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Moving People

Highlights• In2015Americanstraveledmorethanin

2014.Carsandotherpersonalvehiclesremainthedominantchoiceformosttrips.

• All-timehighsforairtravelwerereachedin2016,followingrecord-settingyearsin2014and2015.Totalenplanementsin2016were928million,comparedto835millionin2007and768millionintherecessionyearof2009.

• Internationalairtravelpassenger-milessurpasseddomesticairtravelpassenger-milesforthefourthconsecutiveyearin2016.

• 2016wasthefirstyearthatforeigncarrierstransportedmorepassengerstoandfromtheUnitedStatesthandidU.S.carriers.

• Therewere75.6millioninternationalvisitorstotheUnitedStatesin2016,downfrom77.5millionin2015—thefirstannualdeclinesince2009.Foreignvisitorsspentanestimated$244.7billionintheir2016visits,downabout2percentfrom2015.

• Childrenwalkingandbikingtoschoolfellfromnearlyhalfofchildrenin1969tojust13percentin2009andhasremainedasmall

proportiondespitemodestrecentgrowth.

• Bike-sharesystemsoperateinmorethan150citiesnationwide,withriderstaking28milliontripsonthelargersystemsduring2016.

• App-enhancedride-hailingcompaniesarecapturingagrowingshareofthefor-hirepassengertransportationinmanymetropolitanmarkets.Inthelargestmarket,NewYorkCity,theseservicesprovided80milliontripsandcarried133millionpassengersin2016.

• Transitusegrewbetween2000and2015,withtotalridershipgrowing1.2billionandtransit’sshareofcommutersgrowingfrom4.7to5.2percent.

• Ruralresidentshavegreaterreliancethanurbanresidentsonautomobileswithmorethan95percenthavingaccesstoavehicle.

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TheNation’stransportationsystemaccommodatesextensivelocalandlong-distancetraveldemandedbynearly325millionU.S.residentsandabout76millionforeignvisitors[USDOCCENSUS2017a,USDOCNTTO].In2015person-milesoftravel(PMT)intheUnitedStateswasroughly5.6trillion.Peopleusedcarsorotherpersonalvehiclesfor3.8trillionofthesetravel-miles,ornearly70percent.Domesticandinternationalairtraveltoandfromthiscountryaccountedfor1.3trillionofthe5.6trillionPMT(23percent)—ofwhich631.1billion(11percentoftotalPMT)wasdomesticand661.1billion(12percentoftotalPMT)wasinternational.Transit,intercityrail,andbusservices

accountedfortheremainingPMT(table2-1).Walkingandbikingalsotalliedalargenumberoflocaltripsandtravel-miles,withnearly5millionpeoplegettingtoworkundertheirownpowerdaily[USDOCCENSUS2017c].

Thenumberofcommercialairpassengersandairlinerevenuepassenger-milesreachedarecordhighin2016,asdiscussedinthelong-distancetravelsection,reboundingfullyfromdeclinesduringandafterthe2007to2009economicrecession.Afterfallingfrom2007through2009,domesticairPMTroseabovethepre-recessionlevelin2015andreachedarecordhighof631.1trillionin2016.InternationalairPMTtoandfromthe

TABLE 2-1 Person-Miles of Travel in Selected Travel Modes(million miles)

TOTALLight-duty highway

vehiclesAir carrier, domestic

U.S. and foreign air carrier, international Bus Motorcycle Transit Intercity/ Amtrak

2005 5,704,012 4,319,993 583,771 451,386 278,864 17,492 47,125 5,381

2006 5,769,816 4,332,465 588,471 472,005 297,631 24,329 49,504 5,410

2007 5,838,220 4,341,984 607,564 496,088 307,753 27,173 51,873 5,784

2008 5,735,729 4,248,783 583,292 503,056 314,278 26,430 53,712 6,179

2009 5,045,642 3,625,598 551,741 481,049 305,014 22,428 53,898 5,914

2010 5,082,855 3,646,451 554,618 510,884 291,914 19,941 52,627 6,420

2011 5,124,375 3,650,223 564,685 535,928 292,716 19,927 54,328 6,568

2012 5,195,569 3,669,278 569,931 (R) 558,046 313,357 23,034 55,169 6,752

2013 5,262,358 3,688,161 578,723 (R) 588,249 321,539 21,937 56,467 7,283

2014 5,372,132 3,731,888 595,970 (R) 621,915 339,177 21,510 54,998 6,675

2015 5,552,941 3,828,301 631,100 666,115 344,073 21,118 55,698 6,536

2016 U U 660,473 711,759 U U U 6,520KEY: R = revised; U = unavailable.

NOTES: U.S. and foreign air carrier, international includes only scheduled flight segments to and from the United States. Light-duty highway vehicle includes both short and long wheel base passenger cars, pickup trucks, vans, and sport utility vehicles (SUVs). Bus and demand response are included in both Bus and Transit, which results in some double counting. Amtrak does not include contract commuter passenger miles. The data in table above may not be consistent with other sources, particularly data that are revised on an irregular or frequent basis. Different vehicle occupancy rates were used to estimate passenger miles for Light-duty highway vehicles and Bus beginning with 2009. Nationwide travel data for walking and biking are not collected on an annual basis. Highway PMT data for 2016 had yet to be released when this report was finalized.

SOURCES: U.S. foreign air carrier, international: U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Trans-portation Statistics, Scheduled Passenger Data Tool, available at http://www.transtats.bts.gov as of March 2017. All other categories: Various sources as cited in U.S. Department of Transportation, Research and Innovative Technology Administration, Bureau of Transportation Statistics, National Transportation Statistics, table 1-40, available at http://www.bts.gov/publications/national_transportation_statistics/ as of March 2017.

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UnitedStatesexperiencedasmallerdeclineduringtherecessionandrosesteadilyfrom2009toreachanall-timehighof666.1trillionin2016.HighwayPMTbycarsandotherpersonalvehiclesin2015wasstillbelowthepeaksetin2007priortotherecession(table2-1).HighwayPMTdatafor2016hadyettobereleasedwhenthisreportwasfinalized.However,monthlyvehiclemilesoftravel(VMT)data,seasonallyadjustedbytheBureauofTransportationStatistics(BTS),showscontinuingVMTgrowthbeyond2007levelsthroughout2016andinthefirsthalfof2017[USDOTBTSSA].1Transitandintercitypassengerrailservicesgrewinnumberofpassengersandpassenger-milesduringtherecessionandinmostyearsthereafter(table2-1).

1PMTestimationrequiresinformationonthenumberofvehicleoccupantsthatisnotavailableinthemonthlyvehicle-milestraveleddata.Additionally,themonthlyVMTdatadoesnotdistinguishbetweenpassengerandfreightvehicle-milestraveled.

Local TravelLocaltravelofteninvolvesrepetitivedailytrips(e.g.,thedailycommutetoandfromworkorschool).Social/recreationalactivities,family/personalerrands,andshoppingaccountedfornearly60percentofhouseholdtraveland70percentofhouseholdtripsin2009(figure2-1).ThatyearU.S.householdsaveragedabout9.6tripsperday,withtheaveragetripslightlyunder10milesinlength(table2-2).Totaltravelperhouseholdwasabout33,000miles,or13,200milespercapitathatyear.These2009benchmarksarethemostrecentdataavailablefromtheNationalHouseholdTransportationSurvey(NHTS)[USDOTFHWA2011].Datacollectionforthe2017NHTSwascompletedinApril2017,withadatareleasedateofearly2018.2Workcommutesandwork-relatedtripsaretypicallylongerthanothertypesoflocaltravel,making

2Priornationalsurveyshavebeenconductedevery8to10yearsgoingbackto1969.

TABLE 2-2 Person Trips, Trip Length, and PMT by Trip Purpose: 2009 NHTS

PurposeTotal household

trips in year Trip length

(miles)

Person-miles traveled per household

(miles)

Percent of household PMT by trip purpose

(percent)Work 541 11.8 6,256 19.0Work-related 106 20.0 2,078 6.3Shopping 725 6.5 4,620 14.0Family/personal errands 748 7.0 5,134 15.6School/church 333 6.3 2,049 6.2Social and recreational 952 10.7 9,989 30.3Other 61 51.5 2,878 8.7TOTAL 3,466 9.7 33,004 100.0KEY: PMT = Person-Miles of Travel; NHTS = National Household Travel Survey.

NOTES: Family/personal errands includes personal business, shopping, and medical/dental appointments; other includes trips not falling in any of the other trip purpose categories.

SOURCE: U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey, Summary of Travel Trends. Table 5. Available at http://nhts.ornl.gov/ as of April 2016.

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upaboutone-fourthoftotalmileagetraveledbutlessthanone-fifthoftotaltrips.Theshortertripsweretypicallyforshopping,personalbusiness,andsocial/recreation—eachwithlargesharesofthenumberoftrips(table2-2).

