TRANSPORTATION - BTS - Bureau of Transportation Statistics

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Figure 2-45Railroad Network Showing Volume of Freight: 1998Railroad Freight Density(million gross tons = mgt)Under 9.9 mgt10 to 19.9 mgt20 to 39.9 mgt40 to 59.9 mgt60 to 99.9 mgtOver 100 mgtNote: Data for Hawaii are not shown here as they have no freight railroads; data were not available for Alaska.Source: U.S. Department of Transportation, Bureau of Transportation Statistics, National Transportation Atlas Database 2000(Washington, DC: 2000).2. Ninety-one thousand miles of rail line were abandoned or sold by major railroads. Manyof the lines were sold to new, aggressive regional and short-line railroads. Regional andshort-line railroads operated 50,000 miles of road in 1998 [AAR 2000a].3. The railroads have undergone productivity growth that far outpaces the Americaneconomy as a whole [AAR 2000b].4. Railroads established connections with trucking and ocean-shipping companies so thattoday, intermodal traffic has grown from 3.1 million trailers and containers in 1980 to 8.8million in 1998 [AAR 2000b].Between 1981 and 1995, the federal government increased funding to the states for rail freightplanning and acquisition, rail facility construction, and rehabilitation. The RailroadRehabilitation and Improvement Financing (RRIF) Program an innovative program of TEA-21,provides loans and loan guarantees for railroad capital improvements to state and localgovernments, corporations, railroads, and joint ventures that include at least one railroad forthe first time ever in the rail industry.The resurgence of the freight railroads proved so successful that Conrail was privatized in1987. At that time, this was the largest initial public offering ever made in the nation’s history.In 1999, Conrail was absorbed by CSX and Norfolk Southern in a historic consolidation tyingEast Coast and Midwest freight traffic to the South through two different systems.Today, the overall challenges facing the railroad industry is to address issues of safety,congestion, productivity, and cost in an environment of ongoing mergers and consolidation.As the industry moves increasingly to consolidation, it is critical to maintain thecompetitiveness of the rail industry.Keys to the FutureThe Federal Railroad Administration expects rail ton-miles to increase from an estimated 1.46trillion in 2000 to 2.40 trillion in 2025 and the rail freight industry to grow an average of 2percent per year between now and 2025. This growth reflects the adoption of technologicaladvances in communications, command, and control; more fuel-efficient locomotives;high-capacity, lightweight freight cars; and moderate traffic growth, led by intermodal traffic.2-44
In this decade, the industry’s movement toward mergers is expected to continue, and thenumber of major railroad systems may be reduced from today’s seven to as few as two transcontinentalrailroads. There is uncertainty over the structure the railroad industry will take,however, in large part due to uncertainty over what rules will ultimately be applied to futurerailroad merger applications. Currently, there is a proceeding underway, initiated by theSurface Transportation Board (STB) proposing a rewrite of the merger rules. These proposedchanges would require applicants to explore the consequences of possible merger activities ofother railroads, provide service assurances to shippers, and enhance competition for the firsttime ever. The final rule, due in June 2001, will influence the speed and extent of futurerailroad mergers.In the future, there is the possibility that non-railroads could acquire railroad systems andoperate them very differently than they are operated today. Innovative transportation companies,such as the United Parcel Service, could acquire railroads to strengthen their multimodaloperations and control the railroad’s operation rather than be a customer of that railroad aswe have historically seen.The issue of access to rail lines of competing railroads will continue to be contentious. If, toincrease competition, access is mandated by either the STB or Congress, the owning railroadscould be faced with reduced financial ability due to more complex operations, and worsenedservice. Alternatively, such access could provide improved service if the additional carrier canprovide innovative, low-cost service. The pricing of access is critical in order not to discouragethe owning railroad from investing in roadway.With increased financial pressures on the major railroads to provide improved service andreduce cost, one solution is to expand capacity. This is possible through adoption of technologicalimprovements, such as Positive Train Control. In addition, out of financial necessity,these railroads may be more amenable to an increased federal government role in fundingprojects that provide both public and private benefits.Aviation SystemIn 1975, the Civil Aeronautics Board (CAB) controlled market entry by new airlines, regulatedcargo rates and passenger fares, provided government subsidy to airlines, and controlledinterairline relations, such as mergers and agreements.In 1978, the U.S. Congress passed the Airline Deregulation Act, ending four decades ofeconomic regulatory policy that governed the development of domestic air transportation.Prior to 1978, air regulation came under intense criticism from academic economists, and laterby lawmakers, who wanted open competition in the air industry to replace governmentcontrol of entry, exit, pricing, and other industry structures. The 1978 Deregulation Actcreated conditions for competition, removed restrictions on domestic service entry, allowedmarket-based fares and pricing, made changes to antitrust laws to conform to general antitrustprinciples, recognized the need to continue service to small communities, and abolishedthe CAB [Brenner et al. 1985].Deregulation changed the air industry structure, both in terms of the airlines offering servicesand the nature of the services offered. One major change in airlines’ operations is the changein route structure from a linear point-to-point network, in which airplanes flew through aseries of points collecting passengers along the route, to a hub-and-spoke network. Theprimary advantage of the hub-and-spoke network is that it allows airlines to connect severalorigins with multiple destinations without having all points directly connected. “Hubbing”allowed carriers to serve more markets without having to increase fleet size and seat capacityon flights to and from smaller cities, although total miles traveled could be higher. The huband-spokesystem cut airline operating costs and allowed airlines to create more compre–hensive networks to efficiently serve many different city-pair markets. It also resulted in fewer2-45
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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
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Table of ContentsChapter 1—Vision
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Chapter 6—Technology ............
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change. Secretary Slater challenged
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A Chronology of Vision and Vigilanc
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January 1999New Rule Revising USDOT
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Table 1-1Forecasts Past and Future1
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Technology has played a critical ro
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Today, highway vehicle-miles travel
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conventional classroom with the adv
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than predicted. The large differenc
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In 1975, the nation saw nearly 50,0
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FAA and NASA: Working Together on A
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traffic and more time with families
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operations, maintenance, and mannin
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EnergyIn 1975, the United States co
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General Motors has manufacturing fa
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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 60 and 61: Figure 2-11Urban Rail Systems in th
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 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
Page 111: chapter 3Safety“ There is need fo
Page 114 and 115: Figure 3-1Total Fatalities in All M
Page 116 and 117: 7. do a better job of data collecti
Page 118 and 119: The USDOT human factors research in
Page 120 and 121: Figure 3-4Total Traffic Fatalities:
Page 122 and 123: Vehicle Rollover and Size Compatibi
Page 124 and 125: Box 3-2Pedestrian and Bicycle Trips
Page 126 and 127: Figure 3-9Alcohol-Related Traffic F
Page 128 and 129: Under TEA-21, some portion of feder
Page 130 and 131: Child Restraints: Standards for chi
Page 132 and 133: Demographic Characteristics (age)In
Page 134 and 135: Figure 3-18Crash Rate per 100,000 L
Page 136 and 137: Road CharacteristicsSafer Roads: Si
Page 138 and 139: Together, these systems provide an
Page 140 and 141: 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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