2022 Single Summary of Transit Report

Average Trip Length .................................................................................................. 96 National Ridership Trends.......................................................................................... 97 Service Effectiveness ............................................................................................... 103 Average Trip Length ................................................................................................ 104 2022 Single Summary of Transit Report 5 | Table of Contents Chapter 12. Sources of Funds ................................................................................ 107 Current Year Sources of Funds ............................................................................... 107 Sources of Funds Over Time in Constant Dollars .................................................... 110 State and Local Funding .......................................................................................... 111 Public Health Emergency Funding and Transit ........................................................ 114 Operating Expense Funding Sources ...................................................................... 114 Sources of Funding by Market and UZA .................................................................. 115 Chapter 13. Capital Funding .................................................................................... 120 Capital Funding Sources .......................................................................................... 120 Types of Capital Expenses ................................................................................... 124 Chapter 14. Operating Expenses ............................................................................ 130 Trends in Funding Used to Cover Operating Expenses ........................................... 130 Operating Expenditures by Function and Object Class............................................ 132 Chapter 15. Service Efficiency (Cost per Service Supplied) ................................ 136 Operating Expenditures per Vehicle Revenue Mile.................................................. 136 Operating Expenditures per CEVRM and VRH ........................................................ 139 Labor Costs.............................................................................................................. 141 2022 Single Summary of Transit Report 6 | Table of Contents Chapter 16. Cost Effectiveness (Cost per Ride) .................................................... 143 Operating Expenditures per Passenger Mile............................................................ 144 Farebox Recovery.................................................................................................... 146 Total Federal Assistance Applied to Transit and Unlinked Passenger Trips ............ 148 Operating Expenditures per CEVRM vs. Operating Expenditures per PMT ......... 149 Cost per UPT for Demand Response Service ...................................................... 153 Fixed-Route Bus UPT per Capita vs. VRM per Square Mile................................. 156 Chapter 17. Asset Conditions & Targets ................................................................ 157 Mechanical Failures ................................................................................................. 157 Useful Life and Age for Revenue and Service Vehicles ........................................... 158 Condition Assessments for Facilities ....................................................................... 162 Track Under Performance Restrictions .................................................................... 163 Replacement Cost for Service Vehicles ................................................................... 165 Chapter 18. Safety .................................................................................................... 166 Fatalities and Injuries ............................................................................................... 166 Derailments and Collisions....................................................................................... 168 Appendix A: Urbanized and Non-Urbanized Area Populations and Transit Markets170 2022 Single Summary of Transit Report 7 | Table of Contents Table A-I: 2020 Urbanized Areas ............................................................................. 170 Table A-2: 2020 Non-Urbanized Areas .................................................................... 199 2022 Single Summary of Transit Report 8 | Executive Summary Executive Summary This report contains key statistics and trends regarding public transportation in the United States (U.S.) as of 2022. The primary data sources are annual reports submitted to FTA’s National Transit Database (NTD) program for Report Year (RY) 2022. Each agency reporting submits data on a fiscal year basis. Nearly 3,000 public transit agencies provided annual reports in 2022. This report aggregates and summarizes the data they reported. Based on this report, transit operators in the United States: · Provided 5.9 billion passenger trips, an increase of 33 percent from RY 2021, via 17 distinct modes of transportation. · Carried passengers approximately 30 billion miles, an increase of 25 percent from RY 2021 · Operated in of 502 Urbanized Areas, an increase of 9 from the prior decennial Census. This report also approximates that the workforce which makes public transit possible each day numbers over of 370,000 and that a national fleet of over 171,000 vehicles were used to provide transit service in 2022. To simplify (for audiences interested in transit and less familiar with NTD terminology) this report groups modes of transit with similar attributes using the concept of Consolidated Mode (see Chapter 4). Transit can also be classified by where it is provided and by the market served. This report classifies areas by their Transit Market (see Chapter 6) to allow readers to identify similarities and differences among areas with similar characteristics. The report is organized into 18 chapters, with similar topics of interest identified in the graphic above. Topics of Interest • Chapter 1-2: Introduction and Basis for Data Collection • Chapters 3-4: Transit Agencies by Type, Modes of Transit • Chapters 5-7: Transit Markets and Areal Geography • Chapters 8-9: Transit System Resources • Chapters 10-11: Service Supplied and Consumed • Chapters 12-14: Funding • Chapters 15-17: Measures of System Performance and Asset Conditions • Chapter 18: Transit Safety 2022 Single Summary of Transit Report 9 | Chapter 1: Introduction and Fast Facts About Transit in 2022 Chapter 1. Introduction and Fast Facts About Transit in 2022 Preface: Understanding the Data Collection Most transit systems in the U.S. report to the National Transit Database (NTD). After data reporting was required by Congress in 1974, the FTA's NTD was set up to be the repository for data about the financial, operating, and asset conditions of American transit systems. The NTD data in this report is the result of a longitudinal, annual survey of these transit systems. The data collected by the NTD is also intended to support planning efforts and aid governments and other decision-makers. This allows for the multiyear comparisons and trend analyses that this report will contain. Beyond the basic data mentioned above, it also contains more detailed data regarding funding sources, inventories of vehicles and maintenance facilities, safety event reports, measures of transit service provided and consumed, and data on transit employees. Many trends presented in this report will reflect the last decade in public transportation and will highlight trends before and during the COVID-19 national public health emergency. Users should take note that certain trends are either exacerbated or diminished by the result of data collection along different transit agency fiscal years, as discussed further in Chapter 3. Key Differences Among Transit Systems Reporting to the NTD The NTD collects different levels of data based on either the size or the service area of the reporting entity. Most notably, urban transit systems reporting fewer than 30 vehicles (Reduced Reporters) or operating exclusively in rural areas (Rural Reporters) do not report the following data: · Counts and hours of employees · Statement of finances and reconciling operating expenses · Vehicle maintenance data · Energy consumption 2022 Single Summary of Transit Report 10 | Chapter 1: Introduction and Fast Facts About Transit in 2022 · Transit station counts by size (Rural Reporters) · Detailed safety & security event reports Exhibit 1.1 identifies the number of agencies involved in providing operators by FTA region according to their reporter type: Full Reporter, Reduced Reporter, and Rural Reporter. These types reflect both the size of the system (Full vs. Small System) and the operating environment (Urban vs. Rural). Exhibit 1.1 – National Count of Transit Operators by FTA Region For more information on reporter types, see the most recent NTD Annual Reporting Policy Manual. 111 145 167 525 431 243 230 189 328 182 0 100 200 300 400 500 600 1 2 3 4 5 6 7 8 9 10 Count of Transit Operators Region Full Reporter Small Systems Reporter Rural Reporter 2022 Single Summary of Transit Report 11 | Chapter 1: Introduction and Fast Facts About Transit in 2022 Key Methods of Aggregation in the NTD In 2022, the NTD classified transit according to 18 distinct modes (see Chapter 4) in two major categories: rail and non-rail, which are used throughout the report. Many statics are collected by mode, while others are collected by transit agency (systemwide). Some data records, like revenue vehicle inventory or facility inventory, may span multiple modes and creates some challenges with aggregation for this reason. Comparing Transit Ridership with Other Forms of Transportation As Exhibit 1.2 demonstrates, public transit by far supports more passenger trips annually (defined further in Chapter 11) than other transportation modes. Readers are encouraged to consult the Bureau of Transportation Statistics' 2022 Transportation Statistics Annual Report1 for further comparisons. Aviation and intercity rail are characterized by longer trip lengths, with the average passenger trip length for Amtrak in 2021 reported as 234 miles (compared to 5.1 reported by Full Reporters Exhibit 1.2 – 2022 Annual Ridership Across Transportation Modes and Change from 2021 Transportation Modes Unlinked Passenger Trips (Millions, 2022) Change from 2021 Measure Public Transit 5,876 +31% Aviation2 7513 +7% 1Transportation Statistics Annual Report 2022. United States. Department of Transportation. Bureau of Transportation Statistics.2022-12-01. DOI: https://doi.org/10.21949/1528354 2 Aviation includes domestic flights only. Unlinked passenger trips for Aviation are measured as enplanements, which, unlike Unlinked Passenger Trips in public transit, do not count trips involving transfers as multiple enplanements. 