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• Preparing for the Future of Transportation: Automated Vehicles 3.0

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  From the Executive Summary: "'Preparing for the Future of Transportation: Automated Vehicles 3.0 (AV 3.0)' advances U.S. DOT's [Department of Transportation] commitment to supporting the safe, reliable, efficient, and cost-effective integration of automation into the broader multimodal surface transportation system. AV 3.0 builds upon--but does not replace--voluntary guidance provided in 'Automated Driving Systems 2.0: A Vision for Safety.' Automation technologies are new and rapidly evolving. The right approach to achieving safety improvements begins with a focus on removing unnecessary barriers and issuing voluntary guidance, rather than regulations that could stifle innovation. In AV 3.0, U.S. DOT's surface transportation operating administrations come together for the first time to publish a Departmental policy statement on automation. This document incorporates feedback from manufacturers and technology developers, infrastructure owners and operators, commercial motor carriers, the bus transit industry, and State and local governments. This document considers automation broadly, addressing all levels of automation (SAE [Society of Automotive Engineers] automation Levels 1 to 5), and recognizes multimodal interests in the full range of capabilities this technology can offer."

  United States. Department of Transportation

  2018-10
• Operations During a Lapse in Annual Appropriations Plans by Operating Administration

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  This document details the U.S. Department of Transportation's planned actions to reduce staff in order to maintain its most vital functions throughout the 2018-2019 government shutdown.

  United States. Department of Transportation

  2018-12
• Recovering from Disasters: The National Transportation Recovery Strategy

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  "The purpose of the National Transportation Recovery Strategy (NTRS) is to help you, as a transportation industry stakeholder or a local, tribal, or State government official, prepare for or manage the transportation recovery process following a major disaster. Communities hit hard by disaster face a variety of complex issues and choices during the disaster recovery process. When dealing with a multitude of demands for limited resources, the transition to recovery will be easier if the community takes the opportunity to convene those responsible for overseeing the recovery of various infrastructure networks together with residents to plan for the overall community recovery process. It is vital that all essential service providers in the community participate in this discussion (including education officials, sewage and water treatment officials, energy providers, communication officials, etc.). As a key public works provider, local transportation officials need to lead the integration of transportation recovery into the community's overall restoration plans. The NTRS is designed to help transportation industry stakeholders and local, tribal, and State government officials prepare for and manage the transportation recovery process following a major disaster. The overall goal of this Strategy is to promote a recovery process for transportation networks-and subsequently of communities in general-that results in a greater level of resilience."

  United States. Department of Transportation

  2009-10
• Motorcoach Safety Action Plan

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  "Motorcoach travel is a very safe mode of highway transportation in the United States, transporting 750 million passengers per year. Despite this, over the past 10 years, motorcoach crashes have resulted in an average of 19 motorcoach occupant fatalities per year. Additional fatalities result each year among the pedestrians, drivers, and passengers of other vehicles involved in these crashes. Each of these fatalities is a tragedy that the Department strives to prevent. The transportation of passengers is the highest safety priority in the Department, requiring added vigilance. On April 30, 2009, Secretary Ray LaHood directed the heads of the agencies with responsibility for highway, vehicle, and transit safety within the Department of Transportation (DOT) to develop an integrated Motorcoach Safety Action Plan. The Secretary directed the agencies to take a fresh look at motorcoach safety issues, identify actions to address outstanding safety problems, and develop an aggressive multi-agency schedule to implement those actions. Based on analysis of the safety data, the Department assessed causes and contributing factors for motorcoach crashes, fatalities, and injuries, and identified opportunities to enhance motorcoach safety. As described in this action plan, DOT will pursue an integrated strategy addressing a range of issues. These include driver errors resulting from fatigue, distraction, medical condition, and experience; crash avoidance technologies; vehicle maintenance and safety; carrier compliance; and measures to protect occupants in the event of a crash such as seat belts, roof strength, fire safety, and emergency egress. DOT expects this strategy to result in a reduction in the number of motorcoach crashes and fatalities and injuries resulting from those crashes. The data show that driver fatigue, vehicle rollover, occupant ejection, and operator maintenance issues contribute to the majority of motorcoach crashes, fatalities, and injuries."

