Appendix B

In FY 2005, the number of States participating in the Performance and Registration Information Safety Management System, an initiative that links the safety records of motor carriers with their ability to register their vehicles, increased by 5 to a total of 42; and, enforcement operations resulted in FMCSA initiating 4,164 enforcement cases.

Education and Outreach

As of June 30, 2005, FMCSA provided commercial motor vehicle (CMV) safety training for over 5,890 State and local law enforcement personnel.

FMCSA continues to focus on increasing CMV driver safety belt usage through increased partnering activities, research, education and outreach materials and enforcement. FMCSA has been working closely with NHTSA to increase safety belt use among CMV drivers and has transferred funds to conduct two CMV safety belt studies. Also, FMCSA funded a study conducted by the Transportation Research Board on industry practices and motivational factors for CMV safety belt use.

FMCSA is piloting an education/enforcement program aimed at eliminating aggressive driving behaviors around large trucks and passenger cars, which will result in the reduction of large truck involved crash fatalities and injuries. FMCSA has also implemented a Passenger Carrier Safety Program to reduce fatalities, injuries, and crashes. Additionally, FMCSA has developed several brochures for the passenger motor coach industry and has implemented a Web-based information source for safe interstate passenger transportation to help consumers consider safety issues when selecting a passenger transportation company.

Driver Identification and Qualification

Medical qualifications of CMV drivers remain an area of focus. As of June 2005, FMCSA completed a draft Charter for the Medical Review Board; reviewed over 693 applications for vision exemptions and 57 applications for diabetes exemptions; and, amended medical standards by publishing new Blood Pressure Guidelines.

Research, Technology and Safety Information

FMCSA’s Research and Technology (R&T) programs provide advances and innovations to improve CMV safety. The agency completed the pilot testing of the Commercial Truck Simulator Validation (Sim Val) Study and completed updates for the following reports:

• Estimates of the Prevalence and Risk of Fatigue in Fatal Crashes;
• Comparison of the 10-and 11-Hours of Driving Critical Incident Data; and,
• Measuring Sleep Quantity Using Actigraphy Data.

FMCSA also completed the Safety Belt Best Practices Synthesis Report, provided research support to the Secretary of Transportation’s Safety Belt initiative; and published reports on:

• CMV Driver Fatigue and Driver Health;
• CMV Driver Safety Belt Usage;
• Hours of Service and Fatigue Management Techniques;
• Individual Differences and the “High Risk” Driver;
• Sleep Apnea Crash Risk Study; and,
• Pilot Test of Fatigue Management Technologies.

Better understanding of the factors contributing to large truck and motor coach crashes is critical to developing agency programs, policies and safety interventions. In FY 2005, FMCSA continued to provide technical support to States to deploy Commercial Motor Vehicle Information Systems and Networks (CVISN) and completed statistical analysis of the Large Truck Causation Study.

FMCSA initiated Comprehensive Safety Analysis (CSA) 2010, an ambitious program to realign, strengthen, consolidate where possible, and focus its safety programs and enforcement operations. The results of the analysis will be used to assist the Agency in refocusing existing and developing new analytic techniques and methods to identify potentially unsafe drivers. When fully implemented, CSA 2010 will provide FMCSA a new operational model that will greatly enhance the Agency’s safety performance by significantly expanding its ability to reach and thoroughly evaluate a significantly larger portion of the regulated population, both carriers and drivers.

In addition, FMCSA completed regulatory evaluations and regulatory flexibility act analysis for several rulemakings such as: Medical Certification Incorporation into CDLIS, New Entrants , Parts and Accessories, Unified Registration System (URS), Household Goods (HHG), Enforcement of operating authority, HOS supporting documents, Training of entry level drivers, HAZMAT materials safety permits, Cargo securement and Surge brakes.

In FY 2005, FMCSA continued to make safety information available to the public on its Analysis and Information (A&I) website, receiving approximately 1.5 million user sessions, and developed and deployed a website to enable consumers to check Household Goods (HHG) carriers’ insurance and operating authority prior to hiring.

