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that businesses that once depended on outsourced trucking services shifted to private inhouse sources. Purchased transportation by trucking establishments is normally categorized into three groups: vehicle leasing without drivers; vehicle leasing with drivers; and directly purchased transportation from air, rail, water, or other motor carriers (see table 2-17). Of these categories, leasing without drivers grew the most rapidly, increasing more than 41 percent from 1988 to 1993, compared with an overall increase of 17 percent for purchased transportation. The category of vehicle leasing with drivers provides an insight into the scale of owner-operator (nonpayroll) activities. This category accounted for almost 67 percent ($16 billion) of purchased transportation by truckers in 1993. Data on the third category— directly purchased transport—suggests an increasing level of intermodal activity in the trucking industry. Although this category remains below $3.5 billion per year in expenditures, it grew 34 percent between 1988 and 1993. Almost 85 percent of purchased transportation from other transport modes is bought by general carriers (carriers not classified as specialized to transport goods such as household items, farm and forest products, electronics, and hazardous and toxic materials). Unfortunately, data are not provided for rail, water, or other motor carrier transport. Chapter 2 Transportation and the Economy � 61 � Railroad Industry The railroad industry plays a vital role in the U.S. economy. Although railroads’ relative position in the national transportation system declined from 1929 to 1970, its share of intercity (nonlocal) ton-miles remained fairly constant since the 1970s. In addition to moving bulk commodities, railroads move time-sensitive freight, such as motor vehicles and parts, mail, and international containers. Since partial economic deregulation in 1980, the railroads have increased their investment in plant and equipment and improved their service, while competition has led to decreased rates for shippers. Most railroads in the United States are privately owned carriers; Amtrak is an exception, as are some small railroads owned by states and municipalities. The 12 major railroads, categorized as Class I, handle over 90 percent of total rail freight ton-miles, and account for over 90 percent of freight revenues. Table 2-18 shows railroad industry expenditures in a form comparable to that of the WATS data on the trucking industry. In 1993, total expenditures of Class I railroads were $26.3 billion. This was only slightly larger than the purchased transportation segment of trucking. Unfortunately, railroad data do not identify purchased transportation as a separate expenditure category. TABLE 2-17: EXPENDITURES FOR PURCHASED TRANSPORTATION BY TRUCKING COMPANIES, 1988–93 (MILLIONS OF CURRENT DOLLARS) Percentage Type of company 1988 1989 1990 1991 1992 1993 change 1988–93 Vehicle leased with drivers $14,734 $13,893 $14,016 $13,623 $14,675 $15,995 9% Vehicle leased without drivers 3,159 3,459 3,742 3,907 4,289 4,469 41 Air, rail, water, and other motor carriers 2,553 2,544 2,747 2,661 3,223 3,416 34 All purchased transportation $20,446 $19,896 $20,505 $20,191 $22,187 $23,880 17% SOURCE: U.S. Department of Commerce, Bureau of the Census, Motor Freight Transportation and Warehousing Survey: 1993 (Washington, DC: 1995).
62 � Transportation Statistics Annual Report 1996 TABLE 2-18: EXPENDITURES FOR THE CLASS I RAILROAD INDUSTRY, 1988–93 Between 1988 and 1993, railroad labor costs declined by 7.8 percent from $11.5 billion to $10.6 billion. Despite this decline, labor costs continue to be the main expenditure item for the railroad industry. Labor accounted for 40.5 percent of total expenditures in 1993, down from 44.5 percent in 1988 (see figure 2-13). During this same period, railroad expenditures on purchased fuel rose by 25 percent from $1.6 billion to about $2.0 billion. Not surprising, fuel cost as a proportion of total costs increased from 6.0 percent to 7.5 percent. As discussed in chapter 4, the energy efficiency of railroad freight operations improved significantly. Improvements in load factors accounted for 75 percent of the overall reduction in rail freight energy use. Operating Performance and Revenues Recent trends in revenues and expenditures suggest that the industry’s operating performance improved substantially between 1984 and 1993. The railroad industry’s operating ratio (expenditures over revenues) declined from 87.6 percent in 1984 to 85.1 percent in 1993. Since 1984, net railway operating revenue increased by 18 percent, from $3.6 billion in 1984 to $4.3 bil- (MILLIONS OF CURRENT DOLLARS) Percentage Cost items 1988 1989 1990 1991 1992 1993 change 1988–93 Annual payroll and benefits $11,541 $11,814 $11,316 $10,806 $10,726 $10,642 –7.8% Purchased fuels 1,564 1,796 2,170 1,968 1,913 1,962 25.4 Lease of equipment and rental 2,518 2,512 2,538 2,749 2,786 2,945 17.0 Insurance 1,256 1,403 1,246 1,734 1,195 1,248 –0.6 Depreciation 2,208 2,225 2,295 2,506 2,320 2,386 8.1 Taxes and licenses 1,048 981 1,162 1,173 1,124 1,339 27.8 Other 5,818 5,331 4,993 8,229 6,330 5,785 –0.6 Total $25,953 $26,062 $25,720 $29,165 $26,394 $26,307 1.4% SOURCE: American Association of Railroads, AAR Factbook (Washington, DC: 1994). lion in 1993 (see figure 2-14). The net loss of $216 million experienced in 1991 was due to two factors: a steep rise in general and administrative expenses and a moderate increase in several costs, including maintenance, rights-of-way, structures, and equipment. Equipment is a major expenditure for the railroad industry. Despite the weak financial performance in 1991, the railroad industry appears to be recovering. References American Association of Railroads. 1994. AAR Factbook. Washington, DC. American Association of Railroads, Economics, Policy and Statistics Department. 1989. Railroad Facts. Washington, DC. September. American Automobile Manufacturers Association. 1989. Motor Vehicle Facts & Figures. Washington, DC. _____. 1994. Motor Vehicle Facts & Figures. Washington, DC. _____. 1995. Motor Vehicle Facts & Figures. Washington, DC.
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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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112 � 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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Index, 1980 = 100 A. CO emissions,
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Appendices
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AAMVA American Association of Motor
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ISTEA Intermodal Surface Transporta
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U.S. to Metric Length (approximate)
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A Aboveground storage tanks, xxi, 1
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C CAA. See Clean Air Act CAAA. See
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Energy efficiency combination truck
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evenues, 53-56 subsidies paid to op
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Malaysia emissions control efforts,
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energy demand projections, 95 exter
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Tires burning, 158 disposal, xxi, 1
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physical condition and performance,
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