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Alternative FuelsIn addition to oxygenates, natural gas, and electricity, alternative fuels include ethanol and methanol. EIA tracks thenumbers of such vehicles through Form-886, state energy offices, federal demonstration programs, manufacturers,and private associations. These numbers probably are fairly accurate although it is difficult to monitor retirements.Fuel consumption is estimated from the types of vehicles in operation, vehicle miles traveled, and expected fuelefficiency. Adjustments are necessary for the relatively few flexible-fuel vehicles. Obviously, the reported data areestimates only.FUEL AND ENERGY CONSUMPTION BY MODETABLE 4-5. Fuel Consumption by Mode of TransportationTABLE 4-6. Energy Consumption by Mode of TransportationTABLE 4-8. Certificated Air Carrier Fuel Consumption and TravelTABLE 4-9. Motor Vehicle Fuel Consumption and TravelTABLE 4-11. Passenger Car and Motorcycle Fuel Consumption and TravelTABLE 4-12. Other 2-Axle 4-Tire Vehicle Fuel Consumption and TravelTABLE 4-13. Single-Unit 2-Axle 6-Tire or More Truck Fuel Consumption and TravelTABLE 4-14. Combination Truck Fuel Consumption and TravelTABLE 4-15. Bus Fuel Consumption and TravelFuel consumption data are collected quite differently than supply data collected by the U.S. Department of Energy,Energy Information Administration (EIA). Highway fuel consumption, for example, is based on U.S. Department ofTransportation, Federal Highway Administration (FHWA) data collected from states in the course of revenuecollection. EIA starts from the fuel delivered to transportation entities.HighwayHighway fuel data (tables 4-5, 4-9, and 4-11 through 4-15) are collected mainly by FHWA. All states plus the Districtof Columbia report total fuel sold along with travel by highway category and vehicle registration. Data typically flowsfrom state revenue offices to the state departments of transportation to FHWA. Even if reporting is reasonablyaccurate, some data are always anomalous or missing and must be modified to fit expected patterns. In addition, asdiscussed earlier, there are some significant differences in methodology and definitions among the states. Inparticular, states differ in where the tax is applied in the fuel supply system, how gasohol is counted, how nonhighwayuse is treated, and how losses are handled.Nonhighway use of gasoline and diesel fuel is a particularly large source of potential error. Some states designatenonhighway users as tax-exempt, others make the tax refundable. In either case, many people won't bother to applyif the amount of money is small. Nonhighway use of diesel fuel is especially large because many construction andagricultural vehicles are diesel powered. Thus, the fraction of petroleum attributed to transportation could beoverestimated. On the other hand, some nonhighway fuel finds its way into the transportation system becauseheating oil can be used as diesel fuel, evading the tax. Tracers are now added to heating oil, which appears to havereduced the level of such tax evasion-if found in a truck's fuel tank, the tracer indicates diversion from a nontaxedsource.Breaking fuel use down by class of motor vehicle introduces the potential for error. FHWA must estimate the mileseach class is driven and the fuel economy. Estimation of miles is based on the 1995 Nationwide PersonalTransportation Survey (NPTS), administered by FHWA, and the Vehicle Inventory and Use Survey (formerly known
as the Truck Inventory and Use Survey) conducted by the U.S. Census Bureau. For information about these twosurveys, the reader is referred to the technical appendix of Our Nation's Travel, available from the FHWA, Office ofHighway Information Management; and the 1997 Census of Transportation, available from the Economics andStatistics Administration within the Census Bureau. Fuel economy is based on state-supplied data, TIUS, and theNational Highway Traffic Safety Administration data on new car fuel economy, which must be reduced by about 15percent to reflect actual experience on the road. Overall, both vehicle-miles of travel and fuel economy are estimates.Fuel consumption by buses is particularly uncertain. FHWA collects data on intercity buses, and the American PublicTransit Association (APTA) covers local travel. Very little data are collected on school buses. APTA figures are basedon data from the USDOT, Federal Transit Administration's (FTA's) National Transit Database, which covers about 90to 95 percent of total passenger-miles. These data are generally accurate because FTA reviews and validatesinformation submitted by individual transit agencies. Reliability may vary because some transit agencies cannotobtain accurate information or may misinterpret data. APTA conservatively adjusts the FTA data to include transitoperators that do not report to FTA, such as private and very small operators and rural operators. Prior to 1984,APTA did not include most rural and demand responsive systems.AirThe U.S. Department of Transportation, Bureau of Transportation Statistics, Office of Airline Information (OAI) is thesource of these data. The numbers are based on 100-percent reporting of fuel use by large certificated air carriers(those with revenues of more than $100 million annually) via Form 41.The data are probably reasonably accuratebecause the airlines report fuel use regularly, and the limited number of airlines aids data management.Smaller airlines, such as medium size regional and commuter air carriers, are not required to report energy data. OAIestimates that about 8 percent would have to be added to the total of the larger airlines to account for this use, butthat has not been done in table 4-5 or 4-8.General aviation aircraft and air taxis are covered in the General Aviation and Air Taxi and Avionics Survey,conducted by the Federal Aviation Administration (FAA). The survey is conducted annually and encompasses astratified, systematic design from a random start to generate a sample of all general aviation aircraft in the UnitedStates. It is based on the FAA registry as the sampling frame. For instance, in 2000, a sample of 31,039 aircraft wasidentified and surveyed from an approximate population of 256,927 registered general aviation aircraft.The reliability of the GAATA survey can be impacted by two factors: sampling and nonsampling error. A measure,called the standard error, is used to indicate the magnitude of sampling error. Standard errors can be converted forcomparability by dividing the standard error by the estimate (derived from the sample survey results) and multiplyingit by 100. This quantity, referred to as the percent standard error, totaled two and four-tenths of a percent in 2000 forthe general aviation fleet. A large standard error relative to an estimate indicates lack of precision, and inversely, asmall standard error indicates precision.Nonsampling errors could include nonresponse, a respondent's inability or unwillingness to provide correctinformation, differences in interpretation of questions, and data entry mistakes. The reliability of general aviation fleetdata comparisons over time would decrease because of changes implemented in 1978 and sampling errorsdiscussed above. Readers should note that nonresponse bias may be a component of reliability errors in the datafrom 1980 to 1990. The FAA conducted telephone surveys of nonrespondents in 1977, 1978, and 1979 and found nosignificant differences or inconsistencies between respondent and nonrespondent replies. The FAA discontinued thetelephone survey of nonrespondents in 1980 to save costs. Nonresponse surveys were resumed in 1990; and theFAA found notable differences and make adjustments to its data to reflect nonresponse bias.The U.S. Government, in particular the Department of Defense (DOD), uses a large amount of jet fuel as shown intable4-19 (see discussion on government consumption below). However, DOD reports all fuel purchased, includingfrom foreign sources for operations abroad. While the data may be accurate, it is not comparable to EIA's overall U.S.supply and consumption figures on jet fuel.International operations are included in table 4-8 but not table 4-5. The fuel use for international operations includesthat purchased by U.S. airlines for return trips. OAI does not collect data on foreign airline purchases of fuel in theUnited States. Thus, a significant use of U.S. jet fuel is missed. However, these two factors approximately balanceeach other out. As shown in table 1-34,foreign carrier traffic is just slightly less than U.S. carrier international traffic,so presumably the fuel purchased here by foreign carriers is very close to the fuel purchased abroad by U.S. carriers.
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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
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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 494 and 495: If transportation had been reviewed
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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