Bøger af U S Department of Transportation

The U.S. marine transportation system handles large volumes of domestic and international freight in support of the Nation's economic activities. As a vital part of that system, the Nation's container ports handle cargo and are sources of employment, revenue, and taxes for businesses or communities where they are located. This report provides an overview of the movement of maritime freight handled by the Nation's container ports in 2009 through mid-2010, based on the most current available data through that time period. It summarizes trends in maritime freight movement since 1995, especially during the last 5 years. It also covers the impact of the recent U.S. and global economic downturn on container traffic; trends in container throughput; concentration of containerized cargo at the top U.S. ports; regional shifts in cargo handled, vessel calls, and port capacity; the rankings of U.S. ports among the world's top ports; and the number of maritime container entries into the United States relative to truck and rail containers. The report also includes spotlight summaries of landside access to container ports and maritime security initiatives.

The U.S. Department of Transportation's number one prior- ity is the safety of the traveling public. Highway fatalities account for roughly 93 percent of total U.S. transportation fatalities. U.S. DOT initiatives helped reduce highway fatalities by 28 percent between 1990 and 2011.

State departments of transportation and other bridge owners are faced with significant challenges in addressing the Nation's highway bridge preservation and replacement needs. More than 25 percent of the Nation's 600,000 bridges are rated as structurally deficient or functionally obsolete. More than 30 percent of existing bridges have exceeded their 50-year theoretical design life and are in need of various levels of repairs, rehabilitation, or replacement. This issue is exacerbated by increasing travel demands, limited funding, and increasing costs of labor and materials. These circumstances have caused most bridge owners to become more reactive than proactive in their approach to managing and addressing their bridge program needs. Bridge stewards and owners need to become, inevitably, more strategic by adopting and implementing systematic processes for bridge preservation as an integral component of their overall management of bridge assets. A successful bridge program seeks a balanced approach to preservation and replacement. Focusing only on replacing deficient bridges while ignoring preservation needs will be inefficient and cost-prohibitive in the long term. Adopting a "worst first" approach to managing bridge assets may also yield ineffective results that allows bridges in good condition to deteriorate into the deficient category which generally is associated with higher costs and other challenges. The objective of a good bridge preservation program is to employ cost effective strategies and actions to maximize the useful life of bridges. Applying this appropriate bridge preservation treatments and activities at the appropriate time can extend bridge useful life at lower lifetime cost. This guide provides bridge related definitions and corresponding commentaries, as well as the framework for a systematic approach to a preventive maintenance program. The goal is to provide guidance on bridge preservation.

Recent work in the private sector and current policy debates has refocused attention on Federal subsidies to passenger transportation modes. To provide the Department of Transportation with an independent analysis of this issue, BTS developed data on federal transportation revenues, expenditures, and net subsidies, by mode. We have also included discussions of cost allocation formulas with respect to federal trust funds, and of normalization metrics, both of which are important issues for such calculations. In addition we have discussed the role of social costs and benefits analysis of modal subsidies.

To move large quantities of goods across the country and around the world, Americans depend on the Nation's freight transportation system-a vast network of roads, bridges, rail tracks, airports, seaports, navigable waterways, pipelines, and equipment. Today, U.S. households can buy fresh fruits and vegetables in mid-winter, expect fast and reliable next-day deliveries of Internet purchases, and use electronic appliances manufactured thousands of miles away, often in other countries. Because economic activities worldwide have become more integrated and globalized, more goods produced by U.S. factories and farms are bound for export, and imports originate from more than 200 countries. This pace of trade Americans have become accustomed to is made possible by the complex intermodal transportation network that blankets the country and links the United States with world markets. The movement of international freight among nations relies on a complex array of long-distance transportation services. The process involves many participants, including shippers, commercial for-hire carriers, third-party logistics providers, and consignees. Moreover, global trade depends on seaport and airport services to move large volumes of merchandise over long distances via a variety of transportation modes. The interaction of these services and participants is vital to successful global trade. In 2008, U.S. carriers received $22 billion for commercial freight services provided to businesses in other countries. U.S. seaports and airports received $36 billion for port services. U.S. firms paid $45 billion to foreign carriers for freight services and $27 billion to foreign ports for port services (USDOC BEA 2009). This report provides a snapshot of freight transportation activity from a global perspective, highlighting physical characteristics and industry output for the U.S. and other leading world economies. The report gives a broad overview of trends in the movement of international freight among the top 25 world economies, measured by 2008 gross domestic product (GDP). It presents recent statistics on freight activity by leading global ocean and air carriers, seaports, and airports engaged in international freight services. The report also presents an overview of major trends in U.S. international goods trade, as well as trends in U.S. freight and port services. It further examines how U.S. international freight activities compare with those of the world's top economies. The report concludes with a brief discussion of the key factors that are driving change in U.S. and global merchandise trade and freight activities.

