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2002 to 59.0 percent in 2012. Over the same period, the percentage directed toward system enhancement rose from 11.1 percent to 15.1 percent, while the percentage directed toward system expansion fell from 35.8 percent to 25.8 percent. Conditions and Performance of the System The data systems and performance metrics for different aspects of system conditions and performance are at different stages of development. Progress is being made on measuring the impact of transportation investments on livability. Several resources and tools, such as the Location Affordability Portal, Sustainable Communities Indicator Catalog, Infrastructure Voluntary Evaluation Sustainability Tool, and the Community Vision Metrics Web Tool have been developed to measure the impact of transportation investments on quality of life. Bridge Conditions Have Improved ■ Based directly on bridge counts, the share of bridges classified as structurally deficient has improved, dropping from 14.2 percent in 2002 to 11.0 percent in 2012. The share of NHS bridges classified as structurally deficient also improved over this period, dropping from 5.9 percent to 4.5 percent. ■ Weighted by deck area, the share of bridges classified as structurally deficient improved, declining from 10.4 percent in 2002 to 8.2 percent in 2012. The deck area-weighted share of structurally deficient NHS bridges dropped from 8.6 percent to 7.1 percent over this period. Bridge Geometry Has Slightly Improved ■ Based directly on bridge counts, the share of bridges classified as functionally obsolete declined from 15.4 percent in 2002 to 14.0 percent in 2012. The share of NHS bridges classified as functionally obsolete also improved over this period, dropping from 17.2 percent to 16.2 percent. Functional obsolescence tends to be a more significant problem on larger bridges carrying more traffic, such as those located on the NHS. FHWA Bridge Classifications Bridges are considered “structurally deficient” if (1) significant load-carrying elements are found to be in poor or worse-than-poor condition due to deterioration or damage, or (2) the adequacy of the waterway opening the bridge provides is determined to be insufficient to the point of causing intolerable traffic interruptions due to high water. That a bridge is structurally deficient does not mean it is unsafe. Functional obsolescence in general is a function of the geometrics (e.g., broad roadway width, load carrying capacity, clearances, approach roadway alignment) of the bridge in relation to the geometrics required by current design standards. The magnitude of such deficiencies determines whether a bridge is classified as “functionally obsolete.” These classifications are often weighted by bridge deck area, recognizing that bridges are not all the same size and, in general, larger bridges are more costly to rehabilitate or replace to address deficiencies. They are also sometimes weighted by annual daily traffic, recognizing the more heavily traveled bridges have a greater impact on total highway user costs. ■ Weighted by deck area, the share of bridges classified as functionally obsolete improved slightly, dropping from 20.4 percent in 2002 to 20.1 percent in 2012. The deck area-weighted share of functionally obsolete NHS bridges dropped slightly from 21.1 percent to 21.0 percent over this period. xl Highlights
Highway Safety Improved Overall, but Nonmotorist Fatalities Rose ■ The annual number of highway fatalities was reduced by 21.4 percent from 2002 to 2012, dropping from 43,005 to 33,782. The fatality rate per 100 million VMT declined from 1.51 in 2002 to 1.14 in 2012. (Since 2012, the number of highway fatalities has risen to 35,092 in 2015; the fatality rate per 100 million VMT was 1.08 in 2015). ■ The number of traffic-related injuries decreased by more than 19 percent, from 2.9 million in 2002 to 2.4 million in 2012. The injury rate per 100 million VMT declined from 102 in 2002 to 80 in 2012. ■ Fatalities related to roadway departure decreased by 31.0 percent from 2002 to 2012, but roadway departure remains a factor in over half of all highway fatalities. Intersection-related fatalities decreased by 21.5 percent from 2002 to 2012, but over one-fifth of highway fatalities in 2012 occurred at intersections. Highlights xli
Page 5 and 6: Table of Contents List of Exhibits
Page 7 and 8: Roads and Bridges by Purpose ......
Page 9 and 10: Ridership .........................
Page 11 and 12: Urbanized Areas Over 1 Million in P
Page 13 and 14: Moving Forward ....................
Page 15 and 16: List of Exhibits Highlights 2012 Ex
Page 17 and 18: Exhibit 1-9 Labor Force Participati
Page 19 and 20: Exhibit 3-18 Functionally Obsolete
Page 21 and 22: Exhibit 5-32 Transit Urban Passenge
Page 23 and 24: Exhibit 7-14 Projected 2032 Pavemen
Page 25 and 26: Exhibit 9-9 Sustain 2012 Spending S
Page 27 and 28: Exhibit C-1 Definitions of Transit
Page 29 and 30: FLTP Federal Lands Transportation P
Page 31 and 32: STRIDE Southeastern Transportation
Page 33 and 34: Report Organization This report beg
Page 35 and 36: metropolitan planning organizations
Page 37 and 38: to replace and rehabilitate existin
Page 39 and 40: investments in specific locations.
