table of contents - Research and Innovative Technology ...

More documents

Recommendations

Info

more than $14 billion in health care expenditures, $35.6 billion in property damage costs, and nearly $40 billion in market productivity losses. Taxpayers will pay $11.4 billion of the total cost of crashes to cover publicly funded health care expenses, reductions in income tax revenues, and increases in public assistance expenses. (USDOT NHTSA 1993) The above estimate does not include the value of lost quality of life. If this valuation is included, the cost measure is called the comprehensive injury cost. There is considerable uncertainty about how to express such broader costs in monetary terms. According to a preliminary estimate by one research group, the comprehensive injury costs for motor vehicle crashes in 1988 were more than twice the lifetime monetary cost of motor vehicle injuries, fatalities, and property damage. (Miller 1995) The omission of the cost of lost quality of life can result in underestimating the benefits of investments to make travel safer. � Modal Comparison Assessing the relative safety of transportation modes is necessary for informed research, development, and investment decisions. Modes, however, differ in their functions, risk exposures, and other characteristics; thus, modal comparisons should be made with caution. Fatality rate is one method for comparing transportation safety among modes (see table 3-5.) Although a lack of common measures impedes analysis, in general, fatality rate trends show that commercial air and rail continue to be the two safest modes. The rates for highway vehicles (which include vehicles as different in their safety profiles as buses and motorcycles), general aviation, and recreational boating are much higher, but these modes have become much safer over the past two decades. The risk associated with motorcycles is striking: on a per-vehicle-mile basis motorcycle riders are Chapter 3 Transportation and Safety � 71 over 15 times more likely to be involved in fatal crashes than occupants of either passenger cars or trucks (see table 3-6). Despite the continued increases in the number of vehicles, the number of drivers, and the amount of driving, the 1994 fatality rate for all highway vehicles was 1.73 per 100 million miles driven, the lowest ever recorded (see table 3-5 and figure 3-2). The improvement in highway safety can be attributed to several factors, including better designed, safer highways, increased use of seat belts, increased market penetration of air bags and other safety equipment, aggressive anti-drunk-driving programs, and lower vehicle occupancy rates. Similarly, the boating fatality rate decreased despite an increase in registered boats. Nearly all deaths in boating accidents were drownings, and 75 percent of these deaths could have been prevented if boaters had worn life jackets or other floatation devices. (USDOT Coast Guard 1995) � International Comparison of Transportation Fatalities Transportation safety is a major public health concern, not just in the United States, but in other highly motorized Organization for Economic Cooperation and Development (OECD) countries. Among the seven major OECD countries (the G-7 countries), the United States, with its large and highly mobile population, has the greatest number of transportation fatalities. However, its fatality rate is one of the lowest when vehicle-miles driven is considered. (USDOT BTS 1994) Furthermore, statistics indicate that motor vehicle accidents in the United States tend to be less severe than those in the other G-7 countries: the fatality rate in the United States is 13 deaths per 1,000 casualties (see table 3-7). Accidents are most severe in France, which has a fatality rate almost four times as high as that of the United States. Thus,
