Springfield, MA--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 Springfield, MA--CT Urbanized Area covers parts of Connecticut and Massachusetts. 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 6.2 -- -- -- -- Targets -- -- 6.5 -- 6.0
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
(Connecticut) The targets for Annual Hours of Peak Hour Excessive Delay (PHED) Per Capita for the Springfield Urbanized Area are established using year-end HPMS reports as well as data on travel time and population. Prior to the pandemic, PHED for the Springfield UZA was declining. The pandemic resulted in a sharper decline in excessive delay. However, the delay increased after 2020. As there is no data for 2022, it is unclear whether excessive delay will continue to increase. Additionally, the excessive delay will also be affected by the increasing adoption of telework arrangements. Since the pandemic, the peak travel volume has continued to move towards pre-pandemic levels. At the same time the peak has become less pronounced and more spread out across times of day. Considering these factors, CTDOT and MASSDOT is establishing targets that represent improvements from the pre-pandemic excessive delay while leaving room for excessive delay to move towards pre-pandemic level in the near term. The targets consider the uncertainty of recent trends while setting a path towards lowering excessive delay.
(Massachusetts) The targets for Annual Hours of Peak Hour Excessive Delay (PHED) Per Capita for the Springfield Urbanized Area are established using year-end HPMS reports as well as data on travel time and population. Prior to the pandemic, PHED for the Springfield UZA was declining. The pandemic resulted in a sharper decline in excessive delay but the delay has since increased. Without 2022 data, it is unclear whether excessive delay will continue to increase. Additionally, the excessive delay will also be affected by the increasing adoption of telework arrangements. Since the pandemic, the peak travel volume has continued to move towards pre-pandemic levels. At the same time the peak has become less pronounced and more spread out across times of day. Considering these factors, MassDOT is establishing targets that represent improvements from the pre-pandemic excessive delay while leaving room for excessive delay to move towards pre-pandemic level in the near term. The targets take into account of the uncertainty of recent trends while setting a path towards lowering excessive delay.
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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 21.5 -- -- -- -- Targets -- -- 22.2 -- 22.2
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 Springfield Urbanized Area are established using ACS 5-year estimates on means of transportation to work. A rate of change is calculated using two non-overlapping 5-year ACS estimate, specifically 2010-2014 and 2015-2019. This is then used to create a trend line by projecting the 2016-2020 estimate. This trend line establishes the targets for 2024 and 2026. Since telework rates are expected to increase in the future, and due to MassDOT's ongoing efforts to encourage non-SOV travel and reduce congestion, the trend line is projected off from 2016-2020 estimate, a data point with a higher percentage of non-SOV travel due to the pandemic. CTDOT collaborated with MassDOT to ensure unified goals and target of the urbanized area.
(Massachusetts) The targets for Percentage of Non-Single Occupancy Vehicle Travel for the Springfield Urbanized Area are established using ACS 5-year estimates on means of transportation to work. A rate of change is calculated using two non-overlapping 5-year ACS estimate, specifically 2010-2014 and 2015-2019. This is then used to create a trend line by projecting the 2016-2020 estimate. This trend line establishes the targets for 2024 and 2026. Since telework rates are expected to increase in the future, and due to MassDOT's ongoing efforts to encourage non-SOV travel and reduce congestion, the trend line is projected off from 2016-2020 estimate, a data point with a higher percentage of non-SOV travel due to the pandemic.
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Data Sources:
2022 Biennial Performance Report
2022 HPMS Data Submittal