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Transportation

Highway Transportation (Series Q 1-263)

Q 1-263. General note.

In 1894, the Federal Government created an Office of Road Inquiry to initiate experiments and conduct inquiries concerning the best methods of road building. It was succeeded by the Office of Public Roads and Rural Engineering in 1916 and by the Bureau of Public Roads in 1918 (the latter was called the Public Roads Administration during 1939-1949). The bureau was transferred to the Department of Transportation in 1966 and its functions assigned to the Federal Highway Administration. Surveys of highway mileage, revenues, and expenditures were made in 1904, 1909, and 1914.

In 1916, Congress passed the first of the many Federal-aid highway acts, under which the Federal Government has contributed to the cost of constructing highways designated as parts of the Federal-aid system. The Federal Highway Administration administers Federal legislation providing for the improvement, in cooperation with the States, of roads on the Federal-aid primary, secondary, and interstate highway systems. As the principal road-building agency of the Federal Government, it also cooperates with the Forest Service, the National Park Service, and other Federal agencies in the construction of roads in national forests, parks, and other areas.

The principal sources (1973) of data on public roads and on ownership and operation of motor vehicles is the Federal Highway Administration's annual Highway Statistics and its Highway Statistics, Summary to 1965. Another major source of data is the Interstate Commerce Commission. Among its publications are the monthly Transport Economics and the Annual Report, containing data on all types of domestic transport and the annual Transport Statistics in the United States.

Various censuses conducted by the U.S. Bureau of the Census also provide data relating to transportation. Reports of the census of manufactures and the census of business and the Annual Survey of Manufactures present statistics on the motor vehicle and equipment industry and on retail, wholesale, and services aspects of this industry.

Q 1-11. Volume of domestic intercity passenger traffic, by type of transport, 1950-1970.

Source: U.S. Interstate Commerce Commission, Annual Report and Transport Economics, various issues.

Q 12-22. Volume of domestic intercity freight traffic, by type of transport, 1939-1970.

Source: U.S. Interstate Commerce Commission, 1939-1959, Intercity Ton-Miles, 1939-1959, Statement No. 6103; 1960–1970, Annual Report and Transport Economics, various issues.

This study is intended to show, on as nearly comparable a base as possible, the intercity ton-miles by the various means of transport. Information sufficient in quantity and accuracy is not available to cover all modes of transport on a comparable basis before 1939. Estimates of intercity ton-miles for a period from sometime before 1939 through part of World War II are contained in the Bureau of Transport Economics and Statistics release, Postwar Traffic Levels, Statement No. 4440, issued in 1944. These estimates, however, are not on bases comparable with those in the 1939-1959 series.

A ton, as used here, is 2,000 pounds; and a mile is 5,280 feet. A

ton-mile is a ton of freight carried one mile. These definitions apply to all means of transport covered. To this extent, all figures presented here are comparable. Further, as far as possible, local switching, local delivery, lighterage, and rural to rural movements have been eliminated to confine operations to intercity only.

Q 23-35. Operating revenues, by type of transport, 1936-1970.

Source: Except for series Q 28, U.S. Interstate Commerce Commission, 1936-1956, Statistics of Class I, II, and III Motor Carriers, 1939-1956, Statement No. 589; 1957-1970, Annual Report and Transport Economics, various issues, and unpublished data. Series Q 28, U.S. Federal Aviation Administration, FAA Statistical Handbook of Aviation, various editions.

Q 36-46. Employment in selected types of transportation, 1947-1970. Source: U.S. Bureau of Labor Statistics, Employment and Earnings, United States, 1909-72, Bulletin 1312-9, pp. 526–532.

Q 36, total. Represents about 80 percent of all employment in transportation. Data for types of transportation other than those shown here are available in the source only for shorter and current periods.

Q 47-49. Indexes of transportation output, 1889-1966.

Source: 1889-1946, National Bureau of Economic Research, New York, Harold Barger, The Transportation Industries, 1889 to 1946 (copyright); 1947-1966, estimates by John W. Kendrick, George Washington University.