Peopleuseautomobilesorotherpersonalmotorvehiclesfortheoverwhelmingmajorityoftheirtravel,whetherlocalorlongdistance.In2015about91percentofU.S.householdshadatleastonevehicleavailable,with57percentofhouseholdshavingtwoormore[USDOCCENSUS2017c].

Supportingthehighpercentageoftravelbypersonalvehicle,theshareofhouseholdswithoutavehicledeclinedfrom11.5percentin1990to8.9percentin2015.Roughly10.5millionhouseholdsdidnothaveaccesstoavehiclein2015[USDOCCENSUS2017b].Thenumberofhouseholdswithoutvehicleshasstayedaboutthesame,at10to11millionforseveraldecades,despiteagrowingnumberofhouseholds[AASHTO2013].Peoplewhorenttheirlivingplaceandpeopleinlow-incomehouseholdsarelesslikelytohaveaccesstoavehicle[USDOCCENSUS2017b].

The2009NHTSsurveyfoundthataboutone-fifthoftripsinvolvetrip-chaininginwhichpeoplesandwichindailyerrandsandactivities,suchasdroppingoffandpickingupchildrenatschool/daycareorstoppingatafitnesscenter,whileonthewaytoandfromwork[USDOTFHWANHTS2011].

Thenumberoftripsvariesthroughouttheweek.Fridayaccountedforthemosttripsin2009,becauseofmoresocial/recreationalandfamily/personal/errandtrips,andSundayfortheleast.Reducednumbersofworktripsanderrands

onSaturdayandSundayarepartiallyoffsetbyshoppingandsocial/recreationaltrips,aswellastraveltoreligiousservices[USDOTFHWANHTS2011].

Asshowninfigure2-1,theoverwhelmingmajorityofpersontripsaretakenincarsorotherpersonalvehicles.Walkingisusedforasubstantialnumberoferrandsandsocial/recreationaltrips.Family/personalerrandsandsocial/recreationalactivitiesaccountedformorethantwo-thirdsoftrips,followedbytripstoandfromwork,whichaccountedfor15.6percent.

Journey to Work

Personalvehicleswereusedforabout86to88percentofjourneys-to-workinthe2000to2015period.However,drivingalonecontinuedtoriseinshareandnumbers,whilecarpoolingdeclined.Roughly16.5millionmorepeoplesaidtheyusuallydrovealonetoworkin2015thanin2000,whilethenumberofcarpoolersfellbynearly2.3millionasshowninfigure2-2.Transit’sshareofcommutersroseto5.2percent,upfrom4.7percentin2000.About752,000morepeoplewalkedorbikedtoworkin2015thanin2000,accountingforabout5millioncommutersorabout3.4percentofallworkersin2015[USDOCCENSUS2017c,CENSUS2004].

Thegeographyandcharacteristicsofcommutinghavechanged:

• Morepeopleareworkingathome.Theavailabilityofcomputersandotheradvancedinformationtechnologieshasincreasedtheabilityofpeopletoworkathomewhileperformingtheirjobresponsibilities.

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FIGURE 2-1 Annual Number of Person Trips by Mode and Purpose: 2009 NHTS

0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

160,000

180,000

Family/personalerrands

Social/recreational

To/from work

School/church

Work-related business

Other

Mill

ions

Personal vehicle

Transit

Walk

Other

NOTES: Person trip is a trip by one person in any mode of transportation. Family/Personal Errands includes personal business, shopping, and medi-cal/dental appointments. Other includes trips not falling in any of the other trip purpose categories. 2009 is the most recent year available.

SOURCE: U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey, Summary of Travel Trends. Table 11. Available at http://nhts.ornl.gov/ as of April 2016.

FIGURE 2-2 Net Change in Number of Commuters by Transportation Mode: Journey to Work 2000 and 2015

Drives self16.47

Works at home2.66

Public transportation

1.89 Other means0.44

Bicycle0.40

Walks only0.36

Motorcycle0.12

Taxicab-0.01 Carpool, total

-2.29-5

0

5

10

15

20

Mill

ions

NOTES: Data are for journey to work only. Drives self includes people who usually drove alone to work as well as people who were driven to work by someone who then drove back home or to a non-work destination. Public transportation refers to bus, streetcar, subway, railroad, and elevated trains for 2000. Other means includes ferryboats, surface trains, and van service and other means not classified for years 2000.

SOURCE: 2000: U.S. Department of Commerce (USDOC), Census Bureau (CB), Decennial Census. About Commuting (Journey-to-Work). Available at http://www.census.gov/ as of June 2015. 2015: USDOC/CB as cited in U.S. Department of Transportation, Bureau of Transportation Statistics, National Transportation Statistics, Table 1-41. Available at http://www.bts.gov as of February 2017.

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• Forworkerswhocommutetowork,theaveragedistancefromtheirhometotheirplacesofworkhasincreasedinrecentyears.Arecentstudyof96majormetropolitanareasfoundanoveralldeclineof7percentinthenumberofjobswithinatypicalcommutingdistance3between2000and2012.Whilethenumberofjobsin29metroareasincreasedwithinthetypicalcommutingdistance,67metroareasshowedadecrease[BROOKINGS2015].

• Workersleavingtheirhomecountytoworkinanotherin-statecountyorinadifferentstateincreasedfrom23.5millionto40.9millionbetween1990and2015;theirpercentageshareoftheworkforcegrewfrom20.4to27.6percent[USDOCCENSUS1990,2017c].

AccordingtotheBureauofLaborStatistics,22.3percentofworkersdidsomeoralloftheirworkathomein2016,averagingabout3.1hoursperworkday.Thiscompareswith19percentofworkersaveraging2.6hoursoftheirworkdayathomein2003[USDOLBLS2017a].AnotherCensussurveyfoundthatMondayandFridaywerethemostlikelydaystoteleworkandThursdaywasleastlikely[USDOCCENSUS2013].4Consistentwiththeincreaseintelecommuting,averagecommuteisdownfrom0.78hoursin2010

3The“typicalcommutedistance”wascalculatedsepa-ratelyforeachareabasedonmediancommutedistancesbetweenCensustracts.Thus,intheAtlantaarea,thetyp-icalcommutedistancewascalculatedtobe12.8mileswhileinStockton,CA,itwas4.7miles.4ThefindingsofthetwoCensusBureausurveysarenotcomparablebecauseamongotherdetails,theyusediffer-entdefinitions.The2015estimateisfromtheAmericanCommunitySurveywhiletheotherestimateisfromtheSurveyofIncomeandProgramParticipation.

to0.76hoursperdayin2016[USDOLBLS2017a].

About14.8percentofworkerswithnoavailablevehiclewalkedtowork,roughlyfourtimesthepercentageforworkerswithoneavailablevehicle.Similarly,2.8percentofthosewithoutavehiclebikedtotheirworkplace,comparedwith0.8percentforworkerswithoneavailablevehicle.Only4.5percentofhouseholdswithworkershadnovehiclein2014,butthispercentagerepresents6.3millionworkers[MCKENZIE2015].

About11.6percentofhouseholdshavemoreworkersthanvehicles.Theother88.4percentareaboutevenlysplit(about44percenteach)betweenhouseholdswithmorevehiclesthanworkersandhouseholdswherethenumberofvehiclesequalsthenumberofworkers[AASHTO2013].

Whiletheaveragecommutetoworkis24.6minuteslong,about9percentofcommutersspendanhourorlongergettingtowork[USDOCCENSUS2017c].Forsocalledmegacommuters(workerswhocommuteformorethan90minutesandtravelatleast50milesone-waytoandfromwork),thejourney-to-workismoreorlessaformoflong-distancetravel.Inthe10countiesattractingthemostmegacommuters,themeandistancetoworkamongthemrangedfromjustunder60toover90miles,andtheirmeantraveltimerangedfrom1hour44minutestojustover2hours[RAPINOANDFIELDS2013].

Nationaltrendsdonotportraytravelinindividualmetropolitanareas.Forexample,transitservesahighershareofworktrips

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Transportation Statistics Annual Report

inlargermetropolitanareas:11.0percentinareaswithapopulationover5million,4.0percentinareasbetween2.5and5million,and2.2percentinareasbetween1and2.5million.TransitridershipishighestintheNewYork-Newark-JerseyCity,NY-NJ-PA;SanFrancisco-Oakland-Fremont,CA;Washington-Arlington-Alexandria,DC-VA-MD-WV;Boston-Cambridge-Quincy,MA-NH;andChicago-Naperville-Elgin,IL-IN-WImetropolitanareas(figure2-3).

Overalltransitridershiphasbeenonanupwardtrajectorysincereachingalowin1995,increasingbyabout30percentin20

years.Mostofthegrowthhasbeeninthevarioustransitrailmodes;bus,thelargesttransitmode,hasshownlittlegrowthinridershipovertheperiod[APTA2017].Transitridershipstoodatabout10.7billionunlinkedpassengertripsin2014,beforedecliningslightlyin2015and2016,whenridershipwas10.2billion.Thedeclinecontinuedinthefirsthalfof2017[USDOTBTS2017c].