  United States. Department of Transportation

  2012-09
• EMS Pandemic Influenza Guidelines for Statewide Adoption

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  "While this document provides broad-based Pandemic Influenza Guidelines for consideration by State and local emergency medical services agencies, the specifics of pandemic influenza preparation and response are unique to the configuration and resources of each State EMS [emergency medical services ] system and local EMS agency. The EMS Pandemic Influenza Planning Assumptions provide the basic underpinnings of the recommended guidelines. Each of the guidelines is presented in this section; the remainder of the document provides detailed information about each guideline including the rationale, considerations and pertinent background material. Coordination among the 9-1-1 Public Safety Answering Point, the Emergency Medical Services System and the Public Health System is of paramount importance. The Sample Call Flow for Standard EMD Calls vs. Pandemic Flu Calls (Figure 1) illustrates a sample call flow decision to be made in a period of pandemic influenza vs. an agency's regular day-to-day operation; coordination between EMS and 9-1-1 is essential to system operation. The Sample Pandemic Influenza EMS Dispatch Protocol (Figure 2) shows examples of modified EMS and 9-1-1 system response plans based on the CDC's Pandemic Severity Index - again demonstrating the need for close coordination between 9-1-1 and EMS. The Sample Pandemic Influenza EMS Operating Protocol (Figure 3) demonstrates the potential need for EMS protocol modifications, and also utilizes the Pandemic Severity Index for planning. Each of these is a sample only and is intended to demonstrate the need for systems coordination and the difference in 'conceptual thinking' necessitated by a potential influenza pandemic."

  United States. Department of Transportation

  2007-05-03
• National Aviation Resource Manual for Quarantinable Diseases

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  "The purpose of this Manual is to be a national aviation resource outlining the response to and recovery from a quarantinable disease incident of major public health significance at a U.S. international airport. The target audience for the Manual is airlines, airports, federal response agencies and other first responders, local and state health departments, and other local and state government stakeholders that would be involved in the response to or recovery from the incident."

  United States. Department of Transportation

  2006-12
• Preparing for Pandemic Influenza: Recommendations for Protocol Development for 9-1-1 Personnel and Public Safety Answering Points (PSAPs)

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  "An influenza pandemic could seriously impact the Nation-its health care delivery system, its transportation system, its economy and its social structure. As the Nation's health care 'safety net,' emergency medical services (EMS) will be faced with higher demands for services while experiencing problems similar to the rest of the Nation-increased employee absenteeism, disruption of supply chains and increased rates of illness and death. 9-1-1 Public Safety Answering Points (PSAPs) serve as the public's single point of access to EMS, law enforcement and fire services-as well as an avenue for requesting many other services. Ensuring both 9-1-1 and EMS are well-integrated into the Nation's pandemic influenza planning and response is essential to the Nation's health and safety in the event of a pandemic. The National Strategy for Pandemic Influenza: Implementation Plan (May 2006) directed the Department of Transportation, in cooperation with its Federal partners, to develop statewide EMS pandemic influenza guidelines, as well as model protocols for 9-1-1 call centers and PSAPs. With its long-standing commitment to improving the Nation's EMS system and sharing responsibility with the National Telecommunications Information Administration (NTIA) for the National E9-1-1 office, the National Highway Traffic Safety Administration (NHTSA) was delegated responsibility for both tasks. From the outset, the need for joint development of the EMS guidelines and the 9-1-1 protocols was clear. 9-1-1 call taking and dispatching must be coordinated with the EMS response system and with public health officials. EMS response is dependent on 9-1-1 and upon public health coordination."

  United States. Department of Transportation

  2007-05-03
• National Strategy for the Marine Transportation System: A Framework for Action

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  "As one of the world 's leading maritime and trading nations, the United States relies on an effective and efficient Marine Transportation System (MTS) to facilitate commerce and project our national security. On December 17, 2004, President Bush directed a cabinet-level committee, the Committee on the Marine Transportation System (CMTS), to create a partnership of Federal agencies. Currently, 18 different Federal agencies serve on the CMTS. The President charged the CMTS with providing high-level leadership and improved coordination to promote the safety, security, efficiency, economic vitality, sound environmental integration, and reliability of the MTS for commercial, recreational and national defense requirements. The CMTS developed the National Strategy for the Marine Transportation System: A Framework/or Action to serve as both a policy framework for the next five years and as a structure upon which to build an implementation plan for that policy. It presents the most pressing. current challenges facing marine transportation, and calls for coordinated Federal action in five priority areas: capacity, safety and security, environmental stewardship, resilience and reliability, and finance and economics. To identify the priority areas and Federal actions needed. the CMTS actively sought perspectives and ideas from a diverse group of stakeholders. The National Strategy responds to issues raised by and incorporates recommendations from commercial, national defense, and recreational interests. This framework/or Action helps ensure that America's Marine Transportation System serves the needs of the Nation now, and will grow to meet the challenges projected for the future."

