Framework already existing
The DOT was formed from a mix of existing agencies, some of which already had established data collection practices. The Federal Highway Administration, for instance, had been tracking road data since 1895. Regulatory commissions like the Interstate Commerce Commission (ICC) and the Civil Aeronautics Board (CAB) also meticulously gathered data on rail, trucking, and air routes to effectively regulate fares and services.
However, a unified, cross-modal approach to transportation data was conspicuously absent. From the beginning, attempts to create a comprehensive, national transportation database faced Congressional apathy and administrative limitations. In 1969, a 260-page document known as the “Red Book” detailed national transportation data requirements and proposed a five-year, $26 million program. Yet, Congress never responded with funding.
Despite these early setbacks, the DOT has made periodic attempts to create a comprehensive view of national transportation. One such effort was the 1977 report, National Transportation: Trends and Choices (to the Year 2000), hailed as the first comprehensive national perspective on transportation since the Gallatin report to President Thomas Jefferson. Similar initiatives followed, including the National Transportation Policy Study Commission’s final report in June 1979 and Secretary Anthony Foxx’s Beyond Traffic 2045 report in 2017.
Today, data collection on the passenger side of transportation lags significantly behind freight. Passenger travel data is robust at the metro level, driven by Congressional mandates to address commuting and local travel needs. Meanwhile, federal data on freight effectively tracks economic trade flows at ports and national markets.
The real challenge lies in intercity passenger travel. Last-century surveys indicated that trips under 500 miles were almost totally dominated. While airlines and Amtrak can provide origin and destination data, critical information about trip purposes and traveler demographics remains elusive. The intercity bus industry, which serves more riders than Amtrak, suffers from even greater data scarcity.
Even the DOT’s centralized data document, the Status of the Nation’s Highways, Bridges, and Transit Conditions and Performance reports, has faced criticism for being too voluminous and arriving too late to effectively guide Congressional infrastructure investment legislation. The most recent 25th edition, is largely based on pre-COVID data from 2018.
The future of transportation data hinges on addressing critical staff skill gaps and securing increased Congressional support. The Bureau of Transportation Statistics (BTS), despite its crucial role, remains the smallest statistical agency in the federal government, with a budget that has actually shrunk since its founding. (FY 1998 budget: $31 million. FY 2026 budget: $27 million.)
BTS funding, currently derived solely from the Highway Account of the Highway Trust Fund, needs to be diversified through direct Congressional appropriations. Collaboration with transportation industries and research centers like AASHTO and TRB can also provide essential support and guidance.
Despite these challenges, there’s reason for optimism. A growing recognition within the DOT of the importance of data-driven decision-making offers hope for progress. As Alan Pisarski, a veteran transportation consultant who worked in senior roles at USDOT data collection and analysis programs from 1969-1977, notes, the first Transportation Secretary, Alan S. Boyd, understood the long-term value of investing in data collection, even if the immediate benefits wouldn’t be realized during his tenure.
Ultimately, a better-supported BTS and enhanced modal data programs are essential for informed decision-making, especially in the complex realm of intercity and international travel. The DOT’s commitment to data will not only shape transportation policy but also impact the broader economic and social landscape for generations to come.