NHTSA

For FY 2005, in an effort to assist the Department in reaching its 2008 traffic safety goal, NHTSA analyzed fatality rates for the last several years based on person role: (1) Passenger Vehicle Occupants, (2) Motorcycle Riders, and (3) Non-Occupants, projected these rates for future years and set targets. NHTSA programs are broadly focused around these three specific groups. As shown in the following tables, the fatality rates for passenger vehicle occupants and non-occupants are projected to continue to show improvements, while the fatality rate for motorcycle riders is expected to continue to increase. The following table depicts NHTSA performance measures and goals related to Highway Safety by person role.

HIGHWAY SAFETY – NHTSA Performance Measures and Goals by Person Role
Performance Measures	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Reduce the rate of passenger vehicle occupant highway fatalities per 100 million passenger vehicle miles traveled (PVMT).	1.25	1.21	N/A1	1.15	N/A2
Reduce the expected rate of increase in motorcycle rider highway fatalities per 100 million motorcycle VMT.	34.23	38.93	N/A1	37.00	N/A2
Reduce the rate of non-occupant highway fatalities per 100 million VMT.	0.20	0.19	N/A1	0.16	N/A2

(1) – VMT Data not yet available
(2) – Data not available

The following table depicts NHTSA supplemental performance measures and goals related to Highway Safety.

HIGHWAY SAFETY – NHTSA Supplemental Performance Measures and Goals
Performance Measures	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Percentage of front seat occupants using safety belts	75% Target 75%	79% Target 78%	80% Target 79%	80%	N/A (1)	Met
Alcohol related fatalities per 100 VMT	.61(r) Target .55	.59 Target .53	.57 Target .53	.53	N/A(1)	N/A
Increase restraint use among 0 through 7 year olds.*	88% (Baseline) Target N/A(1)	NA Target 89%	82%(2) Target 90%	91%	N/A(1)	N/A

(r) Revised

(*)The Agency set a new annual target for 2005 to increase restraint use among children zero through seven years of age. The Agency changed its prior goal of reducing the number of child occupant fatalities, zero to four-years-old, because the goal of 465 was surpassed in 2002, three years prior to the 2005 goal.

(1) Data not available.

(2) With no data available for 2003 and given the 2004 results, the Agency plans to re-baseline its child restraint goal, while also breaking down the ages from zero to seven to zero through three and four through seven.

FY 2005 Results: NHTSA exceeded the goal for use of safety belts. Data are not yet available for alcohol-related fatalities and child restraint use.

Deaths of passenger vehicle occupants decreased by 1.8 percent in 2004 (the most current data). Occupant fatalities in passenger cars decreased by 3.2 percent while occupant fatalities in light trucks and vans (LTV)—to include sport utility vehicles (SUV), vans, and pickup trucks—increased by 0.4 percent. Pedestrian deaths declined 2.8 percent from 4,774 in 2003 to 4,641. Alcohol-related fatalities declined for the second year in a row (-2.4 percent), claiming 16,694 lives in 2004, falling below 17,000 fatalities for the first time in five years. Motorcycle fatalities increased from 3,714 to 4,008, an eight percent rise.

Using a performance-based management process, NHTSA made available $115.3 million in state and community highway safety formula grants. These grants also provided support for data collections and reporting of traffic deaths and injuries. States also used these grants supplemented by their own funds to:

• Reduce speed-related fatalities
• Encourage proper use of occupant protection devices
• Reduce alcohol and drug impaired driving
• Reduce crashes between motorcycles and other vehicles
• Reduce school bus crashes
• Improve police traffic services
• Improve emergency medical services and trauma care systems
• Increase pedestrian and bicyclist safety
• Improve traffic record systems
• Improve roadway safety.

In the past four years, safety belt use has increased steadily from 71 percent in 2000 to 82 percent in 2005. The 82 percent safety belt usage will save 15,700 lives and $67 billion in economic costs associated with traffic-related crashes, injuries, and deaths every year. Belt use is statistically lower in states with secondary belt enforcement laws than in states with primary laws, and lower in rural areas than in urban or suburban areas. In 2005, states that allowed more stringent enforcement of their belt use laws (“primary” states) reached a milestone of 85 percent belt use.

