TY  - RPRT
AN  - 01624424
AU  - Department of Transportation
TI  - Although FAA Has Taken Steps To Improve Its Operational Contingency Plans, Significant Work Remains To Mitigate the Effects of Major System Disruptions
PY  - 2017/01/11/Audit Report
SP  - 23p
AB  - The Federal Aviation Administration (FAA) operates a vast network of facilities and communication, navigation, and surveillance equipment for managing air traffic throughout the United States. In recent years, FAA has experienced several major system failures that required individual air traffic control (ATC) facilities to declare “ATC-Zero,” which means the inability to provide any air traffic control services. For example, on September 26, 2014, an FAA contract employee deliberately started a fire that destroyed critical FAA Telecommunications Infrastructure (FTI) equipment at the Chicago Air Route Traffic Control Center (Chicago Center) in Aurora, Illinois. This single event disrupted air traffic across the country and made normal air traffic operations impossible for more than 2 weeks. In August 2015, the Chairmen and, in November 2015, the Ranking Members of the House Committee on Transportation and Infrastructure and Subcommittee on Aviation requested that the Office of Inspector General (OIG) review the causes of recent disruptions and whether FAA possesses the ability to manage air traffic control crises that arise within the National Airspace System (NAS). Also, the Committee asked that OIG review FAA’s response to the October 2015 radar room flood at the Austin-Bergstrom air traffic control tower/TRACON in Austin, Texas. Consistent with this request, the objectives were to assess (1) the effectiveness of FAA’s operational contingency plans and the actions taken to mitigate the impact of recent air traffic control system disruptions and (2) FAA procedures for updating operational contingency plans in light of recent events.
KW  - Air traffic control
KW  - Air traffic control facilities
KW  - Austin-Bergstrom International Airport
KW  - Contingency planning
KW  - Hazards and emergency operations
KW  - Service disruption
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Responses%20to%20Major%20ATC%20System%20Disruptions%20Final%20Report%5E1-11-17.pdf
UR  - https://trid.trb.org/view/1445499
ER  - 

TY  - RPRT
AN  - 01626519
AU  - Department of Transportation
TI  - FHWA Needs to Strengthen its Oversight of State Transportation Improvement Programs
PY  - 2017/01/05/Audit Report
SP  - 21p
AB  - Each year, the Federal Highway Administration (FHWA) provides about $40 billion in Federal funding to States for construction and improvements to the Nation’s highways and bridges. To ensure that States appropriately plan and budget for the use of these funds and meet Federal requirements, Congress requires each State to submit to its FHWA Division Office and Regional Office of the Federal Transit Administration (FTA), a Statewide Transportation Improvement Program (STIP)—a list and description of projects that the State and metropolitan planning organizations (MPO) plan to implement over a 4-year period. Federal law also requires that all projects in a STIP be fiscally constrained—meaning they demonstrate reasonably available funding and reliable cost estimates. FHWA coordinates with FTA to jointly approve each STIP to help ensure that the State Departments of Transportation (State DOTs) meet Federal requirements, such as outreach to public stakeholders on the planning process. The Office of Inspector General (OIG) self-initiated this audit because of the significant amount of Federal funding provided to States to maintain and improve transportation infrastructure. The objective was to assess FHWA policies, procedures, and guidance for ensuring that STIPs receive comprehensive, consistent reviews and meet Federal requirements, including coordination with FTA. OIG assessed FHWA’s process for reviewing STIPs in fiscal years 2013 and 2014. OIG also interviewed FHWA and FTA officials in Washington, D.C. and in Division and Regional offices, and officials at State DOTs and MPOs in six randomly sampled States—Florida, Maine, Maryland, Massachusetts, New Jersey and New Mexico.
KW  - Bridges
KW  - Coordination
KW  - Evaluation and assessment
KW  - Government funding
KW  - Highways
KW  - Metropolitan planning organizations
KW  - Oversight
KW  - Policy
KW  - State departments of transportation
KW  - States
KW  - Transportation Improvement Programs
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
UR  - https://www.oig.dot.gov/sites/default/files/STIPs%20Final%20Report%20_January%205.pdf
UR  - https://trid.trb.org/view/1453976
ER  - 

TY  - RPRT
AN  - 01619019
AU  - Department of Transportation
TI  - FAA Lacks a Risk-Based Oversight Process for Civil Unmanned Aircraft Systems
PY  - 2016/12/01/Audit Report
SP  - 20p
AB  - The growing demand for commercial Unmanned Aircraft Systems (UAS)—for purposes ranging from filmmaking and precision agriculture to package delivery— presents one of the most significant safety challenges for the Federal Aviation Administration (FAA) in decades. Analysts predict that as much as $93 billion will be invested in the technology worldwide over the next 10 years. FAA recently forecasted 1.9 million units in potential annual sales of UAS in 2016, which could increase to 4.3 million units sold annually by 2020. Historically, FAA limited commercial UAS operations due in part to the lack of regulations governing their use. To address this regulatory gap, Congress granted FAA the authority in Section 333 of the FAA Modernization and Reform Act of 2012 to determine whether some UAS could operate prior to the establishment of regulations without an airworthiness certificate. Using this authority, FAA has approved over 5,500 commercial UAS to operate by exempting them from regulatory requirements. Additionally, in December 2015, FAA began requiring small UAS owners to register with FAA. Since then, FAA has received more than 500,000 UAS registrations. FAA also recently released the small unmanned aircraft rule, which defines the operational limitations and pilot requirements for small UAS (i.e., systems weighing less than 55 pounds). As OIG reported in 2014, UAS operations present new safety oversight challenges for FAA. Given the significant and complex challenges of safely integrating UAS into the National Airspace System (NAS) and the increasing number of UAS operations, OIG conducted an audit of FAA’s processes for approving civil UAS operations and overseeing the safe operation of UAS. The objectives were to assess (1) FAA’s process for exempting civil UAS from regulatory requirements and (2) FAA’s safety oversight processes for civil UAS operations.
KW  - Aviation safety
KW  - Civil aviation
KW  - Drone aircraft
KW  - National Airspace System
KW  - Oversight
KW  - Regulation
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Oversight%20of%20UAS%20-%20Final%20Report%5E12-01-16_0.pdf
UR  - https://trid.trb.org/view/1439977
ER  - 

TY  - RPRT
AN  - 01626623
AU  - Department of Transportation
TI  - U.S. Department of Transportation: Research, Development, and Technology Strategic Plan FY 2017-2021
PY  - 2016/12
SP  - 132p
AB  - This U.S. Department of Transportation (U.S. DOT/ Department) Research, Development, and Technology (RD&T) Strategic Plan presents U.S. DOT’s transportation research priorities for the next five years (FY 2017–2021) and describes the activities to be undertaken by the Department to address these priorities. In doing so, the document provides a five-year action plan that responds to the trends affecting the current and future performance of the transportation system, as identified by Beyond Traffic: Trends and Choices 2045 (Beyond Traffic); a 30-year outlook on the future of the Nation’s transportation system. The core purpose of this Strategic Plan is to describe how the R&D strategies used by the Department’s Operating Administrations address the research needs within each of four critical transportation topic areas - promoting safety, improving mobility, improving infrastructure, and preserving the environment. The strategies and activities used to address these needs are described along with technology deployment strategies. Appendix A lists the primary RD&T activities (programs) that the Department intends to pursue and the research findings that the Department expects to discover within each program by the end of FY2021. Appendix B lists the annual funding levels anticipated by each Operating Administration for the period covered by the Strategic Plan (FY2017–21).
KW  - Environmental protection
KW  - Infrastructure
KW  - Mobility
KW  - Research
KW  - Strategic planning
KW  - Technological innovations
KW  - Transportation planning
KW  - Transportation safety
KW  - U.S. Department of Transportation
KW  - United States
UR  - https://www.transportation.gov/sites/dot.gov/files/docs/USDOT-RD%26T-Strategic-Plan-Final-011117.pdf
UR  - https://trid.trb.org/view/1446851
ER  - 

TY  - RPRT
AN  - 01619028
AU  - Department of Transportation
TI  - FAA Achieved Most of the Anticipated Cost Savings from Contracting Out Flight Service Stations, but Needs to Determine the Future Direction of the Program
PY  - 2016/11/16/Audit Report
SP  - 23p
AB  - In February 2005, the Federal Aviation Administration (FAA) awarded a contract to Lockheed Martin Services, Inc. (Lockheed Martin) to operate the Agency’s 58 flight service stations in the continental US, Puerto Rico, and Hawaii. At that time, the $1.8 billion contract represented one of the Federal Government’s largest efforts to contract out services outside of the Department of Defense. By contracting these services, FAA anticipated cost savings of approximately $2.2 billion over a 13-year period. In October 2005, Lockheed Martin took responsibility for the stations’ operations and approximately 2,000 FAA flight specialists and support staff became Lockheed Martin employees. In 2001, the Office of Inspector General (OIG) recommended that FAA develop a strategy to consolidate its 61 flight service stations. In 2007, OIG reported  on the conversion of flight service stations to contractor operations and testified on FAA’s management controls over the initial transition. OIG found that FAA had implemented effective controls over the transition of flight service stations to contractor operations but OIG could not be certain that the controls would be sufficient to maintain the quality of services or that the Agency would achieve the anticipated savings. OIG recommended that FAA needed to improve controls in key areas, such as monitoring contractor staffing levels and user complaints. OIG self-initiated this audit as a follow-up to their 2007 audit. OIG's objectives were to (1) determine whether FAA achieved the original contract’s anticipated cost savings, and (2) assess FAA’s oversight of the program. OIG also reviewed information regarding FAA’s future plans for the program. OIG include their observations on the potential implications of planned changes for airspace users and FAA’s oversight in this report.
KW  - Contracting out
KW  - Costs
KW  - Flight service stations
KW  - Oversight
KW  - Savings
KW  - Strategic planning
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Flight%20Service%20Station%20Program_Final%20Report%5E11-16-16.pdf
UR  - https://trid.trb.org/view/1439978
ER  - 

