Acknowledgments US Department of Transportation - BTS

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In general, lead emissions are estimated by multiplying an activity level by an emissions factor that represents therate at which lead is emitted for the given source category. This estimate is then adjusted by a factor that representsthe assumed effectiveness of control technologies. For lead released during combustion, a top-down approach isused to share national estimates of fuel consumption by fuel type to each consumption category (e.g., motor fuel,electric utility, etc.) and, subsequently, each source (e.g., passenger cars, light-duty trucks, etc.).TABLE 4-51. Air Pollution Trends in Selected Metropolitan Statistical Areas (MSAs)TABLE 4-52. Areas in Nonattainment of National Ambient Air Quality Standards for Criteria PollutantsThe U.S. Environmental Protection Agency measures concentrations of pollutants in the ambient air at its air qualitymonitoring sites, which are operated by state and local agencies. These sites conform to uniform criteria for monitorsiting, instrumentation, and quality assurance, and each site is weighted equally in calculating the composite averagetrend statistics. Furthermore, trend sites must have complete data for 8 of the 10 years in the trend time period to beincluded. However, monitoring devices are placed in areas most likely to observe significant concentrations of airpollutants rather than a random sampling of sites throughout the nation.TABLE 4-53. U.S. Carbon Dioxide Emissions from Energy Use by SectorThe combustion of fossil fuels, such as coal, petroleum, and natural gas, is the principal anthropogenic (humancaused) source of carbon dioxide (CO2) emissions. Since fossil fuels are typically 75 percent to 90 percent carbon byweight, emissions from the combustion of these fuels can be easily measured in carbon units, as is shown in thetable.CO2 emissions data are derived from estimates. The U.S. Department of Energy, Energy Information Administration(EIA), estimates CO2emissions by multiplying energy consumption for each fuel type by its carbon emissionscoefficient, then subtracting carbon that is sequestered by nonfuel use of fossil fuels. Carbon emissions coefficientsare values used for scaling emissions to specific activities (e.g., pounds of CO2emitted per barrel of oil consumed).Emissions estimates are based on energy consumption data collected and published by EIA Several smalladjustments are made to its energy consumption data to eliminate double counting or miscounting of emissions. Forexample, EIA subtracts the carbon in ethanol from transportation gasoline consumption because of its biologicalorigin.Emissions coefficients are based on the density, carbon content, and heat content of petroleum products. For manyfuels, except liquefied petroleum gas (LPG), jet fuel, and crude oil, EIA assumed coefficients to be constant over time.For LPG, jet fuel, and crude oil, EIA annualized carbon emissions coefficients to reflect changes in chemicalcomposition or product mix.Since the combustion of fossil fuels is a major producer of CO2emissions, sources of uncertainty are related to: 1)volumes of fuel consumed; 2) characteristics of fuel consumed; 3) emissions coefficients; and 4) coverage. EIA notesthat volumetric fuel data are fairly reliable in the 3 percent to 5 percent range of uncertainty. The density and energycontent of fuels are usually estimated. According to EIA, the reliability of these estimates vary. For example,estimates of the energy content of natural gas are reliable to 0.5 percent, while estimates for coal and petroleumproducts are lower because they are more heterogeneous fuels. The reliability of emissions coefficients depends onwhether the characteristics of a fuel are difficult to measure accurately. Finally, uncertainties may result because datamay be excluded or unknown sources of emissions not included.EIA's estimation methods, emissions coefficients, and the reliability of emissions estimates are discussed in detail inU.S. Department of Energy, Energy Information Administration, Emissions of Greenhouse Gases in the UnitedStates, 1998 available on: www.eia.doe.gov/oiaf/1605/ggrpt/index.html.TABLE 4-54. Petroleum Oil Spills Impacting U.S. WaterwaysThe U. S. Coast Guard's (USCG) Marine Safety Information System (MSIS) is the source of these data. It includesdata on all oil spills impacting U.S. navigable waters and the Coastal Zone. The USCG learns of spills through directobservation, reports from responsible parties and third parties. Responsible parties are required by law to report spillsto the National Response Center (NRC).Reports may be made to the USCG or Environmental Protection Agency pre-
designated On Scene Coordinator for the geographic area where the discharge occurs if direct reporting to the NRCis not practicable. There is no standard format for these reports, but responsible personnel face significant penaltiesfor failing to do so. Most reports are made by telephone, and USCG personnel complete investigations based on theinformation provided. The type and extent of an investigation conducted varies depending on the type and quantity ofthe material spilled. Each investigation will determine as closely as possible source of the pollutant, the quantity of thematerial spilled, the cause of the accident, as well as whether there is evidence that any failure of material (eitherphysical or design) was involved or contributed to the incident. These are so financial responsibility may be properlyassigned for the incidents, as well as proper recommendations for the prevention of the recurrence of similarincidents may be made.Some spills may not be entered into MSIS because they are either not reported to or discovered by the USCG. Theprobability of a spill not being reported is inversely proportional to its size. Large spills impact a large area and a largenumber of people, resulting in numerous reports of such spills. Small spills are less likely to be reported, particularly ifthey occur at night or in remote areas where persons other than the responsible party are unlikely to detect them.Responsible parties are required by law to report spills and face penalties for failing to do so, providing a strongincentive to report spills that might be detected by others. Experience with harbor patrols shows that the number ofspills increases as the frequency of patrols increases. However, the volume of material