Page 41: ■ In nominal dollar terms, highwa
Page 45 and 46: ■ The combined cost of wasted tim
Page 47 and 48: Highlights: Transit Extent of the S
Page 49 and 50: which came from passenger fares. Th
Page 51 and 52: Unlinked Passenger Trips, Passenger
Page 53 and 54: Executive Summary PART I Descriptio
Page 55 and 56: Executive Summary CHAPTER 1 Freight
Page 57 and 58: Executive Summary CHAPTER 2 System
Page 61 and 62: Executive Summary CHAPTER 4 Safety:
Page 65 and 66: Executive Summary CHAPTER 6 Finance
Page 67 and 68: activity when travelers use transit
Page 69 and 70: Executive Summary CHAPTER 7 Potenti
Page 71 and 72: Executive Summary CHAPTER 8 Selecte
Page 73 and 74: Executive Summary CHAPTER 9 Supplem
Page 75 and 76: Executive Summary CHAPTER 10 Sensit
Page 77: Executive Summary CHAPTER 12 Transp
Page 80 and 81: Introduction In 2014, the U.S. Depa
Page 82 and 83: ■ Safety - To achieve a significa
Page 84 and 85: ■ An NPRM for an Asset Management
Page 86 and 87: Personal Travel The movement of peo
Page 88 and 89: in nonvehicle travel. Nonvehicle mi
Page 90 and 91: Exhibit 1-6 Average Annual Person M
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As the U.S. population ages, the pe
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On average, U.S. citizens spend 20
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Exhibit 1-10 Regional Migration and
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Growth in Megaregions Between 2000
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Integrating GPS and smartphone tech
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These households learn to adapt to
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Transportation Demand Management (T
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Freight Movement The economy of the
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Exhibit 1-17 Tonnage on Highways, R
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Exhibit 1-20 Weight of Shipments by
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Exhibit 1-23 presents a map identif
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Exhibit 1-27 Total U.S.-Mexico Trad
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Challenges for Freight Transportati
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Freight challenges are not new. The
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Highway and Bridge System Character
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Percentage of Total Highway Miles P
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stabilized, Americans are beginning
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In view of the importance of the NH
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The National Network has remained g
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next to office buildings or suburba
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How are collectors defined? Collect
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In addition to the construction of
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in urban areas; single-unit truck t
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The NHS encompasses all of the Inte
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with Disabilities Act of 1990 (ADA)
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UZA Rank Urbanized Areas (UZA) with
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In addition to fixed-route bus syst
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Exhibit 2-21 Transit Rail Mileage a
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FTA for Transportation for Persons
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chapter 3 System Conditions Highway
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Condition data for all bridges on t
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In 2012, approximately 66.6 percent
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has been the share of VMT on paveme
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low amounts of traffic, typically a
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Bridge deficiencies by ownership ar
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Among the individual functional cla
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Roadway Alignment The term “roadw
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shoulder width designed in the 1930
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How do total bridge deficiencies di
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Bridge replacement projects create
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Transit System Conditions Ideally,
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The Replacement Value of U.S. Trans
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Exhibit 3-25 Age Distribution of Fi
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Exhibit 3-28 Urban Transit Rail Fle
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Other Rail Assets Assets associated
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vans, minivans, autos, and cutaways
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chapter 4 Safety Highway Safety ...
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Overall Fatalities and Injuries Sta
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The fatality rate per population wa
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Exhibit 4-5 Fatalities by Functiona
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To help accomplish this goal, FHWA
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serious injuries and fatalities on
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Roadway Departure Focus States and
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Exhibit 4-9 Pedestrian and Other No
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total property damage exceeding $7,
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Transportation’s (DOT) Status of
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ecause of a commuter rail collision
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Exhibit 4-19 Commuter Rail Injuries
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Highway System Performance Transpor
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“Nonrecurring” congestion is ca
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States. Similar to results for the
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Exhibit 5-5 Planning Time Index for
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congestion has risen almost 5 perce
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travel times for intermodal locatio
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Exhibit 5-12 Average Truck Speeds o
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Exhibit 5-14 Top 25 Intercity Truck
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Exhibit 5-16 Average Travel Speeds
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sense of place; economic competitiv
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the success of plans and projects i
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change and extreme weather events i
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discusses techniques for integratin
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Gulf Coast Study The groundbreaking
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■ bus rapid transit - previously
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and (2) sharp drops in loads beyond
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service that are both reasonably fr
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light-rail and vanpool miles growin
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an increase in capacity-equivalent
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(up 20 percent per year), can be pa
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Exhibit 5-34 Transit Ridership vs.
