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The Transborder Surface Freight Data (TSFD) is derived from official U.S. international merchandise import andexport data. (For a description of U.S. merchandise trade statistics, see www.census.gov/foreigntrade/www/index.html.)As of December 1995, about 96 percent of the value of all U.S. imports has been collectedelectronically by the Automated Broker Interface System. About 55 percent of the value of all U.S. exports is collectedelectronically through the U.S./Canada Data Exchange and the Automated Export Reporting Program. The balance iscollected from administrative records required by the U.S. Departments of Commerce and Treasury.The TSFD incorporates all data, by surface mode, on shipments entering or exiting the United States from or toCanada or Mexico. Prior to January 1997, this dataset also included transshipments-shipments entering or exiting theUnited States by way of U.S. Customs ports on the northern or southern borders even when the actual origin or finaldestination of the goods was other than Canada or Mexico. (In other U.S. Bureau of the Census trade statistics,transshipments through Canada and Mexico are credited to the true country of origin or final destination.) To makethis dataset more comparable to other U.S. Census Bureau trade statistics, detailed information on transshipmentshas been removed. The TSFD presents a summary of transshipments by country, direction of trade, and mode oftransportation. Shipments that neither originate nor terminate in the United States (i.e., intransits) are beyond thescope of this dataset because they are not considered U.S. international trade shipments.In general, the reliability of U.S. foreign trade statistics is very good. Users should be aware that trade data fields(e.g., value and commodity classification) are typically more rigorously reviewed than transportation data fields (e.g.,the mode of transportation and port of entry/exit). Users should also be aware that the use of foreign trade data todescribe physical transportation flows may not be accurate. For example, this dataset provides surface transportationinformation for individual U.S. Customs districts and ports on the northern and southern borders. However, becauseof filing procedures for trade documents, these ports may or may not record where goods physically cross the border.This is because the information filer may choose to file trade documents at one port while shipments actually enter orexit at another port. The TSFD, however, is the best publicly available approximation for analyzing transbordertransportation flows. Since the dataset was introduced in April 1993, it has gone through several refinements andimprovements. When improbabilities and inconsistencies were found in the dataset, extensive analytical reviews wereconducted and improvements made. However, accuracy varies by direction of trade and individual field. For example,import data are generally more accurate than export data. This is primarily because the U.S. Customs Bureau usesimport documents for enforcement purposes while it performs no similar function for exports. For additionalinformation on TSFD, the reader is referred to the U.S. Department of Transportation, Bureau of TransportationStatistics Internet site at www.bts.gov/transborder.TABLE 1-61. Crude Oil and Petroleum Products Transported in the United States by ModePipelinesThe Association of Oil Pipelines (AOPL) obtains barrel-miles from the Federal Energy Regulatory Commission(FERC), which requires petroleum shippers to report annual shipments. AOPL then coverts barrel-miles to ton-milesusing conversion figures in the American Petroleum Institute's (API's) Basic Petroleum Data Book. Since 16 percentof pipeline shipments are intrastate and not subject to FERC reporting requirements, AOPL makes adjustments toFERC data to include intrastate shipments. AOPL also conducts periodic studies to estimate intrastate shipments.Water CarriersData are from Waterborne Commerce of the United States, published by the U.S. Army Corps of Engineers(USACE). All vessel operators of record report domestic freight and tonnage information to USACE via ENG Forms3925 and 3925b.Cargo movements are reported according to points of loading and unloading. Certain cargomovements are excluded: 1) cargo carried on general ferries, 2) coal and petroleum products loaded from shorefacilities directly into vessels for fuel use, 3) military cargo moved in U.S. Department of Defense vessels, and 4)cargo weighing less than 100 tons moved on government equipment. USACE calculates ton-miles by multiplying thecargo's tonnage by the distance between the points of loading and unloading.Motor CarriersAOPL estimates ton-miles by multiplying tons by the average length of haul. For crude, the tonnage of the prior yearis projected by using a growth rate established by data from the U.S. Department of Energy, Energy InformationAdministration's Petroleum Supply Annual, vol. 1, table 37. For products, the same calculation is made but with agrowth rate estimated by the American Trucking Association in Financial and Operating Statistics, Class I and II,
Motor Carriers, Summary table VI-B. Average length of haul is determined from the prior six years of data for tonmilesand tonnage of crude and petroleum products moved by motor carriers.RailroadAOPL calculates ton-miles by multiplying tonnage by average length of haul. Tonnage data for crude and productscomes from the Association of American Railroad's Freight Commodity Statistics, U.S. Class I Railroads. The U.S.Department of Transportation, Federal Railroad Commission provides the average length of haul for crude andproducts in its Carload Way Bill Statistics.TABLE 1-64. Passengers Denied Boarding by the Largest U.S. Air CarriersTABLE 1-65. Mishandled-Baggage Reports Filed by Passengers with the Largest U.S. Air CarriersTABLE 1-66. Flight Operations Arriving On Time for the Largest U.S. Air CarriersThese numbers are based on data filed with the U.S. Department of Transportation on a monthly basis by the largestU.S. air carriers - those that have at least one percent of total domestic scheduled-service passenger revenues. Datacover nonstop scheduled service flights between points within the United States (including territories). The largestU.S. carriers account for more than 90 percent of domestic operating revenues. They include Alaska Airlines,America West Airlines, American Airlines, Continental Airlines, Delta Air Lines, Northwest Airlines, Trans WorldAirlines, Southwest Airlines, United Airlines, and US Airways. However, there are other carriers offering domesticscheduled passenger service that are not required to report. In some cases, major airlines sell tickets for flights thatare actually operated by a smaller airline that is not subject to the reporting requirement.TABLE 1-67. FAA-Cited Causes of