Sources of figures and methods of computation are described in Barger's book. The components of passenger traffic, series Q 48, are airlines, intercity buslines, waterways, and steam railroads. For freight traffic, series Q 49, the components are motor trucking, pipelines, waterways, and steam railroads.

Q 50-55. Mileage of rural roads and municipal streets, 1904-1970. Source: U.S. Bureau of Public Roads, 1904-1920, Highway Statistics, Summary to 1955. U.S. Federal Highway Administration, 1921-1965, Highway Statistics, Summary to 1965; 1966-1970, Highway Statistics, annual issues.

Rural roads are defined roughly as those roads located outside of incorporated communities or delimited places generally having more than 1,000 inhabitants. Estimates for earlier years for total mileage of rural roads are (in thousands of miles): 1904, 2,151; 1909, 2,200; 1914, 2,446.

Municipal and other mileage figures for 1934 and 1935 represent only mileage on municipal extensions of State systems, which are State administered. Mileage not on State or county systems was initially included in 1936 (67,000 miles). Mileage on local city streets was first included in 1941 (274,000 miles for that year). Municipal extensions are continuations of State System roads through communities with more than 1,000 inhabitants. Although mileage in places having more than 2,500 inhabitants was not originally included in Federal-aid programs, those places have been eligible for such aid in more recent years.

Q 56-58. Surfaced mileage, 1904-1970.

Source: 1904-1940, see first source for series Q 50-55; 1941-1970, see other sources for series Q 50-55.

High-type surfaced roads include bituminous penetration, sheet asphalt, bituminous concrete, portland cement concrete, vitrified brick, and block pavements of asphalt, wood, and stone. For some years, they also include dual-type surfaces and a small amount of unclassified mileage. Low-type surfaced roads include sand, clay, selected soil, untreated gravel, bituminous surface-treated, mixed bituminous and treated gravel, chert, shale, waterbound macadam. Q 59-63. Mileage built by State highway departments, 1923-1970. Source: 1920-1933, see first source for series Q 50-55; 1934-1970, see other sources for series Q 50-55.

Mileage built is mileage on which construction work creates a newly located road or is regarded as significantly improving the condition of an existing road. It does not include work designed to maintain or restore the condition of an existing road without material betterment. Mileage resurfaced or rebuilt to higher standards is the bulk of mileage built. Construction of earth roads consists of aligning, grading, and draining. See also text for series Q 56-58. Q 64-68. Mileage and cost of Federal-aid highway systems, 19171970.

Source: Series Q 64, U.S. Federal Highway Administration, 19231965, Highway Statistics, Summary to 1965; 1966-1970, Highway Statistics, annual issues. Series Q 65–68, U.S. Bureau of Public Roads, 1917-1955, Highway Statistics, Summary to 1955; 1956-1965, Highway Statistics, annual issues; 1966-1970, see source for series Q 64.

In 1912, the Congress authorized $500,000 for an experimental program of rural post-road construction. However, it was not until the Federal-Aid Road Act of 1916 that the present cooperative Federal-State highway program was established on a continuing basis. In order to accelerate the improvement of the main traveled roads, Congress in 1921 authorized designation of a system of principal interstate and intercounty roads, limited to 7 percent of the total rural mileage then existing. The use of Federal aid was restricted to this system, and to rural mileage only.

Urban highway improvement first came in for its share of the Federal-State program when the Federal-Aid Highway Act of 1944 specifically authorized the use of funds for Federal-aid highways in urban areas. In addition, the Act provided for the designation of a Federal-aid secondary system and a National System of Interstate Highways. The Federal-Aid Highway Act of 1956 provided substantially increased sums for the Federal-aid primary and secondary systems for a 3-year period, and established a long-range plan for financing accelerated completion of the 41,000-mile interstate system. Federal funds are available for expenditure only on the designated Federal-aid systems and, in general, must be matched by an equal amount of State funds. However, under the Federal-aid Act of 1954 the Federal share for the Interstate System was raised to 60 percent, and under the 1956 Act the proportion was increased to 90 percent. Federal aid may not be expended for maintenance. The cost of most Federal-aid projects is paid initially out of State highway funds, or in some cases by counties or other local governments. The Federal share is paid as reimbursement to the States as work progresses, with final payment made after completion.