TY  - RPRT
AN  - 01619029
AU  - Department of Transportation
AU  - Leon Snead and Company
TI  - Quality Control Review of Audited Financial Statements for Fiscal Year 2016: Surface Transportation Board
PY  - 2016/11/10/Audit Report
SP  - 110p
AB  - Leon Snead & Company, P.C. of Rockville, Maryland, completed the audit of the Surface Transportation Board's (STB’s) financial statements as of and for the year ended September 30, 2016 under contract to the Office of Inspector General.  Leon Snead reported one significant deficiency in internal control over financial reporting. The report did not include any instances of reportable noncompliance with tested laws and regulations.  Accounting errors related to the recording of liabilities and researching and correcting of abnormal balances materially impacted STB’s June 30, 2016 interim financial statements. As a result, STB’s Federal Employees’ Compensation Act (FECA) liabilities were understated by $799,000 and undelivered orders were understated by at least $297,000. The Office of Inspector General (OIG) performed a quality control review (QCR) of Leon Snead’s report and related documentation. This QCR, as differentiated from an audit performed in accordance with generally accepted Government auditing standards, was not intended to express, and does not express, an opinion on STB’s financial statements or conclusions about the effectiveness of internal controls or compliance with laws and regulations. Leon Snead made two recommendations to strengthen STB’s financial reporting controls: (1) STB officials should ensure that unfunded FECA liabilities and FECA actuarial liabilities are calculated and included in year-end financial statements and related footnotes and (2) STB officials should ensure that significant abnormal general ledger balances are researched and corrected prior to preparation of financial reports. OIG agreed with the recommendations and is not making any additional recommendations. STB concurred with the significant deficiency, agreed with the recommendations, and committed to implementing corrective actions.
KW  - Auditing
KW  - Financial analysis
KW  - Liabilities
KW  - Quality control
KW  - Recommendations
KW  - Reports
KW  - U.S. Surface Transportation Board
UR  - https://www.oig.dot.gov/sites/default/files/STB%20Financial%20Statement%20QCR%20FY%202016.pdf
UR  - https://trid.trb.org/view/1436192
ER  - 

TY  - RPRT
AN  - 01618147
AU  - Department of Transportation
TI  - Total Costs, Schedules, and Benefits of FAA's NextGen Transformational Programs Remain Uncertain
PY  - 2016/11/10/Audit Report
SP  - 33p
AB  - The Federal Aviation Administration’s (FAA) Next Generation Air Transportation System (NextGen) is a multibillion-dollar set of initiatives intended to modernize the United States' aging air traffic system and provide more efficient air transportation. To meet these goals, FAA identified six “transformational” programs that are expected to provide a platform of capabilities necessary to support NextGen. Specifically, these programs will provide new capabilities such as a precise satellite-based surveillance system and digital data communications for air traffic controllers and pilots. FAA has invested over $3 billion in these transformational programs since 2007 and has faced challenges in implementing them. In April 2012, the Office of Inspector General (OIG) reported that FAA’s progress in implementing the transformational programs has been limited by a lack of finalized program requirements and that FAA had not established total program costs, schedules, or performance baselines for any of the six transformational programs. Given the importance of the transformational programs to NextGen, the Chairman and Ranking Member of the Senate Committee on Commerce, Science, and Transportation requested that OIG update the April 2012 report. Accordingly, the audit objectives were to identify (1) formal changes FAA has made to its programs’ scope, including costs and schedules, and (2) adjustments in FAA’s anticipated benefits with respect to improving the flow of air traffic and reducing Agency costs.
KW  - Air traffic
KW  - Air traffic control
KW  - Benefits
KW  - Costs
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - Performance measurement
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%27s%20Transformational%20Programs%20Report_issued%20Nov%2010_508.pdf
UR  - https://trid.trb.org/view/1435258
ER  - 

TY  - RPRT
AN  - 01616860
AU  - U.S. Government Accountability Office
AU  - Department of Transportation
TI  - Independent Auditor's Report on Applying Agreed-Upon Procedures: Fiscal Year 2016 Excise Tax Distributions to the Airport and Airway Trust Fund and the Highway Trust Fund
PY  - 2016/11/09
SP  - 20p
AB  - This audit was performed by the U.S. Government Accountability Office (GAO) at the request of the Office of Inspector General (OIG) to assist the OIG  in ascertaining whether the net excise tax revenue distributed to the Airport and Airway Trust Fund (AATF) and the Highway Trust Fund (HTF) for the fiscal year ended September 30, 2016, is supported by underlying records. The procedures performed related to (1) transactions that represent the underlying basis of amounts distributed from the General Fund to the AATF and the HTF during fiscal year 2016, (2) the Internal Revenue Service’s (IRS) quarterly AATF and HTF excise tax receipt certifications prepared during fiscal year 2016, (3) the Department of the Treasury’s Office of Tax Analysis’s (OTA) estimates of excise tax amounts to be distributed to the AATF and the HTF for the fourth quarter of fiscal year 2016, and (4) the amount of net excise taxes to be distributed to the AATF and the HTF during fiscal year 2016.
KW  - Airport and Airway Trust Fund
KW  - Excise tax
KW  - Highway Trust Fund
KW  - Internal Revenue Service
KW  - Records management
KW  - Revenues
KW  - Taxes
KW  - U.S. Department of the Treasury
UR  - http://www.gao.gov/assets/690/680906.pdf
UR  - https://trid.trb.org/view/1429221
ER  - 

TY  - RPRT
AN  - 01617686
AU  - Department of Transportation
TI  - Improvements in FTA’s Safety Oversight Policies and Procedures could Strengthen Program Implementation and Address Persistent Challenges
PY  - 2016/11/02/Audit Report
SP  - 23p
AB  - The Federal Transit Administration (FTA) has a critical and evolving role in the safety of the Nation’s rail transit systems. Under the State Safety Oversight (SSO) program created in 1991,1 FTA oversees SSO agencies (SSOA) that monitor the safety of rail transit agencies. In 2012, the Office of Inspector General (OIG) identified actions for FTA to take if it were granted enhanced rail transit safety oversight and enforcement authority as well as challenges it could face. Shortly thereafter, the Moving Ahead for Progress in the 21st Century Act (MAP-21) enhanced FTA’s safety authority, including allowing it to assume SSO responsibilities in the absence of an effective SSOA. Recent incidents have demonstrated weaknesses in the safety performance and oversight of some rail transit systems. For example, in January 2015, a Washington Metropolitan Area Transit Authority (WMATA) Metrorail train was involved in a serious incident in which 1 passenger died, and 91 people were injured. The National Transportation Safety Board (NTSB) subsequently determined that the Tri-State Oversight Committee (TOC), the SSOA that monitored Metrorail, lacked sufficient resources, technical capacity, and enforcement authority to carry out its safety oversight responsibilities. NTSB recommended that the Department seek congressional action to specifically allow the Federal Railroad Administration (FRA) to assume regulatory oversight of WMATA Metrorail. In October 2015, the Secretary of Transportation directed FTA to assume direct safety oversight for Metrorail until the District of Columbia, Maryland, and Virginia establish a fully functioning and capable SSOA. Based on previous work, OIG determined FTA may face significant challenges in carrying out its enhanced rail transit safety oversight and enforcement authority. Accordingly, OIG initiated this audit to assess FTA’s actions to assume and relinquish direct safety oversight of a rail transit agency. As part of the review, OIG is also providing an update on FTA’s progress toward addressing the challenges to enhanced safety oversight as identified in 2012. The review did not assess which Operating Administration—FTA or FRA—was better suited to assume direct safety oversight of WMATA. OIG identified criteria including laws, regulations, FTA guidance, the Government Accountability Office’s (GAO) Standards for Internal Control in the Federal Government (Green Book), and prior work. OIG reviewed documentation and interviewed officials from FTA, WMATA, SSOAs, American Association of State Highway and Transportation Officials (AASHTO), and the American Public Transportation Association (APTA).
KW  - Moving Ahead for Progress in the 21st Century Act (MAP-21)
KW  - Oversight
KW  - Policy
KW  - Rail transit
KW  - State Safety Oversight program
KW  - Transit safety
KW  - U.S. Federal Transit Administration
KW  - Washington Metropolitan Area Transit Authority
UR  - https://www.oig.dot.gov/sites/default/files/FTA%20Safety%20Oversight%20Final%20Report%5E11-02-2016.pdf
UR  - https://trid.trb.org/view/1434761
ER  - 

TY  - RPRT
AN  - 01616880
AU  - Department of Transportation
TI  - Insufficient Guidance, Oversight, and Coordination Hinder PHMSA’s Full Implementation of Mandates and Recommendations
PY  - 2016/10/14/Audit Report
SP  - 57p
AB  - The Pipeline and Hazardous Materials Safety Administration (PHMSA) has long faced criticism from Congress for its lack of timeliness in implementing statutory requirements—mandates—and recommendations from National Transportation Safety Board (NTSB), U.S. Government Accountability Office (GAO), and Office of Inspector General (OIG) reports. In addition, in 2005, OIG reported that PHMSA needed to address long-standing pipeline and hazmat mandates and NTSB recommendations. The Ranking Member of the House Transportation and Infrastructure Committee expressed concerns over the time PHMSA has taken to  establish new regulations for railroad tank cars carrying crude oil and to implement mandates from the Pipeline Safety, Regulatory Certainty, and Job Creation Act of 2011. The Ranking Member requested that OIG conduct this audit of PHMSA’s pipeline and hazmat safety programs. The objectives were to assess PHMSA’s (1) progress in addressing congressional mandates and recommendations from NTSB, GAO, and OIG issued or open since 2005; (2) process for implementing mandates and recommendations, including any impediments to Agency action; and (3) efforts to coordinate and address Operating Administrations’ (OAs') safety concerns. OIG conducted this work in accordance with generally accepted Government auditing standards. OIG reviewed PHMSA’s 263 mandates and recommendations open since 2005, and analyzed 26 of these as case studies. Of the 26 case studies, 12 involved rulemakings and the other 14 involved studies and other non-rulemaking activities. The case studies included: mandates and recommendations issued and resolved after January 1, 2011, through rulemaking or non-rulemaking activities. OIG also reviewed PHMSA’s processes for working with other OAs on hazmat safety. OIG interviewed staff from the Secretary of Transportation’s Office of General Counsel, PHMSA, NTSB, GAO, relevant OAs, and two trade associations.
KW  - Case studies
KW  - Coordination
KW  - Evaluation and assessment
KW  - Hazardous materials
KW  - Implementation
KW  - Office of Inspector General
KW  - Oversight
KW  - Pipelines
KW  - Policy, legislation and regulation
KW  - Recommendations
KW  - U.S. Government Accountability Office
KW  - U.S. National Transportation Safety Board
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - https://www.oig.dot.gov/sites/default/files/PHMSA%20Progress%20Implementing%20Mandates%20and%20Recommendations%20Final%20Report%5E10-14-16.pdf
UR  - https://trid.trb.org/view/1427434
ER  - 