Since2010,transportationnetworkedcompanies(TNC),app-basedride-hailingservicesinwhichdriversusetheirowncarstotransportpassengersforafee,haveemerged

FIGURE 2-3 Percent of Workers Who Commute by Public Transit: 2016

0 100 Miles0 200 Miles 0 100 Miles

Percent of workerswho commute bypublic transit

10.0 or more5.0 to 9.92.0 to 4.9Less than 2.0

SOURCE: U.S. Department of Commerce, Census Bureau, 2015 American Communities Survey 5-year Estimates, available at http://www.census.gov as of August 2017.

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inmanymetropolitanareasaroundtheworld.TNCs,thelargestofwhichareUberandLyftintheUnitedStates,arechallengingthetraditionaltaxibusinessinmanylargecities.Theyhavebecomeanewfeatureofurbantransportation.Asisdiscussedinbox2-A,publicdataarelimited,butinthebiggestmarket,NewYork

City,TNCsprovided80milliontripsin2016,carrying133millionpassengers,comparedtovirtuallynoridersin2012.SomeoftheTNCtripsreplacedtraditionaltaxiandliveryservicetrips[SCHALLER2017].Thecellphoneapphasalsorevivedinterestinavarietyofothermobilityoptions,suchasshort-termcarand

Box 2-A Ridesourcing: The Emergence of the Transportation Networking Company (TNC)Tensofthousandsofpeoplenowdrivetheirownpersonalvehicleonafor-hirebasisforothersontheirownschedule.Theycandothisonafull-orpart-timebasisbecausetherearefewrequirementsasidefromowningasuitablemotorvehicle,adequatecarinsurance,adriver’slicenseindicatingagooddrivingrecord,andasmartphoneappfromaTNC.Uber,Lyft,andotherTNCsorganizeridesourcing(alsocalledapp-enhancedrideservices,transportationnetworkservices,and,somewhatmisleadingly,ridesharing).TheTNCsserveasintermediariesbetweendriversandpeopleseekingrides,providingbothwiththerequisitemobilephoneapp,handlingthegenerallycashlesscredit-cardbasedtransaction,vettingdriversandvehicles,andprovidingafeedbackmechanismforboththepassengerandthedriver.WhilemostTNCdriversowntheirvehicles,avarietyofleasingarrangementsareavailablethatallowpeoplewhodonotownacartodriveforaTNC[USATODAY2017].

Inlessthanadecade,theseridesourcingcompanieshavecometogreatlyaffecturbantransportationincitiesaroundtheworldwheretheseservicesarepermitted.IntensecompetitionnowexistsbetweenTNCsandtraditionaltaxiservicesinmanylargemetropolitanareas.MostdataonridershiparecloselyheldbytheTNCs.However,NYCnowcollectsTNCridershipdata,allowingcomparisonwithtraditionaltaxi

services,basedon2015and2016data.A2017report[SCHALLER2017]detailstherapidgrowthofTNCservicesinNYC:

• Fromvirtuallynoserviceavailablein2012,TNCscarried15millionpassengersamonthin43,000vehiclesbythefallof2016.Thiswasnearlyasmanytripsascarriedbythecity’syellowcabindustry,thelargestsinglecomponentofNYC’straditionaltaxiindustry.

• TNCridershipoutpacedgrowthinNYCtransit(subwayandbus)ridershipduring2014–2016.Thiscontrastswith2012–2013,whenTNCservicefirstbeganinthecityandtransitridershipaccountedfortwo-thirdsoftheincreaseinnon-autotripmaking.

TNCservicesandotherridesourcingcompaniesnowoperateinsome500citiesorcommunitiesintheUnitedStates.Uberandothersuchservices(butnotyetLyftasofMay2017)arealsoavailableindozensofforeigncountries,makingitpossibleforaU.S.residenttravelingoverseastousethesamecellphoneapptohailarideinaforeigncountry.WhileUberisamajorpresenceinmanylargecitiesaroundtheworld,itnolongeroperatesinChina,whereitsChineseoperationswereacquiredbyDiDiChuxinginAugust2016.Didiisconsideredthelargestridesourcingcompanyintheworld.

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bikerentals,carsharing,andvanpoolingasdiscussedinmoredetailinthePassenger Access and Connectivity sectionofthischapter.

Walking and Biking to Work and to School

Nationally,onlyasmallpercentageofpeoplewalkorbiketowork.However,thesenonmotorizedmodesofcommutingareimportantinmanycitiesofallsizes,asshownbythe2008–2012AmericanCommunitySurvey.Inthe50largestU.S.cities,5.0percentofworkerswalkedtoworkandanother1.0percentbiked.Over15percentofworkersinBoston,MA,walkedtowork,asdidmorethan10percentofcommutersinWashington,DC,Pittsburgh,PA,andNewYorkCity.Portland,OR(6.1percent)andMinneapolis,MN(4.1percent)hadthehighestpercentageofbicyclecommuters.Thesecitieshavealsoinvestedininfrastructuretofacilitatebiking(e.g.,buildingdedicatedbikelanes).Somesmallcitieshavehigherratesofwalkingandbiking,especiallywherecollegesanduniversitiesarelocated.Forexample,about42percentofworkersinIthaca,NY,walktoworkandnearly19percentinDavis,CA,commutebybike[MCKENZIE2014].

Amongregions,theNortheasthasthehighestrateofwalkingtowork,whiletheWesthadthehighestrateofbiking.TheSouthhadthelowestrateofwalkingandbicyclingtoworkformostcity-sizecategories.

Peoplewalkingorbikingtoworkspendlesstimeontheircommutethanthoseusingothermodes—walkersaverage11.5minutesandbikers19.3minutes,comparedto25.9minutesforothermodes.Womenwereslightlylesslikelytowalktoworkthanmen,butlessthan

halfaslikelytocommutebybike.Peoplewhowalkorbiketoworkalsotendtobeyoungerthantheaveragecommuter.Manypeoplewalkorbiketowork,inpart,fortheexerciseitprovidesincontrasttolessactivemeansofcommuting[MCKENZIE2014].

Somepeoplecombinebikingandtransittomaketheircommutesandothertrips.Manytransitvehiclescanaccommodatebicyclesonboard.Anotheroption,increasinglyavailableatcitieswithbike-sharesystems,istocombineatransittripwithashort-termbicyclerental.Bike-sharesystemsnowexistin124U.S.cities,accordingtoaBTSdatabase.TheNationalAssociationofCityTransportationOfficialsestimatesthatridershipwas28millionin2016onbike-sharesystemswithatleast100bicyclesand10dockingstations,upfromjust320,000in2010[NACTO].Bike-sharesystemsandtheirproximitytotransitandothertransportationmodesarediscussedinmoredetailinthePassenger Access and Connectivitysectionofthischapter.

Walkingandbikingtoschoolhasdeclineddramaticallyfromroughlyhalfofstudentsin1969toroughly15percenttoday,withnearlyasmanystudentsdriventoschoolinfamilycarsasthosewhowalkortakethebus.Thedeclineisapparentevenamongchildrenwholiveashortdistance—amileorlessfromschool.AmongKindergartenthrougheighthgrade(K-8)studentsresidingwithinonemileofschool,nearly90percentusuallywalkedorbikedin1969,butthispercentagefellto35percentin2009[NCSRTS2011].Morerecentdata(albeitbasedonadifferentsamplingapproach)showincreasesinbikingandwalkingtoschool,upto15percentinthe

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morningand18percentintheafternoonin2014[NCSRTS2016].Seebox2-Bformoredetails.

Time Spent Traveling

Onweekdaysin2016,theaveragepersonspent83.6minutesperdaytravelingforavarietyofactivities—upfrom82.0minutesin2015,accordingtotheAmericanTimeUse

Survey(ATUS),anannualsurveyconductedbytheBureauofLaborStatistics.Amongthe46.0percentofpeoplewhoengagedintravelforwork,theaveragepersoninthisgroupspent45.5minutesperdayonworktravel,themosttraveltimeforallactivitiesin2016[USDOLBLS2017a].

Peopleaveraged3.3moreminutesinweekendandholidaytravelactivitiesthanonweekdays

Box 2-B How Children Travel To and From School: A Changing PictureInthefourdecadesbetween1969and2009,thelastyearforwhichNHTSnationalsurveydataareavailable,walking/bikingtoschoolandgoingtoschoolinafamilyvehicleroughlyswitchedpositionsasthemodalchoiceofparentsforgettingtheirchildrentoandfromschool:

• In1969,48percentofelementaryandmiddleschoolchildrenwalkedorbikedtoschool;in2009,just12.7percentdidso.

• In2009,45percentofchildrenweretakentoschoolinafamilyvehicle,comparedtojust12percentin1969,

• Inbothyears,childrenridingtheschoolbusaccountedforroughlythesamepercentages,38percentin1969and39.4percentin2009.