Fatalities of unrestrained passenger vehicle occupants declined by 3.4 percent, which may reflect the increasing use of safety belts and contributing to the overall reduction in passenger vehicle occupant fatalities. However, in 2004, 55 percent (down from 56 percent in 2003) of those killed in passenger vehicles were still not wearing safety belts. Many times passenger vehicle occupants are killed in motor vehicle crash when they are unbelted and ejected from the vehicle during a rollover event.

In 2004, rollover deaths among passenger vehicle occupants increased 1.1 percent from 10,442 to 10,553. In May 2005, NHTSA conducted a national “Click It or Ticket” campaign while encouraging states to continue to conduct periodic high-visibility safety belt law enforcement mobilizations during the summer months. The Agency published new strategies and best practices from demonstration grants included in the 2003 Occupant Protection Integrated Project Team (IPT) report focusing on high-risk groups such as minorities, younger drivers, rural populations, pick-up truck occupants, eight to 15-year-old passengers, part-time safety belt users, and motor vehicle occupants in states with secondary safety belt laws. Likewise, the Agency reached out to new partners representing these populations to try to raise their lower-than-average safety belt use rates. In addition, NHTSA intensified media strategies through partnerships with the Ad Council and other outlets to develop messages to increase booster seat use among the four to eight-year-old age group.

NHTSA also made available more than $14.3 million in Occupant Protection Incentive Grants to 35 jurisdictions (32 states, the District of Columbia, Puerto Rico, and the Virgin Islands) that implemented specific occupant protection laws and programs, such as a safety belt law providing for primary enforcement or a law requiring safety belt use in each vehicle seat.

While alcohol-related fatalities declined for the second year in a row (-2.4 percent), alcohol-related crashes and their related mortality tolls continued to pose a significant public health challenge throughout the country. Alcohol-related crashes claimed 16,694 lives in 2004, falling below 17,000 fatalities for the first time in five years. In addition, fatalities declined by 1.8 percent in crashes where the highest blood alcohol concentration (BAC) was .08 grams per deciliter (g/dl) or greater. In continuing to combat this problem, NHTSA further enhanced its impaired driving program, with emphasis on assisting high-risk populations (e.g., underage drinkers, 21 to 34-year-olds, individuals with high BAC or repeat offenders) in order to reverse the current trend.

In FY 2005, NHTSA began dissemination of effective records system improvement strategies to other States. Improved records systems will ensure a systems approach to the apprehension, adjudication, and sanctioning of impaired drivers. The Agency continued its Strategic Evaluation States (SES) Initiative, involving 15 states with either high annual totals of alcohol-related fatalities or high alcohol-related fatality rates per 100 million VMT. All 15 states implemented impaired driving enforcement campaigns with periodic high-visibility enforcement efforts, including media campaigns delivering the message “You Drink and Drive, You Lose.” As part of this campaign, states conducted impaired driving enforcement crackdowns during the Christmas/New Year's holidays and again around Labor Day 2005.

NHTSA made available more than $29.9 million in Alcohol-Impaired Driving Countermeasures Incentive Grants to 34 states having alcohol-impaired driving countermeasure laws or programs, such as administrative license revocation laws and graduated licensing programs, or to meet certain performance criteria based on their alcohol-related fatality rates. Technical and program support was provided to 10 States receiving Section 402 grants to conduct comprehensive impaired driving program assessments, countermeasure implementation, and evaluation. Additionally, 49 States, the District of Columbia, and Puerto Rico received $61.3 million in incentive grants for lowering the legal threshold for impaired driving to .08 percent BAC. With Minnesota’s .08 BAC legislation taking effect in August 2005, now all 50 states, the District of Columbia, and Puerto Rico have enacted .08 BAC laws.