TY  - RPRT
AN  - 01616881
AU  - Department of Transportation
TI  - DOT Cybersecurity Incident Handling and Reporting is Ineffective and Incomplete
PY  - 2016/10/13/Audit Report
SP  - 18p
AB  - An effective response to cyber incidents minimizes disruptions to information systems and data losses. The Office of Inspector General (OIG) self-initiated this audit because of the U.S. Department of Transportation's (DOT’s) large number of information systems that contain sensitive data. The audit objective was to determine whether DOT has effective cyber security monitoring in place for its networks and information systems. Specifically, OIG assessed DOT’s policies and procedures for (1) monitoring, detecting, and eradicating cyber incidents, and (2) reporting incidents and their resolutions to appropriate authorities. OIG conducted this work in accordance with generally accepted Government auditing standards. OIG reviewed policy documentation, including the Department’s Cyber Security Incident Response Plan (IRP). OIG interviewed personnel in the Office of the Chief Information Officer (OCIO), personnel at the Federal Aviation Administration’s (FAA) Air Traffic Organization, subject matter experts at the Cyber Security Management Center’s (CSMC) Security Operations Center, and staff at FAA’s National Airspace System’s (NAS) Cyber Operations (NCO) and DOT’s Common Operating Environment (COE). During these interviews, OIG was briefed on the processes for detecting and handling incidents. OIG determined that while OCIO has established an incident handling and reporting process, it cannot fully detect, prioritize, or report incidents. This lack of full oversight inhibits OCIO’s ability to ensure DOT’s compliance with critical Federal cybersecurity requirements. Recommendations are included to improve the effectiveness of DOT’s cyber security incident handling and response.
KW  - Computer security
KW  - Detection and identification
KW  - Information systems
KW  - Monitoring
KW  - Oversight
KW  - Policy
KW  - Recommendations
KW  - Reports
KW  - U.S. Department of Transportation
UR  - https://www.oig.dot.gov/sites/default/files/DOT%20Cybersecurity%20Incident%20Handling%20and%20Reporting%20Final%20Report_REDACTED%5E10-13-16.pdf
UR  - https://trid.trb.org/view/1428734
ER  - 

TY  - RPRT
AN  - 01608539
AU  - Department of Transportation
TI  - FTA Can Improve its Oversight of Hurricane Sandy Relief Funds
PY  - 2016/07/21/Audit Report
SP  - 17p
AB  - In October 2012, Hurricane Sandy caused widespread damage to the transportation infrastructure in the mid-Atlantic and northeastern United States. In response, the President signed the Disaster Relief Appropriations Act (DRAA) in January 2013, which appropriated $10.9 billion to the Federal Transit Administration’s (FTA) Public Transportation Emergency Relief Program (ERP) for Sandy-related recovery, relief, and resiliency programs. As of November 30, 2015, FTA had obligated nearly $4.6 billion and disbursed $1.16 billion. FTA’s top four grantees received $1.14 billion of the $1.16 billion in disbursed funds. The Metropolitan Transportation Authority (MTA) received $821 million, or 70 percent, of those funds. Of MTA’s subsidiaries, New York City Transit (NYCT) holds the majority of MTA’s DRAA-funded contracts. DRAA directs the Office of Inspector General (OIG) to support oversight of FTA’s Hurricane Sandy relief funds. Accordingly, OIG conducted this audit to determine whether FTA provides effective oversight of grantees’ contracting practices using DRAA funds. OIG focused the review on NYCT because it was one of the largest recipients of MTA’s Hurricane Sandy relief funds. To conduct the audit, OIG used a risk-based approach to select 9 out of 37 DRAA-funded NYCT contracts to review NYCT’s procurement practices and FTA’s oversight. These 9 contracts represented $190 million—or 86 percent—of the 37 NYCT contracts, valued at $220 million. OIG reviewed Federal requirements, FTA guidance, and MTA and NYCT policies and procedures. OIG also interviewed FTA, MTA, and NYCT personnel.
KW  - Contracting
KW  - Disaster relief
KW  - Disaster Relief Appropriations Act
KW  - Hurricane Sandy, 2012
KW  - New York City Transit Authority
KW  - Oversight
KW  - Procurement
KW  - Public transit
KW  - Public Transportation Emergency Relief Program
KW  - U.S. Federal Transit Administration
UR  - https://www.oig.dot.gov/sites/default/files/FTA%20Oversight%20of%20Hurricane%20Sandy%20Relief%20Funds_Final%20Report%5E7-21-16.pdf
UR  - https://trid.trb.org/view/1420184
ER  - 

TY  - RPRT
AN  - 01605606
AU  - Department of Transportation
TI  - Improvements Needed in DOT’s Process for Identifying Unfair or Deceptive Practices in Airline Frequent Flyer Programs
PY  - 2016/06/16/Audit Report
SP  - 15p
AB  - For more than 30 years, airlines have offered frequent flyer programs to encourage travel on their respective airlines and secure customer loyalty. An estimated 630 million members are currently enrolled in various frequent flyer programs worldwide, with over 300 million members enrolled in U.S. air carrier programs. In a July 2014 letter and subsequent conversation with the Office of Inspector General (OIG) office, Representative Alan Grayson expressed multiple concerns with airlines’ frequent flyer programs, such as changes to frequent flyer programs with little to no notice, the devaluation of frequent flyer awards and benefits over time, and the availability of award seats. The Department of Transportation (DOT) requires that airlines disclose their frequent flyer program rules in their customer service plans. Moreover, DOT has authority to investigate unfair and deceptive practices and unfair methods of competition in air transportation, including consumer complaints regarding the rights of passengers who hold frequent flyer miles. Accordingly, OIG initiated this audit to review: (1) DOT’s oversight of air carriers’ compliance with frequent flyer program disclosure requirements, (2) DOT’s process for reviewing passenger complaints regarding unfair and deceptive practices, and (3) airlines’ practices regarding the availability of award seats and valuation of frequent flyer miles. To conduct our work, OIG met with DOT and airline officials and reviewed their processes for reviewing and resolving consumer frequent flyer complaints. OIG is making recommendations for DOT to improve its process for reviewing consumer complaints for unfair and deceptive practices. OIG also encourages air carriers to be more transparent with award-seat availability and redemption information.
KW  - Airlines
KW  - Compliance
KW  - Customer satisfaction
KW  - Frequent flyer programs
KW  - Oversight
KW  - U.S. Office of the Secretary of Transportation
KW  - United States
UR  - https://www.oig.dot.gov/sites/default/files/DOT%20Oversight%20of%20Airline%20Frequent%20Flyer%20Programs_Final%20Report%206-16-16.pdf
UR  - https://trid.trb.org/view/1415573
ER  - 

TY  - RPRT
AN  - 01603569
AU  - Department of Transportation
TI  - FAA Lacks Sufficient Oversight of the Aircraft Rescue and Fire Fighting Program
PY  - 2016/05/31/Audit Report
SP  - 27p
AB  - In July 2013, Asiana Flight 214 crashed on final approach into San Francisco International Airport, resulting in three fatalities and drawing attention to the importance of emergency response at US airports. In its report on the accident, the National Transportation Safety Board highlighted safety issues related to the training and staffing of aircraft rescue and firefighting (ARFF) personnel and the Federal Aviation Administration's (FAA’s) oversight of emergency response services. As a result, the Office of Inspector General (OIG) initiated an audit to assess FAA’s oversight of its ARFF program. While FAA has provided approximately $750 million since 2004 to fund ARFF buildings, facilities, vehicles, and equipment, the audit identified several challenges related to the Agency’s oversight and enforcement in this area. For example, FAA inspectors did not consistently review airports’ compliance with ARFF regulations and policy. FAA has also not sufficiently investigated potentially serious violations of ARFF requirements or reported enforcement data to its own database, as required by FAA policy, in part there is no guidance that clearly delineates when a violation should be investigated. In addition, the Agency either lacks policies regarding key components of the ARFF program—e.g., the review of vehicle maintenance records—or the policies are not robust enough to make them effective. In one case, FAA issued guidance to airports that conflicted with FAA regulations. Finally, FAA’s policies and guidance on ARFF training are voluntary and do not establish required standards for content, length, and methods of teaching. OIG made 10 recommendations to help FAA improve its oversight and enforcement of emergency response services at the Nation’s airports.
KW  - Air transportation crashes
KW  - Airport operations
KW  - Aviation safety
KW  - Compliance
KW  - Disasters and emergency operations
KW  - Fire fighting
KW  - Oversight
KW  - Policy, legislation and regulation
KW  - Recommendations
KW  - U.S. Federal Aviation Administration
KW  - Vehicle occupant rescue
UR  - https://www.oig.dot.gov/library-item/33321
UR  - https://trid.trb.org/view/1410319
ER  - 

