New Haven, CT 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 New Haven, CT Urbanized Area covers parts of Connecticut. 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 7.5 -- -- -- -- Targets -- -- 7.9 -- 7.9
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
(Connecticut) The 2-year and 4-year targets were established based on a) a review of the level of project activity expected during the performance period relative to current and recent levels, b) an evaluation of recent disruptions to normal travel patterns, including the COVID-19 pandemic, and whether they will produce permanent effects on performance; and c) other factors influencing performance. Based on a generally stable project activity level and the conclusion that travel disruptions due to the pandemic were close to returning to pre-pandemic levels in 2022, the targets have been based on removing 2020 and 2021 data when projecting trends, applying linear regression to understand the trends, considering the coefficient of determination of the resulting coefficients, and considering other covariates in setting targets for this urbanized area. These factors included changes in travel patterns (telework in particular), data such as vehicle registration, and the relationship between fuel prices and travel demand. Finally, the target adoption taken was conservative (there is a desire to achieve the target with a high degree of reliability particularly with the uncertainty in future trends in this area as described in this paragraph. In addition, for this urbanized area in particular, pre-pandemic trends reflected significant improvements resulting from the opening of the Hartford Line commuter rail service in 2018 and the completion of the I-91 and I-95 intersection multi-year project. While these improvements continnue to result in permanently-improved excessive delay conditions, they represent major one-time capital improvements for this particular location and there is not a project of that magnitude that was foreseen to be completed within the performance period, at the time of target-setting.)
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Data Sources:
Connecticut 2022 Biennial Performance Report
Connecticut 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 25.1 -- -- -- -- Targets -- -- 23.5 -- 23.5
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
(Connecticut) The targets for Percentage of Non-Single Occupancy Vehicle travel for the New Haven Urbanized Area are established by utilizing the American Community Survey (ACS) five-year estimates on means of transportation to work. A linear regression model was created to project trends for the two and four-year targets, utilizing ACS data from 2015 to 2019. Non-SOV data from 2020 was excluded due to the Pandemic, as the percent was an anomaly. In addition, CTDOT analyzed trends in vehicle registrations and gas price fluctuations to identify correlations in percent of people traveling to work alone. CTDOT is taking a conservative approach, through selecting a number on the low range of the observed trends prior to the Pandemic in the ACS data and use a flat (zero) slope for the two and four-year targets. Based on the commuting trends, people will be utilizing their vehicles as VMT and PHED will be increasing.
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Data Sources:
Connecticut 2022 Biennial Performance Report
Connecticut 2022 HPMS Data Submittal