3 Full Year 2022 U.S. Airline Traffic Data 2022 Single Summary of Transit Report 12 | Chapter 1: Introduction and Fast Facts About Transit in 2022 Transportation Modes Unlinked Passenger Trips (Millions, 2022) Change from 2021 Measure Amtrak 234 +88% This report will not otherwise include statistics on air transportation or long-distance (intercity) rail or bus. How Many People Work in Public Transit? “Transit and Ground Passenger Transportation” is a North American Industry Classification System code used by the Bureau of Labor Statistics (BLS) to capture industry-specific data for the ground transportation industry, which includes public transportation described in this report. There are various modes of transportation included in this industry, including buses, subways, and light rail systems. In 2022, public transportation systems employed approximately 373,000 workers as we will report in Chapter 8 of this document. Comparatively, the air transportation industry employs about 417,600 according to the BLS. While the BLS does not provide a national count of all public transportation workers, it does provide an industry report that, as of May 2022, there were 141,530 bus drivers in the U.S. (excluding schools and hospitals). Exhibit 1.3 demonstrates that, among these drivers, around 100,000 work in public transportation; while not all of “Interurban and Rural Bus Transportation” includes what transit law defines as public transportation (see Chapter 2), rural bus systems are typically open to the public. 4 FY 22 Year-End Revenue and Ridership 2022 Single Summary of Transit Report 13 | Chapter 1: Introduction and Fast Facts About Transit in 2022 Exhibit 1.3 – Count of Bus Drivers in the U.S. in Public Transit Related Jobs as of May 2022 (Bureau of Labor Statistics)5 Industry Employment Hourly Mean Wage Annual Mean Wage Local Government, excluding schools and hospitals (OEWS Designation) 77,150 $ 28.74 $ 59,770 Urban Transit Systems 21,800 $22.98 $47,800 Interurban and Rural Bus Transportation 7,520 $22.20 $46,180 Other Transit and Ground Passenger Transportation 6,910 $20.59 $42,820 Passenger Stations Nationwide Expanding access to transit is another important goal of the FTA’s funding programs. The NTD collects data that can be used to identify the location and type of passenger transit stations. As of 2022, there were over 11,000 passenger facilities (including parking facilities) used in transit revenue service. Exhibit 1.4 spotlights the urban center of New York City (above ground and subway) to show how NTD data reflect the transit network, by the type of facility serving passengers. 5Bureau of Labor Statistics. Occupational Employment and Wages, May 2022 for Bus Drivers, Transit, and Intercity accessed July 2023 from https://www.bls.gov/oes/current/oes533052.htm#nat. 2022 Single Summary of Transit Report 14 | Chapter 1: Introduction and Fast Facts About Transit in 2022 Exhibit 1.4 – Transit Passenger Stations in Manhattan and Brooklyn, NY (sized by Square Footage) 2022 Single Summary of Transit Report 15 | Chapter 1: Introduction and Fast Facts About Transit in 2022 Exhibit 1.5 presents a heat map that demonstrates the distribution of passenger stations along the east coast. This provides a better visual of access to fixed-route forms of transit outside of the major urban areas. The darker coloration indicates a higher concentration of transit stations, whereas the lighter coloration indicates a lower concentration. The exhibit spotlights a high concentration of passenger stations in California as well as the East Coast, where connections between the dense areas and outlying areas can be seen. These reflect common paths that commuters take when riding public transportation into urbanized areas. Exhibit 1.5 – Transit Passenger Stations (Northeast United States) 2022 Single Summary of Transit Report 16 | Chapter 2: Overview of Public Transportation and Reporting Requirements Chapter 2. Overview of Public Transportation and Reporting Requirements Defining Public Transportation Federal law establishes the NTD as the Nation’s primary source of information on public transportation. The term “public transportation” (also referred to as transit or mass transportation) is defined by law at 49 U.S.C. §5302(15), as follows: Exhibit 2.1 – Definition of Public Transportation The term public transportation (A) means regular, continuing shared-ride surface transportation services that are open to the general public or open to a segment of the general public defined by age, disability, or low income; and (B) does not include — (i) intercity passenger rail transportation provided by the entity described in chapter 2431 (or a successor to such entity); (ii) intercity bus service; (iii) charter bus service; (iv) school bus service; (v) sightseeing service; (vi) courtesy shuttle service for patrons of one or more specific establishments; or (vii) intra-terminal or intra-facility shuttle services. Public transportation is defined by being a shared-ride service open to the general public, including paratransit services for older adults and individuals with disabilities. Airline and airplane services are not included. The phrase regular and continuing means that the NTD does not collect data from pilot programs. However, seasonal services are included. The NTD also excludes intercity rail service operated by Amtrak, as well as intercity bus service. Currently there are three intercity rail services included in the NTD: the Alaska railroad and two services that are preauthorized in the Federal transit program, the Pennsylvania Department of Transportation’s Amtrak Keystone Service 2022 Single Summary of Transit Report 17 | Chapter 2: Overview of Public Transportation and Reporting Requirements and the Northern New England Passenger Rail Authority’s Amtrak Downeaster Service. There is no exclusion for intercity ferry services. Service restricted to school pupils is excluded. Transit agencies do sometimes provide school tripper service open to the general public. Sightseeing service primarily for purposes of enjoying the trip itself or resulting in nonstop service back to the point of origin, is also excluded. History of the Federal Transit Program Transit systems in the U.S. date to the 19th century. These early systems were privately owned, for-profit businesses that were instrumental in defining the urban communities of that time. By the postwar period, however, competition from the private automobile limited the ability of transit businesses to operate at a profit. As these businesses began to fail, government leaders at local, State, and Federal levels intervened to sustain transit services vital to growing communities. In 1962, President John F. Kennedy called for Federal support for transit, citing the need to expand urban transportation systems and support grew among lawmakers. In 1964, President Lyndon B. Johnson signed the Urban Mass Transit Act into law, creating the Urban Mass Transportation Administration (UMTA). During the next ten years, UMTA provided capital assistance to public agencies to replace overage transit assets and to purchase the assets of failing private transit companies. The Urban Mass Transportation Act of 1964 established the provision of Federal funding for transit systems, changing the face of the industry from private firms to public agencies. The Act also required local governments to contribute matching funds as a condition for receiving Federal aid for transit services, setting the stage for the multilevel governmental partnerships that characterize today’s transit industry. In 1974, Congress established the NTD to collect financial, operating, and asset information on transit agencies. Congress based the NTD program on the Uniform Financial Accounting and Reporting Elements, a project initiated by the transit industry and funded by UMTA. The NTD has become the Nation’s primary source of information on transit agencies. Since the early 1980s, Congress has apportioned billions of dollars in funding annually, using data reported to the NTD. In 1991, UMTA was renamed the Federal Transit Administration (FTA). 2022 Single Summary of Transit Report 18 | Chapter 2: Overview of Public Transportation and Reporting Requirements Exhibit 2.2 – History of the Federal Transit Program6 6 FFHWA Status of the Nation's Highways, Bridges, and Transit Conditions and Performance 23rd Edition. https://www.fhwa.dot.gov/policy/23cpr/ 2022 Single Summary of Transit Report 19 | Chapter 2: Overview of Public Transportation and Reporting Requirements Further change came in 1991 when the Intermodal Surface Transportation Efficiency Act codified an existing formula which FTA had used to allocate Federal funds7. Subsequent changes in funding legislation, including the Transportation Equity Act for the 21st Century (TEA-21) of 1998, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) of 2005, and Moving Ahead for Progress in the 21st Century (MAP-21) Act of 2012, and the Fixing America’s Surface Transportation (FAST) Act. In 2021, the Bipartisan Infrastructure Law8, as enacted in the Infrastructure Investment and Jobs Act, authorized up to $108 billion for public transportation – the largest Federal investment in public transportation in the nation’s history. The legislation reauthorizes surface transportation programs for Fiscal Years (FY) 2022 through 2026. The Bipartisan Infrastructure Law priorities include improving workforce and rider safety, modernizing transit infrastructure, addressing the climate crisis, and improving equity in transit. Legislative Requirement for the National Transit Database Congress requires agencies to report to the NTD if they receive or benefit from Urbanized Area Formula Grants (§5307) or Formula Grants for Rural Areas (§5311). In addition, all recipients and subrecipients of Chapter 53 funds that own, operate, or manage public transportation capital assets are required to set performance targets for their capital assets based on the state of good repair measures and to report their targets and information related to the condition of their capital assets to the NTD. All recipients and subrecipients must also report fatal bus collisions and assaults on transit workers to the NTD. FTA submits annual NTD reports that summarize transit service, asset, and safety data to Congress for review and use. The legislative requirement for the NTD can be found in Title 49 United States Code (U.S.C.) §5335, as shown in Exhibit 2.3. 7 https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/A%20History%20of%20FTA’s%20Funding%20Formulas.pdf. Accessed 09-30-2023. 8 https://transit.dot.gov/BIL. Accessed 04-25-2023. 2022 Single Summary of Transit Report 20 | Chapter 2: Overview of Public Transportation and Reporting Requirements Exhibit 2.3 – Title 49 U.S.C. 5335 National Transit Database (a) NATIONAL TRANSIT DATABASE.— To help meet the needs of individual public transportation systems, the United States Government, State and local governments, and the public for information on which to base public transportation service planning, the Secretary shall maintain a reporting system, using uniform categories to accumulate public transportation financial, operating, geographic service area coverage, and asset condition information and using a uniform system of accounts. The reporting and uniform systems shall contain appropriate information to help any level of government make a public sector investment decision. The Secretary may request and receive appropriate information from any source. (b) REPORTING AND UNIFORM SYSTEMS.