Departure and En route DelaysThe source of these data, the U.S. Department of Transportation (USDOT), Federal Aviation Administration (FAA),counts a flight as delayed if it departed or arrived more than 15 minutes after its scheduled gate departure and arrivaltimes. FAA calculates delayed departures based on the difference between the time a pilot requests FAA clearanceto taxi and the time an aircraft's wheels lift off the runway, minus the airport's standard unimpeded taxi-out time.Users should note that taxi-out time varies by airport due to differences in configurations. The cause of delay is alsorecorded, e.g., weather, terminal volume, closed runways, etc.USDOT guidance defines departure as the time the aircraft parking brake is released and gate arrival as the time thebrake is set. According to the USDOT's Office of the Inspector General (OIG), FAA's omission of part of a plane'sground movement compromises the data's validity. A recent OIG report noted that the FAA tracks ground time onlyafter a pilot requests clearance and fails to track a plane's time in the ramp area. OIG found that ramp time comprised28.7 percent to 40.5 percent of the average taxi-out time at the three major New York area airports (OIG Audit ReportCR-2000-112), and would not be counted as an FAA delay.ReliabilitySeveral data collection changes complicate comparisons over time. For example, FAA modified its method forcalculating volume-related delays that resulted in a 17 percent drop in such delays. Decreases in volume-relateddelays from 1998 to 1999 totaled less than one percent. Moreover, prior to 1999, USDOT did not provide a cleardefinition of what a departure was. An OIG Audit (CE-1999-054) report noted that air carriers used four differentdeparture events: 1) rolling of aircraft wheels; 2) release of parking brake; 3) closure of passenger and/or cargodoors; and 4) a combination of door closures and release of the parking break. The same report also noted errors inthe reporting of departure times by the air carriers.Data are now manually entered in FAA's Operations Network (OSPNET) database, and reporting errors may ariseand decrease reliability. The FAA monitors data quality assurance by spot checking the reported delay data andrequesting that discrepancies be reviewed by the responsible facility. According to an OIG Audit (CR-2000-112),however, mistakes are not reliably corrected and many air traffic controllers suggested that delays are underreportedsometimes by as much as 30 percent.TABLE 1-68. Major U.S. Air Carrier Delays, Cancellations, and Diversions
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NationalTransportationStatistics
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AcknowledgmentsU.S. Department of T
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Table of ContentsINTRODUCTIONTable
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1-56 U.S. Waterborne Freight (Updat
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SECTION E. RAILROAD2-39 Railroad an
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3-35 Transportation Expenditures by
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4-51 Air Pollution Trends in Select
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IntroductionCompiled and published
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SOURCESU.S. resident population, ag
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Table 1-1: System Mileage Within th
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Table 1-3: Number of U.S. Airports
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Table 1-5: U.S. Public Road and Str
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Table 1-7: Number of Stations Serve
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Table 1-9: ADA-Accessible Rail Tran
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Section BVehicle, Aircraft, andVess
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Table 1-12: U.S. Sales or Deliverie
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Table 1-14: U.S. Automobile and Tru
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Table 1-16: Retail a New Passenger
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Table 1-18: Retail Sales of New Car
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Table 1-20: Period Sales, Market Sh
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Table 1-22: Number of Trucks by Wei
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Taiwan U U U 116 132 124 101 113 11
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Section CCondition
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Table 1-26: Average Age of Automobi
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Table 1-28: Condition of U.S. Highw
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Table 1-30: Condition of Urban Bus
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Table 1-32: Class I Railroad Locomo
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Table 1-34: U.S. Flag Vessels by Ty
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Table 1-36: Roadway Vehicle-Miles T
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Table 1-38: Average Length of Haul,
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Table 1-40: U.S. Passenger-Miles (M
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Table 1-42: Long-Distance Travel in
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Table 1-43: Long-Distance Travel in
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Table 1-45: Air Passenger Travel Ar
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Section DTravel and GoodsMovement
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Table 1-48: U.S.-Mexican Border Lan
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Table 1-50: U.S. Ton-Miles of Freig
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Table 1-52: U.S.-Canadian Border La
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Table 1-54: U.S.-Mexican Border Lan
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Table 1-56: U.S. Waterborne Freight
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Table 1-58: Freight Activity in the
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Table 1-60: Value of U.S. Land Expo
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Table 1-61M: Crude Oil and Petroleu
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Table 1-63: U.S. Hazardous Material
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Table 1-64: Passengers Boarded and
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Table 1-66: Flight Operations Arriv
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Table 1-68: Major U.S. Air Carrier
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Table 1-69: Annual Person-Hours of
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Table 1-70: Travel Time IndexShort-