Federal authorizations have usually been made on a biennial basis and apportioned among the States for use within a 3-year period. Figures for State funds shown here are based on legal matching ratios determined by applicable Federal-aid acts. In States having public lands in excess of 5 percent of their total area, the Federal share is proportionally increased.

Q 69-81. Class I intercity motor carriers of passengers and property,

1939-1970.

Source: U.S. Interstate Commerce Commission, Transport Statistics in the United States, part 7, annual issues.

Prior to 1950, class I for-hire motor carriers were classified by the Interstate Commerce Commission as those with $100,000 or more of gross annual operating revenue; for 1950-1958, those having gross operating revenue of $200,000 for a 3-year period; and, beginning 1969, those having gross operating revenue of $1,000,000 for a 3-year period.

Q 82-96. State highway finances, 1890-1970.

Source: 1890-1920, see first source for series Q 50-55; 1921-1970, see other sources for series Q 50-55.

A State highway-user tax is defined as a special tax or fee (except tolls) levied upon motor-vehicle users because of their use of the highways. Highway-user taxes include motor-fuel taxes, motorvehicle registration and associated fees, and special taxes applicable only to motor carriers; these taxes are separable and apart from property, excise, business, or other taxes paid by the general public. In many States, specific portions of the revenue from each type of highway-user tax are allocated to particular highway purposes. A number of States, however, place all highway-user revenue in a highway fund, and a few have a general State fund into which go all types of revenue. For the latter group of States, each particular appropriation or expenditure for highway purposes is considered to have been made from motor-fuel taxes, motor-vehicle registration fees, and motor-carrier taxes in proportion to the relative amount of revenue received from each of these three sources.

The largest share of receipts from State highway-user taxes is expended on State highways, but a portion is also allocated for local roads and streets, and a small amount used for nonhighway purposes.

Q 97-112. Receipts and disbursements of highway funds by counties and townships, 1921-1970.

Source: U.S. Federal Highway Administration, 1921-1964, Highway Statistics, Summary to 1965, tables LF-201 and LF-202; 19651970, Highway Statistics, annual issues, tables LF-1 and LF-2.

Q 113-128. Receipts and disbursements of highway funds by municipalities, 1921-1970.

Source: U.S. Federal Highway Administration, 1921-1964, Highway Statistics, Summary to 1965, tables UF-201 and UF-202; 1965– 1970, Highway Statistics, annual issues, tables UF-1 and UF-2.

Q 129-135. Highway construction-contracts awarded, 1947-1970. Source: U.S. Bureau of Domestic Commerce (formerly Business and Defense Services Administration), Construction Review, various issues.

Highways include streets, roads, alleys, bridges, vehicular tunnels, viaducts, sidewalks, curbs, and gutters, except when installed by private builders as a part of land development; forest and park roads; new culverts and extension of old culverts; right-of-way drainage, erosion control, lighting, and guard rails; and earth-work protective structures in connection with road improvements.

The data for State and locally owned highways were compiled by the Bureau of Domestic Commerce (formerly the Business and Defense Services Administration), Department of Commerce, from: (1) Information published by a number of private construction news services; (2) information received from selected State and local government agencies; and (3) data compiled by the Bureau of Public Roads (now the Federal Highway Administration) and the Bureau of Labor Statistics.

Data on contracts awarded for federally owned construction were compiled by BLS from reports submitted by the various Federal agencies having construction operations.

Q 136-147. Public highway debt-long-term highway obligations of State and local governments, 1945-1970.

Source: U.S. Federal Highway Administration (formerly Bureau of Public Roads), releases.

Q 148-151. Motor-vehicle factory sales, 1900-1970.

Source: Automobile Manufacturers Association, Automobile Facts and Figures, various issues.

Production of passenger cars was discontinued in February 1942 to economize resources for World War II purposes, but some vehicles remaining in factory stocks were sold under rationing orders in subsequent war years. The War Production Board authorized resumption of production as of July 1, 1945, but no new cars were actually produced until 1946.

