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If transportation had been reviewed in the same format, it is likely that the discrepancies would have been larger.Most transportation fuel (gasoline for automobiles) is purchased in small quantities at irregular intervals and cannotbe checked simply by looking at a utility bill. Hence, highway transportation energy consumption surveys must beextensive to avoid the risk of large uncertainties in the data. But, with the termination of the RTECS, EIA ceasedconducting such surveys. Consumption data must be derived indirectly from sales of petroleum products and taxcollection data. While petroleum supply may be accurate to one decimal place, it is likely that disaggregating bysector use may be within plus or minus several percentage points, or perhaps about half a quadrillion British thermalunit (Btu) in table 4-1.Motor GasolineAlmost all gasoline is consumed in the transportation sector. Small amounts are used in the commercial sector fornonhighway use and the industrial sector, which includes agriculture, construction, and other uses. Subtractingestimates of those uses from the known total sales yields the transportation sector's total, which is further subdividedinto highway and marine use. Aviation gasoline is, of course, used entirely in the transportation sector (for a very fewhigh-performance automobiles as well as small aircraft).Data on actual sales is collected by the states for revenue purposes. These data are forwarded to FHWA. EIA usesthe data from FHWA to allocate highway consumption of motor gasoline among the states. For 1999, FHWA reported124.7 billion gallons of gasoline sold nationally for highway use. EIA's table 5.12c of the Annual Energy Review 2000lists 8.33 mmbd of gasoline supplied for the transportation sector, the same as 127.7 billion gallons.Such close agreement between supply and demand is not totally convincing. Definitions are unique to each state(e.g., whether gasohol is counted as pure gasoline or part gasoline and part renewables), measurement points varyfrom state to state, and each state handles losses differently. Hence, the total of all states' sales of gasoline is notentirely consistent.Separation of highway from nonhighway uses of gasoline is, by necessity, based in part on careful estimates.Nevertheless, overall gasoline sales are well documented, and the separation is probably fairly accurate. Refineryoutput of motor gasoline was 7.93 mmbd in 1999, which is probably accurate to the first decimal place and maybe alittle better. The transportation sector's 8.33 mmbd would have about the same accuracy.Diesel FuelDiesel fuel is used in highway vehicles, railroads, boats, and military vehicles. Sales are only about 30 percent ofgasoline in the transportation sector, but uncertainties are greater. More diesel than gasoline is used for nonhighwaypurposes, especially agriculture and construction. In addition, there has been more potential for cheating to avoid thetax; heating oil is virtually the same as diesel fuel and can easily be transferred to a vehicle. However, this is lesssignificant now that tracers have been added to fuel oil. After the addition of tracers, the amount of transportationdiesel fuel use jumped.To estimate diesel fuel sales by mode, EIA starts with the total supply of distillate fuel and subtracts the small amountsold to electric utilities (the most accurately known sector, as measured by EIA Form EIA-759). The remainder isdivided among the other end-use sectors according to EIA's sales surveys (Form EIA-821: Annual Fuel Oil andKerosene Sales Report, and Form EIA-863: Petroleum Product Sales Identification Survey).This method introduces several potential elements of inaccuracy. First, the surveys of each sector are probably lessaccurate than the supply surveys noted earlier. Companies and individuals may inadvertently send incorrect data, ornot respond at all. Then EIA has to determine what adjustment factor to use for each end-use sector. Since eachsector will have a different response rate to the surveys, the adjustments will be different. Large adjustments canintroduce large errors. EIA has not published its adjustments for the transportation sector. As shown in table 2, theadjustments in other sectors range from 5 to 96 percent of reported consumption. Even a 20 percent adjustmentcould introduce an error of one or two percentage points (plus or minus) for any one sector.Overall, the accuracy of diesel fuel use in the transportation sector should be viewed with some skepticism.Jet Fuel
