platform. The values obtained for the 2017-2019 period together with the 2021 baseline value suggested a downward trend. However, COVID-related congestion impacts were also considered in terms of how valuable of a baseline 2021 was. In setting PHED targets, ongoing and future regional construction projects were considered (ongoing major interstate construction causing major interstate congestion, and with more construction and presumably more construction-related congestion to follow) and the potential impacts are reflected in the selected target metrics. The 10.0 target –even though it is an increasing target– was viewed as being relatively aggressive. INDOT, KYTC, & FHWA were consulted and their input was also considered in the target setting process.
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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 20.2 -- -- -- -- Targets -- -- 18.5 -- 19.0
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
(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 KIPDA, KYTC, 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.
(Kentucky) The targets for this period were set slightly lower than the baseline. Non-SOV travel in the prior 5 years was used to establish possible trendlines as well as upper and lower bounds to future projections. These trendline values were adjusted to reflect the uncertainties surrounding telework and overall commuting habits.
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Data Sources:
2022 Biennial Performance Report
2022 HPMS Data Submittal