This reference document serves as the final report for Federal Highway Administration's (FHWA) project to examine economic competitiveness and cost in relation to freight movement. To inform this document, a literature review and white paper that considered the concept of competitiveness in relation to the concept of economic productivity was developed. The white paper identified different freight performance measures and economic factors and discussed their linkage. It also reviewed a broad range of models that have been used to analyze the benefits and economic impacts of transportation improvements. A technical memo provided information sorting economic tools by type and an evaluation of those models that are most relevant to measuring the productivity impacts of freight improvements. In addition, a reference document was developed for practitioners discussing the different classes of benefits, economic impacts, and different models and tools for analyzing them. This document pulls together the research from all the tasks. While there is considerable emphasis in this document on the important economic impacts of freight transportation improvements on competitiveness and economic productivity, other types of economic impacts are also discussed. This document thus reviews three different types of analyses: 1) benefit-cost analysis (BCA), 2) economic impact assessments, and 3) analyses focused on estimating the impact of transportation on industry productivity and competitiveness.

Transportation is a significant contributor to national greenhouse gas emissions, and can be part of the Nation's solution to the climate change challenge. The Energy Independence and Security Act (December 2007) called upon the U.S. Department of Transportation (DOT), in coordination with the U.S. Environmental Protection Agency (EPA) and in consultation with the U.S. Global Change Research Program (USGCRP), to conduct a study of the impact of the Nation's transportation system on climate change and strategies to mitigate the effects by reducing greenhouse gas emissions. The study also considers fuel savings and air pollution reduction from these measures. This report responds to that directive. Volume 1: Synthesis Report provides an overview of transportation's contribution to greenhouse gas emissions (GHG), analyzes the effectiveness of various strategies available to reduce transportation sector GHGs, discusses the role of DOT planning and funding programs for strategic action on climate change, and concludes with five policy options that Congress may wish to consider. This study evaluates potentially viable strategies to reduce transportation greenhouse gas (GHG) emissions. The study was mandated by the Energy Independence and Security Act (P.L. 110-140, December 2007). The Act directed the U.S. Department of Transportation (DOT), in coordination with the U.S. Environmental Protection Agency (EPA) and consultation with the U.S. Global Change Research Program (USGCRP), to conduct a study of the impact of the Nation's transportation system on climate change and strategies to mitigate the effects of climate change by reducing GHG emissions from transportation. This study also examines the potential impact of these strategies on air quality, petroleum savings, transportation goals, costs, and other factors. Each GHG reduction strategy may have various positive impacts (including co-benefits) or negative impacts on these factors. Potential tradeoffs and interdependencies when reducing GHG emissions will need to be considered in order to develop balanced solutions. The study is presented in two parts: Volumes 1 and 2. Volume 1: Synthesis Report provides an overview of the study's findings and discusses policy options that Congress may wish to consider to reduce transportation GHG emissions. Volume 2: Technical Report provides the technical details of the assessment.

The Emergency Relief for Federally Owned Roads Program, or ERFO Program, was established to assist Federal agencies with the repair or reconstruction of Federal roads, whichare found to have suffered serious damage by a natural disaster over a wide area or by a catastrophic failure(23CFR668.201).

This report describes a study evaluating the effects of train control technology on locomotive engineer performance. Several types of train control systems were evaluated: partial automation (cruise control and programmed stop) and full automation were compared to manual train control. The study evaluated how these systems affected human performance related to position control, speed regulation and response to system failures, using a human-in-the-loop locomotive simulator.

