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232 � Transportation Statistics Annual Report 1996 Total passengers (see table A-1). Total world passenger traffic grew by 62 percent from 1979 to 1994 compared with a 64 percent growth rate in the United States over the same period. The corresponding growth in RPMs for the world and the United States was 97 percent and 96 percent respectively. 3 1979 1984 1989 1994 World total passengers (millions) 755 841 1,117 1,225 U.S. total passengers (millions) 314 333 451 515 U.S. share of total world passenger traffic 42% 40% 40% 42% International passengers World international passengers (millions) 159 184 263 343 U.S. international passengers (millions) 24 29 44 53 U.S. share of international passenger traffic 15% 16% 17% 15% Total revenue passenger-miles (RPMs) a TABLE A1: U.S. SHARE OF TOTAL INTERNATIONAL AND WORLD PASSENGER TRAFFIC AND REVENUE PASSENGER-MILES, 1979–94 World total RPMs (billions) 659 789 1,110 1,300 U.S. total RPMs (billions) 262 298 431 512 U.S. share of total world RPMs 40% 38% 39% 39% International revenue passenger-miles (RPMs) a World international RPMs (billions) 274 344 516 708 U.S. international RPMs (billions) 49 64 105 142 U.S. share of international RPMs 18% 18% 20% 20% a RPMs are converted from International Civil Aviation Organization (ICAO) revenue passenger-kilometers at 1 kilometer equal to 0.6214 miles. ICAO’s RPMs for the United States used in this table are different from U.S. Department of Transportation’s RPMs used throughout this appendix. ICAO RPMs are used in this table for comparison with ICAO’s estimate of world RPMs, which are reported in kilometers. SOURCE: International Civil Aviation Organization, Civil Aviation Statistics of the World (Montreal, Canada: 1980,1984,1989,1994). 3 In 1994, there were 342.5 million international scheduled passengers in the world, of which the United States generated 52.7 million or 15 percent. In the same year, the United States produced 20 percent of all international passenger RPMs; the higher share in RPMs reflects the distance most passengers traverse over the Atlantic and Pacific Oceans. The growth rates in international passenger traffic in the last 15 years in the United States and the world were higher than total passenger traffic rates. International scheduled passenger traffic grew in that period by 116 percent; international RPMs rose 159 percent for the world and 189 percent for the United States. In 1994, the most recent year for which data are available on world airline passenger and cargo operating revenues, the total world airline revenues were $247.5 billion. The U.S. airlines generated 35 percent ($87.4 billion) of this amount. Between 1989 and 1994, however, U.S. airlines operating revenues as a percent of the world total declined from 38.9 percent. (Aerospace Industries Association of America 1995; Aviation Week Group 1996; USDOT) This appendix provides an overview of the U.S. commercial airline industry, focusing on the 1979 to 1994 period. It begins with a brief historical survey of the evolution of the nation’s airline system and the federal government’s role in facilitating the development of aviation technology and air transport industries, ensuring the safety and security of the system and its passengers, and reducing related environmental impacts. This discussion is followed by a brief review of airline industry deregulation and the domestic airline industry’s response to a deregulated market. The appendix also examines trends in average airfares for the top 20 origin and destination (O&D) citypairs and the factors contributing to declining average airfares. Finally, it describes passenger and freight traffic growth and reviews the finan-
cial performance of the nation’s largest three air carrier groups: majors, nationals, and large regionals (see table A-2). Domestic Commercial Aviation: Historical Overview Commercial air transport is essential to American personal mobility, commerce, and national security. Per capita air travel has increased sharply, in terms of annual RPMs, doubling from 1,110 in 1980 to 1,990 miles in 1994. In addition, gross domestic product (GDP) originating in the air transport service sector more than doubled from $19.2 billion in 1980 to $44.8 billion in 1993 (in 1987 dollars), the latest year for which data are available. (USDOC BEA 1995, 47) The evolution of the nation’s airline system has been fundamentally influenced, directly and Appendix A: An Overview of the U.S. Commercial Airline Industry � 233 TABLE A2: COMMERCIAL PASSENGER AND FREIGHT AIRLINES IN THE UNITED STATES, NOVEMBER 1995 Majors Nationals Large regionals (revenues over $1 billion) (revenues over $100 million to $1 billion) (revenues $20 million to $100 million) Passenger Passenger Passenger America West Air Wisconsin Horizon Air Air South MGM Grand American Alaska Kiwi International Air Transport International Miami Air Continental Aloha Markair Amerijet International North American Delta American International Mesa Airlines Atlas Air Reeve Aleutian Northwest American Trans Air Midwest Express Buffalo Airways Rich International Southwest Arrow Air Reno Air Executive Airline Spirit Air Lines Trans World Atlantic Southeast Simmons Airlines Express One UFS, Inc. United Business Express Southern Air Fine Airlines Valujet Airlines USAir Carnival Air Sun Country Florida West Western Pacific Continental Express Tower Air Frontier Airlines Zantop International Continental Micronesia Trans States Kitty Hawk Airlines Evergreen International US Air Shuttle Hawaiian Air World Airways Freight Freight Freight Federal Express DHL Airways Challenge Air Cargo Polar Air Cargo United Parcel Service Emery Worldwide Northern Air Cargo NOTE: The carriers listed here represent 95.6 percent of total industry revenues, 95.4 percent of passenger revenues, 94.5 percent of operating profits, 99.4 percent of enplanements, and 99.6 percent of revenue passenger-miles. SOURCE: U.S. Department of Transportation, Bureau of Transportation Statistics, Office of Airline Information data, 1995. indirectly, by federal government involvement. Early in the nation’s aviation history, U.S. Postal Service contracts provided the impetus for the development of aircraft and the establishment of routes to ensure the delivery of mail by air. Subsequently, federal research and development accelerated the pace of technological developments in communications and navigation equipment, aircraft engines, and the design and construction of airframes. Moreover, the availability of military transports after World War II provided the airline industry with inexpensive aircraft that could be adapted for cost-effective commercial service. During this period, aircraft manufacturers successfully made the peacetime transition from producing military aircraft to building commercial aircraft that incorporated advances in aircraft design and performance gained from military aviation programs. Also immediately following World War II, individual airlines with the support of the federal govern-