Jet fuel is the only other petroleum-based fuel that is used in large quantities (over 1 million barrels/day) in thetransportation sector. Virtually all of it is used by airlines. These data are accurate because airlines are required toreport usage, and because there are relatively few certificated air carriers, data collection should be manageable.NONPETROLEUM FUELS CONSUMPTIONTABLE 4-10. Estimated Consumption of Alternative and Replacement Fuels for Highway VehiclesCollectively, oxygenates, natural gas, electricity, and various alternative fuels amount to only about 3 percent of allenergy used in the transportation sector. While this may not be much greater than the error bars associated withpetroleum use, it is important to track changes in these fuels accurately.OxygenatesOxygenates, mostly methyl tributyl ether (MTBE), which is derived from natural gas and ethanol, are part ofmainstream gasoline supply. They are measured routinely with petroleum supply (forms EIA-819A and 819M).Consumption is estimated from production, net imports, and stock changes. Refineries and other entities are requiredto report data on oxygenates, and EIA also monitors production capability to provide a crosscheck. Thus, oxygenatesdata are likely to be reasonably accurate.Natural GasNatural gas is used in the transportation sector mainly as the fuel for compressor stations on natural gas transmissionlines. A small but growing amount is used in compressed or liquefied form in vehicles. EIA collects data on naturalgas much as it does for petroleum, but the system is much simpler. Natural gas transmission companies may notknow exactly how much gas is used in compressor stations, but they have a good idea based on the size of theequipment and the load on the line. The reported numbers probably are reasonably accurate. Data on natural gasfueledvehicles are collected by DOE via Form-886, which is sent to fuel suppliers, vehicle manufacturers, andconsumers. In addition, private associations and newsletters are important sources of information on alternativevehicles and alternative fuels use. Since most groups work cooperatively with DOE, it is likely that the data reportedare accurate. EIA tracks the number of natural gas vehicles and the number of refueling stations to provide a crosscheck on estimates of natural gas consumption.ElectricityElectricity powers intercity trains (Amtrak) and intracity rail systems. In addition, the number of electric vehicles isgrowing. There is considerable uncertainty over the energy consumed by these modes. Amtrak no longer providesnational totals of its electricity consumption. Data on intracity transit is based on U.S. Department of Transportation,Federal Transit Administration's (FTA's) National Transit Database (NTD). The legislative requirement for the NTD isfound in Title 49 U.S.C. 5335(a). Transit agencies receiving funds through the Urbanized Area Formula Program aregenerally required to report financial and operating data, including energy use. Although the data is generallyconsidered accurate because FTA reviews and validates information submitted, reliability may vary because sometransit agencies cannot obtain accurate information or may misinterpret certain data.If electric vehicles become important over the next decade or two, dedicated charging stations may becomecommonplace, which could provide accurate data. Fleet owners (e.g., electric utilities) can keep accurate records, butindividuals who plug their vehicles in at home may not. Electricity use must be estimated from the number of suchvehicles and the expected driving cycles. Hence, data on electric power for transportation must be viewed as anestimate.It should also be noted that electricity is a form of work that usually is generated from heat with the loss of about twothirdsof the energy. Automobile engines are equivalent to electric generators in that they convert chemical energy toheat and then to work, losing most of the energy as waste heat. When electrical energy is compared to petroleum intransportation, the waste heat must be included for consistency. A kilowatt-hour of electricity is equivalent to 3,413British thermal units (Btu), but about 10,000 Btu of heat are required to produce it. This factor is dropping asgenerators become more efficient. High efficiency gas turbines may require 8,000 Btu or less, but the average ismuch higher. It is usually impossible to tell where the power for a specific use is generated, so average figures for aregion are used to estimate the waste energy, a factor that further reduces the accuracy of the data.
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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
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Government EmploymentThe Office of
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specifications or equations, should
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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 488 and 489: In general, lead emissions are esti
Page 490 and 491: The number of the people exposed to
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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