This report summarizes the proceedings, findings, and recommendations from a two-day Senior Executive Summit on Transportation and Public Safety.

Transportation is a significant contributor to national greenhouse gas emissions, and can be part of the Nation's solution to the climate change challenge. The Energy Independence and Security Act (December 2007) called upon the U.S. Department of Transportation (DOT), in coordination with the U.S. Environmental Protection Agency (EPA) and in consultation with the U.S. Global Change Research Program (USGCRP), to conduct a study of the impact of the Nation's transportation system on climate change and strategies to mitigate the effects by reducing greenhouse gas emissions. The study also considers fuel savings and air pollution reduction from these measures. Transportation's Role in Reducing U.S. Greenhouse Gas Emissions is a report to Congress from the U.S. Department of Transportation (DOT) on the potential of transportation strategies to contribute to greenhouse gas reductions. Transportation has a significant impact on national greenhouse gas emissions, and transportation can be part of the nation's solution to the climate change challenge. The Energy Independence and Security Act (December 2007) called upon DOT, in consultation with the U.S. Environmental Protection Agency (EPA) and the U.S. Global Change Research Program (USGCRP), to conduct a study of the impact of the Nation's transportation system on climate change and strategies to mitigate the effects by reducing greenhouse gas emissions from transportation. The study is also to consider fuel savings and air pollution reduction from these measures. This report responds to that directive. Volume 1: Synthesis Report provides an overview of transportation's contribution to greenhouse gas emissions (GHG), analyzes the effectiveness of various strategies available to reduce GHGs from the transportation sector, discusses the role of DOT planning and funding programs in providing a framework for strategic action on climate change, and concludes with five policy actions that Congress may wish to consider. Volume 2: Technical Report provides the technical basis for the summary material and recommendations in Volume 1. This volume, Volume 2, contains detailed technical discussions of the four groups of strategies that can contribute to reducing the carbon footprint of the transportation sector. Each group of strategies is evaluated based on a set of factors including magnitude of GHG reduction, timing of impacts, cost, cobenefits (including fuel savings and air quality), implications for other DOT goals, impacts on infrastructure financing, and feasibility and implementation considerations.

This is the official FAA Instrument Flying Handbook FAA-H-8083-15B. This handbook supersedes FAA-H-8083-15A, Instrument Flying Handbook, ,includes all errata as of 2022.This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics.

This Airman Knowledge Testing Supplement is designed by the Federal Aviation Administration (FAA) Flight Standards Service. It is intended for use by Airman Knowledge Testing (AKT) Organization Designation Authorization (ODA) Holders and other entities approved and/or authorized to administer airman knowledge tests on behalf of the FAA in the following knowledge areas:¿Sport Pilot-Airplane (ASEL and ASES)Sport Pilot-GyroplaneSport Pilot-GliderSport Pilot-Airship (LTA)Sport Pilot-Balloon (LTA)Sport Pilot-Weight-Shift Control (WSCS and WSCL)Sport Pilot-Powered Parachute (PPL and PPS)Recreational Pilot-Airplane (RPA)Recreational Pilot-Rotorcraft/Helicopter (RPH)Recreational Pilot-Rotorcraft/Gyroplane (RPG)Private Pilot-Airplane/Recreational Pilot-Transition (PAT)Private Pilot-Helicopter/Recreational Pilot-Transition (PHT)Private Pilot-Gyroplane/Recreational Pilot-Transition (POT)Private Pilot-Airplane (PAR)Private Pilot-Rotorcraft/Helicopter (PRH)Private Pilot-Rotorcraft/Gyroplane (PRO)Private Pilot-Glider (POL)Private Pilot-Free Balloon-Hot Air (PBH)Private Pilot-Free Balloon-Gas (PBG)Private Pilot-Lighter-Than-Air-Airship (PLA)Private Pilot-Powered-Parachute (PPP)Private Pilot-Weight-shift Control (PWS)Unmanned Aircraft General-Small (UAG)