To improve tire safety, NHTSA published the final rule for Tire Pressure Monitoring Systems to begin phase-in of new requirements with 2006 model year vehicles. By 2008, all new four-wheeled vehicles weighing 10,000 pounds or less must be equipped with monitoring systems that meet the new requirements. NHTSA estimates that about 120 lives a year will be saved when all new vehicles are equipped with the tire pressure monitoring systems. Under the New Car Assessment Program (NCAP), NHTSA conducted and released results of its frontal and side crash tests, rollover ratings, child safety seat ease-of-use results, and information for consumers on vehicle safety features available as standard or optional equipment. The agency re-issued its warning to users of 15-passenger vans because of an increased rollover risk under certain conditions. In a new research report related to improper tire maintenance on 15-passenger vans, the NHTSA study found that 74 percent of all 15-passenger vans had significantly mis-inflated tires. NHTSA research has consistently shown that improperly inflated tires can change handling characteristics, increasing the prospect of a rollover crash in 15-passenger vans. Similar warnings were issued in 2001, 2002, and 2004. The public is responding to safety information about 15-passenger vans. Fatalities from 15-passenger van rollover crashes have declined 35 percent since advisories began in 2001.

From 2001 through May 2005, there were 1,801 recalls for safety-related defects and 435 of these recalls—representing about 41.8 million vehicles and 337,000 equipment items—were influenced by NHTSA investigations. During this same time period there were 381 recalls to correct non-compliances with Federal motor vehicle safety standards (FMVSS). In 2003, NHTSA established a separate category for child safety seat recalls. Formerly, these were shown as equipment recalls. From 2001 through May 2005 there were four NHTSA influenced child safety seat recalls that involved nearly 5 million seats, and one NHTSA influenced tire recall that involved 2.8 million tires. With the routine submission of additional manufacturer data pursuant to the requirements of the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act, NHTSA, through its safety defect information system, called the Advanced Retrieval (Tire, Equipment, Motor vehicles) Information System (ARTEMIS), the Agency has access to a substantially increased amount of early warning data that can be analyzed to determine whether a potential safety-related problem exists. Information on NHTSA’s rollover ratings, five star crash tests, defect investigations, and safety recalls can be found on the Agency’s newly redesigned Web site, www.safercar.gov, which was reconstructed to be more consumer friendly.

Footnotes:

Data as of June 30, 2005.

Transit Safety

Public transit provides a flexible alternative to automobile and highway travel, while offering a higher degree of safety. Currently, transit is one of the safest modes of travel per passenger miles traveled. According to the National Safety Council, riding the bus is 47 times safer than traveling by car; and riding the train is 23 times safer. The challenge is to further reduce the rate of fatalities and injuries even as the total number of people using transit increases.

The following table depicts the performance measures and goals related to Transit Safety.

TRANSIT SAFETY – Departmental Performance Measures and Goals
Performance Measures	Modal Administration	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Transit fatalities/100 million passenger miles traveled	FTA	.473(r) Target .492	.398(r) Target .492	.359* Target .487	.482.	.492**	Met

(r) Revised

*Preliminary estimate;

**The FY 2005 preliminary actual fatality rate is based on six months of non-validated data for the major modes of transit, except commuter rail for which only first quarter data were available. The passenger mile figure used in the calculations is based on actual data for 2003. Revised preliminary estimate with second quarter commuter rail data will be available in October 2005.

FY 2005 Results: It is anticipated that FTA will meet its FY 2005 goal for transit fatalities per 100 million passenger miles traveled, even though the preliminary estimate does not meet the target. The preliminary fatalities rate was calculated using six months of data for all major modes of transit, except commuter rail, from the FTA’s National Transit Database (NTD), and first quarter commuter rail data from the FRA Rail Accident Reporting System (RAIRS). A revised preliminary estimate, including second quarter commuter rail data, will be calculated when the data are available in October 2005. Final performance data will be available in March 2006 when 12 months of data will be available.

The following table depicts FTA supplemental performance measures and goals related to Transit Safety.

TRANSIT SAFETY – FTA Supplemental Performance Measures and Goals
Performance Measures	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Transit injuries/100 million passenger miles traveled	36.68* Target 109.4	30.8* Target 36.3	35.2 Target 36.0	35.6	28.6#	Met

* The 2002 and 2003 actual numbers are not comparable to prior year numbers because of the revised definition of transit injuries that was applied to the data collection beginning in 2002. The target for 2003 and beyond has been adjusted to reflect the revised definition.

# Preliminary estimate, actual 2005 transit injuries will be available in March 2006.

FY 2005 Results: FTA met the performance target.