  United States. Department of Transportation

  2008-07
• Combating Human Trafficking in the Transportation Sector

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  From the Executive Summary: "Human trafficking is a form of modern day slavery that involves the use of force, fraud, or coercion to obtain labor or a commercial sex act; and the commercial sexual exploitation of children under any circumstances. Globally, it is estimated that as many as 24.9 million men, women, and children are exploited in various forms of contemporary slave-like practices. Human trafficking flourishes as a business as a result of the lucrative profits it generates--approximately $150 billion annually worldwide. The pervasiveness and profitability of human trafficking raises daunting challenges for the transportation industry, as the use of transportation and transportation networks figures prominently in human trafficking enterprises within the United States and internationally. Traffickers often rely on the transportation industry in every phase of human trafficking: for recruitment, moving and controlling victims, and for delivering victims to buyers who will complete their exploitation through either commercial sex or forced labor ventures. The limited transportation-related human trafficking data available in the U.S. confirms that victims are being trafficked by airplanes, buses, subways, trains, taxis, rideshares, cruise ships, and private vehicles."

  United States. Department of Transportation

  2019-07
• Pipeline Safety Update [September 2012]

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  "In the wake of several recent serious pipeline incidents, the Department of Transportation's Pipeline and Hazardous Materials Safety Administration [PHMSA] has been working hard to address safety concerns. To date, PHMSA has determined that the age of the pipelines, the enforcement authority, and the data quality and transparency are some of the elements that are vital to having safe and reliable pipelines. Pipeline infrastructure--like our roads, bridges, ports, and rail infrastructure--is aging and needs more attention. Secretary Ray LaHood issued a Call to Action, urging pipeline operators to step up and repair, rehabilitate, or replace their aging infrastructure. The Pipeline Safety Update includes infrastructure updates from states, as well as initiatives from pipeline operators. In recognition of the need to strengthen pipeline safety regulations, President Obama signed the Pipeline Safety, Regulatory Certainty and Job Creation Act of 2011 into law earlier this year. The Act authorizes PHMSA to increase the maximum civil penalty for pipeline safety violations from $100,000 to $200,000 per violation per day. In addition, the agency will be able to collect a maximum of $2,000,000 for a related series of violations, up from $1,000,000. PHMSA is already moving forward to implement this new statutory authority. PHMSA plans to use its new authority to build on its already strong enforcement history -- in 2011, PHMSA closed its highest number of enforcement cases in a single year since the passage of the Pipeline Safety Improvement Act of 2002."

  United States. Department of Transportation

  2012-09
• Report on Audit of Airport Access Control

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  "The objective of the audit was to assess the Federal Aviation Administration's (FAA)oversight of airport operators' and air carrier' implementation of airport access control requirements."

  United States. Department of Transportation. Office of Inspector General

  1999-11-18
• Semiannual Report to Congress, Office of Inspector General, U.S. Department of Transportation, April 1, 2000- September 30, 2000

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  "The first year of the 21st Century brought with it numerous challenges to the Office of Inspector General. During the past fiscal year, we issued 128 audit reports, testified before Congress 28 times and conducted criminal investigations that resulted in 235 convictions. These statistics indicate how seriously we take our statutory mission to detect and prevent waste, fraud and abuse while assisting DOT and Members of Congress in achieving a safe, efficient and effective transportation system. Congress has authorized and appropriated record sums of Federal funds for highway, transit and aviation infrastructure projects. In 2000, Congress enacted the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR-21) and appropriated nearly $58.5 billion to DOT for FY2001. This significant infusion of funds for transportation presents additional challenges to our oversight responsibilities . That is the reason why we have initiated a major proactive effort to prevent and detect possible fraud in transportation infrastructure projects. We investigated 58 such cases during the reporting period."

