Transportation Performance Management

PM 1: Special Rules (Safety)

Source: WSDOT Transportation Safety & Systems Analysis Division.
Notes: The PM1 targets for 2023 were submitted on August 31, 2022, using the five-year rolling average of 2017-2021 for current baseline data. The term "target" is required for federal reporting of the five-year rolling average; the figure does not represent the state's goal. 1 The Strategic Highway Safety Plan for Washington (Target Zero) aims to achieve the goal of zero fatalities and serious injuries by 2030. 2 Performance metric includes all individuals (for example, pedestrians and bicyclists) who died or were seriously injured as a result of a crash with a motorist in Washington.

PM 2: Pavement

Source: WSDOT Pavement Office.
Note: Federal rule allows state and MPOs to adjust four-year targets during the mid-performance (2-year) progress report. Targets with desired trends going up should be above the level stated, and down should be below the level stated. 1 Two-year and four-year target periods for PM2 end in calendar years 2023 and 2025 and are reported respectively on October 1, 2024, and October 1, 2026.

Washington's pavement targets remain unchanged

After meeting its pavement condition targets for 2022, WSDOT's 2-year and 4-year performance targets (for 2023 and 2025, respectively) will remain unchanged.

The latest data available for interstate pavement in Washington is from the 2020 and 2021 data collection period (note that 2020 was an unusual collection year in both traffic activity and collection activity for many states due to the COVID-19 pandemic.)

The data for 2021 shows 46.0% of interstate pavement is in good condition and 1.9% is in poor condition (using FHWA criteria). For non-interstate NHS pavement, 46.8% is in good condition and 4.2% is in poor condition. This condition data includes motor vehicle travel lanes only. Performance in these four areas met all four-year targets set for 2022. As a result, no penalty was incurred for percent of interstate pavement on the National Highway System in poor condition.

Meeting the additional requirement

A separate requirement determined by FHWA is that the percentage of interstate pavement in poor condition cannot exceed 5%. This performance criterion is a special requirement mandated by Congress and is the only pavement performance measure that results in a funding penalty if it is not met. The penalty requires the State to obligate a specified percentage of its National Highway Performance Program (NHPP) and Surface Transportation Program (STP) funds to correct the interstate pavement conditions until the minimum threshold is met.

Actual performance for 2021 was 1.9%. Given the long-term status of aging concrete pavement in addition to planned construction of the interstate, 4% remains a reasonable target for the percentage of interstate pavement in percent poor condition in 2024.

The combination of asphalt and concrete renewal expected in the future should leave the percent good in relatively stable condition, and a reasonable target for interstate percent good remains at 30%.

PM 2: Bridges

Source: WSDOT Bridge and Structures Office.
Notes: Targets with desired trends going up should be above the level stated, and down should be below the level stated. 1 The first reporting period is from 2018-2021 (Oct. 1, 2017 through Sept. 31, 2021 for CMAQ) with data and actuals submitted Dec. 16, 2022. 2 The current two-year target period for PM2 is for calendar years 2022-2023 with data and actuals submitted on October 1, 2024. The current four-year target period for PM3 is for calendar years 2022-2025 with data and actuals submitted on October 1, 2026. 3 Weighted by deck area.

Targets for bridge performance confirmed in December 2022

WSDOT has been proactive in collaborating with Metropolitan Planning Organizations and local agencies (such as cities and counties) with regard to the implementation of federal bridge performance measures for the NHS.

FHWA has set the upper limit for the percentage of all NHS bridges classified in poor condition at 10%. Based on analysis and past trends, WSDOT again adopted this target for the two- and four-year periods for 2022-2023 and 2022-2025. FHWA did not set a limit for the percentage of NHS bridges classified as being in good condition; WSDOT again adopted a target of 30% for the two- and four-year periods based on a thorough review of current bridge conditions.