Evenwhenstudentsliveonemileorclosertoschool,theyarelesslikelytowalkorbike,andmorelikelytobedroppedoffbyparents:

• In1969,88.6percentofstudentslivingamileorlessfromschoolusuallywalkedorbiked;in2009only35.2percentdidso.1

• Childrendroppedoffatanearbyschoolina

1Thenumbersfor1969and2009donotsumto100percentbecauseasmallpercentageofchildrenalsotooktransitorothermeanstogettoschool.

familyvehicleincreasedfrom6.9percentin1969to42.8percentin2009.

• Studentslivingneartheirschoolalsoaremorelikelytotaketheschoolbus,risingfrom3.8to20.4percentover40years[NCSRTS2011].

Itispossiblethatthedeclineinwalkingandbikingtoschoolmayhavetaperedofforevenreversedsince2009.TheNationalCenterforSafeRoutestoSchool(NCSRTS)estimatesthatwalkingtoschoolincreasedfrom11.9to15.2percentbetween2007/2008and2014.Walkinghomefromschoolincreasedfrom15.2to18.4percent.Bikingtoandfromschooldeclinedtounder2percentbetween2007/2008and2011,butthenstabilizedatabout2percentbetween2012through2014.

NCSRTSalsofoundfewerchildrentakingtheschoolbusaswalkingincreasedinthe2007/2008to2014period.Thelikelihoodofgettingtoschoolonaschoolbusdecreasedfrom36.8to29.8percentovertheperiod,andthelikelihoodoftakingabushomefellfrom42.5to34.6percentintheafternoon.However,thepercentageofstudentstakentoschoolbycarincreasedfrom49.1to51.5percent,whilethosepickedupafterschoolrosefrom40to45.9percent[NCSRS2016].

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Transportation Statistics Annual Report

in2016—anaverageof86.9minutesperday.Theaveragepersonspentthemostweekendandholidaytraveltime(43.7minutes)foractivitiesrelatedtoconsumerpurchases,about8.8minutesperdaymorethanonweekdays.Travelrelatedtoeatinganddrinkingonweekendsandholidaysaccountedfor31.3minutes—about6minutesmorethanonweekdays.

Peoplespentlesstimetravelingin2016thanin2003,accordingtotheATUS.Onweekdaysin2016,peoplespent3.3fewerminutestravelingperday,adecreaseof3.8percentfrom2003.Onweekendsandholidays,peoplespent3.5fewerminutestravelingperday,a3.9percentdecrease(figure2-4).

Long-Distance and International TravelAmericansprimarilyuseairlinesandpersonalvehiclesfortheirlong-distancetravel.There

isnolongeracomprehensivenationaldatasourceforlong-distancetravel(usuallyconsideredastripstoplacesatleast50milesaway).Althoughtotalscouldbeestimatedfromavarietyofsources,theendresultisincomplete—intermsofsystemusageforlong-distancetrips,trippurposeandlength,andtravelercharacteristics.Themissingpiecesincludetripsbycarorotherpersonalmotorvehicle(usedbymostpeoplefortheirlong-distancetrips),generalaviation,andcruiseships.VMTonruralinterstatehighwaysareoccasionallyusedasasurrogateforlong-distancehighwaytravel,butthereisnomethodologyforseparatinglocalfromlong-distancetravelwithinruralareas.Takeoffsandlandingsofgeneralaviationaircraftarenotagoodproxyforlong-distancetravelbecausemanyflightstakeoffandlandatthesameairportratherthantransportplaneoccupants

FIGURE 2-4 Total Time Spent Traveling on Weekdays and Weekends: 2003–2016

74

76

78

80

82

84

86

88

90

92

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Ave

rage

min

utes

per

day

Weekdays

Weekends and holidays

NOTE: Shaded area indicates economic recession. Activities are based on American Time Use Survey Activity Lexicon 2016 definitions. Weekdays exclude holidays. Weekends and holidays includes the following: New Year’s Day, Easter, Memorial Day, the Fourth of July, Labor Day, Thanksgiving, and Christmas.

SOURCE: U.S. Department of Labor, Bureau of Labor Statistics, American Time Use Survey 2016, available at www.bls.gov as of July 2017.

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Chapter 2: Moving People

todistantdestinations.Numbersofpassengersboardinganddebarkingfromcruiseshipsineachportarecounted,butdetailedstatisticsoncruises,cruisepassengers,departureports,anddestinationshavenotbeencompiledsinceJune2012.

Long-distancetravelersincludeinternationalvisitorswhoentertheUnitedStatesatofficiallandbordercrossingcheckpoints,airports,andtoafarlesserextent,seaportsaswellas

returningU.S.citizensanddayworkers(figure2-5).ThelandcrossingcheckpointsalongtheborderwithMexicoprocessmorethan3millionpeopleenteringtheUnitedStatesinanaverageweek.In2015,182.1millionpassedintotheUnitedStatesalongtheU.S.-Mexicoborder.ThebordercrossingstationswithCanadaaremorenumerous,butprocessfarfewerpeople—52.4millionin2016[USDOTBTSNTS].

FIGURE 2-5 Persons Entering the United States at Land Border Crossings and International Airports: 2016

Incoming persons at:land border crossings international airports

5 million

15 million

500,000

32 million

PHX

LAX

SFODEN

IAD

FLL

MIA

MCO

ATL

ORD

BOS

BWIBWI

DTW

MSP

CLT

EWR

LAS

JFK

LGALGA

PHL

DFW

IAH

SEA

Champlain

Sumas

DouglasDouglas

NogalesNogales

San Luis

Andrade

Andrade

Calexico

Calexico

East

Calexico

East

Otay MesaSan Ysidro

Tecate

Santa Teresa

Del Rio

El Paso

HidalgoHidalgo

Presidio

ProgresoRoma

Eagle Pass

Laredo

Brownsville

Buffalo-Niagara FallsBuffalo-Niagara Falls

Detroit

PortHuronPortHuron

Blaine

HNL

0 100 Miles0 200 Miles 0 100 Miles

GUM

0 5 Miles

NOTE: Truck crossings are not included because they are primarily freight related.

SOURCE: Person Crossings: U.S. Department of Transportation, Bureau of Transportation Statistics, Border Crossing/Entry Database, available at transborder.bts.gov as of October 2017. Air Passengers: U.S. Department of Transportation, Bureau of Transportation Statistics, T-100 Data, available at www.transtats.bts.gov as of October 2017.

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Transportation Statistics Annual Report

FIGURE 2-6 Foreign Visits by Main Markets: 2000–2016

0

10

20

30

40

50

60

70

80

90

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

Mill

ions

Overseas

Canada

Mexico

Foreign Visits by Main Markets: 2000–2016

Percent Change from Previous Year in Total Foreign Visits: 2001–2016

-12.3%

-8.2%-4.2%

10.8%

30.6%

3.6%

10.2%

1.9%

-5.0%

8.9%

4.7%6.1% 4.9%

6.9%3.7%

-15%

-10%

-5%

0%

5%

10%

15%

20%

25%

30%

35%

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

NOTE: These statistics count visitors staying in the United States for at least one overnight.

SOURCE: U.S. Department of Commerce, Office of Travel and Tourism Industries, U.S. Monthly Arrivals Trend Line: Overseas, Canada, Mexico & International, available at travel.trade.gov as of March 2017.

WhilethelargestinternationalairportsarelocatedatmajorcitiesalongtheEastandWestCoast,aswellasChicagoandAtlanta,thenumberofsmallerairportsofferinginternationalserviceshasgrown.Since1993thenumberofU.S.airportswithnon-stopinternationalflightshasgrownfrom72to122.

In2016approximately75.6millionforeignvisitorsstayedforatleastovernightintheUnitedStates,adeclineof1.9millionfromapeakin2015following6yearsofyear-to-yeargrowth(figure2-6).ThenumberofforeignvisitorsdeclinedtheconsecutiveyearsfollowingtheSeptember2001terrorist

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Chapter 2: Moving People

attacksandin2009duringtheglobaleconomicrecession[USDOCNTTO].ManymorepeoplepassedthroughlandbordercrossingcheckpointsfromMexicoandCanadaondaytripscomparedtoovernight/multidaytrips[USDOCNTTO].

CanadaandMexicotogetheraccountformorethanhalfofforeignvisitorstotheUnitedStates.VisitorsfromChinahavegrownmostdramatically—upnearly1,000percentsince2000whenonly249,000ChinesevisitedtheU.S.,rankingitlowasasourceofU.S.tourism.VisitorsfromtheUnitedKingdomandJapanhavedeclinedsince2000whileItalyandVenezuelanolongerappearinthetop10countries.Table2-3showsthechangeinthetop10countriessince2000,withChinagrowingfrom24thto10thplaceintheperiod.

Australiaalsojoinedthetop10list,withthenumberofitsvisitorsmorethandouble.

