TRANSPORTATION - BTS - Bureau of Transportation Statistics

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Figure 2-11Urban Rail Systems in the United States: 1975 and 20001975San FranciscoChicagoClevelandNorthern New JerseyPittsburghBostonNew YorkNewarkPhiladelphiaBaltimoreWashington, DCNew OrleansExisting systems: 1975 and 2000HeavyCommuterLightUnder construction in 2000HeavyCommuterLightSeattlePortlandNorthern New Jersey2000San JoseSan FranciscoSacramentoSalt Lake CityDenverChicagoSt. LouisClevelandBuffaloPittsburghBostonNew HavenNew YorkNewarkPhiladelphiaBaltimoreLos AngelesSan DiegoDallasAtlantaWashington, DCNew OrleansMiamiSource: U.S. Department of Transportation, Federal Transit Administration, special tabulations, October 2000.2-12
Between 1975 and today, two developments in U.S. urban transit service are notable. The firstis the increase in the number of cities served by rail transit. Much of the growth in rail transithas been in new light rail systems (figure 2-11), including systems in Baltimore, Buffalo,Denver, Long Beach (California), Portland (Oregon), Sacramento, San Diego, San Jose, and St.Louis. In the late 1970s, Atlanta, San Francisco, and Washington, D.C., added to their heavyrailsystems, while Los Angeles began service on a new heavy-rail line in 1994. Miami andNew Haven (Connecticut) added commuter rail service during this period, while Los Angelesand Washington, D.C., extended commuter rail services begun during the previous decade.The second major development in the past quarter century is the expansion of bus transitservice to lower density suburbs as a response to continued decentralization of populationand employment within U.S. metropolitan areas. Suburban service extensions in manymetropolitan areas were facilitated by the creation of regional transit authorities, whichtypically extended routes into previously unserved areas to secure a broader geographic base.Many smaller urban areas also established new services, often in response to concerns aboutautomobile-related air pollution and energy consumption, or the mobility of transportationdisadvantagedgroups. Today, there are more than 100 miles of transit lines underconstruction—the most since Woodrow Wilson was President. Additionally, 42 new projectsare being designed and more than 100 being planned; demand for federal investment intransit facilities greatly exceeds available and anticipated funds. Ten communities areexploring the potential for bus rapid transit to achieve mobility, environmental, development,and community livability goals at a lower capital cost than light rail transit.Over a 10-year period, from 1988 to 1998, federal, state, and local investments in transit havenearly doubled from $3.8 billion to $7.1 billion. State and local governments increased theirannual transit investments from $1.36 billion to $3 billion, while federal participationincreased from $2.5 billion to $4.1 billion. In addition to continuing record-level federal fundsfor transit investments, the ISTEA of 1991 and TEA-21 provide state and local governmentswith the flexibility to use specific highway funds to support transit investments. Over thepast eight years, state and local governments have taken advantage of this flexible fundingoption, choosing to use a total of $4.9 billion of highway funds for transit.Besides providing increasing levels of financial support for transit, communities are acting tomaximize the use of transit facilities by implementing a host of transit-oriented policies, suchas zoning ordinances that encourage transit-oriented, mixed-use developments, jointdevelopments that generate revenues and riders, policies that enable employers to support avariety commuter options, and fare policies that target specific travel markets for transit.Communities are also seeking to maximize the productivity of their transit operations throughthe use of ITS , such as automatic vehicle locator (AVL) systems and “smart” fare cards.Partly as a result of these developments, the level of urban transit service provided nationwidehas continued to grow into the 1990s. Ridership in 1999 reached about 9 billion trips(figure 2-12), the highest since the 1964 level of 10.4 billion.Keys to the FutureTransit ridership has increased dramatically since the mid-1990s, and this trend is expectedto continue over the next 25 years. The continuing trend toward lower densities and decentralizationof economic activities presents difficulties for traditional transit services, whichrely on ridership in densely populated areas. Equipment, services, and supporting policiesmust be designed to attract new ridership, and some are already in use. Newly developedtechnologies include signal pre-emption systems that in some settings have reduced onboardtravel time by more than 30 percent. Advanced communications and use of global positioningsystems (GPS) (see chapter 6) are reducing waiting times for transit users. These and similartechnologies will make transit much more convenient in the future. Advances in bus design2-13
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THE CHANGING FACE OF
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All material contained in this repo
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AcknowledgmentsU.S. Department of T
Page 9 and 10: Table of ContentsChapter 1—Vision
Page 11: Chapter 6—Technology ............
