PM 3: Congestion Mitigation
Updated January 2023
|Peak hours of Excessive Delay (PHED) per capita in Seattle urbanized area
|Peak hours of Excessive Delay per capita in Spokane urbanized area
|Peak hours of Excessive Delay per capita in Tri-Cities urbanized area
|Non-Single Occupancy Vehicle (SOV) travel in Seattle urbanized area
|Non-Single Occupancy Vehicle travel in Spokane urbanized area
|Non-Single Occupancy Vehicle travel in Tri-Cities urbanized area
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.