South Bend, IN--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 South Bend, IN--MI Urbanized Area covers parts of Indiana and Michigan. 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 0.6 -- -- -- -- Targets -- -- 2.0 -- 2.0
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 South Bend (IN,MI) 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.
(Michigan) For the South Bend targets, overall trends were identified using NPMRDS historical data. This is the first-time targets have been set for this UZA so it was determined that the target should be conservative in nature. A variety of issues related to the pandemic as well as the post pandemic recovery such as low traffic volume data during the pandemic, fuel prices, and changes in volumes moving forward also influenced the decision to be conservative during 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 20.6 -- -- -- -- Targets -- -- 18.0 -- 18.0
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 MACOG, SWMPC, MDOT, 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.
(Michigan) For the establishment of the 2 and 4 year targets for this urbanized area historical data was gathered and analyzed for trends from the American Community Survey from the US Census Bureau. This trend indicated that Non-SOV percentage for this UZA is flat, fluctuating around the 18% mark. Setting a target at the 18% mark was an achievable, conservative target for a first performance period.
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Data Sources:
2022 Biennial Performance Report
2022 HPMS Data Submittal