TY  - RPRT
AN  - 01603568
AU  - Department of Transportation
TI  - FAA Lacks Adequate Controls to Accurately Track and Award its Sole-Source Contracts
PY  - 2016/05/09/Audit Report
SP  - 24p
AB  - In March 2009, the President issued a memorandum directing the Office of Management and Budget (OMB) to develop and issue Government-wide guidance governing the use and oversight of sole-source contracts. Accordingly, in July 2009 OMB directed all Federal agencies to reduce the amount of dollars obligated on noncompetitive contracts, including sole-source contracts. Sole-source contracts can be used when only one contractor is capable of delivering the goods or services needed and, therefore, it is not feasible to obtain competitive bids. However, these types of contracts are considered high-risk and can result in wasted taxpayer resources, poor contractor results, and inadequate accountability. Since 2009, Congress has required Federal agencies to report annually to the Senate and House Appropriations Committees on their sole-source contracting actions. According to the U.S. Department of Transportation’s (DOT) annual reports to Congress on sole-source contracts, the Federal Aviation Administration (FAA)—which awards more contract dollars annually than any other Operating Administration in the Department—accounted for approximately 65 percent of DOT’s sole-source awards between fiscal years 2008 and 2013. The Office of Inspector General (OIG) audit objectives were to (1) assess FAA’s actions since OMB’s 2009 directive to reduce the use of sole-source contracts, including follow-on contracts to sole-source awards, and (2) determine whether FAA’s practices prior to award of sole-source contracts comply with FAA’s Acquisition Management System (AMS) requirements. OIG reviewed a statistical sample of 34 sole-source contracts  from a universe of  377 contracts awarded between fiscal year 2012 and April 2015 to determine whether FAA complied with AMS policy and guidance. The results of the review allowed OIG to project the total estimated value of sole-source contracts in the universe that did not fully comply with key pre-award procurement practices required by AMS.
KW  - Compliance
KW  - Contract administration
KW  - Oversight
KW  - Policy
KW  - Procurement
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Sole-Source%20Contracts_Final%20Report%5E5-9-16.pdf
UR  - https://trid.trb.org/view/1411466
ER  - 

TY  - RPRT
AN  - 01600773
AU  - Turkan, Yelda
AU  - Laflamme, Simon
AU  - Tan, Liangyu
AU  - Iowa State University, Ames
AU  - Midwest Transportation Center
AU  - Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Terrestrial Laser Scanning-Based Bridge Structural Condition Assessment
PY  - 2016/05//Final Report
SP  - 37p
AB  - Objective, accurate, and fast assessment of a bridge’s structural condition is critical to the timely assessment of safety risks. Current practices for bridge condition assessment rely on visual observations and manual interpretation of reports and sketches prepared by inspectors in the field. Visual observation, manual reporting, and interpretation have several drawbacks, such as being labor intensive, subject to personal judgment and experience, and prone to error. Terrestrial laser scanners (TLS) are promising sensors for automatically identifying structural condition indicators, such as cracks, displacements, and deflected shapes, because they are able to provide high coverage and accuracy at long ranges. However, limited research has been conducted on employing laser scanners to detect cracks for bridge condition assessment, and the research has mainly focused on manual detection and measurement of cracks, displacements, or shape deflections from the laser scan point clouds. This research project proposed to measure the performance of TLS for the automatic detection of cracks for bridge structural condition assessment. Laser scanning is an advanced imaging technology that is used to rapidly measure the three-dimensional (3D) coordinates of densely scanned points within a scene. The data gathered by a laser scanner are provided in the form of point clouds, with color and intensity data often associated with each point within the cloud. Point cloud data can be analyzed using computer vision algorithms to detect cracks for the condition assessment of reinforced concrete structures. In this research project, adaptive wavelet neural network (WNN) algorithms for detecting cracks from laser scan point clouds were developed based on the state-of-the-art condition assessment codes and standards. Using the proposed method for crack detection would enable automatic and remote assessment of a bridge’s condition. This would, in turn, result in reducing the costs associated with infrastructure management and improving the overall quality of infrastructure by enhancing maintenance operations.
KW  - Algorithms
KW  - Bridges
KW  - Condition surveys
KW  - Cracking
KW  - Flaw detection
KW  - Lasers
KW  - Performance measurement
KW  - Structural health monitoring
UR  - http://lib.dr.iastate.edu/intrans_reports/199
UR  - http://www.intrans.iastate.edu/research/documents/research-reports/TLS-based_bridge_assessment_w_cvr.pdf
UR  - http://ntl.bts.gov/lib/59000/59200/59239/viewcontent2.pdf
UR  - https://trid.trb.org/view/1409218
ER  - 

TY  - RPRT
AN  - 01600201
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Failure Investigation Report: Plains Pipeline, LP, Line 901, Crude Oil Release, May 19, 2015, Santa Barbara County, California
PY  - 2016/05
SP  - 510p
AB  - At approximately 10:55 a.m. Pacific Daylight Time (PDT) on May 19, 2015, the Plains Pipeline, LP (Plains), Line 901 pipeline in Santa Barbara County, California, ruptured, resulting in the release of approximately 2,934 barrels (bbl) of heavy crude oil. An estimated 500 bbl of crude oil entered the Pacific Ocean. Line 901 is a 24-inch diameter buried, insulated pipeline which extends approximately 10.7 miles in length and transports heated crude oil from Exxon Mobil’s storage tanks in Las Flores Canyon westward to Plains’ Gaviota Pumping Station. On May 21, 2015, the Pipeline and Hazardous Materials Safety Administration (PHMSA), a regulatory agency within the U.S. Department of Transportation, issued a Corrective Action Order (CAO) that required the operator to shut down Line 901. Concurrent with the issuance and implementation of the CAO, PHMSA conducted an investigation to identify causal factors that contributed to the occurrence and size of the crude oil release. As the failure investigation progressed, the CAO was amended to address additional safety concerns that were identified. On June 18, 2015, Line 901 was purged and filled with inert nitrogen to enhance safety during the investigation and development of a remedial action plan. No fatalities or injuries occurred as a result of this rupture and release. The spill resulted in substantial damage to natural habitats and wildlife. PHMSA’s findings indicate that the proximate or direct cause of the Line 901 failure was external corrosion that thinned the pipe wall to a level where it ruptured suddenly and released heavy crude oil. PHMSA’s investigation identified numerous contributory causes of the rupture, including: (1) Ineffective protection against external corrosion of the pipeline; (2) Failure by Plains to detect and mitigate the corrosion; and (3) Lack of timely detection of and response to the rupture.
KW  - Corrosion
KW  - Failure analysis
KW  - Oil spills
KW  - Pipeline safety
KW  - Santa Barbara County (California)
UR  - http://www.phmsa.dot.gov/staticfiles/PHMSA/DownloadableFiles/Files/PHMSA_Failure_Investigation_Report_Plains_Pipeline_LP_Line_901_Public.pdf
UR  - https://trid.trb.org/view/1408287
ER  - 

TY  - RPRT
AN  - 01599863
AU  - Department of Transportation
TI  - FRA Lacks Guidance on Overseeing Compliance with Bridge Safety Standards
PY  - 2016/04/21/Audit Report
SP  - 25p
AB  - As required by law, the Federal Railroad Administration (FRA) issued a rule on Bridge Safety Standards in 2010 that requires railroad track owners to implement bridge management programs that include procedures for determining bridge load capacities and inspecting bridges. In light of congressional interest and because public and railroad employee safety depends on the structural integrity of bridges, the U.S. Department of Transportation Office of Inspector General (OIG) conducted this audit. The objective was to assess FRA’s oversight for ensuring that track owners’ bridge management programs comply with FRA’s rule on bridge safety. Specifically, OIG examined FRA’s processes for (1) prioritizing track owners for bridge safety reviews, and (2) conducting bridge safety reviews and following up on identified issues of non-compliance. To conduct this work, OIG visited bridge sites; interviewed FRA and track owners’ officials; and examined bridge management programs and supporting documents. OIG contracted with the U.S. Army Corps of Engineers (Corps) to provide expert technical support and review aspects of track owners’ bridge safety practices. OIG analyzed statistical samples of track owners and bridges, but OIG is not making projections regarding the universe of regulated entities or structures. OIG found that FRA has not developed guidance on prioritization of track owners for bridge safety reviews nor developed guidance for its specialists on conducting bridge safety reviews. Six recommendations are included to improve FRA’s oversight of railroad bridge safety.
KW  - Bridge management systems
KW  - Bridges
KW  - Compliance
KW  - Oversight
KW  - Railroads
KW  - Recommendations
KW  - Safety
KW  - Standards
KW  - U.S. Federal Railroad Administration
UR  - https://www.oig.dot.gov/sites/default/files/FRA%20Oversight%20of%20Railroad%20Bridge%20Safety_Final%20Report%5E4-21-16.pdf
UR  - https://trid.trb.org/view/1408158
ER  - 

TY  - RPRT
AN  - 01599290
AU  - Department of Transportation
TI  - FTA Monitored Grantees’ Corrective Actions, but Lacks Policy and Guidance to Oversee Grantees with Restricted Access to Federal Funds
PY  - 2016/04/12/Audit Report
SP  - 16p
AB  - In fiscal year 2015, Congress provided the Federal Transit Administration (FTA) with over $10 billion for grant funding to State, local, and tribal governments; public and private transit operators; and other grantees to support public transit infrastructure and operations. More than 2,000 urban and rural transit operators receive FTA grants funds and technical assistance. After awarding a grant, FTA is responsible for ensuring grantees meet the terms of the grant agreements and conduct grant activities in accordance with Federal laws and regulations. If FTA becomes aware that a grantee has a significant internal control weakness or does not comply with Federal requirements, the Agency can temporarily restrict the grantee’s access to Federal grant funds. From October 2010 through March 2014, FTA restricted access to Federal funds for 35 grantees for a variety of reasons, including unauthorized funding sources and inadequate competition for major procurements. In fiscal year 2013, these 35 grantees received over $1.7 billion in FTA grant funding. Given the higher risks posed by grantees on Federal funding restrictions, the Office of Inspector General (OIG) assessed whether FTA has effective oversight procedures to ensure that at-risk transit agencies take corrective actions to address internal control weaknesses identified in financial management reviews. To conduct the audit work, OIG assessed FTA’s policies and procedures for overseeing grantees, restricting at-risk grantees’ access to Federal funding, monitoring and closing grantee corrective actions, and following up on grantees after FTA lifts their Federal funding restrictions. For the review, OIG selected 3 of the largest grantees—Chicago Metra, Miami-Dade Transit (MDT), and Washington Metropolitan Area Transit Authority (WMATA)—out of the universe of 35 grantees that FTA placed under Federal funding restriction between October 2010 and March 2014. OIG also interviewed FTA officials, FTA’s oversight contractors, and the three selected grantees.
KW  - Grant aid
KW  - Oversight
KW  - Policy
KW  - Public transit
KW  - Risk management
KW  - U.S. Federal Transit Administration
UR  - https://www.oig.dot.gov/sites/default/files/FTA%20Oversight%20of%20At-Risk%20Grantees%5E4-12-16.pdf
UR  - https://trid.trb.org/view/1406499
ER  - 

