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  "category": [
            
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    "Long-Range Plan",
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    "Long-Range Plan",
            
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    "Planning",
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    "Planning",
            
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    "Roadways"
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    "Roadways"
            
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  "citation": "",
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  "citation": "",
            
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  "creator_user_id": "f666d0b8-ac4a-4476-96eb-36f7bdc69d58",
            
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  "isopen": false,
            
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  "license_id": "notspecified",
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  "license_id": "notspecified",
            
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  "license_title": "DVRPC Data License",
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  "license_title": "DVRPC Data License",
            
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  "license_url": "https://catalog.dvrpc.org/dvrpc_data_license.html",
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  "maintainer": null,
            
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  "maintainer_email": null,
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  "maintainer_email": null,
            
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  "managing_users": "ischwarzenberg@dvrpc.org,jdobkin@dvrpc.org",
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  "managing_users": "ischwarzenberg@dvrpc.org,jdobkin@dvrpc.org",
            
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  "metadata_created": "2024-08-05T19:04:06.439258",
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  "metadata_created": "2024-08-05T19:04:06.439258",
            
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  "metadata_modified": "2025-03-17T13:58:51.670688",
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  "metadata_modified": "2025-03-17T14:06:20.908308",
            
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  "methodology": "",
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  "methodology": "",
            
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  "name": "congestion",
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  "name": "congestion",
            
25
  "notes": "One measure used to analyze roadway reliability is the 
25
  "notes": "One measure used to analyze roadway reliability is the 
            
26
Planning Time Index (PTI). It is the ratio of the 95th percentile 
26
Planning Time Index (PTI). It is the ratio of the 95th percentile 
            
27
travel time relative to the free-flow (uncongested) travel time. PTI 
27
travel time relative to the free-flow (uncongested) travel time. PTI 
            
28
helps in understanding the impacts of nonrecurring congestion from 
28
helps in understanding the impacts of nonrecurring congestion from 
            
29
crashes, weather, and special events. It approximates the extent to 
29
crashes, weather, and special events. It approximates the extent to 
            
30
which a traveler should add extra time to their trip to ensure on-time 
30
which a traveler should add extra time to their trip to ensure on-time 
            
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arrival at their destination. A value of 1.0 indicates a person can 
31
arrival at their destination. A value of 1.0 indicates a person can 
            
32
expect free-flow speeds along their route. A 2.0 index value indicates 
32
expect free-flow speeds along their route. A 2.0 index value indicates 
            
33
a traveler should expect that the trip could be twice as long as 
33
a traveler should expect that the trip could be twice as long as 
            
34
free-flow conditions. PTI values from 2.0 to 3.0 indicate moderate 
34
free-flow conditions. PTI values from 2.0 to 3.0 indicate moderate 
            
35
unreliability, and ones greater than 3.0 are highly unreliable. 
35
unreliability, and ones greater than 3.0 are highly unreliable. 
            
36
\r\n\r\nThe data comes from aggregated Global Positioning System probe 
36
\r\n\r\nThe data comes from aggregated Global Positioning System probe 
            
37
data\u2014anonymized data from mobile apps, connected vehicles, and 
37
data\u2014anonymized data from mobile apps, connected vehicles, and 
            
38
commercial fleets\u2014provided to the Probe Data Analytics (PDA) 
38
commercial fleets\u2014provided to the Probe Data Analytics (PDA) 
            
39
Suite by INRIX, a travel data technology company. The PDA Suite was 
39
Suite by INRIX, a travel data technology company. The PDA Suite was 
            
40
created by a consortium of sponsors, including the Eastern 
40
created by a consortium of sponsors, including the Eastern 
            
41
Transportation Coalition and the University of Maryland.\r\n\r\nPTI 
41
Transportation Coalition and the University of Maryland.\r\n\r\nPTI 
            
42
values by region, subregion, and county are grouped either as highway 
42
values by region, subregion, and county are grouped either as highway 
            
43
facilities or local roads. Highways are roadway segments classified as 
43
facilities or local roads. Highways are roadway segments classified as 
            
44
interstates, turnpikes, and expressways in the PDA Suite. Local roads 
44
interstates, turnpikes, and expressways in the PDA Suite. Local roads 
            
45
are segments classified as U.S. routes, state routes, parkways, 
45
are segments classified as U.S. routes, state routes, parkways, 
            
46
frontages, and others. The PDA Suite reports weekday hourly averages 
46
frontages, and others. The PDA Suite reports weekday hourly averages 
            
47
by facility type and direction. Average weekday values are reported by 
47
by facility type and direction. Average weekday values are reported by 
            
48
facility type and direction, within the following time 
48
facility type and direction, within the following time 
            
49
periods:\r\n\r\n- Morning (AM): 6:00 AM\u20139:59 AM;\r\n- Midday 
49
periods:\r\n\r\n- Morning (AM): 6:00 AM\u20139:59 AM;\r\n- Midday 
            
50
(MD): 10:00 AM\u20132:59 PM;\r\n- Evening (PM): 3:00 PM\u20136:59 
50
(MD): 10:00 AM\u20132:59 PM;\r\n- Evening (PM): 3:00 PM\u20136:59 
            
51
PM;\r\n- Nighttime (NT): 7:00 PM\u20135:59 AM; and\r\n- Daily: 12:00 
51
PM;\r\n- Nighttime (NT): 7:00 PM\u20135:59 AM; and\r\n- Daily: 12:00 
            
52
AM\u201311:59 PM.\r\n\r\nAlthough INRIX data collection precedes years 
52
AM\u201311:59 PM.\r\n\r\nAlthough INRIX data collection precedes years 
            
53
reported in Tracking Progress, early years of reporting are highly 
53
reported in Tracking Progress, early years of reporting are highly 
            
