Federal Performance Measure Report Card

Introduction

The Moving Ahead for Progress in the 21st Century (MAP-21) enacted in 2012, and the subsequent Fixing America’s Surface Transportation Act (FAST Act), enacted in 2015, established a national performance measurement system for the highway and transit programs. The U.S. Department of Transportation (USDOT) instituted this performance management requirement by establishing performance measures for four categories through rulemakings:

The state departments of transportation (state DOTs) and metropolitan planning organizations (MPOs) are required to establish targets for each highway performance measure while transit agencies and MPOs set targets for transit asset conditions. MPOs have 180 days after DOTs adopt statewide targets to choose either to set quantitative targets for their metropolitan planning areas or commit to the state’s targets. For the highway measures, at the conclusion of each performance period, the USDOT assesses whether “significant progress” has been made toward achieving the highway targets, which is defined differently depending on the measure. If states do not make significant progress, they are required to submit documentation to FHWA on how they will reach the targets; in certain cases, states are also required to program more federal funds toward improving conditions. No penalties are assessed on MPOs or transit agencies. Once the targets are established, MPOs are directed to show how the investments in the transportation improvement program (TIP) help achieve the targets. Furthermore, each performance measure’s baseline and targets must be included in a System Performance Report in the MPO’s long-range transportation plan to document the condition and performance of the transportation system with respect to required performance measures.

Process

As part of complying with the national performance measurement system established by MAP 21, Illinois Department of Transportation (IDOT), the Champaign-Urbana MPO (CUUATS), and the local transit agency, Champaign-Urbana Mass Transit District (MTD), have established a process for data sharing, target setting, and reporting. More information on this can be found here.

The following table shows the past and upcoming target setting timelines for the federal performance measures.

Past and Upcoming Target-Setting Timelines for the Performance Measures

Transportation Performance Management Rules	Final Rule Effective Date	Target Setting Schedule	State Target Timeline	MPO Target Timeline
Highway Safety (PM1)	4/14/2016	Annually	– Aug 31, 2017 for 2018 targets – Aug 31, 2018 for 2019 targets – Aug 31, 2019 for 2020 targets – Aug 31, 2020 for 2021 targets – Aug 31, 2021 for 2022 targets	– 180 days after Aug 31. – Dec 13, 2017 for 2018-2020 targets^[1] – Dec 9, 2020 for 2020-2021 targets ^[2] – Dec 8,2021 for 2021-2022 targets ^[3] – Dec 14,2022 for 2022-2023 targets^[4]
Pavement and Bridge Condition (PM2)	5/20/2017	Every two years	– May 20, 2018 for 2020, 2022 targets – Oct 1, 2020 for 2022 targets – Nov 15, 2022 for 2024, 2026 targets	– 180 days after IDOT set their targets – Sep 12, 2018 for 2020, 2022 targets^[5] – Dec 9, 2020 for updated 2022 targets^[6] – Feb 8, 2023 for 2024, 2026 targets ^[10]
System Performance (PM3)	5/20/2017	Every two years	– May 20, 2018 for 2020, 2022 targets – Oct 1, 2020 for 2022 targets – Nov 15, 2022 for 2024, 2026 targets	– 180 days after IDOT set their targets – Sep 12, 2018 for 2020, 2022 targets^[7] – Dec 9, 2020 for updated 2022 targets^[8] – Feb 8, 2023 for 2024, 2026 targets ^[10]
Transit Assets Management (TAM)	10/1/2016	Annually	– Oct 1, 2018	– 180 days later. – June 30, 2017 for 2018 target^[9] – Feb 8, 2023 for 2024, 2026 targets ^[10]

[1] https://ccrpc.org/committees/cuuats-policy/meetings/december-13-2017/
[2] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-17/#files

[3] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-22/#files

[4] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-27/
[5] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-4/
[6] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-17/#files
[7] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-4/
[8] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-17/#files
[9] https://ccrpc.org/committees/cuuats-policy/meetings/december-13-2017/

[10] https://ccrpc.org/committees/cuuats-policy/meetings/cuuats-policy-committee-meeting-28/

Highway Safety (PM1)

The safety performance measures require state DOTs and MPOs to establish safety targets as five-year rolling averages on all public roads for:

The number of fatalities
The rate of fatalities per 100 million vehicle miles traveled (VMT)
The number of serious injuries
The rate of serious injuries per 100 million VMT
The number of non-motorized fatalities and non-motorized serious injuries

State Targets¶

Injuries and fatalities from traffic crashes vary considerably from year to year due to numerous factors, and the five-year average is meant to smooth large changes. IDOT must adopt targets for each safety measure by August 31 on an annual basis. MPOs must establish targets within 180 days after IDOT. MPOs can either choose to adopt the state’s targets (Table 1) or set their own quantitative targets.

MPO Targets and Performance¶

CUUATS Policy Committee approved the PM1 targets for 2018 through 2020 based on goals established in the LRTP 2040, approved in December 2014. Goals established in the LRTP 2045, approved in December 2019, were adopted by the CUUATS Policy Committee as PM1 targets for 2021 through 2025. The MPO targets do not differ significantly from the state’s targets but are generally more ambitious than the state’s targets and are consistent with the regional LRTPs.

Table 2 presents the 2018-2020 PM1 baseline, targets, and performance assessment for the Champaign-Urbana MPA.

Table 3 presents the 2021-2022 PM1 baseline and targets for the Champaign-Urbana MPA.