— The Secretary may award a grant under section 5307 or 5311 only if the applicant, and any person that will receive benefits directly from the grant, are subject to the reporting and uniform systems. (c) DATA REQUIRED TO BE REPORTED. — Each recipient of a grant under this chapter shall report to the Secretary, for inclusion in the National Transit Database under this section— (1) any information relating to a transit asset inventory or condition assessment conducted by the recipient; (2) any data on assaults on transit workers of the recipients; and (3) any data on fatalities that result from an impact with a bus. 2022 Single Summary of Transit Report 21 | Chapter 2: Overview of Public Transportation and Reporting Requirements Rural Transit Programs The §5311 program provides capital, operating, and planning assistance for public transportation operated in rural areas. A rural area is defined as any place in the U.S. outside of Census-designated urban areas with at least 50,000 persons. Funding recipients are State Departments of Transportation (DOTs) which report on behalf of their subrecipients. A subrecipient is a State or local government authority, nonprofit organization, or operator of rural public transportation or intercity bus service that receives §5311 funding through a State DOT. This report will include rural transit funding subrecipients providing public transportation in exhibits along with urban transit operators where possible and unless otherwise noted. FTA considers Puerto Rico, American Samoa, Guam, and the Northern Mariana Islands as States for rural data collection and funding. Requirements for these recipients in terms of data collection, as shown in Exhibit 2.4, is also accomplished through the NTD. Exhibit 2.4 – Rural Formula Program Reporting Requirements Title 49 U.S.C 5311 (b) (4) Data collection.— Each recipient under this section shall submit an annual report to the Secretary containing information on capital investment, operations, and service provided with funds received under this section, including— (A) Total annual revenue; (B) Sources of revenue; (C) Total annual operating costs; (D) Total annual capital costs; (E) Fleet size and type, and related facilities; (F) Vehicle revenue miles; and (G) Ridership. 2022 Single Summary of Transit Report 22 | Chapter 2: Overview of Public Transportation and Reporting Requirements Transit Asset Management Requirement The Transit Asset Management (TAM) rule (49 CFR Part 625) is a set of Federal regulations that outline minimum asset management practices for transit providers. Transit agencies that receive Chapter 53 funds and own capital assets that are used for public transportation services are required to report asset information to the NTD, even if the agency does not manage or operate those assets. This requirement applies to all public transportation services funded through any FTA program. Unlike the preceding requirements, it is not limited to the Section 5307 urbanized area formula program and the Section 5311 rural area formula program. Some agencies affected by the rule are only required to report TAM-related data to the NTD. Because the rule does not mandate reporting information about service area, FTA has established two unique reporter types for these agencies to collect only asset inventory, condition, and performance data. These data are included in this report in asset-related exhibits, unless otherwise noted. Exhibit 2.5 – TAM Reporting Requirements Title 49 U.S.C 5326 (b) (3) A requirement that each designated recipient of Federal financial assistance under this chapter report on the condition of the system of the recipient and provide a description of any change in condition since the last report. Title 49 U.S.C 5326 (c) (3) Reports.— Each designated recipient of Federal financial assistance under this chapter shall submit to the Secretary an annual report that describes— (A) the progress of the recipient during the fiscal year to which the report relates toward meeting the performance targets established under paragraph (2) for that fiscal year; and (B) the performance targets established by the recipient for the subsequent fiscal year. 2022 Single Summary of Transit Report 23 | Chapter 2: Overview of Public Transportation and Reporting Requirements Reporting to Congress on Transit Performance and Condition Some content presented in this report will be included in the Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance report to Congress. This report is “intended to provide decision makers with an objective appraisal of the physical conditions, operational performance, and financing mechanisms of highways, bridges, and transit systems based on… their current state.”9 Thus, NTD reporting requirements help FTA fulfill its statutory requirement to “prepare a complete assessment of public transportation facilities in the United States” and to report to Congress “on the current performance and condition of public mass transportation systems” in the U.S. Exhibit 2.6 – C&P Requirements Title 49 U.S.C 308 (e) (1) The Secretary shall submit to Congress in March 1998, and in March of each even-numbered year thereafter, a report of estimates by the Secretary on the current performance and condition of public mass transportation systems with recommendations for necessary administrative or legislative changes. (2) In reporting to Congress under this subsection, the Secretary shall prepare a complete assessment of public transportation facilities in the United States. The Secretary also shall assess future needs for those facilities and estimate future capital requirements and operation and maintenance requirements for one-year, 5-year, and 10-year periods at specified levels of service. 9 Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance. Report to Congress. Published 2019-11-21. FHWA-PL-20- 001. https://rosap.ntl.bts.gov/view/dot/43598 2022 Single Summary of Transit Report 24 | Chapter 2: Overview of Public Transportation and Reporting Requirements Human Services Transportation FTA’s Section 5310 program for enhanced mobility of seniors and individuals with disabilities has four eligible purposes according to 49 U.S.C. 5310 (b)(1): (A) Public transportation projects…to meet the needs of seniors and individuals with disabilities when public transportation is insufficient, inappropriate, or unavailable; (B) Public transportation projects that exceed the requirements of the Americans with Disabilities Act of 1990; (C) Public transportation projects that improve access to fixed route service and decrease reliance by individuals with disabilities on complementary paratransit; and (D) Alternative to public transportation that assist seniors and individuals with disabilities with transportation. The Americans with Disabilities Act requires most providers of public transportation to provide paratransit services to individuals with disabilities who do not use the fixed-route system. These paratransit services are defined as public transportation because they are limited to a segment of the public defined by disability. The Section 5310 program provides funding to go beyond those requirements, including by providing service to a segment of the public defined by age. The fourth purpose, alternatives to public transportation, is unique to the Section 5310 program. As noted above, recipients, subrecipients, and beneficiaries of both the Section 5307 public transportation formula program for urbanized areas and the Section 5311 public transportation formula program for rural areas are required to report to the NTD. In addition, as noted above, recipients of grants for public transportation services from any other FTA grant program are required to meet the TAM reporting requirements through the NTD. Subrecipients of the 5310 program for alternatives to public transportation do not have NTD reporting requirements and cannot report to the NTD as the services are not public transportation. These alternatives to public transportation can take several forms. For example, the provider could fund a client-specific transportation service that reduces the need for ADA-eligible persons to request paratransit trips. Or they could fund a “Meals on Wheels” program to reduce the distance traveled to access a service. In addition to FTA, there are nine other Federal agencies with 130 programs that may fund human services transportation for older adults, people with disabilities, and low-income individuals. Most of these programs are not public transportation because they are limited to clients of a specific program, service or facility and are not open to a general segment of the 2022 Single Summary of Transit Report 25 | Chapter 2: Overview of Public Transportation and Reporting Requirements public defined by age, disability, or low income. As such, these services are not included in the NTD, and by extension, are not included in this report. Nevertheless, by providing transportation services to these populations, they help reduce the demand for trips that might otherwise be provided by public transportation. The Secretary of Transportation chairs the Federal Coordinating Council on Access and Mobility to break down barriers between these programs and promote accessible, efficient, and effective transportation for disadvantaged populations. The National Center for Mobility Management, a national technical assistance center funded through a cooperative agreement with FTA, collects and publishes a full inventory of 1,538 identified human service transportation operators funded through the 5310 program as the Community Transportation Database. The exhibit below summarizes how these 1,538 operators are (and are not) included in the NTD. Exhibit 2.7 – Non-Transit Human Services Transportation and the 5310 Program: Estimated Population of Service Providers Group Count §5310 (b)(1)(d) recipients not providing public transportation and not expending other FTA funds (not reporting to the NTD) 603 Operators providing public transportation with §5310 as only FTA funding source (“Reduced Asset” reporters) 585 Operators providing public transportation with §5310 and other FTA funding sources (other NTD reporter types) 350 2022 Single Summary of Transit Report 26 | Chapter 3: Overview of Transit Agency Organizations Chapter 3. Overview of Transit Agency Organizations Transit Agency Fiscal Year Cohorts Most annual data reported to the NTD represents data collected during each reporting agency’s fiscal year. NTD annual reports are generally due four months after the end of each agency’s fiscal year. Just over half (53 percent) of all transit agencies operate on a July to June fiscal year, 17 percent their follow the Federal Fiscal Year (FFY) of October to September, and 28 percent follow a calendar year fiscal year as demonstrated in Exhibit 3.1. However, the count of agencies in each cohort is not proportional to the share of the national total statistics in this report. For example, the July--June cohort accounts for just under half (47 percent) of all operating expenses. The calendar year cohort accounts for 44 percent of all operating expenses, thanks to the Metropolitan Transportation Authority of New York being in that group. The FFY cohort accounts for just 8 percent of total operating expenses. Exhibit 3.1 – 2022 Count of Transit Agency Fiscal Year Cohorts Fiscal Year End Reporter Count Percent of Total Operating Expenses January 0 0% February 2 0.1% March 5 0.8% April 3 0.1% June 1,824 47% July 1 0.1% 2022 Single Summary of Transit Report 27 | Chapter 3: Overview of Transit Agency Organizations Fiscal Year End Reporter Count Percent of Total Operating Expenses August 61 0.2% September 585 8.4% October 7 0.1% November 0 0% December 984 44% Total 3,472 100.0% NTD Organization Types Transit providers report their organization type in the NTD Annual Report. The organization types used in NTD reporting are defined in Exhibit 3.2 below. Further information on organization types can be found in the most recent NTD Policy Manual. Exhibit 3.2 – Definitions of Most Common NTD Organization Types Independent Public Agency or Authority for Transit Service – Separate entities established by law as independent public benefit corporations for operating transit service. Unit or Department of City, County, or Local Government – A transit operator that is part of a local government within a state. 