72 � Transportation Statistics Annual Report 1996 Total Fatality Fatality Fatality Fatality Pedestrian nonoccupant b Year Fatalities rate a Fatalities rate a Fatalities rate a Fatalities rate a Passenger car occupants Light-truck occupants Large-truck occupants Motorcyclists fatalities fatalities 1975 25,928 2.5 4,856 2.4 961 1.2 3,189 56.7 7,516 8,600 1980 27,449 2.5 7,486 2.5 1,262 1.2 5,144 50.4 8,070 9,164 1985 23,212 1.9 6,889 1.7 977 0.8 4,564 50.2 6,808 7,782 1990 24,092 1.7 8,601 1.6 705 0.5 3,244 33.9 6,482 7,465 1991 22,385 1.6 8,391 1.4 661 0.4 2,806 30.6 5,801 6,768 1992 21,387 1.5 8,096 1.3 585 0.4 2,395 25.1 5,549 6,370 1993 R 21,566 1.5 c 8,511 1.3 605 0.4 2,449 24.8 5,649 6,576 1994R 21,997 1.5 8,904 1.3 670 0.4 2,320 22.6 5,489 6,398 a Calculated as fatalities per 100 million vehicle-miles traveled. b Includes pedestrian, pedalcyclist, and other nonoccupant fatalities. c Some minivans and sport-utility vehicles that were previously classified as passenger cars are classified as trucks. KEY: R = revised. TABLE 3-6: U.S. MOTOR VEHICLE FATALITIES, 1975–94 NOTE: Excludes buses. Passenger car and light-truck occupant fatality rates reflect National Highway Traffic Safety Administration revisions. In some instances, data may differ from previously published figures. SOURCE: U.S. Department of Transportation, National Highway Traffic Safety Administration (NHTSA), Traffic Safety Facts 1994, DOT HS 808 292 (Washington, DC: August 1995). Revised data for 1994 provided by NHTSA. TABLE 3-7: ACCIDENT SEVERITY BY ROAD-USER CATEGORY, 1992 (NUMBER OF FATALITIES PER 1,000 CASUALTIES) In-vehicle On On On Country Drivers passengers Pedestrians bicycles mopeds motorcycles Other a Total United States b 10 10 62 12 — 42 14 13 Canada b 13 12 34 9 — 26 38 15 Japan 13 13 48 12 12 29 47 17 France 55 43 52 51 25 51 50 48 Germany b 22 20 40 13 15 25 20 22 Italy b 28 25 51 55 22 31 48 31 Great Britain 11 10 26 8 5 19 11 14 a Other includes in commercial vehicles, buses and coaches, and on horse. b 1991 data are used. SOURCE: European Conference on Ministers of Transport, Statistical Report on Road Accidents in 1992 (Paris, France: 1994), table 6, p. 47.
Page 2 and 3:
Bureau of Transportation Statistics
Page 4 and 5:
U.S. DEPARTMENT OF TRANSPORTATION F
Page 6 and 7:
5 THE STATE OF TRANSPORTATION STATI
Page 8 and 9:
List of Figures PART I: THE STATE O
Page 10 and 11:
9 AN INTERNATIONAL COMPARISON OF TR
Page 12 and 13:
8 TRANSPORTATION AND AIR QUALITY: A
Page 14 and 15:
well as the condition and performan
Page 16 and 17:
cance of transportation is comparab
Page 18 and 19:
U.S. society over the lifetime of p
Page 20 and 21:
and compile statistical information
Page 22 and 23:
onmental impacts focus on individua
Page 24 and 25:
Angeles recorded 208 unhealthful da
Page 26 and 27:
Part I The State of the Transportat
Page 28 and 29:
4 � Transportation Statistics Ann
Page 30 and 31:
Page 32 and 33:
Page 34 and 35:
10 � Transportation Statistics An
Page 36 and 37:
Page 38 and 39:
Page 40 and 41:
Page 42 and 43:
Page 44 and 45: 20 � Transportation Statistics An
Page 58 and 59: To capture the rich interplay betwe
Page 60 and 61: Tables 2-1 and 2-2 present transpor
Page 62 and 63: kinds of transportation services co
Page 64 and 65: counted as products of the manufact
Page 66 and 67: worth of industrial output to final
Page 68 and 69: Measures of Transportation’s Impo
Page 70 and 71: New car Used car Gas and oil Gas ta
Page 72 and 73: Vehicle Operating Costs Vehicle pur
Page 74 and 75: Chapter 2 Transportation and the Ec