FTA

In 2005, FTA’s strategy for further reducing the low rate of transit fatalities included continued investment in new, safer bus and rail vehicles and improvements to track and transit facility conditions. For new projects, safety continued to be a design consideration from project inception. FTA planning and research funds assisted states, local transit authorities, and the transit industry by providing safety technical assistance, improving compliance with the Americans with Disabilities Act (ADA) safety requirements, and by improving technology and training programs. FTA supported the Transportation Safety Institute’s (TSI) safety and security training program, which provided 29 safety and security training courses to more than 4,900 transit employees. Training courses included accident prevention and investigation, emergency management, industrial safety, alternative fuels, bus operator safety, and fatigue awareness. FTA also provided oversight of the states’ programs for Safety Oversight of Rail Systems to ensure they are in compliance with the requirements of the State Safety Oversight Rule for Rail Fixed Guideway Systems. FTA continued to audit alcohol and drug testing programs. Five years of audits conducted by FTA have shown that the drug and alcohol programs of grantees, sub-recipients, and their contractors are usually in compliance with testing rules. An effective drug and alcohol program assists in the reduction of vehicular and mortal accidents.

Through FTA formula and discretionary capital investment programs, funds were used to replace older bus and rail vehicles with newer, safer ones and invest in improvements in track and transit facility conditions. This funding approach re-capitalized investments by replacing older vehicles and assuring that bus facilities remained in proper condition.

With regard to rail vehicles, federal and local funding supported replacement and rehabilitation of existing rail fleet and restoration of rail facilities, such as stations, track, yards, and shops. Nationally, there are 10,722 miles of track, 2,862 stations, and 1,279 rail maintenance facilities. According to the Department’s most recent Conditions and Performance Report (2002), transit funding provided by all levels of government stabilized, but did not improve the condition of the Nation’s rail vehicles and facilities.

Bus Safety

In FY 2005, FTA worked with its partners—the American Public Transportation Association (APTA), the Community Transportation Association of America (CTAA), and the AASHTO—to implement and promote the Model Transit Bus Safety and Security Program. This included developing technical assistance documents for small/rural, medium, and large transit agencies on security, driver selection and training, vehicle maintenance, and drug and alcohol abuse programs.

In addition to FTA’s actions, FMCSA, which is responsible for safety regulation of the Nation’s motor coach industry involved in interstate commerce, continued to place significant emphasis on motor coach safety. In this light, FMCSA conducted in excess of 30,000 roadside inspections of interstate buses and compliance reviews of motorcoach companies. Additionally, FMCSA initiated a Bus Crash Causation Study.

Hazardous Material Safety

FMCSA relies on the Department’s Research and Special Programs Administration’s (RSPA) Hazardous Materials Information System (HMIS) to provide data on HAZMAT incidents. There is an approximate three to four-month time lag in the reporting due to data revisions and the 30-day time limit in reporting incidents from date of notification. As a result, the number of 2005 serious HAZMAT incidents will not be available until the December 2005/January 2006 timeframe.

The following table depicts the performance measures and goals related to Hazardous Material Safety.

HAZARDOUS MATERIAL SAFETY – Departmental Performance Measures and Goals
Performance Measures	Modal Administration	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Number of serious HAZMAT incidents in transportation.	PHMSA	477(r) Target 551(r)	488(r) Target 540 (r)	461 Target 529(r)	519

(r) Revised data based on updated information provided from carriers’ and state authorities

# Preliminary estimate.

N/A – Data not available.

FY 2005 Results: Data not yet available for FY 2005. Met target for FY 2004.

FMCSA

The vast majority of serious HAZMAT incidents that occur on the Nation’s roads involve CMVs. In 2004, FMCSA and its federal and state partners reduced serious HAZMAT incidents involving CMVs to 461, successfully exceeding its stated goal of 509 incidents.

The following table depicts FMCSA supplemental performance measures and goals related to Hazardous Material Safety.

HAZARDOUS MATERIAL SAFETY – FMCSA Supplemental Performance Measures and Goals
Performance Measures	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Number of serious HAZMAT incidents involving CMVs.	441 Target 384	430 Target 376	Target 419

N/A – Data not available.

FY 2005 Results: Data not yet available for this measure.