  United States. Department of Transportation. Office of Inspector General

  2000
• Cybersecurity Planning Weaknesses May Hinder the Efficient Use of Future Resources

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  "We did not find any instances where OCIO [Department's Office of the Chief Information Officer] expended the $29 million in appropriated funds received between 2012 and 2015 on non-cybersecurity initiatives. At the time of our review, OCIO had approximately $23.4 million in expenditures out of the $29 million. We sampled 61 of 181 transactions with an expenditure amount of $18.26 million or 78.2 percent of the $23.4 million. All sampled transactions were in support of cybersecurity initiatives. However, OCIO did not consistently apply billing procedures when expending funds through the Working Capital Fund (WCF). We found that $285,352 (7.65 percent) of the $3.73 million in cybersecurity funds advanced to and expended via the WCF was used to pay for services outside of the period of performance and scope of work outlined in OCIO cybersecurity funded intra-agency agreements. Such errors make it difficult for OCIO to ensure that WCF customers are accurately and consistently charged for services as described in customer agreements. OCIO did not adequately document or plan for its cybersecurity funding needs. OCIO did not maintain adequate support documentation to justify its costs estimates for the amount of cybersecurity funds requested in budget years 2014, and 2015. Additionally, OCIO did not always follow OMB or its own acquisition planning guidance for three information technology (IT) projects that accounted for about $20 million (68 percent) of the $29 million appropriated. For example, OCIO did not provide evidence that it developed and documented alternative analyses for two of the three IT projects, or established realistic initial costs and schedule estimates."

  United States. Department of Transportation. Office of Inspector General

  2017-08-07
• FHWA Lacks Detailed Guidance on Infrastructure Resilience for Emergency Relief Projects and a Process to Track Related Improvements

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  "The Federal Highway Administration's (FHWA) Emergency Relief Program (ERP) provides funds for the repair and reconstruction of highways and roads that have sustained serious damage from catastrophic failures or natural disasters, including extreme weather events. Since fiscal year 2012, Congress has appropriated approximately $5.7 billion to the ERP. The Department of Transportation's (DOT) current draft strategic plan states that the Department will better ensure that infrastructure is resilient enough to withstand extreme weather that could disrupt the transportation network and require major reconstruction. Because of the importance resilience plays in ensuring a safe and reliable transportation system, we assessed FHWA's guidance and processes for incorporating resilience improvements into emergency relief projects to rebuild damaged highway infrastructure."

  United States. Department of Transportation. Office of Inspector General

  2018-01-10
• FISMA 2017: The Surface Transportation Board's Information Security Program Is Not Effective

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  "The Federal Information Security Management Act [FISMA] of 2002, requires agencies to implement information security programs, conduct annual effectiveness reviews, and report the results to OMB [Office of Management and Budget]. For 2017's review, OMB required determination of programs' maturity levels--(lowest to highest) Ad Hoc, Defined, Consistently Implemented, Managed and Measurable, or Optimized. Our objective was to determine the program's effectiveness for the 12 months prior to June 30, 2017, in five control areas--Identify, Protect, Detect, Respond, and Recover. [...] We made several recommendations to serve as a roadmap for STB [Safety Transportation Board] to develop an effective information security program. STB concurred with all of our recommendations."

  United States. Department of Transportation. Office of Inspector General

  2017-10-26
• Next Generation 9-1-1 (NG9-1-1) System Initiative Transition Plan

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  "Although the 9-1-1 system has been a success for nearly 40 years, changes in the public's use of technology, the saturation of the mobile market, and the spread of Voice over Internet Protocol (VoIP) telephony over broadband are contributing to greater expectations that the current system needs to address. Because text, data, images, and video are increasingly common in personal communications and are critical to future transportation safety, users expect the 9-1-1 system to accommodate highly mobile, dynamic communications modes. The architecture of these communications modes is inconsistent with the fundamental structure of the current 9-1-1 system. To guide and foster a nationwide vision of a 9-1-1 system for the 21st century, the U.S. Department of Transportation (USDOT) is taking a lead role in the research and development needed to bring about a more capable Next Generation 9-1-1 (NG9-1-1) system that supports emergency call delivery and a response-based system that maximizes impact across a diverse stakeholder community. There are, however, a large number of operational, economic, political, and institutional issues that must be addressed and reconciled to successfully implement the NG9-1-1 system across the Nation. Implementing NG9-1-1 will likely be a complicated process, requiring the effective, timely, and willing cooperation of an array of stakeholders. To address these issues, the NG9-1-1 Initiative has researched and analyzed the transition issues along with the strategic elements and options that could be followed to further the progress and implementation of NG9-1-1. The intent of this Transition Plan is to frame the view of NG9-1-1 deployment issues held by stakeholders and provide options for addressing key issues with the goal of making implementation a reality."

