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Fixed costs are incurred to make transportation services available and involve the provision of infrastructure, rights of way, terminals, and the control equipment for their operations. They do not change with the level of traffic but provide a level of capacity. Operating costs (or variable) are incurred when traffic takes

Source: BLS Consumer Expenditure Survey, Bureau of Labor Statistics. Transportation accounts for about 15% of all consumer expenditures in the United States. Vehicle operations are the largest transport expenditure, accounting for more than half of household transport expenditures. This particularly includes gasoline and insurance, both around 30% of operational expenditures.

Source: adapted from EPA. The environmental dimensions of transportation sequentially involve: Causes. Two major factors are contributing to the level of transport activities. Economics refers to the general level of development, income, and transport supply. An advanced economy is likely to generate more transportation activities per capita than a developing

Source: OECD/ITF. Worldwide, more than 1 million people are killed, and several million are injured each year due to transport accidents. Still, since the 1970s, the fatality rate has substantially declined. In many cases, the fatality rate has been cut by more than half (five times less in some instances,

Source: adapted from D.C. Richards (2010) Relationship between Speed and Risk of Fatal Injury: Pedestrians and Car Occupants, Department for Transport: London, Transport Research Laboratory. The probability of a pedestrian fatality in the event of a collision can be related to many factors, but the speed of the vehicle is

Source: Bureau of Transportation Statistics. Each transport mode involves a level of risk. Road transport is responsible for much more fatalities than any other mode since nearly 95% of all transport fatalities concern road. Among those fatalities, nearly 50% are drivers, 30% are passengers, 15% are pedestrians, 4% are motorcyclists,

Car ownership can be a factor supporting mobility gaps. An individual having access to a car has a more significant commuting range (CR(A)) than an individual without a car (CR(B)). The shape of the commuting range also varies with car ownership. While a car theoretically involves a uniform range (the

Source: adapted from R. Carruthers (2003) The Impacts of Motorization and What Can Be Done to Mitigate Them, The World Bank. As societies are becoming wealthier they undertake a motorization transition where the number of vehicles per capita significantly increases. Looking at major Asian economies, including Japan, China, South Korea

Economic development, which usually involves a transition from a rural, to an industrial and post-industrial society, is also linked with transitions in passenger mobility. A core aspect of this transition concerns moving from non-motorized (mainly walking) to motorized forms of transportation. The above figure represents a generic model of this