TY  - RPRT
AN  - 01599272
AU  - Vachal, Kimberly
AU  - Upper Great Plains Transportation Institute
AU  - Mountain-Plains Consortium
AU  - Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Analysis of Risk Factors in Severity of Rural Truck Crashes
PY  - 2016/04
SP  - 38p
AB  - Trucks are a vital part of the logistics system in North Dakota. Recent energy developments have generated exponential growth in the demand for truck services. With increased density of trucks in the traffic mix, it is reasonable to expect some increase in the number of crashes. Analysis shows however, that the crash-injury risk associated with trucks cannot be explained solely with the traffic growth. Recent crash data has been analyzed to better understand characteristics and contributing factors in truck-involved crash events. Comparisons of truck-involved crashes to those not involving trucks show aspects of the crashes differ. In addition, multivariate models of three driver groups were defined, including truck drivers in multiple-vehicle crashes, other vehicle drivers in multiple-vehicle crashes, and truck drivers in single-vehicle crashes. Results reveal several predictors significantly associated with an increased likelihood for severe driver injury outcomes. Seat belt use was a significant predictor for severe injury likelihood in all models. Failure to stop or yield, rollover event, multiple truck involvement, curves and intersections were associated with increased likelihood for severe injury to truck drivers. Severe injury to other drivers in truck-involved crashes was associated with alcohol or drug involvement, head-on and sideswipe collisions, rollover event, weather and distracted driving. Findings largely were consistent with previous findings indicating some differences among driver group injury predictors. Understanding factors associated with increased likelihood for severe injury by driver group can encourage targeted interventions and countermeasures, which will them improve safety by reducing incidence of severe injury crashes involving trucks. Insight into truck crashes may allow drivers and businesses to identify areas for safety performance improvement.
KW  - Crash characteristics
KW  - Crash data
KW  - Crash severity
KW  - Data analysis
KW  - Drivers
KW  - Injury severity
KW  - Multiple vehicle crashes
KW  - North Dakota
KW  - Rural areas
KW  - Single vehicle crashes
KW  - Truck crashes
UR  - http://www.ugpti.org/resources/reports/downloads/mpc16-308.pdf
UR  - http://ntl.bts.gov/lib/59000/59300/59354/mpc16-308.pdf
UR  - https://trid.trb.org/view/1407335
ER  - 

TY  - RPRT
AN  - 01597286
AU  - Ong, Say Kee
AU  - Wang, Kejin
AU  - Ling, Yifeng
AU  - Shi, Guyu
AU  - Iowa State University, Ames
AU  - Midwest Transportation Center
AU  - Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Pervious Concrete Physical Characteristics and Effectiveness in Stormwater Pollution Reduction
PY  - 2016/04//Final Report
SP  - 60p
AB  - The objective of this research was to investigate the physical/chemical and water flow characteristics of various pervious concrete mixes made of different concrete materials and their effectiveness in attenuating water pollution. Four pervious concrete mixes were prepared with Portland cement and with 15% cementitious materials (slag, limestone powder, and fly ash) as a Portland cement replacement. All four pervious concrete mixtures had acceptable workability. The unit weight of the fresh pervious concrete mixtures ranged from 115.9 lb/yd³ to 119.6 lb/yd³ , while the 28 day compressive strength of the pervious concrete mixes ranged from 1858 psi (mix with 15% slag) to 2285 psi (pure cement mix). The compressive strength generally increased with unit weight and decreased with total porosity (air void ratio). The permeability of the four mixes generally decreased with unit weight and increased with total porosity. The permeability coefficients ranged from 340 in./hr for the pure cement mix to 642 in./hr for the mix with 15% slag. The total porosities of the four pervious concrete mixes ranged from 24.00% (mix with 15% slag) to 31.41% (pure cement mix) as measured by the flatbed scanner test method, while the porosities ranged from 18.93% (mix with 15% slag) to 24.15% (pure cement mix) as measured by the RapidAir method. The total porosities of the four pervious concrete mixes measured by the flatbed scanner method were higher than those measured by the Rapid Air method, but the specific surface areas measured by the flatbed scanner method were all lower than those measured by the Rapid Air method. For the pollution abatement experiments, mixes with fly ash and limestone powder removed about 30% of the input naphthalene concentration, while the mix with slag only removed 0.5% of the influent naphthalene concentration. The water volume balance showed that less than 1% of the water added was retained in the experimental column setup.
KW  - Admixtures
KW  - Compressive strength
KW  - Permeability
KW  - Pollution control
KW  - Porosity
KW  - Porous pavements
KW  - Portland cement
KW  - Runoff
KW  - Waste products
KW  - Workability
UR  - http://lib.dr.iastate.edu/intrans_reports/197/
UR  - http://www.intrans.iastate.edu/research/documents/research-reports/pervious_concrete_in_stormwater_pollution_reduction_w_cvr.pdf
UR  - http://ntl.bts.gov/lib/59000/59200/59228/viewcontent1.pdf
UR  - https://trid.trb.org/view/1404917
ER  - 

TY  - RPRT
AN  - 01596789
AU  - Department of Transportation
TI  - FTA Did Not Adequately Verify PATH’s Compliance with Federal Procurement Requirements for The Salt Mitigation of Tunnels Project
PY  - 2016/03/28/Audit Report
SP  - 18p
AB  - In October 2012, Hurricane Sandy caused widespread damage to the transportation infrastructure in the mid-Atlantic and northeastern United States. In response, Congress enacted the Disaster Relief Appropriations Act of 2013 (DRAA) and appropriated over $10 billion to the Federal Transit Administration’s (FTA) Public Transportation Emergency Relief Program (ERP), which is intended to help States and public transportation systems fund recovery, relief, and resiliency efforts in response to an emergency, such as a hurricane. In June 2014, FTA awarded a grant to the Port Authority Trans-Hudson Corporation (PATH)— a rapid transit railroad serving northern New Jersey and Manhattan, NY—for a variety of repair, recovery, and resiliency projects. To date, the total value of the grant, including amendments, is $678 million—including about $310 million for the Salt Mitigation of Tunnels Project, which aims to repair salt water damage caused by Hurricane Sandy. As part of the DRAA mandate to support oversight of FTA’s Hurricane Sandy relief funds, the Office of Inspector General (OIG) evaluated whether FTA’s oversight was adequate to verify that PATH’s procurement practices for the Salt Mitigation of Tunnels Project comply with Federal requirements. To conduct this work, OIG reviewed contract files for all 20 of PATH’s Salt Mitigation Project awards issued between October 4, 2013, and June 24, 2015, which totaled $16.8 million. OIG also assessed FTA’s criteria and guidance for its ERP and Hurricane Sandy grant funding; evaluated FTA’s oversight reviews of PATH and the Salt Mitigation Project; and interviewed staff at FTA Headquarters, FTA Region 2, Port Authority, and PATH. It was determined that  FTA did not adequately verify that PATH’s procurement practices for the Salt Mitigation Project complied with FTA and other Federal requirements.
KW  - Compliance
KW  - Contract administration
KW  - Disaster Relief Appropriations Act
KW  - Grant aid
KW  - Oversight
KW  - Port Authority Trans-Hudson Corporation
KW  - Procurement
KW  - Project management
KW  - Rapid transit
KW  - Regulations
KW  - U.S. Federal Transit Administration
UR  - https://www.oig.dot.gov/sites/default/files/16-3-28_Salt_Final.pdf
UR  - https://trid.trb.org/view/1403663
ER  - 

TY  - RPRT
AN  - 01594698
AU  - Department of Transportation
TI  - Multiple DOT Operating Administrations Lack Effective Information System Disaster Recovery Plans and Exercises
PY  - 2016/03/03/Audit Report
SP  - 15p
AB  - Effective disaster recovery planning is critical to maintain information system safety and efficiency for the Department of Transportation (DOT)  and its Operating Administrations (OAs). The Office of Inspector General (OIG) initiated this audit to review the effectiveness of DOT’s disaster recovery plans and exercises. The objectives were to determine whether (1) DOT and its OAs have developed adequate disaster recovery plans for their key information systems and (2) DOT and its OAs conduct effective test exercises of these plans to ensure they will work in the event of a disruption. OIG determined that several of the Department’s OAs have not developed adequate disaster recovery plans for restoring key information systems. In addition, the Department’s OAs do not all conduct effective test exercises of their plans to ensure they will work in the event of a disruption. Nine recommendations are suggested to improve the effectiveness of disaster recovery planning and testing for DOT and its OAs.
KW  - Disasters and emergency operations
KW  - Information management
KW  - Information systems
KW  - Recommendations
KW  - System safety
KW  - Test procedures
KW  - U.S. Department of Transportation
UR  - https://www.oig.dot.gov/sites/default/files/DOT%20Disaster%20Recovery%20Plans%20and%20Exercises%20Final%20Report%5E3-3-16.pdf
UR  - https://trid.trb.org/view/1401814
ER  - 

TY  - RPRT
AN  - 01603661
AU  - Sun, Carlos
AU  - Edara, Praveen
AU  - Brown, Henry
AU  - Nemmers, Charles
AU  - Claros, Boris
AU  - Khezerzadeh, Amir
AU  - Zhang, Mengyuan
AU  - Nam, Kyoungmin (Andrew)
AU  - Berry, Jacob
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Midwest Transportation Center
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Crash Location Correction for Freeway Interchange Modeling
PY  - 2016/03//Final Report
SP  - 88p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) released a supplement to the Highway Safety Manual (HSM) in 2014 that includes models for freeway interchanges composed of segments, speed-change lanes and terminals. A necessary component to the use of HSM is having the appropriate safety-related data. However, a high percentage, approximately 75 percent, of interchange crashes on the Missouri Department of Transportation (MoDOT) Transportation Management System (TMS) systems are landed on an incorrect location within an interchange. For example, crashes are frequently placed in the midpoint of the ramp terminal instead of properly assigned to one of the two ramp terminals. Another example is crashes that are assigned to the freeway mainline when the crashes are related to ramps. In order to properly calibrate and use HSM freeway interchange models, the location of crashes needs to be corrected. The crash landing correction involves the visual inspection of crash images compiled by the Missouri State Highway Patrol. A detailed procedure was established along with a reviewer test so that crash correction can be conducted uniformly among multiple reviewers. A total of 10,897 crashes were reviewed, and 9,168 underwent detailed review and correction. Of the total, 1482 were partial cloverleaf crashes, 5086 were diamond interchange crashes, 780 were ramp crashes, and 1820 were speed-change lane crashes. The crash location correction process helped to eliminate the error rate of 69% associated with interchange crash locations. Any analyst can correct crash locations by following the procedure detailed in this report.
KW  - Crash data
KW  - Crash locations
KW  - Data collection
KW  - Freeways
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Information processing
KW  - Interchanges
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Ramps (Interchanges)
UR  - http://www.intrans.iastate.edu/research/documents/research-reports/crash_location_correction_for_freeway_interchange_modeling_w_cvr.pdf
UR  - https://library.modot.mo.gov/RDT/reports/TR201504/cmr16-010.pdf
UR  - https://trid.trb.org/view/1411461
ER  - 