Compliance with Regulations

FMCSA published a final rule concerning the limitations on the issuance of CDLs with a HAZMAT endorsement. Also, FMCSA’s final rule, implementing the Hazardous Materials Safety Permit (HMSP) for motor carriers transporting extremely hazardous materials, became effective January 1, 2005. To date, FMCSA has processed 644 applications for HAZMAT permits. Safety enforcement operations conducted in 2005 directed toward ensuring compliance with Federal Hazardous Materials Regulations (FHMR) include:

64 CT facility reviews*

285 HAZMAT shipper reviews*

2,085 HAZMAT compliance reviews*

5,523 HAZMAT package inspections*

115,524 HAZMAT vehicle inspections.*

* Figures are for activities reported through June 30, 2005.

Research, Technology, and Information

In FY 2005, FMCSA continued research into a methodology for identifying high-risk HAZMAT shippers. Activities included a pilot test consisting of compliance reviews on a preliminary list of high-risk shippers. FMCSA also completed a cargo tank (CT) rollover research study designed to verify and build upon a previouseffort.The conclusions from the follow-up studywill be used todevelop specificCT rollover performance standards. FMCSA also completed a study into stability issues regarding CTs that is being used to examine the adequacy of the current regulations.

FMCSA also advanced the deployment of technologies to detect radioactive materials on trucks by working with the Department of Energy (DOE) and selected States to integrate radiation detection equipment into roadside weigh/inspections.

In FY 2005, FMCSA continued its work to heighten the sensitivity of motor carriers transporting HAZMAT to security threats. These efforts included Security Sensitivity Visits (SSV) and Security Contact Reviews (SCR) of high-risk HAZMAT carriers. In addition, with the technical assistance of FMCSA, states have integrated activities that enhance security aspects of their CMV programs, including at a minimum a communications network that (1) communicates security alerts to truck inspectors and the trucking industry in a fashion consistent with security protocols, and (2) promotes the reporting of suspicious activities from the industry and truck inspectors to FMCSA and the Federal Bureau of Investigation (FBI).

To improve the security of HAZMAT transportation in FY 2005, FMCSA:

• Completed 1,300 SSVs of carriers of HAZMAT, in conjunction with HAZMAT compliance reviews.
• Continued to conduct SCRs on carriers transporting extremely hazardous materials such as explosives, poison gases, and radioactive materials. These on-site security visits review required and suggested security practices with carrier officials and yield written security compliance reports.FMCSA conducted 1,200 SCRs during FY 2005 using existing staff. This is a 140 percent increase from the 500 SCRs that FMCSA had previously projected for FY 2004. The increase is due to conducting more SCRs of HAZMAT permitted motor carriers.
• Examined the safety and security risks associated with the HAZMAT routing system.
• Communicated threat characteristics, security tips, procedures, and advice to CMV drivers, carriers, and law enforcement agencies.

MOBILITY

Advance accessible, efficient, intermodal transportation for the movement of people and goods.

Strategic Outcomes

• Improve the physical condition of the transportation system.^#
• Reduce transportation time from origin to destination for the individual transportation user.^#
• Increase the reliability of trip times for the individual transportation user.
• Increase access to transportation systems for the individual user.^#
• Reduce the cost of transportation for the individual user.
• Reduce barriers to trade that are related to transportation.
• Improve the U.S. international competitive position in transportation goods and services.
• Improve the capacity of the transportation workforce.

Mobility, as much as any other factor, defines the United States as a Nation and is intertwined with the Nation's economic growth. It connects people with work, school, community services, markets, and other people. The U.S. transportation system carries over 4.6 trillion passenger-miles of travel and 3.9 trillion ton-miles of freight every year, generated by more than 276 million people and 6 million businesses.

The Department's aim is an affordable, reliable, and accessible transportation system. To achieve reliability and accessibility, the U.S. transportation system frequently relies on common public infrastructure that is maintained on limited national resources-land, waterways, and airspace. The Department's objective is to optimize capital investment in these public systems and manage them to maximize the benefit to all Americans. In FY 2005, the Department's mobility and economic growth programs improved condition, performance, and services provided by the Nation's transportation system.