The condition of individual bridge components (deck, superstructure, substructure), and culverts (which are measured separately), are rated using a classification method from the National Bridge Inventory and the Highway Bridge Program. This classification method assigns the elements and culverts condition ratings ranging from 0 to 9 where 7 or greater = good; 5-6 = fair; and 4 or less = poor. For TPM, bridges in good condition have all three components (deck, superstructure, substructure) rated as 7 or higher; bridges in fair condition meet the minimum threshold of 5 or 6; and poor bridges have some of the components rated as 4 or lower.

The percentage of the total NHS bridge deck area for each classification (good, fair, poor) is calculated as the ratio of the total deck area of NHS bridges in a classification to the total deck area of NHS bridges in the state. The bridge deck condition of a shoulder on a bridge is included in the overall condition rating; it is not tracked or rated for active transportation use separate from the overall bridge deck condition. Sidewalk elements are defined and condition rated but these data are not reported here.

A separate requirement determined by FHWA is that the percent of NHS bridges in poor condition cannot exceed 10%. This performance criterion is a special requirement mandated by U.S. Congress, and is the only bridge performance measure that results in a funding penalty if it is not met. The penalty requires the state to obligate a specified percentage of its National Highway Performance Program funds to correct the NHS bridge conditions until the minimum threshold is met.

PM 3: Highway System Performance (Congestion)

Source: WSDOT Transportation, Safety & Systems Analysis Division, WSDOT Rail, Freight, and Ports Division, WSDOT Environmental Services Office.
Notes: Targets with desired trends going up should be above the level stated, and down should be below the level stated. Federal rule allows state and MPOs to adjust four-year targets during the mid-performance (2-year) progress report. There are no monetary penalties involved with PM3. 1 The first reporting period is from 2018-2021 (Oct. 1, 2017 through Sept. 30, 2021 for CMAQ) with data and actuals submitted Dec. 16, 2022. 2 The current two-year target period for PM3 is for calendar years 2022-2023 with data and actuals submitted on October 1, 2024. The current four-year target period for PM3 is for calendar years 2022-2025 (Oct. 1, 2021 through Sept. 30, 2025 for CMAQ) with data and actuals submitted on October 1, 2026. These reports align with the federal fiscal year, which runs October 1 through September 30.

Washington meets targets for reliable travel times on interstate, non-interstate roads

Washington met its 4-year targets for Highway System Performance during the 2018-2021 reporting period. WSDOT reported 82.4% of person-miles traveled on the interstate system were reliable during this period, achieving the target of 68% or higher.

WSDOT also reported 87.8% of person-miles traveled on the non-interstate NHS System were reliable, achieving the target of being higher than 61.0%.

Level of Travel Time Reliability (LOTTR) is defined as the ratio of longer travel times (80th percentile) to a "normal" travel time (50th percentile), using data from FHWA's National Performance Management Research Data Set or equivalent. Data are collected in 15-minute segments during four time periods:

• Morning peak (6-10 a.m. Monday-Friday)
• Midday (10 a.m. to 4 p.m. Monday-Friday)
• Afternoon peak (4-8 p.m. Monday-Friday)
• Weekends (6 a.m. to 8 p.m.)

The measures are the percent of person-miles traveled on the NHS that are reliable (with 1.5 TTR or less being reliable and more than 1.5 TTR being considered unreliable).

Setting Washington's 4-year targets

WSDOT, in collaboration with Metropolitan Planning Organizations, finalized its four-year Transportation Performance Management targets for highway system performance, freight and Congestion Mitigation and Air Quality (CMAQ) on December 16, 2022. WSDOT's methodology for setting its new PM3 performance targets to be reported on October 1, 2024 and October 1, 2026 included:

• Congestion — Evaluated pre-COVID trend (2017-2019 data) and COVID trend (2020-2021 data); and used the average growth rate between those two to set new 2-year and 4-year targets.