Page 14 and 15: change. Secretary Slater challenged
Page 16 and 17: A Chronology of Vision and Vigilanc
Page 18 and 19: January 1999New Rule Revising USDOT
Page 20 and 21: Table 1-1Forecasts Past and Future1
Page 22 and 23: Technology has played a critical ro
Page 24 and 25: Today, highway vehicle-miles travel
Page 26 and 27: conventional classroom with the adv
Page 28 and 29: than predicted. The large differenc
Page 30 and 31: In 1975, the nation saw nearly 50,0
Page 32 and 33: FAA and NASA: Working Together on A
Page 34 and 35: traffic and more time with families
Page 36 and 37: operations, maintenance, and mannin
Page 38 and 39: EnergyIn 1975, the United States co
Page 40 and 41: General Motors has manufacturing fa
Page 42 and 43: immigration and drug smuggling by s
Page 44 and 45: This report is organized around six
Page 47: chapter 2Growth, Deregulation,and I
Page 50 and 51: Figure 2-2Economic Growth in the Un
Page 52 and 53: Growth of the Transportation System
Page 54 and 55: Figure 2-6Vehicle-Miles Traveled on
Page 56 and 57: Box 2-1ISTEA/TEA-21The Intermodal S
Page 58 and 59: Box 2-3TelecommutingEmerging techno
Page 62 and 63: Figure 2-12Transit Ridership: 1975-
Page 64 and 65: the Gulf Coast Corridor, New York
Page 66 and 67: Air Traffic Performance-Based Organ
Page 68 and 69: Figure 2-17U.S. Domestic and Intern
Page 70 and 71: Box 2-6Higher Profits for U.S. Airl
Page 72 and 73: Figure 2-21Regional/Commuter Passen
Page 74 and 75: Figure 2-24Fixed-Wing Piston Aircra
Page 76 and 77: The FAA, in cooperationwith NASA, i
Page 78 and 79: LaunchesIn 1999, narrow-body aircra
Page 80 and 81: Millions of short tonsFigure 2-34U.
Page 82 and 83: Table 2-1U.S. Oceangoing Merchant M
Page 84 and 85: Figure 2-39Top 25 U.S. Container Po
Page 86 and 87: Figure 2-41U.S. Total Waterborne Co
Page 88 and 89: Significant deregulation legislatio
Page 90 and 91: the curtailed service in rural area
Page 92 and 93: Figure 2-45Railroad Network Showing
Page 94 and 95: direct flights to destinations and
Page 96 and 97: Figure 2-47International and Domest
Page 98 and 99: asis between shippers and carriers.
Page 100 and 101: Figure 2-48Total Ton-Miles of Freig
Page 102 and 103: Japan and Korea are still our major
Page 104 and 105: This shift from a “push” to a
Page 106 and 107: We may have to consider workforce-r
Page 108 and 109: Logistics Management and Distributi
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chapter 3Safety“ There is need fo
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Figure 3-1Total Fatalities in All M
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7. do a better job of data collecti
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The USDOT human factors research in
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Figure 3-4Total Traffic Fatalities:
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Vehicle Rollover and Size Compatibi
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Box 3-2Pedestrian and Bicycle Trips
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Figure 3-9Alcohol-Related Traffic F
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Under TEA-21, some portion of feder
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Child Restraints: Standards for chi
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Demographic Characteristics (age)In
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Figure 3-18Crash Rate per 100,000 L
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Road CharacteristicsSafer Roads: Si
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Together, these systems provide an
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Automation of enforcement efforts
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By the mid-1980s, with deregulation
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Transit SafetyIn 1975, transit, lik
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Figure 3-28Total Train Incidents: 1
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Figure 3-31Rail-Related Fatality Ra
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Figure 3-34Number of Highway-Rail G
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Figure 3-35Fatal Commercial Air Tra
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In the early 1970s, the aviation in
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The program was enhanced by an agre
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Box 3-10 continued2,000 older, larg
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Figure 3-41Recreational Boating Acc
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systems for steering andmachinery m
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In addition to search and rescue ac
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communities with access to the info
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are growing. Smart pigs will be inc
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Regulations are issued by the USDOT
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Keys to the FutureA number of curre
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References23 CFR Part 1313. U.S. De
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U.S. Department of Transportation (
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_____. 2000c. Office of Investigati
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GlobalizationIn the last quarter-ce
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The Phenomenon of GlobalizationDuri
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Figure 4-4Foreign Direct Investment
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Mitsubishi Motor Sales of America,
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Table 4-4“Domestic” Vehicles Bu
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Table 4-5Top Selling Cars and Truck
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The European Union (EU) achieved fu
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Figure 4-6Open Skies Agreements wit
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Figure 4-8Foreign Residents Visitin
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The record growth of world travel h
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Figure 4-11Hull Loss Accident Rates
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integrated air and truck service. A
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traffic, will likely result in the
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Figure 4-18World Shipping Deliverie
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The world merchant fleet in 1975 co
