![]() ![]() The situation has reversed since 1980, with the average ratio of vehicles per licensed driver remaining close to 1.2, indicating on average more than one vehicle available per licensed driver.Įxhibit 3-5: Ratios of Drivers, Vehicles and Population, Selected YearsĬhoice of travel modes is critical in understanding household and individual travel behavior, which has great implications in transportation policy design. Drivers used to have very limited options about which household vehicle to drive in 1960, because there were fewer automobiles than licensed drivers (the vehicle-to-driver ratio was below 1.0). Private vehicle ownership, measured as the number of vehicles per person, has expanded at roughly the same pace as population growth since the turn of this century, with the ratio of vehicles to total population plateauing at slightly below 0.8 since the 1990s. Afterward, the licensure level stabilized at 0.7, suggesting about 70 percent of the population held valid driver’s licenses. ![]() ![]() The data in Exhibit 3-5 indicate that the share of licensed drivers in the total population grew steadily from 1960 to 1990. Since the 1960s the numbers of licensed drivers and vehicles has continued to climb, but the growth rate in licensed drivers has lagged behind total population growth. The number of drivers and registered vehicles are two indicators related to travel on the highway system. For example, data from ACS of 2009 are presented alongside data from NHTS 2009 in examining mode choice. Sometimes information for a selected year may be reported for data comparability. Information on the latest available year is reported in this C&P Report, which was 2014 for ACS and CES and 2009 for NHTS. ![]() These surveys supplement each other and enabled readers to attain a deeper understanding of household travel and its association with household income level. They also cover different aspects of household travel behavior: ACS focuses on commuter travel, CES on spending, and NPTS and NHTS on the purpose, length, and other details of each trip segment. These surveys capture household socioeconomic condition such as annual income. Three nationally representative household surveys were used in this analysis: The annual American Community Surveys (ACS) for 2005–2014 (vehicle ownership 2000–2014), the Consumer Expenditure Surveys (CES) for selected years for 1972–2014, and the FHWA-managed survey series-the Nationwide Personal Transportation Survey (NPTS) for 1995 and the National Household Travel Survey (NHTS) for 20. Historical data are presented as far back as possible to reflect the long-term trends. The 2015 C&P Report focused on emerging technologies related to travel, including broadband access, electronic payment systems, the sharing economy, and telecommuting.ĭata used in this chapter were compiled from multiple sources. Travel trends of two major age groups-baby boomers and millennials-were analyzed in the 2013 C&P Report. The 2010 C&P Report discussed trends in demographics and immigration. Previous C&P Reports discussed other factors that affect travel patterns. This chapter includes a section examining the distribution of household travel across income levels. These changes affect both commuting and leisure travel. Significant changes in travel behavior can be associated with demographic, economic, technological, and social change. Trends and patterns of freight movement will be presented in detail in Part III of this report. Because passenger vehicles are the largest component of vehicle miles traveled (VMT), the discussion on highway travel will focus on household-level analysis. This chapter will first describe national trends in surface transportation, including travel on highways and public transit. Households and individuals benefit from improved mobility, expanded employment opportunities, and an increasing selection of consumer goods, all facilitated by the Nation’s highways, bridges, and transit systems. Highway transportation facilitates the production and movement of commodities, supports trade in goods and services, and shapes the landscape of the Nation in the formation of industrial clusters and urban centers. Over the past 100 years, the national transportation system has transformed the economy and society in profound ways. ![]()
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