Q 152-155. Motor-vehicle registrations, 1900-1970.

Source: U.S. Federal Highway Administration, 1900-1965, Highway Statistics, Summary to 1965; 1966-1970, Summary of Motor Vehicle Registrations by Years, table MV-200, and unpublished data. Figures are based on reports and unpublished data of State motorvehicle registration departments. They include both privately and publicly owned vehicles.

Motor-vehicle data for the early years of the century are incomplete, largely because few States required their registration, and hence had no records of the number of vehicles using roads and streets. As production of vehicles increased, shortly before the first World War, so did the number of registration laws. By 1921, all States had adopted some form of motor-vehicle registration.

Accompanying the growth in motor-vehicle registrations has been a corresponding diversity in the registration practices among the States. In general, motor vehicles are classified as private passenger cars, passenger carriers for hire, trucks, trailers, motorcycles, and property carriers for hire. Several States, however, still register buses with either trucks or passenger cars. These differences have made it necessary for the data-compiling agency to supplement the data submitted by the States with information obtained from special studies and from other sources.

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Source: U.S. Federal Highway Administration, 1919-1965, Highway Statistics, Summary to 1965; 1966-1970, Analysis of Motor Fuel Consumption, table G221, and unpublished data.

Fuel consumption figures for which reports from State authorities were not available have been estimated by the Federal Highway Administration (formerly Bureau of Public Roads). Motor fuel includes all gasoline used for any purpose (private and public), except military, plus any diesel or other fuels used solely for the propulsion of motor vehicles on public highways. Exports from the United States are excluded, and there is no duplication because of interstate shipment. Tractor fuels are not included. Nonhighway consumption includes all use off the highway, such as aviation, agriculture, marine, industrial, etc., and usually falls under the exemption or refund provisions of the motor-fuel tax law.

Q 163-174. Automobile insurance, 1946-1970.

Source: The Spectator, Philadelphia, 1946-1954, Insurance Yearbook; 1955-1965, Insurance by States; 1966-1969, Property Liability Insurance Review, annual. 1970, The National Underwriter Co., Cincinnati, Argus F.C. & S. Chart, annual (copyright).

Q 175-186. Percent distribution of automobile ownership, and financing, 1947-1970.

Source: The University of Michigan, Survey Research Center, Ann Arbor, Survey of Consumer Finances (copyright).

Q 187-198. Speed of motor vehicles on highways, 1945-1970.
Source: U.S. Federal Highway Administration, Traffic Speed
Trends, and unpublished data.

Comparatively few speed studies were conducted on main rural highways until immediately prior to World War II. At that time, the average speeds of trucks, passenger cars, and buses were 41, 48, and 51 miles/hour, respectively. The low average speeds during World War II resulted from wartime restrictions on travel speeds and from gasoline rationing.

Speeds of passenger cars did not return to their prewar level until 1947. Trucks reached their prewar level in 1946, and buses in 1948. From 1948 through 1950 there was little change in vehicle speeds. Since then speeds consistently increased until 1970.

Q 199-205. Miles of travel by motor vehicles, 1921-1970.

Source: 1921-1935, U.S. Federal Works Agency, unpublished data, and U.S. Public Roads Administration, unpublished data; 1936-1965, see U.S. Federal Highway Administration sources for series Q 50-55. Traffic volume information is obtained from automatic traffic recorders operating continuously at selected locations on the roads and streets of each State. The recorders are generally supplemented by periodic manual classification counts to determine the proportion of vehicles of each type, and each highway category, and by portable machine counts on the many road and street sections.

Q 206-207. Average miles of travel per vehicle, 1936-1970.

Source: See U.S. Federal Highway Administration sources for series Q 50-55.

Q 208-223. Motor-vehicle deaths and death rates, by age, 1913-1970. Source: National Safety Council, Chicago, Accident Facts, 1969, p. 60; and 1974, p. 60 (copyright).