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By 2025, U.S. ports must be prepare
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Figure 4-26Merchandise Exports to C
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through Laredo, Texas, increased 24
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approved for partnerships that woul
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Japan Automobile Manufacturers Asso
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U.S. Department of Transportation (
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chapter 5People, Energy, andthe Env
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Table 5-1Population and Passenger T
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carpools are now really family acti
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Figure 5-5Household Vehicle Ownersh
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Figure 5-8Commuting Flow: 1960-9045
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Box 5-2Access to Transportation for
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Figure 5-12Mode of Transportation b
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Figure 5-16Long-Distance Trip Makin
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Figure 5-18Estimated Percentage of
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transportation’s share of U.S. pe
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Figure 5-21Changes in the Energy In
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loss to the U.S. economy is equal t
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States’ gas hydrate resources alo
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Box 5-4Environmental JusticeCommuni
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Despite dramatic reductions in air
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Figure 5-27Particulate Emissions: 1
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cleaner industrial and electrical g
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Because transportation greenhouse g
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Other fuels show less promise at th
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The advent of increased environment
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eduction programs will be highly su
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A 1980s study estimated that 37 per
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and if we remain vigilant, we could
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Invasive Species: Transportation in
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Box 5-11Clinton-Gore Livable Commun
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Organization for Economic Cooperati
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_____. 2000a. National Air Quality
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chapter 6TechnologyDramatic develop
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U.S. and Allied forces with accurat
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the base station to monitor the ent
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The roots of ITS predate the establ
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Figure 6-36-16Projected The Largest
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Figure 6-4Deployment of Traffic Sig
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payment systems becomeintegrated wi
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Collision Avoidance and Warning Sys
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Computer dispatched paratransit veh
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Box 6-5Types of High-Speed Ground T
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Figure 6-16 6-10Projected Growth in
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Box 6-6 continuedIntelligent Railro
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military, and general aviation) to
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(“independent”) radars and seco
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USDOT, FAAUsing the Enhanced Traffi
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national deployment and as users eq
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Airport complexes (Reagan National,
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The methods used to gather and dist
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commodities, but intelligent contro
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chapter 7National Security“In the
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The nation’s ability to meet the
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Figure 7-1National Defense Reserve
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The Strategic Highway Network (STRA
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Figure 7-4Worldwide International T
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Figure 7-9Terrorist Attacks Against
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These acts of piracy accounted for
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Keys to the FutureTerrorism is a gr
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Box 7-2Aviation Security TrainingPr
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threat in the mid-1970s—the gover
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Threats to Maritime SecurityOur Nat
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Latin America and the Carribean Bas
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______. 1999. America’s Merchant
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Figure 2-41 U.S. Total Waterborne C
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Figure 5-1 Dependence Ratio: 1950-2
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appendix BAcronyms and Initialisms3
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LCDLEOLNGLPGLTLLTVsMaglevMARADMERCO
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appendix CGlossaryAir control facil
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Commuter air carrier: A small certi
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Geostationary orbit: Any orbit at a
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Loran: An electronic navigational s
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Seat-miles: The aircraft-miles flow
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Vessel feeder services: Cargo to/fr
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TRANSPORTATION - BTS - Bureau of Transportation Statistics

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