2022 Single Summary of Transit Report 28 | Chapter 3: Overview of Transit Agency Organizations Unit or Department of State Government – A transit operator that is a part of the State government and has one or more State employees. Area Agency on Aging – Organizations established under the Older Americans Act in 1973 to respond to the needs of Americans 60 and over. Indian Tribe – The Bureau of Indian Affairs defines an Indian tribe as “an American Indian or Alaska Native Tribal entity that has a government-to-government relationship with the U.S. with the responsibilities, powers, limitations, and obligations attached to that designation.” Indian tribes are eligible for funding from the U.S. government, including FTA transit programs. Transit authorities are independent public agencies led by boards and focused on providing public transit, typically serving multiple local jurisdictions. A transit authority is the type of organizational that perhaps first comes to mind when someone thinks of a transit agency. Yet, as shown in Exhibit 3.3, transit authorities make up only about 16 percent of transit providers. By contrast, nearly half of all transit operators in the NTD are departments located within a city or county government. 2022 Single Summary of Transit Report 29 | Chapter 3: Overview of Transit Agency Organizations Exhibit 3.3 – 2,922 NTD IDs in 2022 by Organization Types 2022 Single Summary of Transit Report Chapter 4. Overview of Transit Operations Transit Modes A public transit mode is a system for carrying transit passengers described by specific right-of-way (ROW), technology, and operational features. A variety of modes are operated in the U.S. Most data collected by the NTD is reported by transit agencies according to the modes they operate, as defined in Exhibit 4.1. For the purposes of this report, modes with similar characteristics have been grouped under “Consolidated Modes” to show transit trends more clearly while allowing for easier comparisons across different service types at a broader level. Core Rail consists of rail modes that travel relatively short distances. This consolidated mode includes Heavy Rail (HR), Light Rail (LR), Streetcar Rail (SR), Cable Car (CC), Inclined Plane (IP), Monorail/Automated Guideway (MG), and Aerial Tramway (TR). Distance Rail consists of rail modes that travel longer distances between stops, often connecting suburban or rural areas to an urban center. This consolidated mode includes Commuter Rail (CR), Hybrid Rail (YR), and Alaska Railroad (AR). Fixed-Route Bus consists of non-rail modes with set routes including Bus (MB), Bus Rapid Transit (RB), Trolleybus (TB), Commuter Bus (CB), and Público (PB). The remaining modes, Ferryboat (FB), Vanpool (VP), and Demand Response (DR) are included in the Other Non-Rail consolidated mode. 30 | Chapter 4: Overview of Transit Operations 2022 Single Summary of Transit Report 31 | Chapter 4: Overview of Transit Operations Exhibit 4.1– Definitions of Modes Rail Modes Non-Rail Modes Alaska Railroad (AR) – A public transportation system in Alaska that shares vehicles and facilities with freight rail operations. Cable Car (CC) – A type of railway propelled by moving cables located beneath the street. Currently, the only operational system is in San Francisco. Commuter Rail (CR) – An electric- or diesel-propelled railway for urban passenger train service consisting of local travel which operates between a central city and outlying areas. Service must be operated on a regular basis by or under contract with a transit operator for transporting passengers within UZAs or between urbanized areas and outlying areas. This mode is generally characterized by multi-trip tickets, specific station-to-station fares, railroad employment practices, relatively long distances between stops, and only one to two stations in the central business district. Note: Intercity rail service, like Amtrak, is excluded from CR. Heavy Rail (HR) – An electric railway that operates service in exclusive ROW. The service is often provided by long trains of six to eight cars or more that travel Aerial Tramway (TR) – A system of aerial cables with suspended vehicles. The vehicles are propelled by separate cables attached to the vehicle suspension system and powered by engines or motors at a central location not onboard the vehicle. Bus (MB) – A transit mode using rubber-tired passenger vehicles operating on fixed routes and schedules over roadways. Vehicles are powered by a motor and fuel or electricity stored on board the vehicle. Bus Rapid Transit (RB) – A fixed-route bus system that · Operates over 50 percent of its route in a separate right-of-way (ROW) dedicated for transit use during peak periods · Has defined stations that are accessible for persons with disabilities and offers shelter from weather with information provided on schedules and routes · Uses active signal priority in separated guideway and either queue-jump lanes or active signal priority in non-separated guideway · Offers short headway, bidirectional service for at least a 14-hour span on weekdays and a 10-hour span on weekends 2022 Single Summary of Transit Report 32 | Chapter 4: Overview of Transit Operations Rail Modes Non-Rail Modes relatively short distances between stops within a city and the immediate suburbs. The Nation's traditional subway systems are classified as Heavy Rail. Hybrid Rail (YR) – Systems primarily operate routes on the national system of railroads but do not operate with the characteristics of Commuter Rail. This service typically operates Light Rail-type vehicles as diesel multiple-unit trains (DMUs). Inclined Plane (IP) – A railway that operates on steep slopes and grades with vehicles powered by moving cables. Light Rail (LR) – An electric railway that operates in mixed traffic or intersects with roadways at grade crossings. The service is characterized by short trains of one to four passenger cars that travel relatively short distances between stops within a city and the immediate suburbs, low or high platform loading, and vehicle power drawn from an overhead electric line via a trolley or a pantograph. Monorail/Automated Guideway (MG) – An electrically powered mode that operates in an exclusive guideway. The service is characterized by either Monorail Systems with automated or human-operated vehicles straddling a · Applies a separate and consistent brand identity to stations and vehicles. Commuter Bus (CB) – A local, fixed-route bus transportation that primarily connects outlying areas with a central city and operates predominantly in one direction during peak periods. It has limited stops in outlying areas, limited stops in the central city, and at least five miles of closed-door service. Demand Response (DR) – A transit mode operating on roadways in response to requests from passengers or their agents to the transit operator, who groups rides together when possible and dispatches a vehicle to provide the rides. Vehicles do not operate over a fixed route or on a fixed schedule unless temporarily satisfying a special transit need. Many transit systems operate DR service to meet ADA requirements. Ferry Boat (FB) – This transit mode carries passengers over a body of water. Público (PB) – This mode is comprised of passenger vans or small buses operating with fixed routes but no fixed schedules in Puerto Rico. 2022 Single Summary of Transit Report 33 | Chapter 4: Overview of Transit Operations Rail Modes Non-Rail Modes single guideway or by people mover systems with automated operation over relatively short distances. Streetcar Rail (SR) – Systems predominantly operate routes on streets in mixed traffic. This service typically operates with one- or two-car trains powered by overhead catenaries and has frequent stops. Trolleybus (TB) – A fixed-route service that uses manually steered, rubber-tired passenger vehicles powered by electric current from overhead wires using trolley poles. Rubber-tired replica trolleys or historic trolleys powered by an onboard motor are not included in this mode. Vanpool (VP) – This mode operates as a ride sharing arrangement, providing transportation to a pre-arranged group of individuals. To be considered public transportation, Vanpool programs must: · Use vehicles with a minimum seating capacity of seven people, including the driver · Use vehicles for which 80 percent of the yearly mileage come from commuting · Be open to the public (any vans that are restricted by rule to particular employers are not public transportation) · Be actively engaged in advertising the Vanpool service to the public and in matching interested members of the public to vans with available seats · Be publicly sponsored Most reporters operate non-rail other than fixed route bus (1,934 total) due to the prevalence of the Demand Response mode, as demonstrated in Exhibit 4.3. Many of the same operators use Demand Response as the ADA complement to their Fixed-Route Bus service; 55 percent of all operators provide Fixed-Route Bus service in some format. In contrast, due to 2022 Single Summary of Transit Report 34 | Chapter 4: Overview of Transit Operations the long-distance nature of Distance Rail consolidated mode, there are significantly fewer 35 modes across 32 operators (1 percent). Finally, Core Rail is common to many large cities, and there were 63 core rail modes operated across 58 reporters (3 percent). The count of rail modes since 2013 is shown in Exhibit 4.2. Many modes stayed consistent over the last ten years. However, there has been an increase in the prevalence of the Streetcar mode in recent years. The Streetcar mode usually operates with one- or two-car passenger trains and may use antique railcars or replicas, or modern vehicles. 2022 Single Summary of Transit Report 35 | Chapter 4: Overview of Transit Operations Exhibit 4.2 – Total Rail Mode Inventory Increased from 87 in 2013 to 106 in 2022 Exhibit 4.4 classifies transit agencies into the following categories based on which modes they operate: Core Rail and Fixed- Route Bus (FRB), Any Rail, FRB and Other, FRB Only, and Other Only. · Core Rail and FRB: All reporters that have a Core Rail mode and an FRB mode. These are the “multimodal” transit systems with both a rail system operating in the central city as well as fixed-route operations. 