54
variable based on a lack of facility coverage. The years from 2011 
54
variable based on a lack of facility coverage. The years from 2011 
            
55
onward show higher stability for highway facilities for most counties 
55
onward show higher stability for highway facilities for most counties 
            
56
and for the region. For local facilities, 2014 and beyond is where 
56
and for the region. For local facilities, 2014 and beyond is where 
            
57
values seem most stable due to more widespread facility 
57
values seem most stable due to more widespread facility 
            
58
coverage.\r\n\r\nHistoric data for the federal Transportation 
58
coverage.\r\n\r\nHistoric data for the federal Transportation 
            
59
Performance Management (TPM) system performance reporting requirements 
59
Performance Management (TPM) system performance reporting requirements 
            
60
is shown. These are Level of Travel Time Reliability (LOTTR), Level of 
60
is shown. These are Level of Travel Time Reliability (LOTTR), Level of 
            
61
Truck Travel Time Reliability (TTTR), and Annual Hours of Peak-Hour 
61
Truck Travel Time Reliability (TTTR), and Annual Hours of Peak-Hour 
            
62
Excessive Delay (AHPHED). The entire states of Pennsylvania and New 
62
Excessive Delay (AHPHED). The entire states of Pennsylvania and New 
            
63
Jersey are included for LOTTR and TTTR, so the region\u2019s figures 
63
Jersey are included for LOTTR and TTTR, so the region\u2019s figures 
            
64
can be compared with statewide data.\r\n\r\nLOTTR is used to calculate 
64
can be compared with statewide data.\r\n\r\nLOTTR is used to calculate 
            
65
the percentage of roadway segments that are considered reliable. A 
65
the percentage of roadway segments that are considered reliable. A 
            
66
road segment with an LOTTR of less than 1.5 is considered reliable. 
66
road segment with an LOTTR of less than 1.5 is considered reliable. 
            
67
Reliable segment lengths in miles are multiplied by their Annual 
67
Reliable segment lengths in miles are multiplied by their Annual 
            
68
average daily traffic (AADT) values times the average number of people 
68
average daily traffic (AADT) values times the average number of people 
            
69
in a vehicle. Then, this sum is then divided by the exact same product 
69
in a vehicle. Then, this sum is then divided by the exact same product 
            
70
for all road segments, to get the resulting percentage of roadway that 
70
for all road segments, to get the resulting percentage of roadway that 
            
71
is reliable for the geography. \r\n\r\nTTTR measures how consistent 
71
is reliable for the geography. \r\n\r\nTTTR measures how consistent 
            
72
travel times are for trucks on interstates. This can be helpful with 
72
travel times are for trucks on interstates. This can be helpful with 
            
73
analyzing goods movement along the region\u2019s interstates. TTTR is 
73
analyzing goods movement along the region\u2019s interstates. TTTR is 
            
74
calculated by dividing the 95th percentile of travel times by the 50th 
74
calculated by dividing the 95th percentile of travel times by the 50th 
            
75
percentile of travel times, using the highest value over the Morning 
75
percentile of travel times, using the highest value over the Morning 
            
76
(AM), Midday (MD), Evening (PM), Nighttime (NT), and weekend. Each 
76
(AM), Midday (MD), Evening (PM), Nighttime (NT), and weekend. Each 
            
77
interstate segment multiplies its length by the travel time ratio, the 
77
interstate segment multiplies its length by the travel time ratio, the 
            
78
results are summed and then divided by total Interstate length in the 
78
results are summed and then divided by total Interstate length in the 
            
79
geography to determine the area\u2019s TTTR value. \r\n\r\nAHPHED is 
79
geography to determine the area\u2019s TTTR value. \r\n\r\nAHPHED is 
            
80
the average number of hours per year spent by motorists driving in 
80
the average number of hours per year spent by motorists driving in 
            
81
congestion during peak periods. This can be useful for analyzing the 
81
congestion during peak periods. This can be useful for analyzing the 
            
82
impact of congestion from an individual\u2019s perspective, since it 
82
impact of congestion from an individual\u2019s perspective, since it 
            
83
analyzes how many hours the average person spends stuck in congestion. 
83
analyzes how many hours the average person spends stuck in congestion. 
            
84
The figures used are based on the 2010 urbanized area boundaries in 
84
The figures used are based on the 2010 urbanized area boundaries in 
            
85
the Census. In 2020, they were renamed to urban areas. There are only 
85
the Census. In 2020, they were renamed to urban areas. There are only 
            
86
Mercer County PHED values from 2021 onward, because they only apply to 
86
Mercer County PHED values from 2021 onward, because they only apply to 
            
87
the second four-year TPM performance period, when the Trenton, NJ 
87
the second four-year TPM performance period, when the Trenton, NJ 
            
88
Urban Area was required to track metrics and set performance targets. 
88
Urban Area was required to track metrics and set performance targets. 
            
89
AHPHED per capita is that figure divided by the urban area\u2019s 
89
AHPHED per capita is that figure divided by the urban area\u2019s 
            
90
population during that year.\r\n\r\nCongestion is susceptible to 
90
population during that year.\r\n\r\nCongestion is susceptible to 
            
91
external forces like the economy. A downturn can reduce congestion, 
91
external forces like the economy. A downturn can reduce congestion, 
            
92
but this reflects fewer and shorter trips for households and 
92
but this reflects fewer and shorter trips for households and 
            
93
businesses during lean times and may not represent an improvement. 
93
businesses during lean times and may not represent an improvement. 
            
94
Therefore, it may be useful to correlate these results with the Miles 
94
Therefore, it may be useful to correlate these results with the Miles 
            
95
Driven indicator.",
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Driven indicator.",
            
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