Departmental Performance Goals

1. Improve and expand the National Highway System (NHS) to increase system efficiency and improve safety.
2. Limit annual growth of urban area travel time under congested conditions to 0.2 percent below the otherwise expected increases in congestion.
3. Increase transit ridership to improve urban and rural mobility, and reduce traffic congestion by keeping the average yearly increase in ridership to at least two percent, averaged across all transit markets, and adjusted for employment levels.
4. Increase public transit systems' accessibility to those with disabilities.
5. Increase public transportation systems' ability to provide access to job sites.

The Department's Mobility and Economic Growth strategic outcomes are divided into seven strategies. The strategies applicable to the HTF are the Highway Infrastructure, Highway Congestion, Transit Ridership, and Transportation Accessibility strategies. Under each strategy is the administration responsible for achieving the Departmental performance goals.

Highway Infrastructure

The Nation's transportation system serves major population centers, international border crossings, intermodal transportation facilities, and major travel destinations. The condition of this system can affect wear and tear on vehicles, fuel consumption, travel time, congestion, and comfort, as well as public safety. Improving pavement and bridge condition is also important to the long-term structural integrity and cost effectiveness of the transportation system. The NHS represents just four percent of total highway miles, but carries one trillion, or approximately 43 percent of VMT annually. While steady progress has been made over the past decade, pavement condition on the NHS can still be improved. Drivers in the United States cross deficient bridges more than one billion times each day. While the 115,000 bridges in the NHS are in better condition than the total U.S. inventory of approximately 590,000 bridges, a significant number are either structurally deficient or functionally obsolete.

The following table depicts the performance measures and goals related to Highway Infrastructure.

HIGHWAY INFRASTRUCTURE - Departmental Performance Measures and Goals
Performance Measures	Modal Administration	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Percentage of travel on the NHS meeting pavement performance standards for acceptable ride.	FHWA	90.6 (r) Target 92.0	89.2# Target 92.5	91.0# Target 93.0	93.5	91.1#	Not Met

(r) Revised

# Preliminary estimate

FY 2005 Results: FHWA did not meet the performance target.

The percent of pavement on the NHS with acceptable ride quality (an International Roughness Index (IRI) rating of 170 inches per mile or less) is projected to be89.3 percent in 200-5 primarily because a small number of states with significant total VMT continue to report deteriorating pavement conditions. The travel on the NHS facilities with good ride quality (IRI of 95 percent or less) is projected to increase from 49.3 percent to 54.6 percent in 2005. Increased travel on smooth roads also indicates improved pavement condition. The goal is to reach a target of 58.5 and 95 percent of VMT on NHS pavements with good and acceptable ride quality by 2008.

The following table depicts FHWA supplemental performance measures and goals related to Highway Infrastructure.

HIGHWAY INFRASTRUCTURE - FHWA Supplemental Performance Measures and Goals
Performance Measures	FY 2002 Actual	FY 2003 Actual	FY 2004 Actual	FY 2005 Target	FY 2005 Actual	FY 2005 Results
Percent of deck area on NHS deficient bridges for all average daily trips (ADT)	29.9 Target 28.6	29.8@ Target 27.5	29.8 Target 26.4	25.3	29.9
Miles of the Appalachian Development Highway System (ADHS) completed	2,571 Target 2,594	Target 2,594	Target 2,631

(r) Revised

FY 2005 Results: FHWA met the performance target for miles of Appalachian Development Highway System (ADHS) completed. Data on percent of NHS deficient bridges is not yet available.

The target for FY 2005 was 25.3 percent on NHS and 27.8 percent on non-NHS bridges. The nationwide percentage of deck area on deficient bridges on the NHS has dropped from 32.6 percent in 1998 to 29.9 percent in 2005. The results vary on the NHS by average daily traffic (ADT), with a higher percentage of deck area on deficient bridges on roads with ADT levels above 50,000. The nationwide percentage of deck area on deficient bridges on the non-NHS dropped from 32.5 percent in 1998 to 31.1 percent in 2005. The results also vary on the non-NHS by ADT, with a higher percentage of deck area on deficient bridges on roads with ADT levels above 10,000. When the deck area targets were established, bridge age was not considered.

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