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multiplied by the average peak period system speed and divided by the average fuel economy to produce the amountof incident fuel wasted.Structure, Assumptions, and ParametersUrban roadway congestion levels are estimated using a formula measuring traffic density. Average daily travelvolume per lane on freeways and principal arterial streets are estimated using area wide estimates of vehicle-miles oftravel and lane miles of roadway. The resulting ratios are combined using the amount of travel on each portion of thesystem (freeway and principal arterials) so that the combined index measures conditions overall. This variableweighting factor allows comparisons between areas such as Phoenix-where principal arterial streets carry 50 percentof the amount of travel of freeways-and cities such as Phoenix where the ratio is reversed. Values greater than oneare indicative of undesirable congestion levels. Readers seeking the algorithm for the congestion index shouldexamine http://mobility.tamu.edu/.In previous reports, TTI assumed that 45 percent of all traffic, regardless of the urban location, occurred in congestedconditions. TTI indicated that this presumption overestimated travel in congested periods. Its 2002 estimates nowvary by urban area anywhere from 18 to 50 percent of travel that occurs in congestion. TTI's model structure appliesto two types of roads: freeways and principal arterial streets. The model derives estimates of vehicle traffic per laneand traffic speed for an entire urban area. Based on variation in these amounts, travel is then classified under 5categories: uncongested, moderately congested, heavily congested, severely congested, and extremely congested (anew category in 1999). The threshold between uncongested and congested was changed in 1999. Previous editionsclassified congested travel when area wide traffic levels reached 14,000 vehicles per lane per day on highways and5,500 vehicles per lane per day on principal arterial streets. For the current edition these values are 15,500 and 5,500vehicles per lane per day respectively. Previous years values have been re-estimated based on these newassumptions. Readers should refer to the TTI website for more detailed information on its estimation procedureshttp://mobility.tamu.edu/.TTI reviews and adjusts the data used in its model, including statewide average fuel cost estimates (published by theAmerican Automobile Association) and the number of eligible drivers for each urban area (taken from the StatisticalAbstract of the United States, published by the U.S. Department of Commerce, Bureau of the Census).The modelhas some limitations because it does not include local variations (such as bottlenecks, local travel patterns, ortransportation improvements) that affect travel times. TTI documentation does not provide information on peerreview,sensitivity analysis, or estimation errors for their model. Information about sensitivity analysis or externalreviews of the model could not be obtained and users should interpret the data cautiously.ENVIRONMENTTABLE 4-43. Estimated National Average Vehicle Emissions Rates by Vehicle Type and FuelTABLE 4-44. National Average Vehicle Emissions Rates by Vehicle Type Using Reformulated GasolineThe U.S. Environmental Protection Agency uses its Mobile Source Emissions Factor Model (MOBILE) to generateaverage emissions factors for each vehicle and fuel type. The methods used in the model are theoretically sound, theassumptions are reasonable, but the data vary in quality, and no formal analysis of the accuracy of these estimateshas been performed. Emissions rate estimates for light-duty vehicles are considered more reliable than those forheavy-duty vehicles because in-use emissions tests are performed on a sample of vehicles each year. Deteriorationfor heavy-duty vehicles in the national fleet are based only on manufacturer's engine deterioration tests. In addition,because reformulated fuels (table 4-39) are newer than other gasoline fuels (table 4-38), in use emissions test datafor reformulated fuels are not as extensive.The estimates in the tables represent average emissions rates taking into account the characteristics of the nation'sfleet, including vehicle type and age, and fuel used. The model also assumes Federal Test Procedure conditions. Themodel does not take into account actual travel distributions across different highway types with their associatedaverage speeds and operating mode fractions, nor do they consider ambient local temperatures. However, fleetcomposition and deterioration because of age are considered. Thus, these rates illustrate only trends due to vehicleemissions control improvements and their increasing use in the national fleet and should not be used for otherpurposes.
TABLES 4-45, 4-46, 4-47, 4-48, 4-49, 4-50. Estimates of National Emissions of Carbon Monoxide, NitrogenOxides, Volatile Organic Compounds, Particular Matter, Sulfur DioxideEmissions by sector and source are estimated using various models and calculation techniques and are based on anumber of assumptions and on data that vary in precision and reliability. The methods used are theoretically sound,the assumptions are reasonable, but the data vary in quality, and no formal analysis of the accuracy of theseestimates has been performed.Carbon Monoxide (CO), Nitrogen Oxides (NOx), and Volatile Organic Compounds (VOCs)Highway vehicle emissions of CO, NOx, and VOC are generated by the U.S. Environmental Protection Agency's(EPA's) Mobile Source Emissions Factor Model (MOBILE), which uses per-mile vehicle emissions factors and vehicletravel (vehicle-miles) to calculate county-level emissions. Emissions rates are then adjusted based on fuelcharacteristics, vehicle fleet composition, emissions control measures, average vehicle speed, and other factors thatcan affect emissions. (Emissions rates used in MOBILE are based on vehicle certification tests, emissions standards,and in-use vehicle tests and are updated approximately every three years.) The U.S. Department of Transportation,Federal Highway Administration's Highway Performance Monitoring System is the source of vehicle travel estimatesused in the model. Although the methodology for this survey data is sound and well documented, analyses haveshown that individual states vary in how rigorously they follow the established sampling guidelines.The non-highway vehicle emissions are calculated annually by running EPA's NONROAD model for all categoriesexcept aircraft, commercial marine vessels, and railroads, which are calculated via emission factors and relevantactivity data. Inputs to the NONROAD model include average temperatures, Reid vapor pressure, fuel usageprograms and controls.Particulate Matter Under 10 Microns (PM-10) and 2.5 Microns (PM-2.5) in SizeHighway vehicle emissions are estimated using the U.S. Environments Protection Agency's PART model, whichestimates emissions factors for exhaust emissions and brake and tire wear by vehicle type. Exhaust emissionsfactors are based on certification tests, while brake wear (per vehicle) and tire wear (per tire) are assumed values,which are constant over all years. Per-mile emissions factors are multiplied by vehicle travel (vehicle-miles) andadjusted to account for other factors that effect exhaust emissions (e.g., fuel composition, weather, etc.). The U.S.Department of Transportation, Federal Highway Administration's Highway Performance Monitoring System is thesource of vehicle-miles of travel (VMT) estimates used in the model. While the methodology for this survey data issound and well documented, analyses have shown that individual states vary in how rigorously they follow theestablished sampling guidelines.Fugitive dust estimates for paved and unpaved roads are calculated by multiplying VMT on each type of road byemissions factors for each vehicle type and road type.The non-highway vehicle emissions are calculated annually by running EPA's NONROAD model for all categoriesexcept aircraft, commercial marine vessels, and railroads, which are calculated via emission factors and relevantactivity data. Inputs to the NONROAD model include average temperatures, Reid vapor pressure, fuel usageprograms and controls.Sulfur Dioxide (SO2)Highway vehicle SO2 emissions are estimated by multiplying vehicle travel (for each vehicle type and highway type)by an emissions factor reflecting each vehicle type and highway type. Highway SO2 emissions factors are based onvehicle type and model year, sulfur content of fuel by type and year, fuel density by fuel type, and vehicle fuelefficiency by type and model year.In general, estimates for non-highway vehicles are calculated based on fuel consumption and sulfur content of fuel,though other factors may be considered.Lead
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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
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consistency between the different m
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Appendix EData Source and Accuracy
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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 478 and 479: Appendix EData Source and Accuracy
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 492 and 493: Appendix EData Source and Accuracy
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 502 and 503: In general, lead emissions are esti
Page 504 and 505: The number of the people exposed to
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