23 24 24 25 25 26 27 27 27 27 22 22 22 22 22 22 22 22 22 22 15 15 15 15 15 15 15 15 15 15 12 12 15 18 20 21 23 23 23 26 5 5 5 5 5 6 6 6 6 6 10 10 11 11 11 10 10 10 10 10 0 20 40 60 80 100 120 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Number of Modes Commuter Rail Light Rail Heavy Rail Cable Car/Streetcar Rail Hybrid Rail Other 2022 Single Summary of Transit Report 36 | Chapter 4: Overview of Transit Operations · Other Rail: Reporters that have a rail mode and do not fall into the Core Rail and FRB category. For example, a stand-alone commuter rail operator would fall in this category. · FRB and DR: Reporters with an FRB mode and a Demand Response mode. Demand Response is commonly used to fulfill the requirement of the Americans with Disabilities Act to provide service within ¾ of a mile from any fixed bus route or rail station. A basic transit operation with fixed route service and complementary paratransit for the disabled is in this category. · FRB Only: Operators with fixed-route bus service and who do not provide their only Demand Response service are in this category. In many cases, the complimentary paratransit requirements are fulfilled by a regional operator. In other cases, this may be a stand-alone commuter bus operator that also meets the commuter bus exemption for providing complementary paratransit under the ADA. · DR Only: Reporters that provide Demand Response service, but no other service. These agencies often operate county-wide paratransit services. · Other: Reporters that do not fit into the above categories. For example, a stand-alone operator of ferry service or Vanpool service. This exhibit shows that there are only 43 multimodal transit agencies in the U.S., those offering both core rail and FRB service. There are another 912 agencies that offer both FRB service as well as a Demand Response, the latter typically being offered to provide complimentary paratransit service under the Americans with Disabilities Act of 1990. Another 256 operates provide FRB service but are either exempt from ADA requirements or partner with another transit agency to fulfill the ADA requirements. Finally, 921 transit agencies only provide Demand Response service. Most of these serve small urban areas, outlying areas of large urban areas, or rural areas, but a few are specialized operators of Demand Response service in the core of large urban areas. 2022 Single Summary of Transit Report 37 | Chapter 4: Overview of Transit Operations Exhibit 4.3 – 2022 Count of 2,214 Transit Operators by Modal Organization Types of Service Most data the NTD collects by mode is further classified by Type of Service (TOS) as defined in Exhibit 4.5. Specifically, agencies report modal data to the NTD by four mutually exclusive categories that describe “who” operates the service: · Directly Operated (DO) · Purchased Transportation – General (PT) · Purchased Transportation – Taxi (TX) · Purchased Transportation – Transportation Network Company (TN) Other Rail 36 2% Core Rail and FRB 43 2% DR Only 921 42% FRB and DR Only 912 41% FRB Only 256 11% Other Only 46 2% 2022 Single Summary of Transit Report 38 | Chapter 4: Overview of Transit Operations Exhibit 4.4 – Types of Service (TOS) Directly Operated (DO) – Transit agencies report service as DO if they use their own employees to operate the transit vehicles. Agencies that directly operate service typically employ drivers, schedulers, dispatchers, and street supervisors. Purchased Transportation – General (PT) – Transit agencies report service as PT if the service is provided to the transit agency or governmental unit by a public or private transportation provider based on a written contract. PT services also include purchased transportation services operated by providers who are not taxi providers or transportation network companies and use non-dedicated vehicles. Purchased Transportation – Taxi (TX) – TX is a special Purchased Transportation subtype in which a service is operated through taxicab providers with a system in place to facilitate ride sharing. Transit agencies contract with taxi companies, whose vehicles provide transit trips interspersed with private taxi trips. Purchased Transportation – Transportation Network Company (TN) –TN is a special Purchased Transportation subtype in which a service is provided by a transportation network company on behalf of a public transportation agency using non-dedicated vehicles. The service is dispatched by the transportation network company using a mobile application. Further information on qualifying TOS criteria can be found in the 2022 NTD Policy Manual. A total of 4,061 modal operations were reported to the NTD in 2022. Overall, there are more directly operated services reported to the NTD (3,022) compared to contracted services (1,039). As shown in Exhibit 4.6, there were more directly operated types of services for Fixed-Route Bus, Core Rail, and Other Non-Rail, as opposed to Distance Rail where contracted services are more common. 2022 Single Summary of Transit Report 39 | Chapter 4: Overview of Transit Operations Exhibit 4.5 – 2022 National Total of 4,016 Modes by Type of Service (Directly Operated vs. Contracted) Demand Response service (included in Other Non-Rail) can be directly operated or purchased through a contractual arrangement with a third party. Demand Response is unique in that it can be carried out by Taxicab operators using a non- dedicated fleet or by Transportation Network Companies (TNCs). Exhibit 4.6 – National Count of Demand Response Modes by Type of Service (2022) Directly Operated Purchased Transportation Taxi Transportation Network Total DR Services 1,441 476 83 12 1,872 65 39 1,342 2,615 1 10 100 1,000 10,000 Core Rail Distance Rail Fixed-Route Bus Other Non-Rail Count of Modes (Logarithmic) Directly Operated Contracted 2022 Single Summary of Transit Report 40 | Chapter 4: Overview of Transit Operations There are 83 reporters that provide Demand Response service using taxi companies and a non-dedicated fleet. Additionally, there are 12 reporters that provide a Transportation Network Company (TN) type of service, as listed in Exhibit 4.7. More information on each service can be found on the website listed beside each NTD reporter. Exhibit 4.7 – Transit Agencies Providing Demand Response via Contract with Transportation Network Companies NTD ID Reporter Name Count of Transportation Network Company Services 30083 Transportation District Commission of Hampton Roads 1 40027 Pinellas Suncoast Transit Authority 1 40087 City of Durham 1 40141 Central Midlands Regional Transportation Authority 1 50113 Pace — Suburban Bus Division 1 50182 Pace-Suburban Bus Division, ADA Paratransit Services 1 60041 City of Arlington 1 60270 City of McKinney 1 90008 City of Santa Monica 1 90019 Sacramento Regional Transit District 1 90162 The Eastern Contra Costa Transit Authority 1 90258 City of Carson 1 Total 12 2022 Single Summary of Transit Report 41 | Chapter 5: Overview of Urbanized Areas Chapter 5. Overview of Urbanized Areas Urbanized Areas or “UZAs” The Census Bureau has been measuring urban populations since the 1870 Census. In the 1950 Census, the Census Bureau introduced the concept of urbanized areas to account for the growing process of suburbanization with densely settled areas outside of incorporated urban areas. Due to the limitations of technology in 1950, the Census Bureau limited these delineations to cities of 50,000 or more in population and their surrounding territory. This concept evolved into being any areas of 50,000 or more in population based on population density criteria, with some exceptions. This threshold of 50,000 in population was then codified in Federal Transit Law and provides the definition of urbanized area for FTA programs and, consequently, data collection for the NTD, to this day. In the 2000 and 2010 decennial Censuses, the Census Bureau introduced the concept of urban clusters as areas meeting the same population density criteria of urbanized areas and having a population between 2,500 and 50,000 persons. The term urban areas was introduced to refer collectively to both urbanized areas and urban clusters together. The 2000 Census also delineated urban area boundaries down to census block level for the first time and reduced the minimum population density for an urban area down to 500 persons per square mile. Effective with the 2020 decennial census, the Census Bureau will no longer use this term and will instead use the term “Urban Areas” to include any areas with greater than 5,000 in population or at least 2,000 housing units. However, FTA still uses the term urbanized areas, or UZAs, based on those urban areas defined by the Census Bureau with a population of at least 50,000 persons. 2022 Single Summary of Transit Report 42 | Chapter 5: Overview of Urbanized Areas Exhibit 5.1 – Statutory Definition of ‘Urbanized Area’ Title 49 U.S.C 5302 (24) URBANIZED AREA.— “The term “urbanized area” means an area encompassing a population of not less than 50,000 people that has been defined and designated in the most recent decennial census as an ‘urbanized area’ by the Secretary of Commerce.” UZAs include the qualifying Census Urban Areas in Guam and Puerto Rico. Per special provisions in Federal Transit Law, the Lake Tahoe area and the entire Virgin Islands are also considered UZAs for purposes of FTA programs.10 UZA Population and Density In 2020, the nationwide UZA population totaled 240,770,576. Exhibit 5.2 presents the 25 most populous urban areas (which make up about half of the national UZA population), the population of each, and the population expressed as a percent of the national total population. 72 percent of the total U.S. population resided in a UZA in 2020, an increase of 0.43 percent from 2010. Exhibit 5.2 – 25 Most Populous Statutory Urbanized Areas (2020) and National Total UZA Population Urbanized Area UZA Population (2020 Census) Percent of National Population New York--Jersey City--Newark, NY--NJ 19,426,449 5.8% Los Angeles--Long Beach--Anaheim, CA 12,237,376 3.7% 10 Lake Tahoe population and density reflect the population and area specified in 49 U.S.C. 5303(r)(2)(c). The U.S. Virgin Islands population reflects their total population consistent with 49 U.S.C. 5307(g). The 2020 Virgin Islands population can be found at: https://www.census.gov/library/stories/2021/10/first-2020-census-united-states-island-areas-data-released-today.html 2022 Single Summary of Transit Report 43 | Chapter 5: Overview of Urbanized Areas Urbanized Area UZA Population (2020 Census) Percent of National Population Chicago, IL–IN 8,671,746 2.6% Miami–Fort Lauderdale, FL 6,077,522 1.8% Houston, TX 5,853,575 1.7% Dallas–Fort Worth–Arlington, TX 5,732,354 1.7% Philadelphia, PA–NJ–DE–MD 5,696,125 1.7% Washington–Arlington, DC–VA–MD 5,174,759 1.5% Atlanta, GA 5,100,112 1.5% Boston, MA–NH 4,382,009 1.3% Phoenix–Mesa–Scottsdale, AZ 3,976,313 1.2% Detroit, MI 3,776,890 1.1% Seattle–Tacoma, WA 3,544,011 1.1% San Francisco–Oakland, CA 3,515,933 1.0% San Diego, CA 3,070,300 0.9% Minneapolis–St. Paul, MN 2,914,866 0.9% Tampa-–St. Petersburg, FL 2,783,045 0.8% Denver–Aurora, CO 2,686,147 0.8% Riverside–San Bernardino, CA 2,276,703 0.7% 2022 Single Summary of Transit Report 44 | Chapter 5: Overview of Urbanized Areas Urbanized Area UZA Population (2020 Census) Percent of National Population Baltimore, MD 2,212,038 0.7% Las Vegas–Henderson–Paradise, NV 2,196,623 0.7% St. Louis, MO–IL 2,156,323 0.6% Portland, OR–WA 2,104,238 0.6% San Antonio, TX 1,992,689 0.6% Sacramento, CA 1,946,618 0.6% All Other UZAs 121,265,812 36.2% Total UZAs 240,770,576 71.9% There were 512 UZAs in 2020, an increase of 12 from 2010, as shown in Exhibit 5.3. In FTA formula funding apportionments, Small UZAs are defined as having a population of less than 200,000, and Large UZAs have a population of 200,000 or greater. Exhibit 5.3 – Population by UZA Size and Census Year 2010 223,673,275 180 320 71.5 2020 240,770,576 192 320 71.9 Total UZA Population Large UZA Count Small UZA Count Percentage of U.S. Population Residing in a UZA Census Year 2022 Single Summary of Transit Report 45 | Chapter 5: Overview of Urbanized Areas Rural Areas or “Non-UZAs” Nationwide non-Urbanized Area (non-UZA) population totaled 94.5 million. · The rural populations of Puerto Rico, Guam, American Samoa, and the Commonwealth of the Northern Marianas are included. · Populations for all Census Urban Areas with fewer than 50,000 people are included11. These areas account for 29.4 percent of the total non-urbanized population. Table 5.4 – Ten Most Populous Non-Urbanized (Rural) Areas by State (2020) Non-Urbanized Area Non-UZA Population (millions) 2020 Rural Pop. to total State Pop. Texas Non-UZA 6.9 24% North Carolina Non-UZA 4.5 43% California Non-UZA 4.3 11% Pennsylvania Non-UZA 4.1 32% Ohio Non-UZA 4.1 35% Georgia Non-UZA 3.6 34% New York Non-UZA 3.4 17% Michigan Non-UZA 3.4 34% 11 ‘List of 2020 Census Urban Areas’. U.S. Census Bureau. https://www.census.gov/programs-surveys/geography/guidance/geo-areas/urban- rural.html. Accessed March 2023. 