spilled does not increasesignificantly, indicating that the spills discovered through increased harbor patrols generally involved very smallquantities.Data CollectionFrom 1973 to 1985, data were collected on forms completed by the investigator and later entered into the PollutionIncident Reporting System (PIRS) by data entry clerks at USCG headquarters. Since 1985, data have been entereddirectly into MSIS by the investigator. From 1985 to 1991, data were entered into a specific electronic form thatcaptured information on the spilled substance and pollution response actions. Since 1995, a growing number ofreports of pollution incidents of 100 gallons or less of oil have been captured on a Notice of Violation ticket form,which are then entered into MSIS.The information shown in this table comes from the USCG Spill Compendium, which contains spill data from theapplications described above. The Compendium contains summary data from 1969 through 2000 and is intended toprovide general information to the public, the maritime industry and other interested persons about spills in andaround U.S. waterways. For more information about spill data, please refer to the USCG Internet site athttp://www.uscg.mil/hq/g-m/nmc/response/stats/aa.htmNonsampling ErrorsAccording to the USCG, nonsampling errors, such as nonreporting and mistakes made in data collection and entry,should not have a major impact on most interpretations of the data, but the impact will vary depending on the dataused. The error rate for volume spilled is estimated to be less than 5 percent because larger spills, which account formost of the volume of oil spilled, are thoroughly reviewed at several levels. The error rate for the number of spills isdifficult to estimate primarily due to low reporting rates for small spills. Most of the error in spill counts involves spillsof less than 100 gallons.TABLE 4-55. Leaking Underground Storage Tank Releases and CleanupsA national inventory of reported spills and corrective actions taken for leaking underground storage tanks is compiledbiannually based on state counts of leaking tanks reported by owners as required by the Resource Conservation andRecovery Act of 1976. 1 These data may be affected by general accounting errors, some of which have changedsemiannual counts by as many as 2,000 actions.TABLE 4-56. Highway Noise Barrier ConstructionState highway agencies (SHAs) provide data on highway noise barrier construction, extent, and costs to the U.S.Department of Transportation, Federal Highway Administration. Individual SHA definitions of barriers and costs maydiffer. This could lead to nonuniformity and/or anomalies among state data, which will in turn affect national totals.TABLE 4-57. Number of People Residing in High-Noise Areas Around U.S. Airports
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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
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Appendix B: GlossarySUBCOMPACT CAR:
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appendix cAcronyms and InitialismsA
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appendix dModal Profiles
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Air Carrier Profile continuedPerfor
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Air Carrier Profile continuedPerfor
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Highway ProfileFINANCIAL 1960 1970
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General Aviation ProfileINVENTORY 1
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Motorcycle f f f f 50 50 50 50 50 5
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KEY: R = revised; U = data are unav
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Transit ProfileFINANCIAL 1960 1970
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161960-2006: Fatalities and Injured
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SAFETY d,9Number of fatalities, rai
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SAFETYFatalities in waterborne tran
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Natural Gas Pipeline ProfileFINANCI
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appendix eSource andAccuracy Statem
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agencies receiving funds through th
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solicitations of all federally regu
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Passenger Car, Truck, Bus, and Recr
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Highway, Total (registered vehicles
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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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when data are entered, they are che
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vehicles, and 15 were deleted becau
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TABLE 2-4. Distribution of Transpor
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BEA personal consumption expenditur
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Transportation-related government p
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information on their data collectio
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AccuracyAs in all surveys, the accu
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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
Page 466 and 467: adherence to federal guidelines reg
Page 468 and 469: year. Also, expansion factors are u
Page 470 and 471: PassengerAir CarrierThe U.S. Depart
Page 472 and 473: The data are from Waterborne Commer
Page 474 and 475: The Transborder Surface Freight Dat
Page 476 and 477: A second data source for air-carrie
Page 480 and 481: If transportation had been reviewed
Page 482 and 483: Alternative FuelsIn addition to oxy
Page 484 and 485: RailThe data are from Railroad Fact
Page 486 and 487: multiplied by the average peak peri
Page 490 and 491: The number of the people exposed to
Page 494 and 495: If transportation had been reviewed
Page 496 and 497: Alternative FuelsIn addition to oxy
Page 498 and 499: RailThe data are from Railroad Fact
Page 500 and 501: multiplied by the average peak peri
Page 502 and 503: In general, lead emissions are esti
Page 504 and 505: The number of the people exposed to
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Acknowledgments US Department of Transportation - BTS

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