Data for 1913 to 1932 were calculated from U.S. National Center for Health Statistics data for registration States. Data for 1933 to 1963, 1965 to 1967, 1969, and 1970 are national totals; those for 1964 and 1968 are National Safety Council estimates.

Q 224-232. Motor-vehicle accidents-number and deaths, by type of accident, 1913-1970.

Source: National Safety Council, Chicago, Accident Facts, 1974, and various annual issues (copyright).

Q 233-234. State and Federal gasoline tax rates, 1930-1970.
Source: See U.S. Federal Highway Administration sources for series
Q 50-55.

State average tax is weighted by net gallons taxed at the various rates in the several States. No data are shown before 1930 because it was the first year in which all States had motor fuel taxes in effect for the whole year.

The precise dates of the changes in the Federal tax are as follows: June 21, 1932, 1 cent; June 17, 1933, 1.5 cents; January 1, 1934, 1 cent; July 1, 1940, 1.5 cents; November 1, 1951, 2 cents; July 1, 1956, 3 cents; October 1, 1959, 4 cents.

Q 235-250. Public transit mileage, equipment, passengers, and passenger revenue, 1917-1970.

Source: American Transit Association, Transit Fact Book, various annual issues (copyright); The Transit Industry in the United States, Basic Data and Trends, 1943 (copyright); mimeographed release on number of passengers, January 3, 1938.

Figures are estimates based on reports for more than 85 percent of the industry, which includes local motorbuses, electric street railways, elevated and subway lines, interurban electric railways, and transit coach lines.

The

Mileage estimates for trolley coaches, series Q 236, are miles of negative overhead wire. Mileage estimates for motorbuses, series Q 237, are miles of route, round trip. Equipment owned, railway cars, series Q 238, includes surface, subway, and elevated cars. estimates for 1933 and 1934 for motorbuses owned, series Q 240, are probably understated. Revenue and nonrevenue passenger figures, series Q 241-244, exceed revenue passenger figures, series Q 245, chiefly because of free transfers.

Q 251-263. Oil pipelines operated and oil originated, 1921-1970. Source: U.S. Interstate Commerce Commission, 1921-1953, Sta

tistics of Railways in the United States, various annual issues; 19541970, Transport Statistics in the United States, part 6, Oil Pipe Lines.

Figures refer to pipelines operating in interstate commerce and regulated by ICC. Crude oil originated, series Q 252, includes both gathering and trunk lines.

For a discussion of statistics of oil pipelines, see ICC, A Review of Statistics of Oil Pipe Lines, 1921-1941, Statement 4280, mimeographed, 1942. The figure for mileage in 1938, which appears to have been revised, is from this Statement.

Figures for barrels of oil carried are as follows, in millions: 1925, 831; 1926, 836; 1927, 989; 1928, 1,053; 1929, 1,156; 1930, 1,172; 1931, 987. In these figures, a barrel handled by two or more pipelines in succession is counted each time it is handled. In the figures for barrels originated, this duplication is avoided.

More Recent Data for Historical Statistics Series

Statistics for more recent years in continuation of many of the still-active series shown here appear in annual issues of the Statistical Abstract of the United States, beginning with the 1975 edition. For direct linkage of the historical series to the tables in the Abstract, see Appendix I in the Abstract.

Series Q 1-11. Volume of Domestic Intercity Passenger Traffic, by Type of Transport: 1950 to 1970 [In billions of passenger-miles, except percent. Airways, prior to 1959, and other types of transportation, prior to 1960, exclude Alaska and Hawaii. A passenger-mile is the movement of 1 passenger for the distance of 1 mile. Comprises public and private traffic, both revenue and nonrevenue]

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Series Q 12-22.

Volume of Domestic Intercity Freight Traffic, by Type of Transport: 1939 to 1970 [In billions of ton-miles, except percent. Motor vehicles and airways, prior to 1959, and other types of transportation, prior to 1960, exclude Alaska and Hawaii, except as noted. A ton-mile is the movement of 1 ton (2,000 pounds) of freight for the distance of 1 mile. Comprises public and private traffic, both revenue and nonrevenue]

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