PM 3: National Freight Movement Program

Source: WSDOT Rail, Freight, and Ports Division.
Notes: Targets with desired trends going up should be above the level stated, and down should be below the level stated. Federal rule allows state and MPOs to adjust four-year targets during the mid-performance (2-year) progress report. There are no monetary penalties involved with PM3. 1 The first reporting period is from 2018-2021 (Oct. 1, 2017 through Sept. 30, 2021 for CMAQ) with data and actuals submitted Dec. 16, 2022. 2 The current two-year target period for PM3 is for calendar years 2022-2023 with data and actuals submitted on October 1, 2024. The current four-year target period for PM3 is for calendar years 2022-2025 (Oct. 1, 2021 through Sept. 30, 2025 for CMAQ) with data and actuals submitted on October 1, 2026. These reports align with the federal fiscal year, which runs October 1 through September 30.

Washington meets freight movement reliability target

Washington met its 4-year target for Truck Travel Time Reliability (TTTR) Index during the 2018-2021 reporting period. WSDOT reported 1.49 of TTTR index in 2021, achieving its target to not exceed 1.75. The Truck Travel Time Reliability metric is defined as the ratio of the longer truck travel time (95th percentile) to a "normal" truck travel time (50 percentile). It is computed for five time periods:

• Morning peak (6-10 a.m. Monday-Friday)
• Midday (10 a.m. to 4 p.m. Monday-Friday)
• Afternoon peak (4-8 p.m. Monday-Friday)
• Weekends (6 a.m. to 8 p.m.)
• Overnights for all days (8 p.m. to 6 a.m.)

The TTTR measure is calculated by multiplying each segment's maximum TTTR metric with its length, and then divided by the total mileage of Interstate System. WSDOT uses FHWA's National Performance Management Research data (NPMRDS) to compute TTTR measure, and report the progress to FHWA.

Setting Washington's 4-year targets

WSDOT, in collaboration with Metropolitan Planning Organizations, finalized its four-year Transportation Performance Management targets for highway system performance, freight and Congestion Mitigation and Air Quality (CMAQ) on December 16, 2022. WSDOT's methodology for setting its new PM3 performance targets to be reported on October 1, 2024 and October 1, 2026 included:

• Freight — Evaluated pre-COVID trend (2017-2019 data) and COVID trend (2020-2021 data); and used the average growth rate between those two to set new 2-year and 4-year targets.

PM 3: Congestion Mitigation

Source: WSDOT Transportation Safety & Systems Analysis Division, WSDOT Rail, Freight, and Ports Division, WSDOT Environmental Services Office.
Notes: Targets with desired trends going up should be above the level stated, and down should be below the level stated. Federal rule allows state and MPOs to adjust four-year targets during the mid-performance (2-year) progress report. There are no monetary penalties involved with PM3. 1 The first reporting period is from 2018-2021 (Oct. 1, 2017 through Sept. 30, 2021 for CMAQ) with data and actuals submitted Dec. 16, 2022. 2 The current two-year target period for PM3 is for calendar years 2022-2023 with data and actuals submitted on October 1, 2024. The current four-year target period for PM3 is for calendar years 2022-2025 (Oct. 1, 2021 through Sept. 30, 2025 for CMAQ) with data and actuals submitted on October 1, 2026. These reports align with the federal fiscal year, which runs October 1 through September 30.

Seattle area meets target for Peak Hour Excessive Delay, Spokane and Tri-Cities areas report PHED performance

The Seattle urbanized area met its target for Peak Hour Excessive Delay per capita for the first, four-year period (2018-2021) with 18.9, which was lower than the 4-year target of 28.0. While no targets were required for the Spokane and Tri-Cities urbanized areas, their 4-year actual for PHED was 11.4 and 3.9, respectively.

The Peak Hour Excessive Delay (PHED) measure for the second, 4-year performance period applies to urbanized areas of more than 200,000 population that include nonattainment or maintenance areas (ozone, carbon monoxide or particulate matter). All states and MPOs with NHS mileage overlapping within an applicable urbanized area must coordinate on a single, unified target. In the second midperformance period progress report (due October 1, 2024) 4-year targets can be adjusted, and 2-year actual conditions are reported.