TY  - RPRT
AN  - 01603637
AU  - Sun, Carlos
AU  - Edara, Praveen
AU  - Brown, Henry
AU  - Nemmers, Charles
AU  - Claros, Boris
AU  - Khezerzadeh, Amir
AU  - Zhang, Mengyuan
AU  - Nam, Kyoungmin (Andrew)
AU  - Berry, Jacob
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Midwest Transportation Center
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Safety Manual Applied in Missouri – Freeway/Software
PY  - 2016/03//Final Report
SP  - 280p
AB  - The American Association of State Highway and Transportation Officials' (AASHTO’s) Highway Safety Manual (HSM) facilitates the quantitative safety analysis of highway facilities. In a 2014 supplement, freeway facilities were added to the original HSM manual which allows the modeling of highway interchanges. This report documents the calibration of the most vital freeway interchange facility types in Missouri. These facility types include nine freeway interchange terminals, including diamond, partial cloverleaf, and full cloverleaf interchanges. The non-terminal facilities included entrance and exit speed-change lanes, and entrance and exit ramps. The calibrated facilities applied to both rural and urban locations. For each facility type, sample sites were randomly selected from an exhaustive master list. Four types of data were collected for each site: geometric, annual average daily traffic (AADT), traffic control, and crash. Crash data was especially noteworthy because of the crash landing problem, i.e. crashes were not located on the proper interchange facility. A significant companion crash correction project was undertaken involving the review of 12,409 crash reports, and the detailed review of 9,169 crash reports. Using the corrected data, 44 calibration values were derived for freeway terminal and non-terminal facilities. These values are the first reported freeway interchange calibration values since the release of the 2014 HSM supplement.
KW  - Calibration
KW  - Data collection
KW  - Freeways
KW  - Highway Safety Manual
KW  - Interchanges and intersections
KW  - Missouri
KW  - Ramps (Interchanges)
UR  - https://library.modot.mo.gov/RDT/reports/TR201405/cmr16-009.pdf
UR  - https://trid.trb.org/view/1411462
ER  - 

TY  - RPRT
AN  - 01596705
AU  - Alhasan, Ahmad
AU  - White, David J
AU  - Iowa State University, Ames
AU  - Midwest Transportation Center
AU  - Caterpillar, Incorporated
AU  - Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Earthwork Haul-Truck Cycle-Time Monitoring – A Case Study
PY  - 2016/03//Final Report
SP  - 58p
AB  - Recent developments in autonomous technologies have motivated practitioners to adopt new technologies in highway and earthwork construction projects. This project set out to (1) identify new and emerging autonomous earthwork technologies and (2) set up a field study to monitor site-level equipment operations at an earthmoving project. The results of the first part of this study are described in a separate report (2015 Conference on Autonomous and Robotic Construction of Infrastructure [CARCI]). The information reported herein presents the results of the site-level monitoring of an earthwork project, where the objective was to quantify haul truck cycle time. The site selected for monitoring was located in Johnston, Iowa, and required grading to build up a residential development. The project involved about 200,000 cubic yards of excavation and placement. Installing a storm sewer and digging a pond were also required for the project. The soils on site were of glacial origin and were generally classified as silty clays. Position tracking devices were installed on the equipment to monitor the time and position of the equipment for several days. Based on statistical analysis (non-parametric) of the haul cycle times for three haul trucks, the results are presented in terms of frequency distributions and accompanying statistical parameters. Recommendations are provided to build on this study so that additional earthwork sites can be evaluated to more broadly quantify the many factors affecting earthwork productivity.
KW  - Automatic vehicle location
KW  - Automatic vehicle monitoring
KW  - Case studies
KW  - Earthwork
KW  - Excavating equipment
KW  - Field studies
KW  - Global Positioning System
KW  - Iowa
KW  - Statistical analysis
KW  - Time duration
UR  - http://lib.dr.iastate.edu/intrans_reports/196/
UR  - https://trid.trb.org/view/1403673
ER  - 

TY  - RPRT
AN  - 01594587
AU  - Department of Transportation
TI  - FRA’s Oversight of Hazardous Materials Shipments Lacks Comprehensive Risk Evaluation and Focus on Deterrence
PY  - 2016/02/24/Audit Report
SP  - 24p
AB  - Due to the public safety risks that transporting crude oil and other hazardous materials pose, the Office of Inspector General (OIG) conducted this audit to assess the Federal Railroad Administration’s (FRA) enforcement of hazardous materials regulations using inspections and other tools. Specifically, OIG determined whether FRA (1) uses appropriate risk factors to allocate hazardous materials inspection resources; (2) provides sufficient guidance, tools, and training to hazardous materials inspectors; and (3) pursues civil and criminal penalties for violations of hazardous materials regulations. OIG reviewed documentation pertaining to FRA’s hazardous materials oversight activities, risk factors, and data. At three FRA regional offices, OIG observed hazardous materials inspections and facility audits. OIG conducted interviews with two other regional offices, FRA headquarters officials, and representatives from the Association of American Railroads and the American Short Line and Regional Railroad Association. It was determined that FRA has not conducted a comprehensive evaluation of risks associated with hazardous materials transportation that appropriately addresses national level risk. OIG is making recommendations to improve the risk assessments associated with allocating hazardous materials inspection resources, and address concerns about FRA’s use of civil penalties and lack of criminal case referrals to OIG.
KW  - Crude oil
KW  - Hazardous materials
KW  - Inspection
KW  - Jurisprudence and judicial processes
KW  - Oversight
KW  - Railroad transportation
KW  - Recommendations
KW  - Regulations
KW  - Resource allocation
KW  - Risk assessment
KW  - Risk management
KW  - U.S. Federal Railroad Administration
UR  - https://www.oig.dot.gov/sites/default/files/FRA%20Oversight%20of%20Hazmat%20by%20Rail_Final%20Report%5E2-24-16.pdf
UR  - https://trid.trb.org/view/1401177
ER  - 

TY  - RPRT
AN  - 01593943
AU  - Department of Transportation
TI  - Additional Efforts are Needed to Ensure NHTSA’s Full Implementation Of OIG’s 2011 Recommendations
PY  - 2016/02/24
SP  - 22p
AB  - In February 2010, the Office of Inspector General (OIG) initiated an audit of the National Highway Traffic Safety Administration’s (NHTSA) oversight of vehicle safety. This audit was prompted in part by congressional concerns about NHTSA’s handling of the Toyota Motor Corporation’s unintended acceleration recalls. In October 2011, OIG issued their report, which made 10 recommendations to enhance the ability of NHTSA’s Office of Defects Investigation (ODI) to identify and address potential vehicle safety defects and ensure it has the workforce and expertise needed to operate effectively. In February 2014, the General Motors Corporation (GM) began recalling vehicles for a defective ignition switch that unexpectedly moved from the “run” or “on” position to the “accessory” or “off” position, shutting down the engine and disabling power steering, power brakes, and air bags. Citing congressional concerns over NHTSA’s handling of the GM recall, the Secretary of Transportation requested in March 2014 that OIG assess NHTSA’s vehicle safety procedures related to the recall. The subsequent review of ODI’s pre-investigative procedures determined that ODI’s inadequate processes for collecting and analyzing vehicle safety data resulted in significant safety concerns being overlooked. Because of the importance of highway safety, OIG took this opportunity to assess NHTSA’s efforts to implement the recommendations from the 2011 report. This report presents the results of OIG's assessment of NHTSA’s efforts to implement its proposed actions to consistently address the 2011 recommendations.
KW  - Defects
KW  - Implementation
KW  - Office of Inspector General
KW  - Oversight
KW  - Recall campaigns
KW  - Recommendations
KW  - U.S. National Highway Traffic Safety Administration
KW  - Vehicle safety
UR  - https://www.oig.dot.gov/sites/default/files/NHTSA%20Implementation%20of%20OIG%20Recommendations_Final%5E2-24-16.pdf
UR  - https://trid.trb.org/view/1400748
ER  - 

TY  - RPRT
AN  - 01588720
AU  - Department of Transportation
TI  - FAA Reforms Have Not Achieved Expected Cost, Efficiency, and Modernization Outcomes
PY  - 2016/01/15/Audit Report
SP  - 34p
AB  - Over the past 2 decades, Congress has enacted legislation aimed at making the Federal Aviation Administration (FAA) a performance-based organization that would operate effectively and efficiently while improving the delivery of air traffic services and expediting modernization efforts. FAA has undergone several reorganizations in an effort to improve operational efficiency, deliver enhanced services to users, expedite delivery of new technologies, and reduce the Agency’s costs. The Chairman of the House Committee on Transportation and Infrastructure and the Chairman and Ranking Member of the House Aviation Subcommittee requested that the Office of Inspector General (OIG) assess FAA’s organizational structure, including FAA’s reforms over the past 2 decades. Accordingly, the objectives were to determine whether FAA reforms implemented since 1995 have (1) resulted in improved air traffic operations and reduced Agency costs, and (2) expedited the delivery of new technologies. OIG determined that while FAA has implemented the provisions of past reform legislation, these efforts have not achieved anticipated cost savings and operational efficiencies. FAA’s reforms have also fallen short in responding to legislation calling for improved delivery of new technologies and capabilities. OIG is making recommendations aimed at helping FAA improve its management of major acquisitions and better meet the outcome goals of its reforms.
KW  - Air traffic control
KW  - Costs
KW  - Evaluation and assessment
KW  - Legislation
KW  - Organizational effectiveness
KW  - Recommendations
KW  - Technological innovations
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Organizational%20Structure_Final%20Report%5E1-15-16.pdf
UR  - https://trid.trb.org/view/1396109
ER  - 