Page 76 and 77: federal funds spent on transit, rai
Page 78 and 79: The total collections from all thes
Page 80 and 81: classified under the industry in wh
Page 82 and 83: The airline industry is using fewer
Page 84 and 85: that businesses that once depended
Page 86 and 87: Millions of current dollars Annual
Page 88 and 89: C H A P T E R T H R E E TRANSPORTAT
Page 90 and 91: Risk exposure means that the more a
Page 92 and 93: fatality rate will continue to decl
Page 96 and 97: in terms of fatalities per distance
Page 98 and 99: that figure had dropped to 14 perce
Page 100 and 101: ed duty/sleep periods before their
Page 102 and 103: more seats (Title 14 Code of Federa
Page 104 and 105: Drivers who ignore warning signs ar
Page 106 and 107: The lack of accurate, comprehensive
Page 108 and 109: _____. 1996. 1995 Traffic Crashes,
Page 122 and 123: 100 � Transportation Statistics A
Page 138 and 139: tion accounts for about one-ninth o
Page 140 and 141: cases the results have fallen short
Page 142 and 143: � Water Pollution The major sourc
Page 144 and 145:
vehicles significantly lower the pe
Page 146 and 147:
Total social cost at quantity Q' wh
Page 148 and 149:
such as the Clean Air Act and Amend
Page 150 and 151:
C H A P T E R S E V E N ENVIRONMENT
Page 152 and 153:
CO emissions, 45 percent of all nit
Page 154 and 155:
Index, 1970 = 1.0 2.5 2.0 1.5 1.0 0
Page 156 and 157:
highway vehicles emit only half the
Page 158 and 159:
7-3). VOC emissions from mobile sou
Page 160 and 161:
1988; before 1988, PM-10 was not di
Page 162 and 163:
new CAAA regulations required a red
Page 164 and 165:
that without the improvement, VOC e
Page 166 and 167:
fuels are derived from natural gas
Page 168 and 169:
Gallons (millions) 25 20 15 10 5 B
Page 170 and 171:
The Strategic Targeting and Respons
Page 172 and 173:
EPNdB Large jet—Stage 1 (L) Large
Page 174 and 175:
� Aircraft Noise Aircraft noise b
Page 176 and 177:
Chapter 7 Environmental Trends and
Page 178 and 179:
iron, and other metals, and greater
Page 180 and 181:
Re-use Waste tire inventory Process
Page 182 and 183:
� Transportation of Hazardous Mat
Page 184 and 185:
Netherlands employ compensatory pro
Page 186 and 187:
Billions of 1990 dollars 30 25 20 1
Page 188 and 189:
Developing the information needed f
Page 190 and 191:
_____. 1990. Pollutant Loadings and
Page 192 and 193:
172 � Transportation Statistics A
Page 194 and 195:
Page 196 and 197:
Page 198 and 199:
Page 200 and 201:
Page 202 and 203:
Page 204 and 205:
Page 206 and 207:
Page 208 and 209:
Page 210 and 211:
Page 212 and 213:
Page 214 and 215:
Page 216 and 217:
Page 218 and 219:
Page 220 and 221:
Page 222 and 223:
Page 224 and 225:
Page 226 and 227:
Page 228 and 229:
Page 230 and 231:
Index, 1980 = 100 A. CO emissions,
Page 232 and 233:
Page 234 and 235:
Page 236 and 237:
Page 238 and 239:
Page 240 and 241:
Page 242 and 243:
Page 244 and 245:
Page 246 and 247:
Page 248 and 249:
Appendices
Page 250 and 251:
Page 252 and 253:
Page 254 and 255:
Page 256 and 257:
Page 258 and 259:
Page 260 and 261:
Page 262 and 263:
Page 264 and 265:
Page 266 and 267:
Page 268 and 269:
Page 270 and 271:
Page 272 and 273:
Page 274 and 275:
Page 276 and 277:
Page 278 and 279:
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
Page 292 and 293:
evenues, 53-56 subsidies paid to op
Page 294 and 295:
Malaysia emissions control efforts,
Page 296 and 297:
energy demand projections, 95 exter
Page 298 and 299:
Tires burning, 158 disposal, xxi, 1
Page 300:
physical condition and performance,
show all

table of contents - Research and Innovative Technology ...

Create successful ePaper yourself

Delete template?

Save as template?