  United States. Department of Transportation. Intelligent Transportation Systems

  2009-02-02
• Next Generation 9-1-1 (NG9-1-1) System Initiative Final System Design Document

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  "The Next Generation 9-1-1 (NG9-1-1) Initiative is a research and development project funded by the US Department of Transportation (USDOT) to define the framework and plan to deploy Internet Protocol (IP)-based emergency communications across the nation. The project has helped to define the concept of operations, functional requirements, and system architecture, and to develop a transition plan that considers implementation costs, values, and risks. From a technical perspective, the project has been guided by its long-term goal: 'To enable the general public to make a 9-1-1 'call' (any real-time communication--voice, text, or video) from any wired, wireless, or IP-based device...' Additional important considerations included advancing call delivery, locating callers, and improving system functionality 'through new internetworking technologies based on open standards.' The NG9-1-1 Initiative has helped demonstrate these principles throughout the project's duration. The NG9-1-1 Final System Design document is the culmination of the technical work of the NG9-1-1 Initiative. Starting with the NG9-1-1 Concept of Operations (CONOPS), the project team leveraged past work done in the public safety and standards communities. After the CONOPS, the project developed both high-level and detailed requirements, an architecture analysis report, and the initial system design. These project artifacts served as the basis for the Proof of Concept (POC) Deployment Plan."

  United States. Department of Transportation. Intelligent Transportation Systems

  2009-02
• Next Generation 9-1-1 (NG9-1-1) System Initiative Procurement Tool Kit [Version 1.0]

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  "The U.S. Department of Transportation (USDOT) is pleased to provide you with this Next Generation 9-1-1 (NG9-1-1) Procurement Tool Kit, a collection of resources to assist you in the transition from today's 9-1-1 systems to NG9-1-1. We developed this tool kit in response to recognition by stakeholders from throughout the 9-1-1 community that while information about NG9-1-1 systems is widely available, guidance in developing procurement specifications for transition services and network equipment is not. The objective of this tool kit is to fill that gap. The Procurement Tool Kit makes it easier to assess the information you need, plan for procurement and implementation, and gauge the overall success of your efforts. It describes the essential steps in planning for NG9-1-1 and outlines the resources available to assist you. This tool kit provides a self-assessment tool, planning tools, recommended options, and methods to identify issues that may confront 9-1-1 authorities interested in implementing Internet Protocol (IP)-based, 9-1-1 emergency communications systems. In addition, it discusses what changes and procurements are possible and provides a path forward for state and local authorities. Throughout the Procurement Tool Kit, we reference a number of NG9-1-1 Initiative documents. These documents were created as part of USDOT's research and development project, funded by the Intelligent Transportation System's Joint Program Office (ITS JPO)."

  United States. Department of Transportation. Intelligent Transportation Systems

  2009-09-30
• FAA Needs to Implement More Efficient Performance-Based Navigation Procedures and Clarify the Role of Third Parties

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  This Department of Transportation (DOT) Office of Inspector General (OIG) report evaluated the Federal Aviation Administration's (FAA) oversight of Required Navigation Performance (RNP) third-party agreements. The audit's objectives were to (1) assess the extent to which FAA is relying on third parties to develop new procedures and (2) determine whether FAA has sufficient mechanisms and staffing to provide safety oversight of third parties' procedure development process. According to the audit, "FAA has clarified its role in developing new RNP procedures, stating that it will primarily rely on its own resources rather than third parties" and "has not fully established an oversight program for third parties, defined the staffing levels needed to oversee them, or finalized key guidance to industry on qualifications to become a third-party developer."