2022 Single Summary of Transit Report 46 | Chapter 5: Overview of Urbanized Areas Non-Urbanized Area Non-UZA Population (millions) 2020 Rural Pop. to total State Pop. Tennessee Non-UZA 3.0 44% Wisconsin Non-UZA 2.8 47% All Other Non-UZA 54.2 - National Total Rural Population 94.5 - 2022 Single Summary of Transit Report 47 | Chapter 6: Overview of Transit Markets Chapter 6. Overview of Transit Markets Defining “Transit Markets” The remainder of this document will frequently use the term transit markets to group urbanized areas by the level and types of service provided. The concept of transit markets helps communicate the high level of concentration of transit service in the U.S., particularly for attracting discretionary riders with other transportation options. Nevertheless, the concept of transit markets should not exclude the fact that transit is an essential service in all areas of the country; every community has some percentage of their population that for reasons of age, youth, disability, or low income depends upon public transportation to meet their basic mobility needs. The visualization below displays the market categories and their ordinal relationship to one another. 2022 Single Summary of Transit Report 48 | Chapter 6: Overview of Transit Markets Exhibit 6.1 – Visualizing Hierarchy of Transit Markets Using 2020 Population New York is the Nation’s largest UZA and is far and away the largest transit market. The New York UZA accounts for more than 40 percent of the Nation’s transit trips by itself. Due to its unique size, in some analyses, the New York UZA must be treated as its own market. Along with New York, seven other UZAs provide at least 200 million transit trips per year. Together, these UZAs are considered the Big 8. Together, they account for almost 75 percent of all transit trips taken in the US. Transit provides at least 10 percent of all the commute trips to work in the Boston, Chicago, Philadelphia, San Francisco, Seattle, and 2022 Single Summary of Transit Report 49 | Chapter 6: Overview of Transit Markets Washington UZAs. The last member of the Big 8 is the Los Angeles UZA, with more than 500 million annual transit trips. However, Los Angeles transit provides only 5.5 percent of commute trips to work. Together with the Big 8, the Top Transit Cities are defined as the urbanized areas with either at least 50 million annual passenger trips or else at least 50+ miles of investment in heavy rail or light rail. The top transit cities as a group represent the most promising areas for increasing transit ridership, based on the existing success of transit service in those areas or else the existing substantial transit investments already made in those areas. The 26 cities meeting these criteria can be characterized as belonging to four groups: (1) The “Big 8” are the UZAs with the most ridership, and each of the Big 8 has at least 200 million annual passenger trips; (2) Another eight cities have high per capita ridership and high transit service; where there is a relatively high demand for transit (Baltimore, Denver, Honolulu, Las Vegas, Minneapolis, Portland (OR), Pittsburgh, and San Diego) – each of these cities has at least 50 million annual passenger trips and least 30 annual trips per capita; (3) Five “Sun Belt” cities with very large populations (Atlanta, Dallas, Houston, Miami, and Phoenix) – each of these cities has at least 50 million annual passenger trips and UZA populations of 4 million or more; and (4) Five cities with 50+ miles of rail investment (Cleveland, Sacramento, St. Louis, Salt Lake City, and San Jose). Exhibit 6.2 – Big 8 Markets Urbanized Area Population (Millions) UZA Square Miles Population Density (Pop. per Sq. Mile) New York–Jersey City–Newark, NY– NJ 19.4 M 3,248 5,981 Los Angeles--Long Beach--Anaheim, CA 12.2 M 1,637 7,476 Chicago, IL–IN 8.7 M 2,338 3,709 2022 Single Summary of Transit Report 50 | Chapter 6: Overview of Transit Markets Urbanized Area Population (Millions) UZA Square Miles Population Density (Pop. per Sq. Mile) Philadelphia, PA–NJ–DE–MD 5.7 M 1,898 3,001 Washington–Arlington, DC–VA-–MD 5.2 M 1,295 3,997 Boston, MA–NH 4.4 M 1,656 2,646 Seattle–Tacoma, WA 3.5 M 983 3,607 San Francisco–Oakland, CA 3.5 M 514 6,843 Note that the relatively flat landscape of the east coast means that the Census Bureau incorporates more outlying areas into east coast UZAs, giving them larger square mileage and lower population densities. By contrast, the relatively mountainous terrain of the west coast has produced a more compact development pattern and a number of outlying areas have been designated as separate UZAs. Exhibit 6.3 – Other Top Transit Cities Urbanized Area Population (Millions) UZA Square Miles Population Density (Pop. per Sq. Mile) Miami–Fort Lauderdale, FL 6.1 M 1,244 4,885 Houston, TX 5.9 M 1,753 3,340 Dallas--Fort Worth–Arlington, TX 5.7 M 1,747 3,281 Atlanta, GA 5.1 M 2,553 1,998 Phoenix–Mesa–Scottsdale, AZ 4.0 M 1,110 3,581 2022 Single Summary of Transit Report 51 | Chapter 6: Overview of Transit Markets Urbanized Area Population (Millions) UZA Square Miles Population Density (Pop. per Sq. Mile) San Diego, CA 3.1 M 675 4,550 Minneapolis--St. Paul, MN 2.9 M 1,015 2,872 Denver–Aurora, CO 2.7 M 644 4,168 Baltimore, MD 2.2 M 655 3,377 Las Vegas–Henderson–Paradise, NV 2.2 M 435 5,046 St. Louis, MO–IL 2.2 M 910 2,369 Portland, OR–WA 2.1 M 519 4,052 Sacramento, CA 1.9 M 468 4,163 San Jose, CA 1.8 M 285 6,436 Pittsburgh, PA 1.7 M 907 1,925 Cleveland, OH 1.7 M 714 2,399 Salt Lake City, UT 1.2 M 300 3,923 Honolulu, HI 0.9 M 145 5,886 Mid-Size Transit Cities meet any one of the following criteria for above-average transit performance, service supplied, or investment: 2022 Single Summary of Transit Report 52 | Chapter 6: Overview of Transit Markets · Qualified for 3+ Small Transit Intensive Cities (STIC) criteria in the Section 5307 formula apportionment based on 2019 NTD data · American Community Survey Transit Market Share of 5.0 percent or greater · Vehicle Revenue Miles per Square Mile (discussed in Chapter 11) of 40,000+ · 10+ Bus Rapid Transit or Local Rail Directional Route Miles A total of 105 UZAs met at least one of these criteria. Many of the UZAs in this group are notable for being “university towns” where the presence of a large institution of higher education helps significantly increase transit ridership. These areas include Ames, Iowa; Iowa City, Iowa; State College, Pennsylvania; and Boulder, Colorado. Other areas in this group are satellite UZAs located on regional rail lines that connect them to large UZAs. These include Concord, California in the San Francisco Bay Area; Bridgeport-Stamford, Connecticut; and Poughkeepsie, New York. Other large UZAs in this group include Riverside-San Bernardino, California; San Antonio, Texas; Austin, Texas; Kansas City, Missouri; and Charlotte, North Carolina. A few large UZAs are not qualified as top transit cities or as mid-size transit cities. Exhibit 6.4 below lists the 15 largest markets that did not qualify for either group. Exhibit 6.4 – Largest UZAs in All Other Markets Urbanized Area Population (Millions) Population Density Detroit, MI 3.8 M 2,940 Tampa–St. Petersburg, FL 2.8 M 2,872 Riverside–San Bernardino, CA 2.3 M 3,741 San Antonio, TX 2.0 M 3,248 Orlando, FL 1.9 M 2,876 2022 Single Summary of Transit Report 53 | Chapter 6: Overview of Transit Markets Urbanized Area Population (Millions) Population Density San Juan, PR 1.8 M 2,415 Austin, TX 1.8 M 2,921 Indianapolis, IN 1.7 M 2,353 Cincinnati, OH--KY 1.7 M 2,242 Kansas City, MO--KS 1.7 M 2,345 Columbus, OH 1.6 M 3,036 Virginia Beach--Norfolk, VA 1.5 M 3,014 Charlotte, NC--SC 1.4 M 2,098 Milwaukee, WI 1.3 M 2,818 Providence, RI--MA 1.3 M 2,363 Total 28.4 M - NTD Reporters and Modes Operated by Market Although it is common to think of a metro area being served by a single regional transit provider, the truth is more complex. As shown in Exhibit 6.5, the New York UZA alone has 44 different transit providers, five of which are subsidiary units of the Metropolitan Transportation Authority that report separately to the NTD. The other seven UZAs in the “Big 8” have a total of 39 independent public transportation agencies serving them. Private nonprofit corporations account for 657 of the Nation’s transit providers, second only to units of local government. Yet almost all of these private nonprofit providers of transit service are located outside the major metro areas. 2022 Single Summary of Transit Report 54 | Chapter 6: Overview of Transit Markets Exhibit 6.5 – 2022 Transit Agencies by Organization Type and Market Organization Type New York Other Big 8 Other Top Transit Cities Mid-Size Transit Cities All Other UZAs Rural Areas City, County or Local Government Unit or Department of Transportation 16 87 64 100 277 872 Private-Non-Profit Corporation 2 5 6 9 38 597 Independent Public Agency or Authority of Transit Service 1 39 32 80 147 171 Tribe - 1 - 1 3 135 Private-For-Profit Corporation 19 3 - - 4 51 MPO, COG or Other Planning Agency - 5 11 8 25 22 Area Agency on Aging - - - - 4 47 State Government Unit or Department of Transportation - 3 6 8 8 8 University - - 1 8 7 6 Other Publicly Owned or Privately Chartered Corporation 1 1 2 2 4 5 Private Provider Reporting on Behalf of a Public Entity - - - 4 5 1 Subsidiary Unit of a Transit Agency, Reporting Separately 5 - 1 1 1 2 Other - 1 - - - 1 Total 44 145 123 221 523 1,918 2022 Single Summary of Transit Report 55 | Chapter 6: Overview of Transit Markets Exhibit 6.6 demonstrates the count of modes operated in 2022 by market. The Other Non-Rail consolidated mode accounted for 65 percent of all modes operated and was the most operated mode for all markets except New York and Other Top Transit Cities. Fixed-Route Bus followed closely with 1,306 modes operated and had the highest count of modes operated in both the New York and Other Top Transit Cities markets. Core Rail and Distance Rail modes were only 2 percent of the total modes operated. Exhibit 6.6 – 2022 Modes by Market Consolidated Mode New York Other Big 8 Other Top Transit Cities Mid-Size Transit Cities All Other UZAs Rural Areas Core Rail 4 13 20 10 13 - Distance Rail 3 11 9 5 6 - Fixed-Route