TY  - RPRT
AN  - 01592005
AU  - Department of Transportation
TI  - FAA Continues to Face Challenges in Ensuring Enough Fully Trained Controllers at Critical Facilities
PY  - 2016/01/11/Audit Report
SP  - 22p
AB  - The Federal Aviation Administration (FAA) employs more than 13,800 air traffic controllers and is planning to hire over 6,300 more in the next 5 years to keep pace with expected attrition. Ensuring adequate staffing and training for controllers is essential to maintain the efficiency of the National Airspace System (NAS), especially at the Nation’s most critical facilities—i.e., facilities that are the busiest, most complex, and critical to NAS operations based on the number of airlines and flights serving them, such as New York, Chicago, or Atlanta. In 2012, the Office of Inspector General (OIG) conducted a review of controller staffing and training at FAA’s most critical facilities and reported that enhanced oversight of staffing and training is needed to maintain continuity of air traffic operations at these facilities. OIG also reported that these facilities were facing a potential shortage of certified professional controllers (CPCs), as they had higher rates of controller retirement eligibility, controllers in training, and training attrition than the national average. In the Consolidated Appropriations Act of 2014, Congress directed OIG to conduct a follow-up review of FAA’s most critical facilities, with a focus on analyzing current and projected controller staffing levels at these facilities and how they compare to FAA’s staffing ranges and future staffing plans. Accordingly, the audit objectives were to determine (1) whether controller staffing levels at FAA’s most critical facilities are consistent with FAA’s plans, and (2) how training needs and pending retirements impact controller resources.
KW  - Air traffic controllers
KW  - Air transportation facilities
KW  - Selection and appointment
KW  - Training
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Controller%20Staffing%20at%20Critical%20Facilities%5E1-11-16.pdf
UR  - https://trid.trb.org/view/1398037
ER  - 

TY  - RPRT
AN  - 01590452
AU  - Department of Transportation
TI  - Enhanced FAA Oversight Could Reduce Hazards Associated with Increased Use of Flight Deck Automation
PY  - 2016/01/07/Audit Report
SP  - 21p
AB  - The former Ranking Members of the House Transportation and Infrastructure Committee and its Subcommittee on Aviation requested that the Office of Inspector General (OIG)  evaluate the effectiveness of the Federal Aviation Administration’s (FAA) oversight of pilot training for using and monitoring automated flight deck systems. Accordingly, the audit objectives were to (1) determine whether FAA has established requirements governing the use of flight deck automation and (2) identify FAA’s process for ensuring that air carrier pilots are trained to use and monitor these systems while also maintaining proficiency in manual flight operations. To conduct this work, OIG interviewed FAA officials responsible for aviation safety and pilot training. OIG also visited nine randomly selected Part 121 air carriers representing both large and small operations and their respective FAA oversight offices.
KW  - Air pilots
KW  - Airlines
KW  - Automation
KW  - Aviation safety
KW  - Flight decks
KW  - Oversight
KW  - Training
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Flight%20Decek%20Automation_Final%20Report%5E1-7-16.pdf
UR  - https://trid.trb.org/view/1397357
ER  - 

TY  - RPRT
AN  - 01600763
AU  - Garber, David
AU  - Gull, Jawad
AU  - Sheifiefar, Mohammadreza
AU  - Rezaei, Nazanin
AU  - Florida International University, Miami
AU  - Accelerated Bridge Construction University Transportation Center (ABC-UTC)
AU  - Department of Transportation
TI  - Compilation of Accelerated Bridge Construction (ABC) Bridges
PY  - 2016/01//Final Report
SP  - 38p
AB  - Development of accelerated bridge construction (ABC) technologies has been occurring across the country, many times in isolation. Although the Federal Highway Administration (FHWA) and others have worked to facilitate communication between these efforts, there was not a comprehensive resource to aid designers in selecting an appropriate technology for a particular project. The work of this project expanded and enhanced the existing FHWA ABC project database resources. The main objective of the project was to compile information on existing ABC technologies and present the information in a manner useful to designers. The compilation includes all bridge types constructed of any material using ABC. Alternatives and objective information is provided, allowing the end user to make informed decisions regarding the suitability of particular technologies in particular circumstances.
KW  - Bridge construction
KW  - Databases
KW  - State of the practice
KW  - Technological innovations
UR  - https://abc-utc.fiu.edu/wp-content/uploads/sites/52/2016/02/ABC_Project_Database_Final_Report_v1-1.pdf
UR  - https://trid.trb.org/view/1408859
ER  - 

TY  - RPRT
AN  - 01584257
AU  - Department of Transportation
TI  - Weaknesses in MARAD’s Management Controls for Risk Mitigation, Workforce Development, and Program Implementation Hinder the Agency’s Ability to Meet its Mission
PY  - 2015/12/10/Audit Report
SP  - 28p
AB  - The Office of Inspector General (OIG) initiated this audit to assess the United States Maritime Administration's (MARAD) management controls for (1) planning, performance measurement, and risk management; (2) organizational structure and workforce development; and (3) program implementation, monitoring, and oversight of core mission requirements. To conduct this work, OIG assessed MARAD’s management controls organization-wide and for five specific program areas: (1) National Defense Reserve Fleet (NDRF) Reserve Fleet Operations, (2) Historic Preservation Program, (3) Ship Disposal Program, (4) Vessel Transfer Office (VTO), and (5) Transportation Investment Generating Economic Recovery (TIGER) Grant Oversight. These program areas were selected based on MARAD’s risk assessments, congressional interest, and input from OIG investigators or previous audits
KW  - Grant aid
KW  - Historic preservation
KW  - Organization
KW  - Oversight
KW  - Performance measurement
KW  - Personnel development
KW  - Recommendations
KW  - Risk management
KW  - Strategic planning
KW  - Transportation Investment Generating Economic Recovery
KW  - U.S. Maritime Administration
UR  - https://www.oig.dot.gov/sites/default/files/MARAD%20Management%20Controls%20Final%20Report_12-10-15.pdf
UR  - https://trid.trb.org/view/1377953
ER  - 

TY  - RPRT
AN  - 01596777
AU  - Mundy, Ray A
AU  - Bao, Ken
AU  - Wood, Abby
AU  - University of Missouri, St. Louis
AU  - Midwest Transportation Center
AU  - Department of Transportation
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Cost-Benefit Analysis: Substituting Ground Transportation for Subsidized Essential Air Services
PY  - 2015/12//Final Report
SP  - 76p
AB  - Since the Airline Deregulation Act of 1978, the U.S. Department of Transportation (DOT) has been subsidizing air service to small rural communities through the Essential Air Service (EAS) program. The original intent of the program was to maintain some level of air service to rural communities that would otherwise not have any. The Rural Survival Act of 1996 established the permanence of the EAS program; the act was fueled by the idea that reliable air services are vital to local rural economies. This idea has been somewhat challenged in recent studies that found little to no economic impacts of air traffic. This project entertained the theory that intercity traffic volume, and not air traffic volume alone, is what affects the economic outcomes of certain geographical areas. A cost-benefit analysis of substituting subsidized air service with a subsidized ground service is presented and concludes that an intercity ground service network can create substantial cost savings on both a per round trip basis and a round trip-seat basis.
KW  - Air travel
KW  - Benefit cost analysis
KW  - Bus travel
KW  - Economic impacts
KW  - Essential Air Service program
KW  - Intercity travel
KW  - Rural areas
KW  - Rural travel
KW  - Savings
KW  - Shuttle service
KW  - Subsidies
UR  - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1186&context=intrans_reports
UR  - https://trid.trb.org/view/1403235
ER  - 

TY  - RPRT
AN  - 01596800
AU  - Smith, L Douglas
AU  - Xu, Liang
AU  - Wang, Ziyi
AU  - Pan, Deng
AU  - University of Missouri, St. Louis
AU  - University of Missouri, St. Louis
AU  - Midwest Transportation Center
AU  - Iowa State University, Ames
AU  - Lambert-St.Louis International Airport
AU  - Department of Transportation
AU  - Iowa Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Modeling Airside Operations at Major Airports for Strategic Decision Support
PY  - 2015/11//Final Report
SP  - 43p
AB  - Tens of billions of dollars are spent each year worldwide on airport infrastructure to promote safe, efficient, and environmentally friendly operations. Airport layouts, allocations of gates to carriers, and the manner of deploying ground equipment or personnel can dramatically affect passenger delays, fuel consumption, and air and noise pollution. Airport planners require reliable information about how different spheres of airport activity interact and how system performance would change with alterations to physical infrastructure or operating practices. The authors developed a discrete-event simulation model that can be used for strategic decisions regarding the provision and effective utilization of infrastructure needed for airside operations at major airports. The authors calibrated the model with detailed activity data for an entire year, verified its ability to represent essential spheres of activity, and illustrated its application to study system performance under several operating scenarios.
KW  - Airport planning
KW  - Airports
KW  - Airside operations
KW  - Calibration
KW  - Decision support systems
KW  - Infrastructure
KW  - Simulation
UR  - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1194&context=intrans_reports
UR  - https://trid.trb.org/view/1403231
ER  - 