U.S.andforeignairlinescarried927.8millionpassengersondomesticflightsandinternationalflightstoandfromtheUnitedStatesin2016—anall-timehigh(table2-4).Passengerenplanementswereupbyabout31millionfrom2015,thepreviouspeakyear.Domesticenplanementsin2016accountedfor77.4percentofpassengers,whileinternationalenplanementsonU.S.andforeignairlinesaccountedfor22.6percent.U.S.airlinescarriedlessthanhalf(49.5percent)ofpassengerstravelingbetweentheUnitedStatesandinternationalpointsin2016,makingthisthefirsttimeforeigncarrierstransportedmorepassengerstoandfromtheUnitedStatesthandidU.S.carriers[USDOTBTS2017a].

TABLE 2-3 Countries Sending the Most Travelers to the United States: 2000 and 2016Thousands of travelers

Percent change, 2000 to 2016Country 2000 Rank Rank 2016 Country

Canada 14,594 1 1 19,302 Canada 32.3

Mexico 10,322 2 2 18,730 Mexico 81.5

Japan 5,061 3 3 4,574 United Kingdom -2.7

United Kingdom 4,703 4 4 3,577 Japan -29.3

Germany 1,786 5 5 2,972 Chinaa 1,093.6

France 1,087 6 6 2,035 Germany 13.9

Brazil 737 7 7 1,693 Brazil 129.7

South Korea 662 8 8 1,974 South Korea 198.2

Australia 540 12 9 1,628 France 49.8

Chinaa 249 24 10 1,346 Australia 149.3aArrivals for 2016 excludes Hong Kong.

NOTES: Beginning in 2014, overseas data include one-night stay travelers.

SOURCE: U.S. Department of Commerce, International Trade Administration, Office of Travel & Tourism Industries, International Visitation in the United States, available at travel.trade.gov/outreachpages as of April 2017.

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Transportation Statistics Annual Report

TABLE 2-4 Enplanements on Domestic Flights and Flight Segments To and From the United States (U.S. and Foreign Carriers): 2005–2016Scheduled flights only

Enplanements (millions) Load factor (percent)

Domestic International Domestic and international Domestic International Domestic and international

2005 657.3 143.6 800.8 77.2 78.7 77.8

2006 658.4 149.7 808.1 79.1 78.6 78.9

2007 679.2 156.3 835.4 79.9 79.1 79.5

2008 651.7 157.7 809.4 79.7 77.6 78.7

2009 618.1 149.7 767.8 81.1 78.3 79.7

2010 629.5 157.9 787.5 82.2 81.6 81.9

2011 638.2 163.9 802.1 82.9 80.3 81.6

2012 642.3 170.8 813.1 83.4 81.7 82.5

2013 645.7 179.3 825.0 83.5 82.1 82.8

2014 662.8 (R) 188.8 (R) 851.6 84.5 81.1 82.7

2015 (R) 696.0 (R) 200.6 (R) 896.6 85.0 (R) 80.6 82.7

2016 719.0 208.8 927.8 84.6 80.5 82.4

NOTE: International enplanements include U.S. and foreign carriers. Load factor is calculated by dividing demand, as measured by revenue passen-ger-miles (RPMs), by capacity, as measured in available seat-miles (ASMs). Flight segment in this context refers to a non-stop flight stage from taking off in the United States to the first destination in a foreign country or a non-stop flight stage from taking off in a foreign country to its first destination in the United States.

SOURCE: U.S. Department of Transportation, Bureau of Transportation Statistics, Office of Airline Information, Airline Data and Statistics, Passengers. Available at http://www.bts.gov/programs/airline_information/ as of March 2017.

Total(domesticandinternationalflightsintheUnitedStates)revenuepassenger-milesalsosetall-timerecordsin2016,totaling1.361trillion,4.7percentmorethanin2015,thepreviousrecordyear.Internationalflightsaccountedfor51percentofpassenger-miles,thefourthyearinarowthatpassenger-milesontheseflightsexceededthoseondomesticflights.

Thenumberofdomesticandinternationalflightsroseto9.7millionin2016,comparedto9.5millioninboth2014and2015.Despitetherecentincrease,thenumberofflightsremainswellbelowthe2005peakofover11.3millionflights.However,flightsarecarryingmorepassengersandhavehigherloadfactorsthanadecadeago.

Table2-4showsthatplaneshavealsobecomemorecrowdedsince2005asmeasuredbyloadfactors.Domesticflightswere,ingeneral,morecrowdedthaninternationalflights.Availableseatmiles,anothermeasureofplanecarryingcapacity,increasedabout10percentfrom2005to2016onU.S.carriers[USDOTBTSSA].Itcanbethoughtofasthesupplyofseats.

Flightsbetweendomesticairportsin2016accountedforroughly84percentoftotalU.S.flights,whileinternationalflightsofU.S.andforeigncarriersaccountedforabout16percent.Thepercentofpassengerswhoflewoninternationalflightsrosefrom18percentin2005toabout23percentin2016.

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Chapter 2: Moving People

Long-distancerailroadtravelintheUnitedStatesisprimarilyonAmtrak(alsoknownastheNationalRailPassengerCorp.).Amtrakridershipgrewfor15consecutiveyearsbetween1997and2012,risingfrom19.7millionannualperson-tripsinfiscalyear1997,to31.2millionin2012.Subsequently,ridershipfellfor3years(decliningto30.8millionin2015),butthenreboundedin2016to31.3million,anewrecord.RidershiponNortheastCorridortrainsreachedarecordof11.9millionin2016,surpassingthepreviouspeaksetin2015[AMTRAK2017,2015].OnthesmallerAlaskaRailroad,annualridershippeakedin2007atmorethanone-halfmilliontrips,andhadnotregainedthislevelasof2015.CustomerstravelingaboardrailcarsownedbycruiselinesandpulledbytheAlaskaRailroadaccountedforjustunderhalfofthe2015AlaskaRailroadpassengers[ARRC2016].

Comparedto2012,long-distancetravelbymotorcoach,includingcharteraswellasscheduledservicebuses,declinedsomewhatin2013and2014,thelastyearforwhichdata

areavailable(table2-5).Therewereabout604millionpersontripsintheUnitedStatesandCanadain2014,roughly33millionfewertripsthanin2012butslightlymorethanin2010,whenthereweremorecarriersandcoachesbutfewerpassengertripspercoach.Justunderhalfofallbuspassengersin2014wereeitherstudentsorseniorcitizens[ABA2016].Charterserviceaccountedforabout47.5percentofmotorcoachmileage,andscheduledserviceaccountedforanother32.3percent.Theremainingmileswereforcommuting(4.6percent);packagedtours(6.6percent);transporttoandfromairports(3.7percent);sightseeing(3.5percent);andspecialoperations,suchasregular-routeservicetofairs,sports,andotherevents,andemployeetransporttoworksites(1.8percent).

Forces of Change in TravelManyfactorsaffectlocal,long-distance,andinternationaltraveltrends.Amongthemostimportantarepopulation,employment,carownership,householdincome,andeconomicconditions.Asubsetoftheseinclude:

TABLE 2-5 Motorcoach Carriers, Coaches, Trips, and Passenger-Miles: 2010–2014

2010 2011 2012 2013 2014 Percent change, 2010–2014

Carriers 4,011 3,984 3,954 3,801 3,628 -9.55

Coaches 40,709 40,141 39,607 36,903 36,520 -10.29

Passenger trips (millions) 601 627 637 605 604 0.44

Passenger trips per coach 14,800 15,600 16,100 16,400 16,500 11.49

Passenger miles (billions) 69 76 76 63 62 -10.87

Passenger miles per coach 1,703,200 1,897,400 1,912,500 1,710,000 1,700,000 -0.19

NOTE: The Motorcoach Census measures the size and activity of the motorcoach industry in the U.S. and Canada. The 2014 data year is the last year for which data are available.

SOURCE: American Bus Association, Motorcoach Census, available at www.buses.org as of March 2016.

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Transportation Statistics Annual Report

FIGURE 2-7 U.S. GDP and Highway VMT: 1990–2015

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

3,000,000

3,500,000

$0

$2,000

$4,000

$6,000

$8,000

$10,000

$12,000

$14,000

$16,000

$18,000

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014

Hig

hway

VM

T (m

illio

ns)

GD

P (b

illio

ns o

f cha

ined

200

9 do

llars

)

GDP (billions of chained 2009 dollars)

Highway VMT (millions)

KEY: GDP = gross domestic product. VMT = vehicle-miles traveled.

NOTE: Shaded areas indicate economic recessions.

SOURCE: GDP: U.S. Department of Commerce, Bureau of Economic Analysis as cited U.S. Department of Transportation (DOT), Bureau of Transportation Statistics (BTS), National Transportation Statistics, Tables 3-10, available: www.bts.gov as of March 2017. VMT: DOT, Federal Highway Administration as cited in DOT, BTS. National Transportation Statistics, Table 1-35. Available: www.bts.gov as of March 2017.