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Table 1-71: Annual Roadway Congesti
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Table 1-73: Amtrak On-Time Performa
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Table 2-1: Transportation Fatalitie
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Table 2-3: Transportation Accidents
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Table 2-5: Highway-Rail Grade-Cross
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Table 2-7: Transportation-Related O
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Section BAir
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Table 2-10: U.S. Commuter Air Carri
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Table 2-12: U.S. Commuter Air Carri
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Table 2-14: U.S. General Aviation a
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Table 2-16b: Prohibited Items Inter
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Section CHighway
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Table 2-18: Motor Vehicle Fatalitie
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Table 2-20: Occupant and Nonmotoris
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Table 2-22: Motorcycle Rider Safety
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Table 2-24: Bus Occupant Safety Dat
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Table 2-26: Fatalities by Highest B
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Table 2-28: Motor Vehicle Fatal Cra
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Table 2-30: Safety Belt and Motorcy
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Section DTransit
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Table 2-33: Transit Safety Data by
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d The number of Unlinked passenger
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Table 2-36: Transit and Grade-Cross
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Table 2-38: Reports of Violent Crim
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KEY: N = data do not exist.a The ki
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Table 2-39: Railroad and Grade-Cros
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Table 2-41: Train Fatalities, Injur
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Table 2-43: Railroad System Safety
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Section FWater
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Table 2-46: Waterborne Transportati
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Table 2-48: Personal Watercraft Saf
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Section GPipeline
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Chapter 3Transportation andthe Econ
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Table 3-2: U.S. Gross Domestic Prod
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Table 3-4: U.S. Gross Domestic Prod
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Table 3-6: U.S. Gross Domestic Dema
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Table 3-8: Contributions to Gross D
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Table 3-10: National Transportation
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Table 3-11: Sales Price of Transpor
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Table 3-13: Producer Price Indices
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Table 3-15: Personal Expenditures b
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Table 3-17: Average Cost of Owning
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Table 3-19: Average Passenger Fares
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Table 3-20: Average Passenger Reven
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Table 3-22: Total Operating Revenue
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Table 3-24: Employment in Transport
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Table 3-26: Median Weekly Earnings
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Table 3-28: Labor Productivity Indi
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Table 3-29: Federal, State, and Loc
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Table 3-31: Summary of Transportati
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Table 3-33: Transportation Revenues
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Table 3-35: Transportation Expendit
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Table 3-37: Federal Transportation
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Chapter 4Transportation, Energy,and
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Table 4-2: U.S. Consumption of Ener
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Section BTransportation EnergyConsu
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Table 4-5: Fuel Consumption by Mode
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Table 4-7: Domestic Demand for Gaso
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Table 4-9: Motor Vehicle Fuel Consu
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Table 4-11: Light Duty Vehicle, Sho
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Table 4-13: Single-Unit 2-Axle 6-Ti
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Table 4-15: Bus Fuel Consumption an
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Table 4-17: Class I Rail Freight Fu
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Table 4-19: U.S. Government Energy
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Table 4-20: Energy Intensity of Pas
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Table 4-22: Energy Intensity of Lig
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Table 4-24: Energy Intensity of Tra
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Table 4-26: Energy Intensity of Amt
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Table 4-28: Annual Wasted Fuel Due
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Table 4-29: Annual Wasted Fuel Per
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Section DAir Pollution
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Table 4-31: Federal Exhaust Emissio
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1968-Table 4-33: Federal Exhaust Em
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KEY: CO = carbon monoxide; HC = hyd
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KEY: CO = carbon monoxide; g = gram
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KEY: bhp = brake horsepower; bhph =
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Table 4-42: Tier 2 Federal Exhaust
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Table 4-44: Estimated National Aver
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Table 4-46: Estimated National Emis
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Monmouth-Ocean, NJ 5 21 4 41 34 31
