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Transportation Performance Management

 

Boston, MA--NH--RI 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 Boston, MA--NH--RI Urbanized Area covers parts of Massachusetts and New Hampshire. Targets are agreed upon by several transportation agencies and apply to the entire area.

  • Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita

    • Trend through 2025

      Desired trend: ↓

      Boston, MA--NH--RI Annual Hours of Excessive Delay Per Capita


  • Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita 2021 2022 2023 2024 2025
    Condition/Performance 18.0 -- -- -- --
    Targets -- -- 24.0 -- 22.0

  • Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita

    (Massachusetts) The targets for Annual Hours of Peak Hour Excessive Delay Per Capita for the Boston Urbanized Area are established using year-end HPMS Reports and travel time data. Peak Hour Excessive Delay decreased significantly during the pandemic (2020), but has since began to increase. Without 2022 data, it is unclear when PHED may return to pre-pandemic levels. 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 time. Considering these factors, MassDOT is establishing targets that represent improvements from the pre-pandemic excessive delay while leaving room for PHED to move towards pre-pandemic level in the near term. The established targets are more realistic and take into account of the uncertainty of future trends.

    (New Hampshire) The targets for Annual Hours of Peak Hour Excessive Delay Per Capita for the Boston UZA are established using year-end HPMS Reports and travel time data. Peak Hour Excessive Delay decreased significantly during the pandemic (2020), but has since begun to increase. Without 2022 data, it is unclear when PHED may return to pre-pandemic levels. 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 time. Considering these factors, NHDOT is establishing targets that represent improvements from the pre-pandemic excessive delay while leaving room for PHED to move towards pre-pandemic level in the near term. The established targets are more realistic and take into account of the uncertainty of future trends.

  • Data Sources:
    2022 Biennial Performance Report
    2022 HPMS Data Submittal

  • Non-Single Occupancy Vehicle (Non-SOV) Travel

    • Trend through 2025

      Desired trend: ↑

      Boston, MA--NH--RI % Non-SOV Travel


  • Non-Single Occupancy Vehicle (Non-SOV) Travel 2021 2022 2023 2024 2025
    Condition/Performance 36.9 -- -- -- --
    Targets -- -- 38.8 -- 39.8

  • Non-Single Occupancy Vehicle (Non-SOV) Travel

    (Massachusetts) The targets for Percentage of Non-Single Occupancy Vehicle Travel for the Boston 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.

    (New Hampshire) The targets for Percentage of Non-Single Occupancy Vehicle Travel for the Boston 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.

  • Data Sources:
    2022 Biennial Performance Report
    2022 HPMS Data Submittal

Updated: 01/09/2024
Federal Highway Administration | 1200 New Jersey Avenue, SE | Washington, DC 20590 | 202-366-4000