• howtravelpreferencesmaychangeanddifferfromeachotheramongtheagingbabyboomgeneration(peoplebornbetweenmid-1946andmid-1964),theequallynumerousmillennialgeneration(generallydescribedaspeoplebornbetweentheearly1980sandtheearly2000s)andthesubsequentgeneration(thefirstentiregenerationbroughtupwiththeubiquitouspresenceofthecellphone);

• theemergenceandpopularityofapp-enabledtransportationoptions;

• uncertaintiesaboutfuturelevelsofimmigrationbothintoandwithintheUnitedStates;and

• thediminishingbutpossiblylingeringeffectsoftheeconomicrecessionspanningDecember2007toJune2009ontravelpatterns.

Economics and Recession

U.S.grossdomesticproduct(GDP)grewatabout3percentperyearbetween2000and2007,butdeclined0.3percentin2008and2.8percentin2009,beforeagaingrowingeachyearfrom2010throughtheendof2016atarateofabout2percentannually[USDOCBEA].

Figure2-7chartsGDPandhighwayVMTduringthepastquarterofacentury,duringwhichthreerecessionsoccurred.HighwayVMTremainedstableorgrewinthefirsttworecessions,whichwereofrelativelyshortdurationandrelativelymild.VMTshowsadifferentpatternduringthelongerandmoresevere2007–2009recession.Asthefigureillustrates,highwayVMTpeakedin2007,justastherecessionbegan,thendroppedin2008and2009.AgainVMTdroppedin2011beforereboundingslowly,onlyagainexceeding

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Chapter 2: Moving People

prerecessionlevelsin2015.GDPhasgrownmorequicklythanVMTsincetheendoftherecession,rising13.7percent(inchained2009dollars)between2009and2015,whereasVMTroseonly4.7percent[USDOTFHWA2017].

Airlinetravel—especiallydomestictraffic—wasalsoadverselyaffectedbythe2007–2009recession.WhilethenumberofpassengersoninternationalflightstoandfromtheUnitedStatesreturnedtoprerecessionlevelsbeginningin2010,itwasnotuntil2015thatenplanementsondomesticflightsfinallyexceededtheir2007levels(figure2-8).

Transitridershipreachedahighpointin2008attheheightoftherecession,thendropped2.8percentby2010.Thiswasfollowedbyseveralyearsofgrowth,with2008levelsexceededin

2014whentherewere10.75billionunlinkedtransittrips.Transitridershipwasstimulatedinpartbyrisinggaspricesinthe2002to2008period,whenmanypeoplechosetotaketransitratherthandrive.5Afteradeclinein2009,gaspricesbounceduptoanall-timehighin2012[USDOEEIA2016].Thesubsequentandrapiddeclineingasprices—anationwideaveragedeclineof$1.19pergallonbetween2012and2015,with$0.91ofthedeclineoccurringin2015—raisesthequestionofwhetherpeoplewhoswitchedtotransitwhengaspriceswerehighwillgobacktodrivingifgaspricesremainlow[NOWAKANDSAVAGE].Transitridershipdeclinedfromthe2014highpointin

5A2014report,Net Effects of Gasoline Price Changes on U.S. Urban Areas,examinestheimpactofgasolinepriceincreasesontransitridershipin10U.S.urbanareas[ISEKI;ALI2014].Thereportisdiscussedinchapter2oftheTransportation Statistics Annual Report 2015.

FIGURE 2-8 U.S. Air Carrier Monthly Passenger Enplanements: January 2000–November 2016

0

10

20

30

40

50

60

70

80

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Mill

ions

of p

asse

nger

s

International

Domestic

International and domestic

NOTE: Includes enplanements on scheduled services. International enplanements include only U.S. carriers.

SOURCE: U.S. Department of Transportation, Bureau of Transportation Statistics, Office of Airline Information, T-100 Market Data. Available at www.transtats.bts.gov as of April 2016.

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Transportation Statistics Annual Report

FIGURE 2-9 PMT per Household by Income Level: 2009 NHTS

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

Under$10,000

$10-19,999

$20-29,999

$30-39,999

$40-49,999

$50-59,999

$60-69,999

$70-79,999

$80-99,999

$100,000+

Pers

on-m

les

of tr

avel

per

hou

seho

ld

Household income

NOTE: 2009 is the most recent year available.

SOURCE: U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey, Online Analysis Tool. Avail-able at http://nhts.ornl.gov/ as of April 2016.

2015,andthedeclinecontinuedin2016andthefirsthalfof2017[USDOTBTS2017c].

Asshowninfigure2-9,PMTincreasedwithhouseholdincome.WiththelastNationalHouseholdTravelSurvey(NHTS)completedin2009attheendoftherecession,itremainstobeseenwhatdatafromtheFederalHighwayAdministration’s2017NHTS,notyetavailablewhenthisreportwasfinished,willrevealabouthowthetrip-makingpropensitiesofthepublicmayhavechanged.

Demographic and Geographic Shifts

Demographicfactorsandrelatedeconomicforcesaffecttraveldemand,trafficpatterns,andassociatedinfrastructureneeds.Between2000and2016,theU.S.populationgrewfrom

282.2millionto324.1millionpeople,placingadditionaltraveldemandsonthetransportationsystem[USDOCCENSUS2017a].Allcensusregionsaddedpopulation,buttheSouthandWestaccountedformorethan85percentofthepopulationgain,continuingadecades-longtrend[USDOCCENSUS2017d].About60percentoftheNation’s3,143counties,includingnearly80percentofmetropolitancounties,gainedpopulationfrom2000to2015,withatotalgainofabout42millionpeople.Thiscontrastswithpopulationlossesof2.7millionresidentsintheother40percentofcounties[USDOCCENSUS2016a,b].

Asshowninfigure2-10,countiesthatlostpopulation,whileapparentinallregions,wereespeciallyprevalentinthemiddleofthe

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Chapter 2: Moving People

FIGURE 2-10 Percent Change in Population by County: 2000–2015

0 100 Miles0 200 Miles 0 100 Miles

Percent change25.0 or more10.0 to 24.95.0 to 9.90.0 to 4.9-5.0 to -0.1Less than -5.0

Not comparable

SOURCE: U.S. Department of Commerce, Census Bureau, Population, County Population, Available at http://www.census.gov as of September 2017.

country,whilecountiesgainingpopulationwereespeciallyevidentintheWesternstatesandinTexasandFlorida.Gainsandlossesinregionalandmetropolitanpopulationaffecttransportationinfrastructureneedsandtravelpatterns.

Traveldemandisalsoaffectedbychangesinthelaborforceandsubsequentchangesinjourneys-to-work.Someoftheincomegeneratedbythelaborforceisspentnotonlyonessentialtravelbutalsoondiscretionarytrips.Thenumberofpeopleintheworkforceincreasedbynearly33million,growingfromabout126millionin

2000toabout159millionin2016[USDOLBLS2017b].Whileagreatershareofthelaborforceworksathomeorwalksandbikestotheirjobsthanin2000,three-fourthsormorecontinuetocommutealoneintheircars.

Ageisanotherfactorthataffectstraveldemand.Ageiscloselyassociatedwiththeprogressionofthehouseholdlifecycle(e.g.,singleperson,marriedcouple,householdswithsmallchildrenand/orschoolagechildren,emptynesters,andretiredindividuals).Boththeyoungest(under16yearsofage)andtheoldest(over65yearsofage)traveledtheleast

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Transportation Statistics Annual Report

FIGURE 2-11 Daily Person-Miles of Travel (PMT) by Age Group: 1983, 1990, and 1995 NPTS, and 2001 and 2009 NHTS

0

10

20

30

40

50

60

1983 1990 1995 2001 2009

Dai

ly P

MT

(mile

s)

<16 16-20 21-35 36-65 >65

NOTES: 1990 person trips were adjusted to account for survey collection method changes. Please see Appendix 2 of 2001 Summary of Travel Trends for specifics. 2009 is the most recent year available.

SOURCE: U.S. Department of Transportation, Federal Highway Administration, National Household Travel Survey (multiple years), 2009 Summary of Travel Trends. Table 14. Available at http://nhts.ornl.gov/ as of June 2015.

comparedtootheragegroups(figure2-11).Thein-betweenagegroups,particularlythosebetween36and65yearsofage,accountedforthemajorityofPMT.Thisisaharbingeroffuturetrendsasoldermembersofthelaborforcemovetowardthe65-year-agethresholdwheremanypeoplemoveintoretirement.