  United States. Department of Transportation. Office of Inspector General

  2010-12-10
• U.S. Transportation Secretary Ray LaHood Announces Pipeline Safety Action Plan [April 4, 2011]

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  "U.S. Transportation Secretary Ray LaHood today launched a national pipeline safety initiative to repair and replace aging pipelines to prevent potentially catastrophic incidents. Following several fatal pipeline accidents, including one that killed five people in Allentown, PA, Secretary LaHood called upon U.S. pipeline owners and operators to conduct a comprehensive review of their oil and gas pipelines to identify areas of high risk and accelerate critical repair and replacement work. Secretary LaHood also announced federal legislation aimed at strengthening oversight on pipeline safety, as well as plans to convene a Pipeline Safety Forum on April 18th in Washington, DC, to gather state officials, industry leaders, and other pipeline safety stakeholders in order to discuss steps for improving the safety and efficiency of the nation's pipeline infrastructure. [...] The Department's pipeline safety action plan will address immediate concerns in pipeline safety, such as ensuring pipeline operators know the age and condition of their pipelines; proposing new regulations to strengthen reporting and inspection requirements; and making information about pipelines and the safety record of pipeline operators easily accessible to the public."

  United States. Department of Transportation. Office of Public Affairs

  2011-04-04
• Final Report for Application of Technology to Transportation Operations in Biohazard Situations

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  "The events of September 11th, 2001 mark a distinct change in how transportation agencies plan for emergency events. Prior to 9/11, the focus of transportation agencies was on their role during weather-related incidents such as snowstorms, floods, and hurricanes. Transportation agencies that faced the threat of severe weather events could depend on sophisticated tools to determine the effects of such an incident on the management and operation of the transportation system. These tools helped inform transportation planning for evacuations and system recovery, activities for which advance warning was often available. Since 9/11, however, transportation agencies have shifted their attention to the wide range of potential terrorist strikes that could occur without notice and that would require immediate, coordinated response efforts. In particular, a biohazard emergency presents transportation challenges that are potentially even greater than those posed by a large-scale evacuation. A biohazard situation is unique in that it could simultaneously require restricting and facilitating mobility. For example, an transportation agency may need to restrict the movement of exposed populations or prevent access to a contaminated area, while it facilitates the passage of first responders and medical supplies and maintains mobility around a quarantine area. The goal of this project, Application of Technology to Transportation Operations in Biohazard Situations, was to develop a more comprehensive and actionable understanding of the role of transportation during a biohazard situation so that communities can better plan for, respond to, and recover from such a situation."

  United States. Department of Transportation. Intelligent Transportation Systems

  2005
• Analysis of Loss of Control Over Sensitive Personally Identifiable Information and Follow-Up Actions to Strengthen its Protection

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  "This memorandum provides the results of an analysis of two incidents involving the loss of control over Sensitive Personally Identifiable Information (SPII):1 the July 27, 2006, theft of an Office of Inspector General (OIG) laptop from a special agent's vehicle in Doral, Florida, and the April 24, 2006, theft of an OIG laptop from a hotel conference room in Orlando, Florida. As a result of these two laptop thefts, the OIG lost control over a large amount of SPII. Of particular concern was information on 138,000 individuals that had been collected in connection with Florida-based OIG investigations. Normally, these data would have been encrypted. However, due to a needed system upgrade, the data were not encrypted at the time of these thefts."

  United States. Department of Transportation. Office of Inspector General

  2007-08-28
• Review of Staffing at FAA's Combined Radar Approach Control and Tower with Radar Facilities

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  "In March 2007 we issued our review of staffing at FAA combined radar approach control and tower with radar facilities. We conducted the review at the request of Representatives James Oberstar and Jerry Costello after the August 27, 2006 crash of Comair Flight 5191 in Lexington, Kentucky. FAA issued verbal guidance in August 2005 - a year prior to the crash - reiterating that two controllers should be on duty during midnight shifts at facilities with both radar and tower functions. We found that the guidance, because it was communicated orally, was misinterpreted and inconsistently applied. Since the Comair accident, FAA has formalized the verbal guidance into a written order which was, in our opinion, an appropriate and necessary action. We recommended that FAA: (1) communicate changes in air traffic policies in writing to ensure uniform implementation and compliance; and (2) develop and implement appropriate policies and procedures to ensure that facilities are complying with provisions of the new order. FAA concurred with our recommendations and is taking appropriate actions to address them."