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Bureau of Transportation Statistics
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U.S. DEPARTMENT OF TRANSPORTATION F
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5 THE STATE OF TRANSPORTATION STATI
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List of Figures PART I: THE STATE O
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9 AN INTERNATIONAL COMPARISON OF TR
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8 TRANSPORTATION AND AIR QUALITY: A
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well as the condition and performan
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cance of transportation is comparab
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U.S. society over the lifetime of p
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and compile statistical information
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onmental impacts focus on individua
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Angeles recorded 208 unhealthful da
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Part I The State of the Transportat
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4 � Transportation Statistics Ann
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10 � Transportation Statistics An
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To capture the rich interplay betwe
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Tables 2-1 and 2-2 present transpor
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kinds of transportation services co
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counted as products of the manufact
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worth of industrial output to final
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Measures of Transportation’s Impo
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New car Used car Gas and oil Gas ta
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Vehicle Operating Costs Vehicle pur
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Chapter 2 Transportation and the Ec
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federal funds spent on transit, rai
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The total collections from all thes
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classified under the industry in wh
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The airline industry is using fewer
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that businesses that once depended
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Millions of current dollars Annual
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C H A P T E R T H R E E TRANSPORTAT
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Risk exposure means that the more a
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fatality rate will continue to decl
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more than $14 billion in health car
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in terms of fatalities per distance
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that figure had dropped to 14 perce
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ed duty/sleep periods before their
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more seats (Title 14 Code of Federa
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Drivers who ignore warning signs ar
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The lack of accurate, comprehensive
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_____. 1996. 1995 Traffic Crashes,
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100 � Transportation Statistics A
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tion accounts for about one-ninth o
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cases the results have fallen short
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� Water Pollution The major sourc
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vehicles significantly lower the pe
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Total social cost at quantity Q' wh
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such as the Clean Air Act and Amend
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C H A P T E R S E V E N ENVIRONMENT
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CO emissions, 45 percent of all nit
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Index, 1970 = 1.0 2.5 2.0 1.5 1.0 0
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highway vehicles emit only half the
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7-3). VOC emissions from mobile sou
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1988; before 1988, PM-10 was not di
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new CAAA regulations required a red
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that without the improvement, VOC e
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fuels are derived from natural gas
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Gallons (millions) 25 20 15 10 5 B
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The Strategic Targeting and Respons
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EPNdB Large jet—Stage 1 (L) Large
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� Aircraft Noise Aircraft noise b
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Chapter 7 Environmental Trends and
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iron, and other metals, and greater
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Re-use Waste tire inventory Process
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� Transportation of Hazardous Mat
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Netherlands employ compensatory pro
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Billions of 1990 dollars 30 25 20 1
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Developing the information needed f
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_____. 1990. Pollutant Loadings and
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Page 230 and 231: Index, 1980 = 100 A. CO emissions,
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Page 280 and 281: AAMVA American Association of Motor
Page 282 and 283: ISTEA Intermodal Surface Transporta
Page 284 and 285: U.S. to Metric Length (approximate)
Page 286 and 287: A Aboveground storage tanks, xxi, 1
Page 288 and 289: C CAA. See Clean Air Act CAAA. See
Page 290 and 291: Energy efficiency combination truck
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Page 296 and 297: energy demand projections, 95 exter
Page 298 and 299: Tires burning, 158 disposal, xxi, 1
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physical condition and performance,
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