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Table 4-52: Areas in Nonattainment
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Section EWater Pollution, Noise,and
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Table 4-55: Leaking Underground Sto
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Table 4-57: Number of People Residi
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appendix aMetric ConversionTables
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Table 1-4M: Kilometers of Public Ro
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Table 1-35M: U.S. Vehicle-Kilometer
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Table 1-38M: Average Length of Haul
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a Includes freight, express, and ma
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Table 1-56M: U.S. Waterborne Freigh
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Table 4-3M: Domestic Demand for Ref
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Table 4-6M: Energy Consumption by M
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Table 4-8M: Certificated Air Carrie
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Table 4-11M: Light Duty Vehicle, Sh
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Table 4-13M: Single-Unit 2-Axle 6-T
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Table 4-15M: Bus Fuel Consumption a
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Table 4-17M: Class I Rail Freight F
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Table 4-19M: U.S. Government Energy
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Table 4-21M: Energy Intensity of Ce
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Table 4-23M: Average Fuel Efficienc
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Table 4-25M: Energy Intensity of Cl
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Appendix B: GlossaryAIR CARRIER: A
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Appendix B: GlossaryCOLLISION WITH
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Appendix B: GlossaryFEDERAL ENERGY
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Appendix B: GlossaryINJURY (Rail):
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Appendix B: GlossaryMOTOR BUS (Tran
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Appendix B: GlossaryPERSONAL BUSINE
Page 365 and 366: Appendix B: GlossarySUBCOMPACT CAR:
Page 367 and 368: appendix cAcronyms and InitialismsA
Page 370: appendix dModal Profiles
Page 373 and 374: Air Carrier Profile continuedPerfor
Page 375 and 376: Air Carrier Profile continuedPerfor
Page 377 and 378: Highway ProfileFINANCIAL 1960 1970
Page 379 and 380: General Aviation ProfileINVENTORY 1
Page 381 and 382: Motorcycle f f f f 50 50 50 50 50 5
Page 383 and 384: KEY: R = revised; U = data are unav
Page 385 and 386: Transit ProfileFINANCIAL 1960 1970
Page 387 and 388: 161960-2006: Fatalities and Injured
Page 389 and 390: SAFETY d,9Number of fatalities, rai
Page 391 and 392: SAFETYFatalities in waterborne tran
Page 393 and 394: Natural Gas Pipeline ProfileFINANCI
Page 395: appendix eSource andAccuracy Statem
Page 398 and 399: agencies receiving funds through th
Page 400 and 401: solicitations of all federally regu
Page 402 and 403: Passenger Car, Truck, Bus, and Recr
Page 404 and 405: Highway, Total (registered vehicles
Page 406 and 407: after 1996. Some jurisdictions fail
Page 408 and 409: adherence to federal guidelines reg
Page 410 and 411: year. Also, expansion factors are u
Page 412 and 413: PassengerAir CarrierThe U.S. Depart
Page 414 and 415: The data are from Waterborne Commer
Page 418 and 419: A second data source for air-carrie
Page 420 and 421: Appendix EData Source and Accuracy
Page 422 and 423: when data are entered, they are che
Page 424 and 425: vehicles, and 15 were deleted becau
Page 426 and 427: TABLE 2-4. Distribution of Transpor
Page 428 and 429: BEA personal consumption expenditur
Page 430 and 431: Transportation-related government p
Page 432 and 433: information on their data collectio
Page 434 and 435: AccuracyAs in all surveys, the accu
Page 436 and 437: The American Public Transit Associa
Page 438 and 439: Government EmploymentThe Office of
Page 440 and 441: specifications or equations, should
Page 442 and 443: As mentioned above, the Highway Rev
Page 444 and 445: Highway ExpendituresFederal Highway
Page 446 and 447: consistency between the different m
Page 448 and 449: Appendix EData Source and Accuracy
Page 450 and 451: when data are entered, they are che
Page 452 and 453: vehicles, and 15 were deleted becau
Page 454 and 455: TABLE 2-4. Distribution of Transpor
Page 456 and 457: agencies receiving funds through th
Page 458 and 459: solicitations of all federally regu
Page 460 and 461: Passenger Car, Truck, Bus, and Recr
Page 462 and 463: Highway, Total (registered vehicles
Page 464 and 465: after 1996. Some jurisdictions fail
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adherence to federal guidelines reg
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year. Also, expansion factors are u
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PassengerAir CarrierThe U.S. Depart
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The data are from Waterborne Commer
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The Transborder Surface Freight Dat
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A second data source for air-carrie
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Appendix EData Source and Accuracy
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If transportation had been reviewed
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Alternative FuelsIn addition to oxy
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RailThe data are from Railroad Fact
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multiplied by the average peak peri
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In general, lead emissions are esti
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The number of the people exposed to
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Appendix EData Source and Accuracy
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If transportation had been reviewed
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Alternative FuelsIn addition to oxy
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RailThe data are from Railroad Fact
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multiplied by the average peak peri
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In general, lead emissions are esti
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The number of the people exposed to
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Acknowledgments US Department of Transportation - BTS

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