  United States. Department of Transportation. Office of Inspector General

  2007
• Department of Transportation Response to Inspector General report: Issues Pertaining to the Proposed NAFTA Cross-Border Trucking Demonstration Project: Federal Motor Carrier Safety Administration, Report Number MH-2007-065

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  "This letter report details the actions the Federal Motor Carrier Safety Administration (FMCSA) is taking or has taken to address the issues raised by the U.S. Department of Transportation's (DOT) Office of Inspector General (OIG) in its report to Congress concerning DOT's project to demonstrate the ability of Mexico0domiciled motor carriers to operate safety in the United States beyond the commercial zones (Demonstration Project)."

  United States. Department of Transportation. Office of Inspector General

  2007-09-06
• Issues Pertaining to the Proposed NAFTA Cross-Border Trucking Demonstration Project: Federal Motor Carrier Safety Administration, Report Number MH-2007-065

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  "On February 23, 2007, the Secretary of Transportation announced a 1-year demonstration project (also referred to as a pilot program) that would permit up to 100 Mexican motor carriers to begin operating beyond the commercial zones. According to the Department, the demonstration project will start when the first Mexican carrier is granted provisional operating authority by FMCSA to operate throughout the United States. The demonstration project will not include carriers that transport hazardous materials or passengers. In addition, for each time a demonstration project participant crosses the border into the United States, the Department has committed to checking the driver's license and the inspection decal on the vehicle. In announcing the project, the Department referred to this process as checking 'every truck every time.' Section 6901 of the U.S. Troop Readiness, Veterans' Care, Katrina Recovery, and Iraq Accountability Appropriations Act, 20072 requires the Office of Inspector General (OIG) to review FMCSA's preparations for monitoring and enforcing safety rules among the demonstration project participants. This report presents the results of our initial audit on the demonstration project. According to Section 6901, prior to the start of the demonstration project, the Secretary is to take such actions as may be necessary to address the issues raised in our report and submit a report to Congress detailing such actions."

  United States. Department of Transportation. Office of Inspector General

  2007-09-06
• Actions Taken and Needed to Implement Mandates and Address Recommendations Regarding Rail Safety

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  "On August 26, 2008, we issued our final audit report to the Federal Railroad Administration (FRA) on certain actions it has taken and needs to take to implement congressional mandates and address recommendations made by the National Transportation Safety Board (NTSB) and the Office of Inspector General regarding rail safety. We found that FRA implemented many congressional rail safety mandates over the past 18 years, but it did not have a centralized process for tracking and monitoring the implementation of such mandates. We also found that FRA addressed many of NTSB's rail safety recommendations over the past 19 years, but it did not routinely meet the Department of Transportation's requirements for providing timely written responses to NTSB. We recommended that FRA establish a centralized process for documenting, tracking, and monitoring congressional rail safety mandates that includes planned and actual milestones. We also recommended that FRA establish procedures to ensure that NTSB receives an: 1) initial response for each rail safety recommendation within 90 days of issuance and 2) implementation timetable for each rail safety recommendation that FRA agrees to implement. FRA concurred with our audit results and recommendations and agreed to take immediate corrective actions."

  United States. Department of Transportation. Office of Inspector General

  2008-08-26
• Review of FAA's Progress in Enhancing Air Traffic Control Systems Security

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  "This report presents the results of our review of FAA's renewed initiatives in addressing air traffic control (ATC) systems security weaknesses discussed in our FY 2007 audit report of the Department's information security program. [...] Our objectives were to determine FAA's progress in correcting security weaknesses previously identified in the air traffic control system by assessing (1) the status of BCP [business continuity plan] implementation and (2) the enhanced methodology used in the certification and accreditation of air traffic control systems security at operational sites. This performance audit was conducted in accordance with generally accepted government auditing standards prescribed by the Comptroller General of the United States and included such tests as we considered necessary to detect fraud, waste, or abuse. Details of our scope and methodology can be found in Exhibit A. FAA has designated the William J. Hughes Technical Center in Atlantic City as the recovery site where operations would be resumed if any en route center became inoperable. It has made good progress in preparing the Technical Center to serve as the recovery site, such as establishing a duplicate en route system environment on-site and installing additional emergency power at the center. Yet several unresolved technical challenges, staffing issues, and funding requirements could delay recovery site readiness. Beyond this, FAA has not assessed how activating the recovery plan during an emergency would affect air travel and the economy across the country-a key concern in HSPD-7. Further, while FAA has enhanced the process of reviewing ATC systems security, the reviews were not properly carried out to ensure security protection of operational ATC systems."