Thebabyboomgeneration,peoplebornbetweenmid-1946andmid-1964,hasgeneratedmuchofthetravelactivityatthelocalandintercitylevelformanydecades.Today,evenasthetrailingedgeofthebabyboomgeneration,nowintheirearly50s,approachesearlyretirementage,boomersarestillaffectingtravelpatterns.Theyarethefirstgenerationinwhichbothwomenandmenhavebeenclosetoreachingsaturationpoints

fordriverlicensesandvehicleavailability.6Thusretiredbabyboomerscouldbeexpectedtobemoremobileintheirretirementyearsthanpreviousgenerations[AASHTO2013].Infact,theshareofpeoplewithdriverslicensesincreasedamongpeopleaged55andabovebetween1983and2014,withthegreatestincreaseoccurringamongpeople70ormoreyearsofage[UMTRI].Bycontrast,between1983and2014,theshareofpeoplewithdriver’slicensesfellforallagegroupsbetween16and44,withthegreatestdeclineoccurring

6AccordingtoFHWA,morethan89percentofpeople16andolderhadadriver’slicensein2009.Thisinclud-ed107millionmalesand104millionfemales.Peoplehavetheirlicensesuntilolderagesthaninthepast.About84percentofpeople70andabovehadadriver’slicensein2009,comparedtojust66percentofthesameagecohortin1990.About91percentofU.S.householdshaveaccesstoamotorvehicle.

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Chapter 2: Moving People

amongtheyoungeragegroups[UMTRI].Asfornewvehiclepurchases,people55andaboveincreasedtheirshareofnewvehiclepurchasesintheUnitedStates,growingfrom21.2percentin2000to36.4percentin2015.Conversely,theshareofvehiclepurchasesamongallagegroupsbelowtheageof55declinedbetween2007,justbeforethestartoftherecession,and2015,withlittlesignificantdifferencesonceincomeandemploymentweretakenintoaccount.[KURZ,LIANDVINE].

Challenges for TravelAnimportantcomponentofthetransportationsystemisofferingwidespreadaccesstooptions,inparticularforthosegroupsinsocietywhohavethemostdifficultytravelingorthosewhohavelimitedaccesstotransportationservices.Thissectionbeginswithadiscussionofthedegreeofconnectivitybetweenpublictransportationmodes,usingdatafromtheBTSIntermodalPassengerConnectivityDatabase(IPCD).Otherchallengesdiscussedincludeaccesstotransportationforpeoplewithoutapersonalvehicleandtransportationoptionsfortheelderlyandthedisabled.

Passenger Access and Connectivity

Peopleusingpublictransportation(e.g.,Amtrak,intercitybus,orcommercialaviation)oftenneedtoconnecttoanothermodeoftransportationtoreachtheirdestinations.Proximitytotransportationmodes(e.g.,transit,intercitybus,ortrainstationaccessatairports)givestravelersmoremobilityoptions.

TheBTSIPCDinventoriestheproximityofintercitypassengerfacilities(e.g.,airports,

long-distancebusandferry,andintercityrailservice),certaintransitfacilities(e.g.,localferryandheavy,light,andcommuterrail),andbike-sharelocationstoeachother.AsofAugust2017,thereareover10,000uniquepassengertravelfacilitiesintheIPCD(seefigure2-12),ofwhich40.8percentdidnotoffernearbyconnectionstoothertransportationmodes,50.4percentconnectedtooneothermode,8.7percentconnectedtotwoothermodesoftransportation,and0.1percentconnectedtothreeormoreothermodesoftransportation.

Specifically,86.0percentoftheheavyrail-stations(high-speedtransitrailonanexclusiveright-of-way)offeredconnectionstoothermodesandarethemostconnectedofalltraveloptions,followedbybike-share(with73.8percent),commuterrail(with70.3percent),light-railtransit(with68.5percent),andAmtrak/intercityrail(with54.1percent).Aboutaquarter(23.7percent)ofairportswithscheduledpassengerserviceconnectwithotherpublictransportationmodes.Only12.5percentofintercitybusfacilitieshaveconnectionstoothermodes.

Bike-sharesystemsthatconnectwithothertransportationmodesextendthetransportationnetworkandincreasemodaloptions.Forexample,abuspassengerwhodisembarksnearabike-sharefacilityandgrabsabikecanridetomoreareagrocerystoresorothercommercialservicesthanbywalkingforthesameamountoftime.Atotalof93bike-sharesystemsoperate4,911stationsinover150U.S.citiesasofAugust2017(figure2-13).Mostbike-sharedockingstations(74.1percent)canbefoundnearlocalpublictransportationstops

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Transportation Statistics Annual Report

FIGURE 2-12 Intermodal Passenger Facilities by Mode: August 2017

286

529

666

2,634

1,000

1,164

1,356

4,843

0 1,000 2,000 3,000 4,000 5,000

Ferries

Intercity rail

Airport

Intercity bus

Heavy rail transit

Commuter rail

Light rail transit

Bike-share

No other mode One other mode

Two other modes Three other modes or more

NOTES: Intercity bus connection includes: intercity, code share, and supplemental bus service. Transit rail connection includes: light rail, heavy rail, and commuter rail. Ferries includes both transit ferry and intercity ferry.

SOURCE: U.S. Department of Transportation, Bureau of Transportation Statistics, Intermodal Passenger Connectivity Database (as of 08/01/2017). Available at www.bts.gov as of August 2017.

(transitbus,commuterrail,heavyrail,lightrail,and/ortransitferry).Transitbusisthemosttypicalconnection,with72.4percentofbike-sharestationslocatedablockorlessfromatransitbusstop[USDOTBTS2017b].

SeveralU.S.citiesaretestingorhaveadopteddocklessbike-share(e.g.Washington,DC;Dallas,TX;Seattle,WA;andRevere,MA,amongothers),whereuserslocateandunlockanavailablebikeusingamobileappandthenleavethebikealmostanywherewhenfinished(versusreturningthebiketoafixeddockingstation).Becausethelocationofthebikeschanges,itisdifficulttomeasurehowthesesystemsextendthetransportationsystem.

Peopleusingpublictransportationoftenneedmoreinformationaboutexactlywhereandwhentogettotheirnextconnection.Transitprovidersarenowofferingsmartphoneappsthat“pushforward”informationaboutnearbyconnections,andprovideGPS

walkinginstructionsabouthowtogettotheirconnectionfromtheircurrentlocation.Theseappscanalsobeusedfortripplanning,mapping,routing,scheduling,identificationofreal-timestatus,andinsomecases,cashlessfarepayment.Somecitiesalsolinktheseappstobike-share,car-sharing,andridesourcingservices,allowinguserstogrababikeatabike-dockingstation,hailaTNCvehicle,orlocateacar-sharevehicletorent.Asnewwaystoconnecttransportationuserstoavailableservicesaredeveloped,variousnicherolesandmarketsforserviceprovidershaveproliferatedthatcouldenhanceaccessandconnectivity,asshowninbox2-C.

Transportation Options for People without Access to a Vehicle

Manypeoplewithoutaccesstoapersonalvehicle,especiallylow-incomegroups,havedifficultyreachingstores,services,

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Chapter 2: Moving People

FIGURE 2-13 U.S. Cities with More than 10 Bike-Share Stations: 2017

Boston

Hoboken New York

AnnArbor

Miami

Denver

El Paso

Fort Worth

Boulder

Ft Lauderdale

Charlotte

Des MoinesSalt LakeCity

Omaha

Houston

Kansas City

Madison

Nashville

San Antonio

Minneapolis

Aspen

Pittsburgh

WestPalm Beach

OrlandoTampa

Topeka

Hailey

Boise

Phoenix

Albuquerque

San FranciscoPhiladelphia

DaytonIndianapolis

Milwaukee

Fargo

Austin

Chattanooga

Long Beach

WashingtonCincinnati

Columbus

San Diego

Chicago

Birmingham

Carmel

Fort Collins

Portland

San Ramon

Buffalo

Las Vegas

Cleveland

San Mateo

Charleston

Longmont

Carrollton

CollegePark

0 100 Miles

BeverlyHills

Long Beach

Los AngelesSanta

Monica

WestHollywood

0 10 Miles

1,000500

10010

Number of Stations

SOURCE: U.S. Department of Transportation, Bureau of Transportation Statistics, Intermodal Passenger Connectivity Database, available at http://www.bts.gov as of August 2017.

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Box 2-C App-Enhanced Transportation OptionsTheapp-enhanced1transportationoptionsthathaveemergedinthelastdecadearerevampingtraditionalwaysofride-sharing,suchassharingataxi,acommuterbus,ortakingavanpool.Varioussmartphoneappsarealsomakingiteasierforpeopletoidentifyandmakelocaltransportationchoicesinreal-time,showingwhatservicesareavailableattheirspecificlocation.Servicesinclude:

• Ridesharing:matchcustomersgoingthesamedirectionanddeterminehowtosplitthefare.

• Buspooling:matchcommutersgoingthesamedirection,allowpeopletoreserveseatsinadvance,andchargeafixedfare.

1Appisshortforapplication,asoftwareprogramdownloadedtoamobilephoneorothercomput-ingdevicethatcanbeusedtocarryoutaspecificfunction.

• Neighborhoodshuttles:followafixedroute,withsomeinneighborhoodstypicallyunderservedbyothertransportationservices.

• Car-sharingfleets:app-basedservicesallowsubscriberstoreserveandrentacarforshortperiodsoftime.