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Highway Finance This chapter presen
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As shown in Exhibit 6-1, all levels
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Exhibit 6-4 Government Revenue Sour
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Highway Expenditures Highway expend
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dollar terms, while capital outlay
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for example, in the period between
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Highway Capital Outlay States provi
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ehabilitation and 25.3 percent to e
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Capital Outlays on the National Hig
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the private partner’s investment
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Transit Finance Transit funding com
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Federal Funding Federal funding for
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Exhibit 6-23 Urban Funding for Tran
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locomotives, and service vehicles)
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Fluctuations in the levels of capit
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Exhibit 6-29 Urban Sources of Funds
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Exhibit 6-32 2012 Urban Rail Operat
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Based on operating costs alone, hea
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Act for the 21st Century (TEA-21) a
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Introduction To support the develop
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costs because of difficulties in va
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transit investment scenarios, which
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The models used in this report—HE
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are taken from the 2013 update to t
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chapter 7 Potential Capital Investm
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Nonmodeled spending also includes t
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match. To match the national-level
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other pollutants. (The model uses e
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Impacts of Federal-Aid Highway Inve
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How large is the investment backlog
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Impact of Future Investment on High
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feeds the Maintain Conditions and P
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emains at the base-year level (aver
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Impact on Vehicle Operating Costs E
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travel that would occur if user cos
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Exhibit 7-9 HERS Investment Levels
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Impact of Future Investment on NHS
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Impact of Future Investment on Inte
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Exhibit 7-13 Projected Changes in 2
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2012 (95.2 percent) at the highest
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The Percent Structurally Deficient
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Exhibit 7-15 also indicates that th
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Exhibit 7-17 Projected Impact of Al
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Potential Transit Capital Investmen
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aim of improving current service pe
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Transit Backlog The 2010 Conditions
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Exhibit 7-21 Impact of Preservation
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level of expansion investment requi
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Expansion Investments Although urba
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Exhibit 7-28 presents estimates of
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Selected Highway Capital Investment
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How do the definitions of the selec
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when the scenario relates to mainta
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The NBIAS-derived component represe
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improvement type. Of importance to
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Exhibit 8-7 Federal-Aid Highway Cap
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Exhibit 8-9 Improve Conditions and
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Exhibit 8-10 National Highway Syste
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Selected Transit Capital Investment
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■ Low and High-Growth Scenarios:
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Exhibit 8-14 Annual Transit Capital
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ages and types and records generate
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equired to support continued riders
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Exhibit 8-21 Investment Backlog: St
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Within this new framework, the Low-
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much of this comparison is based on
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Expansion Impacts Although continue
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Highway Supplemental Scenario Analy
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The average annual investment level
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The sensitivity analysis was conduc
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substituting these State-supplied f
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derived from the 2012 HPMS data bee
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Alternative Timing of Investment in
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The bottom panel of Exhibit 9-5 ill
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investment timing. High bridge inve
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Why are the investment analyses pre
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Exhibit 9-8 Asset Condition Forecas
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Exhibit 9-11 Low-Growth Scenario: A
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Prior Methodology: Prior to this re
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fuel efficiency, but this possible
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increase in investment needs. To pr
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Exhibit 9-21 Projection of Guideway
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chapter 10 Sensitivity Analysis Hig
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Alternative Economic Analysis Assum
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the binding constraint in this scen
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(https://www.transportation.gov/off
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to exhaust all opportunities for im
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ase-year capital improvement costs
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motor fuel prices reduce the cost a
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pavement rehabilitation and capacit
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Transit Sensitivity Analysis This s
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Exhibit 10-11 Impact of Increase in
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part III Special Topics Introductio
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chapter 11 Pedestrian and Bicycle T
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■ ■ ■ ■ ■ development pro
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Exhibit 11-3 Bicycle and Pedestrian
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pedestrian walkways. Pedestrian and
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“The DOT policy is to incorporate
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A newly formed Pedestrian and Bicyc
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practices and principles published
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chapter 12 Transportation Serving F
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miles are traveled annually on the
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urban areas, access to educational
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oads are paved, and the rest are gr
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those assets. In addition to this b
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adjacent to refuge access points. A
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Reclamation owns approximately 2,01
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DOD contributes to the highway trus
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for FY 2013 and FY 2014 (see Exhibi
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the complex relationship among thes
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part IV Recommendations for HPMS Ch
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investment requirements. The system
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part V Appendices Introduction ....
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appendix A Highway Investment Analy
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costs resulting from a highway impr
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conventional widening is infeasible
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■ For Portland cement concrete su
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■ emergency service providers (su
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A-3 indicate that bus drivers’ tr
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Distribution of Vehicle Use by Purp
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Exhibit A-5 Shares of Business and
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employees’ eligibility to use com
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Report, three- and four-axle trucks
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HERS uses these estimates of CO2 em
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■ Arterial Management Adaptive T
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Exhibit A-9 Impacts of Operations S
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study and are not considered adequa
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9 http://www.apta.com/resources/sta
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Bridge Investment Analysis Methodol
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e identified if a user-specified re
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estimated backlog of bridge needs,
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appendix C Transit Investment Analy
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The asset inventory data are derive
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Note that this feature is not used
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TERM’s estimates for capital expa
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Exhibit C-5 Assets in Marginal or P
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The specific calculations used by t
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Investment Benefits TERM’s B/C mo
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Reimagining the C&P Report Over the
Page 540 and 541:
Other methodologies that could be s
Page 542:
of expression to guide users to con
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