Bus 37 98 87 173 400 511 Other Non-Rail 22 108 84 182 470 1,682 Total 66 230 200 370 889 2,193 2022 Single Summary of Transit Report 56 | Chapter 7: Geographic Coverage Chapter 7. Geographic Coverage Areas Not Served by Public Transit As the bottom rows in Exhibit 7.1 depict, ten UZAs were not served by public transit at all in 2022. Persons in these UZAs who, for reasons of age, youth, disability, or low income could not rely on using an automobile to meet their mobility needs had to either use active transportation (walking or biking), pay for a taxi trip, rely on friends or family, or forego making a trip at all. When a transit operator services multiple UZAs, the operator must allocate their service data across each UZA served. Two UZAs (Beaufort—Port Royal South Carolina and Riverhead—Southold, New York) allocated all of their transit service to another UZA, indicating that they were served by a commuter service but did not have any local public transportation options. Finally, 22 UZAs (see top rows in Exhibit 7.1) had Demand Response service but no fixed-route bus service. This includes seven UZAs that had commuter service but no local fixed-route service (represented by zeroes in the “Fixed Route Bus VRM Allocated” column). Exhibit 7.1 – Urbanized Areas with No Transit Service, No Fixed-Route Bus Transit Service Urbanized Area Fixed Route Bus VRM Allocated Demand Response VRM Allocated Elizabethtown--Radcliff, KY - 1,075,267 South Lyon--Hamburg--Genoa, MI - 906,397 Dothan, AL - 602,395 Midland, MI - 419,639 2022 Single Summary of Transit Report 57 | Chapter 7: Geographic Coverage Urbanized Area Fixed Route Bus VRM Allocated Demand Response VRM Allocated Newark, OH - 409,653 Chambersburg, PA 0 385,680 Cheyenne, WY - 353,964 Auburn, AL 0 339,770 New Braunfels, TX - 246,539 Florence, AL - 215,537 McKinney–Frisco, TX 0 182,179 Enid, OK - 175,381 Decatur, AL - 172,889 Lee's Summit, MO 0 168,812 Grand Island, NE - 124,774 Pinehurst–Southern Pines, NC 0 116,370 Dalton, GA - 113,123 Mandeville–Covington, LA - 76,113 Lake Havasu City, AZ - 62,854 Conway, AR 0 24,132 2022 Single Summary of Transit Report 58 | Chapter 7: Geographic Coverage Urbanized Area Fixed Route Bus VRM Allocated Demand Response VRM Allocated Pascagoula–Gautier, MS 0 23,437 Twin Falls, ID - 18,573 Beaufort–Port Royal, SC 0 0 Riverhead–Southold, NY 0 0 Idaho Falls, ID - - Winder, GA - - Brunswick--St. Simons, GA - - Cartersville, GA - - Castle Rock, CO - - Warner Robins, GA - - Prescott–Prescott Valley, AZ - - Casa Grande, AZ - - Valdosta, GA - - Sebring–Avon Park, FL - - 2022 Single Summary of Transit Report 59 | Chapter 7: Geographic Coverage Directional Route Miles of Rail or Fixed Guideway Fixed Guideway (FG) is a public transportation facility that meets any of the following criteria: · Uses and occupies a separate right-of-way for the exclusive use of public transportation; · Uses rail including the national system of railroads; · Uses a fixed catenary system; · Is used by a passenger ferry system; · Is used by a bus rapid transit system. FG may be useable by multiple forms of public transit (e.g., a fixed catenary system used by trolleybus, light rail, etc.). All rail, catenary, and ferryboat systems operate over FG. Bus lanes must be dedicated to transit according to certain rules to be considered FG. Lanes that allow taxis or commercial vehicles are not considered dedicated to transit and therefore are not considered FG. The NTD collects Directional Route Miles (DRM), the total miles in each direction on a public transportation route over FG or HIB. Only one transit agency, mode, and TOS may claim the DRM for a segment of FG/HIB even if multiple agencies operate along the segment. This “claiming” approach is used to ensure that the DRM for the segment are only used once in FTA apportionment of funds to a UZA. Agencies then allocate the FG DRM from their claimed segments to the UZAs that they serve according to NTD Serve Rules. Fixed guideway service is highly concentrated. The “Big 8” UZAs: New York City, Los Angeles, Chicago, Philadelphia, San Francisco, Boston, Washington D.C., and Seattle alone account for 62 percent of the Nation’s fixed guideway. Together, the 26 Top Transit Cities markets accounted for 81 percent of all fixed guideway service, as shown in Exhibit 7.2. 2022 Single Summary of Transit Report 60 | Chapter 7: Geographic Coverage Exhibit 7.2. – 2022 FG DRM by Market Exhibit 7.3 demonstrates that all four categories of FG DRM have increased substantially since 2013. Core Rail mileage has increased by 11 percent and Distance Rail mileage has increased by 9.6 percent. Fixed-Route Bus Guideway has shown the largest increase, with a 41 percent increase in mileage. This reflects the introduction of several new BRT systems, as well as exclusive bus lanes for some other bus systems that did not fully qualify as BRT systems. Ferry mileage also increased by 39 percent, although this was largely driven by existing ferry systems reporting to the NTD for the first time, rather than the introduction of new ferry services. New York 3,020 20% Other Big 8 6,188 42% Other Top Transit Cities 2,812 19% Mid-Size Transit Cities 1,651 11% Everywhere Else 1,226 8% 2022 Single Summary of Transit Report 61 | Chapter 7: Geographic Coverage In 2022, 61.6 percent of the total Fixed Guideway DRM was reported under the Distance Rail consolidated mode. Core Rail contributed 24.1 percent of the Fixed Guideway DRM, followed by Fixed-Route Bus (7.8 percent) and Ferryboat (6.5 percent). Exhibit 7.3 – 10 Year Change in National Total Directional Route Miles by Consolidated Mode Not depicted in this exhibit are an additional 1,856.0 miles of High Intensity Bus (HIB) segments. Federal transit law defines High Intensity Bus as “public transportation that is provided on a facility with access for other high-occupancy vehicles.” HIB differs from FG in that non-transit vehicles are permitted to operate on the facility. 3,231 8,825 823 714 3,584 9,161 1,161 990 Core Rail Distance Rail Fixed-Route Bus Ferryboat 0 2,000 4,000 6,000 8,000 10,000 Fixed Guideway Directional Route Miles 2013 2022 2022 Single Summary of Transit Report 62 | Chapter 7: Geographic Coverage Map of Urbanized Areas Exhibit 7.4 provides a map of UZAs in the U.S. using color to indicate the transit market that each falls into. Each bubble is sized by the level of transit service allocated to each UZA; generally, larger bubbles mean more service is provided in that area. There are many small UZAs in Puerto Rico in addition to the larger San Juan UZA. There are three UZAs in Hawaii, three in Alaska, and one in Guam. Exhibit 7.4 - Location of Transit Operators by Transit Market (Sized by 2022 Service Provided) 2022 Single Summary of Transit Report 63 | Chapter 8: Total Transit Workforce Chapter 8. Total Transit Workforce Current Year Transit Workforce At the end of NTD Report Year 2022, there was an estimated national total of over 370,000 employees, either contracted or directly employed by public transit agencies, involved in the operation, administration, and maintenance of public transit in the U.S. The NTD collects end-of-year employee counts from Full Reporters. To estimate the total size of the national transit workforce, FTA uses data from these Full Reporters, as well as data from FTA's COVID-19 Information Collection to estimate the workforce for Reduced Reporters and Rural Reporters. This effort surveyed NTD reporters as of Report Year 2021, therefore it is assumed that employee counts were most representative of Fiscal Year 2021. However, the recency of data and differences in data collection methods leads to imprecision in this estimate of +/- 1 percent. Exhibit 8.1 – Overview of Current Year Transit Workforce Year* Urban Full Reporters (NTD) Urban Reduced Reporter* Rural* Tribe* National Total* 2021 256,780 82,287 29,750 1,269 370,086 2022 259,143 83,044 30,024 1,281 373,491 *estimate Transit Workforce Over 10 Years Exhibit 8.2 shows the estimated totals of the transit workforce from 2013 to 2022. The estimates in the table below were scaled up using the same proportion of Full Reporter total employees for RY 2021 compared to the total employees nationwide collected by FTA's COVID-19 Information Collection initiative as used in Exhibit 8.1. 2022 Single Summary of Transit Report 64 | Chapter 8: Total Transit Workforce From 2013 to 2016, the transit workforce grew by almost 5 percent, adding nearly 19,000 jobs. Service cuts since the COVID-19 public health emergency began have reduced the transit workforce to 2013 levels. Exhibit 8.2 – 10 Year Trend in Transit Workforce Estimate of Total Employees Report Year Urban Rural Tribe National Total 2013 340,149 29,845 1,273 371,267 2014 346,736 30,423 1,298 378,457 2015 349,446 30,661 1,308 381,414 2016 356,806 31,306 1,335 389,448 2017 355,685 31,208 1,331 388,225 2018 357,411 31,359 1,338 390,108 2019 356,632 31,291 1,335 389,258 2020 349,382 30,655 1,308 381,345 2021 339,067 29,750 1,269 370,086 2022 342,187 30,024 1,281 373,491 2022 Single Summary of Transit Report 65 | Chapter 9: Transit Asset Totals Chapter 9. Transit Asset Totals Managing capital assets is a fundamental part of providing public transit. Starting in 2018, agencies were required to report more detail on such assets to the NTD, most notably because of the Transit Asset Management final rule that took effect in July 2016. Since the majority of data on the national transit asset inventory only became available at that time, this time period is referred to as the “TAM era” in exhibits below. Vehicle Fleets Transit agencies report the vehicle types used for their services each year. The most popular vehicle type, Bus, is a rubber- tired passenger vehicle powered by diesel, gasoline, battery, or alternative fuel engines contained within the vehicle. Articulated Bus, Double Decker Bus, School Bus, and Trolleybus vehicle types are included in the Bus category in the exhibit below due to the smaller count of these types of vehicles. A Cutaway is a transit vehicle built on a van or truck chassis by a second stage manufacturer. The chassis is purchased by the body builder, a framework is built for the body, and then the body is finished for a complete vehicle. Cutaways typically seat 15 or more passengers and typically may accommodate some standing passengers. Automobile, Minivan, and Sports Utility Vehicle are common vehicle types for Demand Response and Vanpool services and carry fewer passengers at one time. Another popular vehicle type is Van. A Van is an enclosed vehicle having a typical seating capacity of 8 to 18 passengers and a driver. It is typically taller and with a higher floor than a passenger car, such as a hatchback or station wagon. Vans normally cannot accommodate standing passengers. Heavy Rail Passenger Car, Commuter Rail Self-Propelled Passenger Car, Commuter Rail Passenger Coach, and Light Rail Vehicles are all rail cars. In the exhibit below, the Light Rail Vehicles category includes Aerial Tramway, Automated Guideway Vehicle, Cable Car, Inclined Plane Vehicle, Light Rail Vehicle, and Monorail Vehicle. Exhibit 9.1 provides an overview of the Nation’s fleet of the Nation’s transit vehicles as of 2022, showing the level of concentration of each vehicle type in the different transit markets served. Note that rail vehicles represent only a small proportion of the Nation’s total transit fleet (roughly 10 percent) and are almost entirely based in large urban areas. The majority of heavy railcars in the Nation are operated in New York City alone. In contrast, rubber-tired, road-based transit 2022 Single Summary of Transit Report 66 | Chapter 9: Transit Asset Totals vehicles like buses, cutaways and vans make up close to 90 percent of the national fleet and support a range of transit modes. Exhibit 9.1 – 2022 Active Fleet of 171 Thousand Vehicles by Type & Market Exhibit 9.2 shows how the different non-rail vehicles are used in different modes of transit. Full-size buses are most commonly used in FRB service but are occasionally used in Demand Response service. Cutaways are most frequently used in Demand Response service, but 20 percent (representing 8,276 vehicles) are used in FRB service. 