Traffic congestion is measured by the annual hours of PHED per capita on the NHS. The threshold for excessive delay is based on the travel time at 20 mph or 60% of the posted speed limit travel time, whichever is greater, and will be measured in 15-minute intervals. Peak travel hours are defined as 6-10 a.m. on weekday mornings; the weekday afternoon period is 3-7 p.m. or 4-8 p.m., providing flexibility to DOTs and MPOs. The total excessive delay metric is weighted by vehicle volumes and occupancy. WSDOT must report on metrics annually for all mainline highways on the NHS for all applicable urbanized areas.

Seattle urbanized area meets Non-SOV travel target, Spokane, Tri-Cities urbanized areas report performance

The Seattle urbanized area met its Non-Single Occupancy Vehicle (SOV) travel target for the 2018-2021 reporting period with 36.4%, higher than the goal of 32.2%. While no targets were required for the Spokane and Tri-Cities urbanized areas during this period, their actual Non-SOV travel was 24.2% and 20.6%, respectively.

The rule for the second, 4-year performance period applies to urbanized areas of more than 200,000 people include air quality non-attainment or maintenance areas (ozone, carbon monoxide or particulate matter). All states and MPOs with NHS mileage that overlaps within an applicable urbanized area coordinated on a single, unified target and reported the measures for that area Dec. 16, 2022.

Setting Washington's 4-year targets

WSDOT, in collaboration with Metropolitan Planning Organizations, finalized its four-year Transportation Performance Management targets for highway system performance, freight and Congestion Mitigation and Air Quality (CMAQ) on December 16, 2022. WSDOT's methodology for setting its new PM3 CMAQ performance targets to be reported on October 1, 2024 and October 1, 2026 included:

• CMAQ peak hour delay — Based on the Texas Transportation Institute's recommended methodology, held the 4-year target from the first four-year cycle (2018-2021) the same for second 4-year cycle (2022-2025) 2- and 4-year targets.
• CMAQ Non-SOV — Evaluated 2017-2019 pre-COVID trend and use 2019 as baseline data to set the new 2-year and 4-year targets.

PM 3: Air Quality Program

Source: WSDOT Environmental Services Office.
Notes: Targets with desired trends going up should be above the level stated, and down should be below the level stated. Federal rule allows state and MPOs to adjust four-year targets during the mid-performance (2-year) progress report. There are no monetary penalties involved with PM3. 1 The first reporting period is from 2018-2021 (Oct. 1, 2017 through Sept. 30, 2021 for CMAQ) with data and actuals submitted Dec. 16, 2022. 2 The current two-year target period for PM3 is for calendar years 2022-2023 with data and actuals submitted on October 1, 2024. The current four-year target period for PM3 is for calendar years 2022-2025 (Oct. 1, 2021 through Sept. 30, 2025 for CMAQ) with data and actuals submitted on October 1, 2026. These reports align with the federal fiscal year, which runs October 1 through September 30.

Determining progress toward total emissions reduction

PM3 applies to all air quality nonattainment and maintenance areas—for ozone, carbon monoxide, course particulate matter (less than 2.5 to 10 micrometers in diameter) and fine particulate matter (2.5 micrometers or smaller)—in Washington. Targets must reflect cumulative emissions reductions to be reported in the CMAQ Public Access System.

Setting Washington's 4-year targets

WSDOT, in collaboration with Metropolitan Planning Organizations, finalized its four-year Transportation Performance Management targets for highway system performance, freight and Congestion Mitigation and Air Quality (CMAQ) on December 16, 2022. WSDOT's methodology for setting its new PM3 CMAQ performance targets to be reported on October 1, 2024 and October 1, 2026 included:

• CMAQ emissions — MPOs evaluated actual federal fiscal year (FFY) 2018-2021 emission values based on projects in maintenance areas in the CMAQ Public Access System. MPOs identified their FFY 2022-2025 target contributions based on projects selected for funding in maintenance areas, and WSDOT added these MPO values to get a statewide figure for each pollutant. Baselines for FFY 2022-2025 are based on 4-year actuals from FFY 2018-2021.