• Car-sharingbyindividualowners:servicesallowcarownerstorenttheirvehicleswhenunneededtostrangers.

• Bike-share:short-termbikerentals

• Mobilephoneappforlocaltripplanning:Appdisplaysreal-timetransitarrivals/departures,andinsomemetroareasappcanbeusedtopayfareselectronically.Someappslinktobike-sharing,car-sharing,andridesourcingoptionsdiscussedabove,allowingtravelerstodeterminewhichoptionismostconvenientforthem.

andworkplacesoutsideoftheirimmediateneighborhoods.Aspreviouslydiscussed,about8.9percentofU.S.householdsdonothaveaccesstoapersonalvehicle.Thisshareofvehicle-lesshouseholdsinurbanareasis10.1percent,butinthemostdenselypopulatedpartsofcities(10,000pluspeoplepersquaremile),28.4percentofhouseholdshadnovehiclein2009[USDOTFHWANHTS2011].Vehicleavailabilityishigherinruralareasthanurbanareas,withonly4.2percentofruralhouseholdslackingaccesstoavehicle[NDSU].

Peoplelivingbelowthepovertylevelarelesslikelytoownorhaveaccesstoapersonalvehicletogettoworkthanthepopulationas

awhole.In2015,43.1millionpeople,13.5percent,oftheU.S.populationwerelivinginpoverty7[USDOCCENSUS2016c].BTSanalysisofthe2009NHTSfoundthathouseholdswithannualincomeslessthan$25,000wereeighttimesmorelikely,onaverage,tobezero-vehiclehouseholdsthanhouseholdswithannualincomesabovethatlevel[USDOTFHWANHTS2011].Ofworkersbelowthepovertylevel,64.3percentdrivetoworkcomparedto76.8percentofworkersoverallin2014.Comparedtocommutersasawhole,peoplebelowthe

7AsdefinedbytheU.S.CensusBureau,povertythresh-oldsin2015variedfrom$12,228forasinglepersonun-dertheageof65to$49,721forafamilyofnine.Lowerthresholdspertainforpeopleovertheageof65.

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Chapter 2: Moving People

povertylevelaremorelikelytocarpool,takepublictransportation,walk,oruseothertransportationmodes(figure2-14).

Whiletheapp-enhancedtransportationoptions,showninbox2-C,holdpromiseforincreasingavailabilityoftransportationinunderservedneighborhoods,expenseandotherbarrierscouldimpedetheiruse.Forexample,manyapp-enhancedservicescanonlybeaccessedbyuserswhohaveasmartphonelinkedtoacredit/debitcardaccount,orwhoareenrolledinasubscriptionservice(e.g.,bike-shareprogramsorcar-shareservices).Manylow-incomepeoplehaveahardtimegettingoraffordingsuchservices.

Bike-sharestationsareoftenlocatedincentralorhighvolumelocationsthatarehardforpeopletoreachwithoutfirstusinganothertransportationmode.However,somebike-

sharesystemsnowoffersocalled“smart”bikesthatcontainallthefunctionsofthestationarybikedock.Thisfreesupriderstodropofftheirrentalbikeanywhereinthesystemarea,notjustadesignateddockingarea.Althoughmanyofthenewersystemsrelyexclusivelyonthesesmart-bikes,smartbikesonlyaccountedfor13percentofallbike-sharebikesin2016[NACTO2017].

About24percentofbike-sharesystemsnowoffersubsidiesfortheirlow-incomeusers,suchasareducedfixed-ratemonthlyoryearlysubscriptionthatcanbepaidbyusinganElectronicBenefitTransferCardorcash.

Transportation Access for Elderly and Disabled Passengers

Accesstotransportationoptionsisalsoachallengefortheelderlyandforpeoplewith

FIGURE 2-14 Means of Transportation to Work for Selected Worker Types: 2016

20%

70%

65%

76%

15%

4%

6%

3%

11%

13%

13%

9%

8%

3%

3%

2%

42%

7%

8%

5%

5%

4%

5%

5%

Workers with no vehicles(4.3% of workers)

Workers between 100-149% of poverty level(6.2% of workers)

Workers in poverty(6.5% of workers)

All workers

Drive alone Walk Car pool

Other means Public transportation Work at home

NOTE: Workers 16 years and over; for workers with no vehicles, the data is calculated for workers 16 years and over in living in households; forworkers with poverty status, the data is calculated on workers for whom poverty status is determined.

SOURCE: U.S. Census Bureau, American Community Survey, 2016 1 year estimates. Available at www.census.gov as of November 2017.

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Transportation Statistics Annual Report

physicalorcognitiveimpairments.Between2000and2015,theelderlypopulation(thoseage65orolder)intheUnitedStatesgrewby36.6percent,increasingfromabout35millionpeopletonearly48millionin15years.

Thetransportationneedsoftheolderpopulationwillchangeovertime;somewillcontinuetorelyontheirpersonalvehicleorothertransportationoptionstheyusedwhenyounger.Othersmaymakegreateruseoftransit,paratransitservices,andperhapssomeoftheapp-enhancedtransportationnetworkservicesshowninbox2-C.Stillothersmaydependonfamilymembersorfriendsfortheirtransportation.

SometransitagenciesarecontractingwithTNCsandtraditionaltaxistoprovide“lastmile”ridestoandfromtransitstationsatsubsidizedrates.TheAmericanAssociationofRetiredPersonsPublicPolicyInstituteestimatedthat12percentofalltripsand10percentofallmilestraveledintheUnitedStatesin2009weretakenbypersonsage65andolder[AARP2011].Transitusebypeopleage65andolderasashareofallthetripstheytookincreasedby40percentbetween2001and2009,whichrepresentedmorethan1billiontripsonpublictransportationin2009(a55percentincreasefromwhatwasreportedin2001).

Peoplewithdisabilitiesoftenreducetheirneedtotravel,orrelyonotheroptions,suchasaskingrelativesorfriendsforaride(figure2-15).Sincethe1990enactmentoftheAmericans with Disabilities Act(ADA),theNation’stransportationagencieshavebeenchargedwithmakingiteasierforpeoplewithdisabilitiestousepublictransportation

throughsuchaccommodationsasinstallingliftsandrampsonvehiclesforwheelchairsandmodifyingstationplatforms,parkingfacilities,andrestrooms.Progressvariesamongvariousserviceproviders.Allbutabout3percentoftransitbusstations(51outof1,475)aresaidtobeADAcompliant,asare98.2percentoftransitbuses(atleastamongthoseservicesthatreporttotheFederalTransitAdministration).AllcarsintheheavyrailtransitfleetarenowreportedtobeADAcompliant,butonlyabouthalf(50.6percent)ofheavyrailstations(suchassubwaystations)arecompliant.Similarly,inthecaseofcommuterrail,87percentoftraincarsarecompliant,butonly31.5percentofthecommuterrailstationsmeetADArequirements.Inthecaseofdemand-responsetransitvehiclesthatcanbeassignedbasedonapassenger’sindividualneeds,about87percentofthefleetisreportedtobeaccessible[APTAnodate].

Asforlong-distancepassengerrail,AmtrakhashaddifficultiesinmeetingitsscheduleforupgradingitspassengertrainstationstoADAstandards.ThiswassupposedtooccurbySeptember30,2015,25yearsafterpassageoftheADA.In2011theAmtrakInspectorGeneralfoundthatonly10percent(48of482)ofAmtrakstationswerecompliant[AMTRAKOIG].UnderanunderstandingwiththeDepartmentofJustice,AmtrakisdevelopingastrategytoprioritizeADAactions[USDOJ].AsofMarch2017,Amtrakinformationindicatedthatconstructionwascompleteon57stations,butnotedthatplatformworkcouldbeneededatsomestationstomakeplatformsADAcompliant[GREATAMERICANSTATIONS].

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Chapter 2: Moving People

AnexaminationofrecentindicatorsofU.S.travelshowsthefollowing:

• Airtravelreboundedquicklyafterthe2007–2009recessionandsetnewrecordsin2016.

• Highwaytravelhaslaggedrecoveryratesofpriorrecessions,withVMTonlyreturningtoprerecessionlevelsin2015and2015PMTstillbelow2007levels.

• Carsandotherpersonalvehiclesremainthepredominantmodalchoiceformosttrips,includinginurbanareas.However,withtransitridershiponanupwardtrajectory,walkingandbikingtripsrebounding,andgrowingpopularityofapp-enhancedtransportoptions,modalchoiceshaveexpandedinmanyurbancenters.

Inordertounderstandpossiblechangesintraveldynamics,gooddataaboutlocal,long-distance,andinternationaltravelwillneedtobecollectedonaregularbasis.Thecentralquestionfordatadevelopmentwillbetodistinguishwhatchangesarecyclicalphenomena,andthereforetransient,fromthosethatarestructuralandafundamentalpartofaneweraoftravelbehavior.

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Transportation Statistics Annual Report

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