0 10,000 20,000 30,000 40,000 50,000 60,000 Everywhere Else Mid-Size Transit Cities Other Top Transit Cities Other Big 8 New York 2022 Single Summary of Transit Report 67 | Chapter 9: Transit Asset Totals Exhibit 9.2 – 2022 National Transit Road Vehicle Fleet of 147 Thousand Vehicles by Non-Rail Mode Among the Demand Response mode, cutaway vehicles (sometimes referred to as “mini-buses”) far outnumber any other mode in the nationwide fleet inventory. Among rail vehicles, the vehicle types vary by mode. Fleet numbers have remained relatively consistent since 2015, as shown in Exhibit 9.3. Exhibit 9.3 shows the extraordinary growth in cutaways, minivans, and vans in the National transit fleet since 2013. These increases reflect the growing role of public transportation in providing Demand Response services in small urban areas, outlying areas of large urban areas, and in rural communities. 0 10,000 20,000 30,000 40,000 50,000 60,000 Bus Cutaway Automobile Van Over-the-road Bus Articulated Bus Ferryboat & Other Vanpool Trolleybus Publico Ferryboat Demand Response Commuter Bus Bus Rapid Transit Bus 2022 Single Summary of Transit Report 68 | Chapter 9: Transit Asset Totals Exhibit 9.3 – 10-Year National Transit Fleet by Mode -9% 76% 40% -28% 0% 10% 14% 25% 16% 97% Bus Cutaway Automobile Van Heavy Rail Passenger Car Commuter Rail Vehicles Over-the-road Bus Articulated Bus Light Rail Vehicles Ferryboat & Other 0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 2013 2022 2022 Single Summary of Transit Report 69 | Chapter 9: Transit Asset Totals Facilities As shown in Exhibit 9.4, rail stations are heavily concentrated in the largest UZAs. There are about 2,000 transit bus stations in the country, and they are about evenly split with half in the top transit cities and half in the rest of the country. Please note that Rural Reporters do not report passenger station counts and are excluded from Exhibits 9.4 and 9.5. Exhibit 9.4 – 2022 Stations by Consolidated Mode and Market Exhibit 9.5 shows that out of 1,756 transit maintenance facilities nationwide, the 945 fixed-route bus maintenance facilities far outpace the number of rail facilities, reflecting the larger number of bus mode operations around the country. 0 500 1,000 1,500 2,000 2,500 3,000 Core Rail Distance Rail Fixed-Route Bus Other Non-Rail Count of Stations New York Other Big 8 Other Top Transit Cities Mid-Size Transit Cities Everywhere Else 2022 Single Summary of Transit Report 70 | Chapter 9: Transit Asset Totals Exhibit 9.5 – 2022 Maintenance Facilities by Consolidated Mode and Market The number of stations has remained consistent across all consolidated modes from the start of the TAM era in 2018 to 2022. Notable, although modest, increases in passenger stations and fixed guideway DRM occurred for all consolidated modes since 2018, with Fixed-Route Bus and Core Rail increasing the most. 0 100 200 300 400 500 600 700 800 900 1,000 Core Rail Distance Rail Fixed-Route Bus Other Non-Rail Count of Maintenance Facilities New York Other Big 8 Other Top Transit Cities Mid-Size Transit Cities Everywhere Else 2022 Single Summary of Transit Report 71 | Chapter 9: Transit Asset Totals Exhibit 9.6 – Passenger Stations and Fixed Guideway DRM by Consolidated Mode in the TAM Era (2018 v. 2022) Bus Fuel Usage Diesel and gasoline are the traditional bus fuels. Alternative fuels have been introduced to address concerns about air quality and fuel efficiency. Low emission fuels include compressed natural gas, ethanol, hydrogen, liquefied petroleum gas Core Rail Distance Rail Fixed-Route Bus Other Non-Rail 0 2,000 4,000 6,000 8,000 10,000 0 500 1,000 1,500 2,000 2,500 Fixed Guideway Directional Route Miles Count of Passenger Stations 2018 2022 2022 Single Summary of Transit Report 72 | Chapter 9: Transit Asset Totals (propane), liquefied natural gas, and biodiesel. Hybrid fuel consists of hybrid diesel and hybrid gasoline. Lastly, the no emission fuel category includes battery charge and propulsion power. Exhibit 9.7 shows increases in hybrid and no-emission fuel types from 2013 to 2022. The charts below include fuel usage for bus fleets fully dedicated to transit service. Exhibit 9.7 – TAM Era Non-Rail, Road Vehicle Fleet by Fuel Type Traditional 40,786 64% Low Emission 17,812 28% Hybrid 4,874 7% No Emission 612 1% 2013 Traditional 39,909 60% Low Emission 15,407 23% Hybrid 9,642 14% No Emission 1,972 3% 2022 2022 Single Summary of Transit Report 73 | Chapter 9: Transit Asset Totals Americans with Disabilities Act Station Accessibility Exhibit 9.8 presents the change in the number of urban transit ADA-accessible stations and percentage of total ADA- accessible stations by consolidated mode. In 2022, 83.3 percent of total transit stations were either 100 percent accessible or self-certified as accessible, an increase from 79.4 percent in 2013. There were significant increases in the AD- accessible station share for both Core Rail and Distance Rail. Meanwhile, Fixed-Route Bus stayed relatively consistent. Exhibit 9.8 – 10-Year Change in National Total ADA Station Accessibility by Consolidated Mode Mode Category 2013 Stations 2013 ADA Stations 2013 ADA Stations Share 2022 Stations 2022 ADA Stations 2022 ADA Stations Share Core Rail 1,390 1,997 69.6% 1,889 2,470 76.5% Distance Rail 890 1,296 68.7% 1,016 1,381 73.6% Fixed-Route Bus 1,615 1,632 99.0% 1,956 1,998 97.9% Other Non-Rail 88 92 95.7% 169 191 88.5% Total 3,983 5,017 79.4% 5,030 6,040 83.3% 2022 Single Summary of Transit Report 74 | Chapter 10: Service Supplied Chapter 10. Service Supplied Vehicle Revenue Miles In 2022, there were 55 UZAs served by at least one of the rail modes. Exhibit 10.1 shows the VRM in millions in each UZA by rail mode. The Other category includes more unique rail modes like Alaska Railroad, Cable Car, Inclined Plane, and Monorail/Automated Guideway. Exhibit 10.1 – Vehicle Revenue Miles for Rail Modes Serving UZAs UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 1 New York--Jersey City--Newark, NY-- NJ 153.2 M 353.2 M - 2.6 M - - 509.0 M 3 Chicago, IL--IN 40.2 M 67.0 M - - - - 107.2 M 14 San Francisco-- Oakland, CA 4.8 M 54.6 M - 4.3 M 0.2 M 0.4 M 64.4 M 8 Washington-- Arlington, DC--VA-- MD 5.9 M 53.1 M - - 0.1 M - 59.1 M 10 Boston, MA--NH 24.7 M 22.2 M - 5.3 M - - 52.1 M 7 Philadelphia, PA-- NJ--DE--MD 16.3 M 20.6 M - - 2.0 M - 38.9 M 2022 Single Summary of Transit Report 75 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 2 Los Angeles–Long Beach–Anaheim, CA 6.0 M 6.1 M - 13.5 M - - 25.6 M 9 Atlanta, GA - 17.9 M - - 0.1 M - 18.0 M 18 Denver–Aurora, CO 6.3 M - - 10.1 M - - 16.4 M 15 San Diego, CA 2.1 M - 0.8 M 11.6 M - - 14.5 M 6 Dallas--Fort Worth-- Arlington, TX 3.8 M - - 9.6 M 0.2 M - 13.6 M 4 Miami–Fort Lauderdale, FL 3.6 M 7.3 M - - - 0.9 M 11.9 M 80 Concord–Walnut Creek, CA - 11.8 M - - - - 11.8 M 13 Seattle–Tacoma, WA 1.8 M - - 8.0 M 0.2 M 0.2 M 10.3 M 28 San Jose, CA 2.6 M 5.8 M - 1.6 M - - 9.9 M 20 Baltimore, MD 2.1 M 4.6 M - 3.1 M - - 9.9 M 23 Portland, OR–WA - - 0.1 M 8.2 M 0.4 M - 8.7 M 41 Salt Lake City, UT 1.3 M - - 6.3 M - - 7.6 M 77 New Haven, CT 6.2 M - - - - - 6.2 M 2022 Single Summary of Transit Report 76 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 22 St. Louis, MO–IL - - - 5.6 M 0.0 M - 5.6 M 112 Trenton, NJ 4.0 M - 1.2 M - - - 5.1 M 50 Bridgeport– Stamford, CT–NY 5.0 M - - - - - 5.0 M 195 Waterbury, CT 5.0 M - - - - - 5.0 M 213 Danbury, CT–NY 5.0 M - - - - - 5.0 M 16 Minneapolis–St. Paul, MN 0.2 M - - 3.8 M - - 4.0 M 124 Antioch, CA - 2.7 M 1.1 M - - - 3.9 M 25 Sacramento, CA - - - 3.6 M - - 3.6 M 131 Poughkeepsie-- Newburgh, NY 3.0 M - - - - - 3.0 M 11 Phoenix—Mesa– Scottsdale, AZ - - - 2.9 M 0.0 M - 2.9 M 5 Houston, TX - - - 2.9 M - - 2.9 M 31 Cleveland, OH - 2.3 M - 0.5 M - - 2.9 M 167 Livermor–- Pleasanton–Dublin, CA 0.1 M 2.3 M - - - - 2.5 M 2022 Single Summary of Transit Report 77 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 19 Riverside–San Bernardino, CA 2.0 M - - - - - 2.0 M 69 Ogden–Layton, UT 1.9 M - - - - - 1.9 M 37 Charlotte, NC–SC - - - 1.6 M 0.1 M - 1.8 M 27 San Juan, PR - 1.7 M - - - - 1.7 M 30 Pittsburgh, PA - - - 1.5 M - 0.01 M 1.5 M 188 Portland, ME 1.4 M - - - - - 1.4 M 59 Albuquerque, NM 1.3 M - - - - - 1.3 M 75 Provo–Orem, UT 1.0 M - - - - - 1.0 M 26 Orlando, FL 1.0 M - - - - - 1.0 M 396 Kiryas Joel, NY 1.0 M - - - - - 1.0 M 107 Lancaster– Manheim, PA 0.9 M - - - - - 0.9 M 65 Mission Viejo–Lake Forest–Laguna Niguel, CA 0.8 M - - - - - 0.8 M 49 Buffalo, NY - - - 0.8 M - - 0.8 M 2022 Single Summary of Transit Report 78 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 115 Palmdale– Lancaster, CA 0.8 M - - - - - 0.8 M 51 New Orleans, LA - - - - 0.8 M - 0.8 M 96 Denton–Lewisville, TX - - 0.8 M - - - 0.8 M 155 Round Lake Beach—McHenry– Grayslake, IL–WI 0.7 M - - - - - 0.7 M 29 Austin, TX - - 0.7 M - - - 0.7 M 138 Atlantic City–Ocean City–Villas, NJ 0.7 M - - - - - 0.7 M 136 Santa Rosa, CA 0.6 M - - - - - 0.6 M 367 Morgantown, WV - - - - - 0.5 M 0.5 M 36 Virginia Beach– Norfolk, VA - - - 0.3 M - - 0.3 M 398 Michigan City–La Porte, IN–MI 0.3 M - - - - - 0.3 M 86 Harrisburg, PA 0.3 M - - - - - 0.3 M 146 Santa Clarita, CA 0.3 M - - - - - 0.3 M 2022 Single Summary of Transit Report 79 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 110 Oxnard--San Buenaventura (Ventura), CA 0.3 M - - - - - 0.3 M 144 South Bend, IN–MI 0.2 M - - - - - 0.2 M 52 Tucson, AZ - - - - 0.2 M - 0.2 M 340 Manteca, CA 0.2 M - - - - - 0.2 M 446 Middletown, NY 0.2 M - - - - - 0.2 M 46 Oklahoma City, OK - - - - 0.2 M - 0.2 M 42 Nashville-Davidson, TN 0.2 M - - - - - 0.2 M 12 Detroit, MI - - - - 0.1 M 0.02 M 0.1 M 34 Kansas City, MO– KS - - - - 0.1 M - 0.1 M 17 Tampa–St. Petersburg, FL - - - - 0.1 M - 0.1 M 275 Tracy–Mountain House, CA 0.1 M - - - - - 0.1 M 40 Jacksonville, FL - - - - - 0.1 M 0.1 M 33 Cincinnati, OH–KY - - - - 0.1 M - 0.1 M 2022 Single Summary of Transit Report 80 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail Light Rail Streetcar Rail Other Rail Total 45 Memphis, TN–MS– AR - - - - 0.1 M - 0.1 M 38 Milwaukee, WI - - - - 0.1 M - 0.1 M 181 Thousand Oaks, CA 0.1 M - - - - - 0.1 M 101 Stockton, CA 0.1 M - - - - - 0.1 M 39 Providence, RI--MA 0.1 M - - - - - 0.1 M 164 Anchorage, AK - - - - - 0.1 M 0.1 M 483 Wasilla–Knik- Fairview–North Lakes, AK - - - - - 0.03 M 0.03 M 53 El Paso, TX–NM - - - - 0.03 M - 0.03 M 88 Little Rock, AR - - - - 0.02 M - 0.02 M 105 Chattanooga, TN– GA - - - - - 0.02 M 0.02 M 266 Kenosha, WI - - - - 0.02 M - 0.02 M 87 Worcester, MA–CT 0.02 M - - - - - 0.02 M 397 Fairbanks, AK - - - - - 0.01 M 0.01 M 2022 Single Summary of Transit Report 81 | Chapter 10: Service Supplied UZA Rank (Pop.) UZA Name Commuter Rail Heavy Rail Hybrid Rail