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Transit use increased faster than any other mode of transportation--up 21%--between 1993 and 2002. Federal investment during this period stemmed the decline in the condition of existing transit infrastructure. The reduction in federal investment in real dollars since 2001 threatens this turnaround. In 2002, total capital outlays for transit were $12.3 billion. The Federal Transit Administration estimates $14.8 billion is needed annually to maintain conditions, and $20.6 billion is needed to improve to "good" conditions. Meanwhile, many major transit properties are borrowing funds to maintain operations, even as they are significantly raising fares and cutting back service.
The Transportation Equity Act for the 21st Century (TEA-21), which expired in 2003, authorized more than $41 billion in transit investments. However, the increased popularity of transit, as evidenced by robust increases in transit ridership and strong support for local funding initiatives, has led to growth in both the number and size of transit systems in the United States. While new investment brings badly needed transit service to more Americans, existing systems continue to require reinvestment to replace aging infrastructure; thus, the revenue that is available is spread more thinly. These conditions, together with an uncertain federal funding future, raise serious concerns for transit.
In recent years, transit use has increased faster than any other mode of transportation. An estimated 14 million Americans ride public transportation each weekday, and an additional 25 million use it on a less-frequent but regular basis.
In 2000, there were 614 local public transit operators serving 408 large and small urbanized areas, 1,215 operators serving rural areas, and 3,673 specialized services for the elderly and disabled in both urban and rural areas. These systems operate more than 106,395 vehicles; rail operators controlled 10,572 miles of track and served 2,825 stations. Between 1997 and 2000, the number of urban transit vehicles increased by 2.6%, track mileage grew by 6.6% and the number of stations grew by 5.4%. The number of passenger miles traveled by all transit passengers grew at an annual rate of 2.1% between 1991 and 2000. Passenger growth on transit rail lines grew even faster, at 3.2%.
Funding has increased during this period. In response to citizen demand for service, 42 of a total of 53 (79%) local ballot initiatives for public transportation, or with a public transit component, were passed in 2004. Much of this local revenue is intended to match federal investment. Total capital spending, from all sources, was $12.3 billion in 2002, up from $11.7 billion in 2001 and up 140% over the past 12 years. The federal contribution reached $6.5 billion in 2001 before slipping to $6.2 billion in 2002. Ridership increased by 21.3% from 1993 to 2002--to more than 9 billion trips.
The Federal Transit Authority (FTA) rates system conditions on a five-point scale, 1 being poor and 5 being excellent. The most recent data found available show that federal investment through ISTEA and TEA-21 was beginning to stem the decline in the condition of the existing infrastructure:
- The estimated average condition of the urban bus fleet was 3.07 in 2000, up from 2.96 in 1997.
- Average bus age was reported to be 6.8 years in 2000, up slightly from an average age of 6.6 years in 1997.
- The estimated average condition of rail vehicles was 3.55 in 2000, down slightly from 3.7 in 1997.
- Track conditions are estimated to have remained constant since 1997, with 83% of all track estimated to be in adequate or better condition in both 1997 and 2000.
- The average condition of power systems improved slightly, with 88% of substations and overhead wire (power system component) estimated to be adequate or better, compared to 82% and 84% in 1997. Third rail (power system component) conditions improved dramatically, with 83% rated adequate or better in 2000, compared to 75% in 1997.
- Rail transit station conditions are mixed; while the percentage of stations rated adequate or better has increased by 77% in 1997 to 84% in 2000, the percentage in good or better has dropped from 54% in 1997 to 34% in 2000.
- The condition of other structures, such as tunnels and elevated structures, has improved, with 77% in adequate or better condition in 2000 compared to 72% in 1997.
- More than 50% of rural transit fleets are past their expected life-span.
The reduction in federal investment in real dollars since 2001 in the face of increased demand for transit service threatens the progress that has been made to stabilize the condition of our transit infrastructure.
The FTA uses the Transit Economic Requirements Model (TERM), based on economic and engineering concepts to estimate future transit capital investment needs. Using this data, $14.8 billion is needed annually to maintain the conditions and performance of the nation's transit systems at the 2000 level. This assumes an annual increase in ridership of 1.6%. To improve the systems to "good" by 2020 would require an additional $5.8 billion per year or a total of $20.6 billion. The most recent data show that actual spending from all sources was $12.3 billion in 2002.
Policy Options
Solutions that would ease the increasing demands on our transportation system and improve transit conditions, capacity and safety are multifaceted. America must change its transportation behavior, increase transportation investment at all levels of government, and make use of the latest technology. Cities and communities should be better planned to reduce dependence on personal vehicles for errands and work commutes, and businesses must encourage more flexible schedules and telecommuting. If one in ten Americans regularly used transit, U.S. reliance on foreign oil could decline by more than 40%, or nearly the amount of oil imported from Saudi Arabia each year.
Congress must focus its full attention on reauthorizing the nation's surface transportation programs when the chance arises again in early 2005. Congress also must use all of the money that accumulates in the Highway Trust Fund and protect it from abuse by removing it from the unified budget. Congress must provide adequate funding to meet current highway and transit bridge needs, and include enough funding for research and development of civil engineering innovations that offer cost-effective solutions to our transportation needs. Other solutions include private-public partnerships where appropriate, and multi-year capital and operating budgets.
- Reauthorization of TEA-21 for at least five years, using a needs-based approach to arrive at the funding level
- Realize the full intent of transportation trust funds by removing them from the unified federal budget
- Establish a federal, multi-year capital budget for public works infrastructure construction and rehabilitation, similar to those used by state and local governments
- Encourage the use of life-cycle cost analysis principles to evaluate the total costs of projects
- Continue research and development of new technologies to reduce construction and operating costs.
American Public Transportation Association, Passenger Transport, November, 2004
Bureau of Transportation Statistics, Statistics Annual Report, September, 2004
Bureau of Transportation Statistics, National Transportation Statistics 2003, March, 2004
General Account Office, Highway and Transit: Private Sector Sponsorship of and Investment in Major Projects Has Been Limited,
GAO-04-419, March, 2004
Federal Transit Administration, National Transit Summaries and Trends, 2002 Federal Transit Administration Annual Report
U.S. Dept. of Transportation, 2002 Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance, 2002.
ASCE Policy Statement 149 "Intermodal Transportation Systems," 2002
ASCE Policy Statement 382 "Transportation Funding," 2004
ASCE Policy Statement 494 "Public Transportation," 2002
ASCE Policy Statement 495 "Operations and Maintenance of Transportation Systems" 2002
ASCE Policy Statement 496 "Innovative Financing for Public Transportation Projects" 2004