Champaign-Urbana MPA 2016-2020 five-year rolling average crash data shows two performance measures, number of serious injuries and rate of serious injuries per 100 million Vehicle Miles Traveled (VMT), met the 2020 targets. All the safety performance measures were maintained or improved from the 2015 baseline in 2020 (Figure 1-5).

Pavement and Bridge Conditions (PM2)

The infrastructure condition performance measures require state DOTs and MPOs to establish targets for:

Percentage of pavements of the Interstate System in Good condition
Percentage of pavements of the Interstate System in Poor condition
Percentage of pavements of the non-Interstate National Highway System (NHS) in Good condition
Percentage of pavements of the non-Interstate NHS in Poor condition
Percentage of NHS bridges classified as in Good condition
Percentage of NHS bridges classified as in Poor condition

State Targets¶

IDOT established PM2 targets for 2020 and 2022 in May 2018 (Table 4). IDOT uses the Condition Rating Survey (CRS) method for rating pavement condition in Illinois, and assigns pavement condition ratings based on pavement distress, such as International Roughness Index (IRI), rutting, cracking, and deterioration. IDOT performs bi-yearly safety inspections and condition assessments of bridges. This is the designated frequency in National Bridge Inspection Standards (NBIS). Through these inspections, condition rating data is collected for the deck, super structure, and substructure and an overall rating of Good, Fair, or Poor condition is assigned to each bridge metric per calendar year.

MPO Targets and Performance¶

The National Highway System (NHS) within the MPA is the focus of PM2. The NHS is a federal designation for roadways considered important to the nation’s economy. In the Champaign-Urbana MPA, this includes all the interstates and some non-interstate roadways, such as state routes and several local roadways. The NHS in the MPA has changed over time. Figure 6 shows MPA NHS roadway and bridge designations in 2018.

The CUUATS Policy Committee adopted the state’s PM2 targets for the Champaign-Urbana MPA after an analysis of MPA’s 2017 pavement and bridge baseline condition data as well as 2020 projected conditions estimated using FY 2017-2020 TIP projects. CUUATS receives pavement and bridge condition data from IDOT.

Table 5 presents the PM2 2017 baseline, 2020 and 2022 targets, and 2018, 2019 performance assessment for the Champaign-Urbana MPA.

Champaign-Urbana MPA PM2 2019 data shows one performance measure performed better than the 2017 baseline, and five performed worse than the 2017 baseline.

System Performance (PM3)¶

The system performance measures require state DOTs and MPOs to establish targets for:

Percent of reliable person-miles traveled on the Interstate
Percent of reliable person-miles traveled on the non-Interstate NHS
Percentage of Interstate system mileage providing for reliable truck travel time – Truck Travel Time Reliability Index

For MPOs in non-attainment or maintenance status, there are three additional performance measures on traffic congestion assessment that are not applicable for the Champaign-Urbana MPA.

State Targets¶

The PM3 measures require the use of the National Performance Management Research Data Set (NPMRDS). IDOT has procured The Regional Integrated Transportation Information System (RITIS) to analyze the NPMDRS and provided access to RITIS for the MPOs within the state to use. IDOT established PM3 targets for 2020 and 2022 in May 2018 (Table 6).

MPO Targets¶

CUUATS adopted the state’s PM3 targets. Table 7 presents the PM3 2017 baseline, 2020 and 2022 targets, and 2018 and 2019 performance assessment using NPMRDS INRIX data for the Champaign-Urbana MPA. Champaign-Urbana MPA PM3 2019 data show all PM3 performance measures maintained or improved from 2017 baseline.

Transit Asset Management (TAM)¶

Transit Asset Management (TAM) is applicable to providers who are recipients or sub-recipients of Federal financial assistance under 49 U.S.C. Chapter 53. TAM is an effort to keep assets and equipment in transit systems in a state of good repair, so the systems contribute to the safety of the system as a whole. This supports the idea that a vehicle in good repair will minimize risk and maximize safety. TAM measures performance for the following asset categories:

Equipment
Facilities
Infrastructure
Rolling Stock

The TAM Final Rule requires recipients to set one or more performance targets per asset class based on State of Good Repair measures. The Final Rule also requires transit providers to coordinate with MPOs, to the maximum extent practicable, in the selection of MPO performance targets. The coordination amongst transit providers and MPOs should influence transportation funding investment decisions and is intended to increase the likelihood that transit state of good repair needs are programmed, committed to, and funded as part of the planning process.

MTD Targets and performance¶

The following tables show the C-U MTD’s TAM targets and performance by categories.

Transit Safety

The FTA has established four performance measures in the National Public Transportation Safety Plan:

Fatalities
Injuries
Safety Events
System Reliability

On an annual basis, MTD will update the Safety Performance Targets based on performance measures from the previous five years and submit transit safety performance targets to CUUATS and IDOT, as shown in Table 11 – 16. For reference, the 2021 data in the following tables was updated after an error was identified in last year’s tables, therefore, the 2021 data in the following tables does not match the 2021 data in last year’s tables.

safety performance targets to CUUATS and IDOT, as shown in Table 11 – 16.

Table 11: Current Performance (MTD Fixed Route Service)

	2021 Service (2016-2020 Five-Year Average)	2022 Service (2017-2021 Five-Year Average)
Fatalities	0	0
Injuries	4.4	3.6
Safety Events	4.8	5.4
System Reliability*	31,293	27,666
Vehicle Revenue Miles	3,122,639	3,091,074