Minneapolis--St. Paul, MN--WI 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 Minneapolis--St. Paul, MN--WI Urbanized Area covers parts of Minnesota. 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 3.2 -- -- -- -- Targets -- -- 8.5 -- 8.5
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
(Minnesota) MnDOT and the Metropolitan Council selected targets for Annual Hours of Peak Hour Excessive Delay Per Capita that represent no change from the prior performance period targets. PHED per capita ranged between 7.8 and 8.8 hours for the years 2017 to 2019, then dramatically dropped to 2.1 and 3.2 hours in 2020 and 2021 respectively. Targets were chosen tracking pre-pandemic data from 2017 to 2019. The large reduction in hours is likely attributed to impacts of the COVID-19 pandemic on transportation and is uncertain as a standard for travel expectations in the area.
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Data Sources:
Minnesota 2022 Biennial Performance Report
Minnesota 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 26.7 -- -- -- -- Targets -- -- 28.0 -- 29.0
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
(Minnesota) Between 2012 and 2020, the percent of non-SOV travel has incrementally increased from 22.89% to 26.7% based on 5 year rolling averages. Two-year and four-year targets of 28% and 29% respectively represent an increase in non-SOV travel in the region over the performance period.
These targets reflect a desire to improve non-SOV travel in the region, while taking into account that a large increase between 2019 and 2020 (from 24% to 26.7%) as our most recent data. Future near term years will include more pandemic data in the 5-year averages.
Strategies and investments to encourage modal shifts away from single occupant vehicles also likely had a positive effect. These include metropolitan area transit projects, improvements to bicycle and pedestrian networks, and remote work.
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Data Sources:
Minnesota 2022 Biennial Performance Report
Minnesota 2022 HPMS Data Submittal