  United States. Department of Transportation. Office of Inspector General

  2009-11-02
• Actions Needed to Enhance Pipeline Security

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  "As required by the Pipeline Inspection, Protection, Enforcement, and Safety Act of 2006, we assessed Department of Transportation (DOT) and Department of Homeland Security (DHS) actions taken to implement a pipeline security annex. The annex is part of a Memorandum of Understanding, which DOT and DHS signed in 2004 to facilitate transportation security measures. Within DOT, the Pipeline and Hazardous Materials Administration (PHMSA) has responsibility for pipeline security and safety. Within DHS, the Transportation Security Administration (TSA) is responsible for pipeline security. In 2006, PHMSA and TSA signed the annex to establish clear lines of authority and responsibility over pipeline security matters. We found that the PHMSA and TSA have taken initial steps toward formulating an action plan to implement the provisions of the annex; however, further actions are needed as the current situation is far from an 'end state' for enhancing the security of the Nation's pipeline system. We recommended that PHMSA collaborate with TSA to complete the following actions: (1) finalize the action plan for implementing the annex provisions and program elements and effectively execute the action plan, (2) amend the annex to clearly delineate the roles and responsibilities of PHMSA and TSA in overseeing and enforcing security regulations for liquid natural gas operators, and (3) maximize the strategy used to assess pipeline operators' security plans and guidance to ensure effective and timely execution of congressional mandates in the Implementing Recommendations of the 9/11 Commission Act of 2007."

  United States. Department of Transportation. Office of Inspector General

  2008-05-21
• Air Traffic Control: Potential Fatigue Factors

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  "This report presents the results of our audit of fatigue factors that could impact air traffic controllers. We conducted this audit at three critical Chicago air traffic control facilities at the request of Senator Richard Durbin of Illinois. These 3 facilities are among the top 10 busiest in the United States, and Senator Durbin expressed concerns that staffing shortfalls, longer hours on the job, and a growing shortage of certified controllers may be causing controller fatigue. Accordingly, our audit objectives were to (1) identify and evaluate key factors that could cause controller fatigue at Chicago O'Hare International Airport Air Traffic Control Tower, Chicago Terminal Radar Approach Control Facility, and Chicago Air Route Traffic Control Center and (2) identify what measures FAA [Federal Aviation Administration] has taken to mitigate potential controller fatigue at these locations. We identified a number of factors at these three facilities that could create potential fatigue conditions for controllers. These include minimal hours between shifts; scheduled overtime; and on-the-job training, which requires a high level of concentration and focus from the instructing controller. Facility personnel also identified other factors that could cause fatigue, including inadequate staffing levels, increased work load (i.e., traffic volume and complexity), and extended time on position or lack of position rotation. [...] While our review focused on only the three Chicago facilities, it is likely that the fatigue factors that we identified exist at other large air traffic control facilities throughout the Nation. Our recommendations focus on actions FAA needs to take at the national level to mitigate potential fatigue factors and enhance the level of safety of the National Airspace System. FAA generally concurred with our recommendations."

  United States. Department of Transportation. Office of Inspector General

  2009-06-29
• Enhancing the Federal Railroad Administration's Oversight of Track Safety Inspections

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  "This report presents the results of our audit of the Federal Railroad Administration's (FRA) oversight of track-related safety issues. The objective of this audit was to evaluate FRA's oversight of track safety on the Nation's freight rail lines. From 1998 through 2007, track defects were the second leading cause of train accidents, comprising 32 percent of the train accidents reported to FRA by the railroads. [...] Our report found that FRA's safety regulations for internal rail flaw testing did not require the railroads to report the specific track locations-milepost numbers or track miles-tested during these types of inspections. We also found FRA's inspection data system did not provide adequate information for determining the extent to which FRA's track inspectors have reviewed the railroads' records for internal rail flaw testing and visual track inspections to assess compliance with safety regulations. We recommended that FRA revise its track safety regulations for internal rail flaw testing to require the railroads to report all track locations (milepost numbers or track miles) covered during internal rail flaw testing. We also recommended that FRA revise its Track Safety Compliance Manual and inspection data system by including specific inspection activity codes for its track inspectors to report on whether the record reviews the inspectors conducted were for internal rail flaw testing or visual track inspections. FRA agreed with our recommendations and has either taken or planned corrective actions."

  United States. Department of Transportation. Office of Inspector General

  2009-02-24