TY  - RPRT
AN  - 01596688
AU  - Nix, Emma J
AU  - Mundy, Ray A
AU  - University of Missouri, St. Louis
AU  - Iowa State University, Ames
AU  - Midwest Transportation Center
AU  - Terminal Railroad Association of St. Louis
AU  - Iowa Department of Transportation
AU  - Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Economic Benefits of Additional Rail Bridge Capacity: A Case Study on the Benefits of Replacing the Merchants Bridge Main Spans at Saint Louis
PY  - 2015/11//Final Report
SP  - 64p
AB  - The Merchants Memorial Mississippi Rail Bridge and MacArthur Bridge over the Mississippi River make up the most heavily used Mississippi River rail crossing in the country. A large contributor to the popularity of the Merchants Bridge is its accessibility to all railroads. However, the bridge is 126 years old and in significant need of repair. Without improvements, the bridge will close in 2034 and all current traffic will be rerouted to longer routes, resulting in hundreds of extra miles traveled and more time spent. Repairing the bridge will cost approximately $250 million for construction, which includes the additional costs of closing the bridge during the repairs. However, the project is set to generate billions of dollars in cost savings in the coming decades. At a discount rate of 7%, improving the Merchants Bridge will lead to nearly $4.7 billion in net benefits over the next 20 years and approximately $6.6 billion in the next 30 years. These benefits will not only be realized by the transportation industry, they will help the entire region. Therefore, reconstructing the Merchants Bridge will generate economic benefits that will protect the most heavily used Mississippi River rail crossing and provide sizeable benefits to the public, at large.
KW  - Benefit cost analysis
KW  - Case studies
KW  - Economic benefits
KW  - Freight traffic
KW  - Railroad bridges
KW  - Rehabilitation (Maintenance)
KW  - Saint Louis (Missouri)
UR  - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1192&context=intrans_reports
UR  - https://trid.trb.org/view/1403229
ER  - 

TY  - RPRT
AN  - 01580998
AU  - Department of Transportation
TI  - FAA Lacks an Effective Staffing Model and Risk-Based Oversight Process for Organization Designation Authorization
PY  - 2015/10/15/Audit Report
SP  - 21p
AB  - The Federal Aviation Administration (FAA) created the Organization Designation Authorization (ODA) program in 2005 to standardize its oversight of organizations (e.g., manufacturers) that are approved to perform certain functions on its behalf. In June 2011, the Office of Inspector General (OIG) reported that FAA needed to improve its oversight of the ODA program, including better monitoring of ODA personnel and training of FAA engineers. Since then, the ODA program has continued to evolve. Currently, there are approximately 80 delegated authorities that approve work for FAA at airlines, aircraft manufacturers, and repair facilities. In May 2012, a joint Government-industry report recommended that FAA expand and fully use the program to help manage its workload and keep pace with emerging aviation technologies that require certification. Representative Peter DeFazio requested that OIG review FAA’s staffing and oversight of the ODA program’s delegated organizations. In particular, Representative DeFazio expressed concerns as to whether FAA has the resources and risk-based tools in place to provide effective oversight of the ODA program. Accordingly, the audit objectives were to assess FAA’s (1) process for determining staffing levels needed to conduct ODA oversight and (2) oversight of delegated organizations’ program controls.
KW  - Organizations
KW  - Oversight
KW  - Personnel management
KW  - Risk management
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Oversight%20of%20ODA%20Final%20Report%5E10-15-15.pdf
UR  - https://trid.trb.org/view/1373317
ER  - 

TY  - RPRT
AN  - 01576020
AU  - Hampton, Matthew E
AU  - Department of Transportation
TI  - There Are Significant Differences Between FAA and Foreign Countries' Processes for Operating Air Navigation Systems
PY  - 2015/09/02/Audit Report
SP  - 16p
AB  - The Chairman of the U.S. House of Representatives Committee on Transportation and Infrastructure, as well as the Chairman and Ranking Member of the Subcommittee on Aviation requested that the Office of Inspector General (OIG) assess the Federal Aviation Administration's (FAA's) organizational structure, including whether the structural and organizational reforms implemented by the Agency over the past 2 decades have improved its operational, technological, and cost effectiveness. They also requested that OIG examine how FAA’s organizational and financing structure compares with other nations’ structures. Based on this request, the objective of this audit was to compare the processes used by different countries to deliver air traffic services and implement new technologies. OIG also identified several factors that the Administration, Congress, and other stakeholders may wish to take into account if considering making future changes to FAA’s organizational and financing structures. The results of this audit, in brief, are as follows: The four countries we examined—Canada, the United Kingdom, Germany, and France—have separated their air traffic control functions from their safety oversight and regulatory functions. While safety and regulatory functions remain government-controlled, each nation has commercialized its air traffic control function into an air navigation service provider (ANSP) using various organizational structures. The ANSPs are financially self-supporting and finance their operations primarily through user fees, but also have borrowing authority for modernization and infrastructure projects. The ANSPs also do not embark on large-modernization efforts or conduct extensive aviation research and development. Rather, they implement new technologies incrementally, using a variety of methods, such as purchasing commercial-off-the-shelf technologies. As the Administration, Congress, and other stakeholders examine possible changes to FAA’s organizational and financing structures, there are several differences between the U.S. aviation system and other countries’ systems to consider, including the size and complexity of the U.S. system and differences in airport funding. Despite these differences, there are several lessons that can be learned from examining other nations’ experiences in separating their aviation functions, including issues related to maintaining safety oversight and transitioning to the new organization.
KW  - Air navigation service providers
KW  - Air traffic control
KW  - Canada
KW  - Financing
KW  - France
KW  - Germany
KW  - Implementation
KW  - Organizational structure
KW  - Technological innovations
KW  - U.S. Federal Aviation Administration
KW  - United Kingdom
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20and%20Foreign%20Countries%27%20Processes%20for%20Operarting%20Air%20Navigation%20Systems%20Final%20Report%5E9-2-15.pdf
UR  - https://trid.trb.org/view/1368542
ER  - 

TY  - RPRT
AN  - 01577507
AU  - Department of Transportation
TI  - FHWA's Fire Program is Addressing State Vulnerabilities, but Opportunities Exist to Make Improvements
PY  - 2015/09/01/Audit Report
SP  - 16p
AB  - In 2004, the Office of Inspector General (OIG) reviewed $1.3 billion in Federal-aid highway obligations and concluded that $284 million of them were no longer needed because they were associated with canceled, reduced scope, or completed projects. In response to that report and to ensure that funds are safeguarded against mismanagement, the Federal Highway Administration (FHWA) established the Financial Integrity Review and Evaluation (FIRE) Program in 2005. FHWA Division Offices annually conduct FIRE reviews that assess States’ management of Federal funds in key areas, such as inactive obligations and improper payments. Despite implementation of this program, OIG continues to periodically identify financial vulnerabilities in the highway program. For example, work conducted by independent auditors concluded that FHWA’s inactive project reviews, a key component of FHWA’s FIRE program, contributed to a material weakness in the Department of Transportation’s (DOT) consolidated financial statements for fiscal years 2011 and 2012. The auditors stated that personnel did not properly identify funds that were no longer needed for specific obligations. As a result, OIG reviewed FHWA’s FIRE Program to evaluate whether FHWA’s FIRE reviews (1) complied with agency policies and procedures and (2) were used effectively to address vulnerabilities. To conduct this audit, OIG visited 5 randomly selected Division Offices and reviewed supporting documentation for 10 FIRE program components conducted between October 2010 and September 2013. OIG interviewed staff involved in those components, as well as FHWA’s Office of the Chief Financial Officer (OCFO) and Resource Center Finance Services Team (RCFST) 3 members.
KW  - Evaluation
KW  - Financial analysis
KW  - Financial Integrity Review and Evaluation (FIRE) Program
KW  - Government funding
KW  - Recommendations
KW  - Risk analysis
KW  - States
KW  - U.S. Federal Highway Administration
UR  - https://www.oig.dot.gov/sites/default/files/FHWA%20FIRE%20Program%20Final%20Report%5E9-1-15.pdf
UR  - https://trid.trb.org/view/1370633
ER  - 

TY  - RPRT
AN  - 01576283
AU  - Department of Transportation
TI  - Efficiency of FAA's Air Traffic Control Towers Ranges Widely
PY  - 2015/08/20
SP  - 35p
AB  - Over fiscal years 2004 through 2013, total air traffic operations handled by Federal Aviation Administration (FAA) facilities declined by 19 percent, yet FAA’s operations budget increased by 0.6 percent. During this period, air traffic controller costs decreased by only 6.0 percent, while overtime hours grew by 12 percent. Citing concerns about controller productivity in light of declining aviation activity, the House Committee on Transportation and Infrastructure and its Aviation Subcommittee requested that the Office of Inspector General (OIG) assess FAA’s plans to enhance controller productivity, the factors that need to be addressed to achieve the expected benefits, and the estimated cost savings that could be achieved with improved controller productivity. OIG's prior audit of FAA’s controller productivity initiatives found that they did not achieve expected benefits or cost savings, with some actually increasing Agency costs. OIG also found that FAA does not regularly analyze the substantial operational and cost data generated by its numerous databases to determine if it could reduce costs or improve productivity. For this audit, OIG used FAA data to determine which air traffic control (ATC) towers operate relatively more or less efficiently based on comparisons with each other. Knowledge of which towers are operating relatively more or less efficiently can then be used to facilitate identification of the factors driving efficient performance. Consequently, the objective was to assess the relative efficiency of FAA ATC towers. Specifically, OIG (1) determined the extent to which efficiency varies across FAA ATC towers and (2) assessed the cost impacts of relative inefficiencies in FAA ATC tower operations.
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Airport control towers
KW  - Analysis
KW  - Costs
KW  - Productivity
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20ATC%20Towers%20Productivity%20Final%20Report_8-20-15.pdf
UR  - https://trid.trb.org/view/1367525
ER  - 

TY  - RPRT
AN  - 01576248
AU  - Department of Transportation
TI  - FAA Delays in Establishing a Pilot Records Database Limit Air Carriers' Access to Background Information
PY  - 2015/08/20/Audit Report
SP  - 17p
AB  - The 2010 Airline Safety and Extension Act (the Act) mandated that the Federal Aviation Administration (FAA) create a pilot records database (PRD) to ensure FAA and air carrier pilot records are retained for the life of the pilot and that air carriers review those records when making hiring decisions. The new database enhances the Pilot Records Improvement Act of 1996 (PRIA), which requires airlines to request 5 years of training records; Department of Transportation (DOT) drug and alcohol test results from previous employers; basic certificate and medical information from FAA, including enforcement actions taken against the pilot; and any violations reported to the national driver registry. Concerned about FAA’s progress in establishing the PRD, the Chairman and Ranking Member of the House Transportation and Infrastructure Aviation Subcommittee requested that the Office of Inspector General (OIG) update their previous work regarding FAA and the industry’s progress in implementing the new database. Accordingly, the audit objectives were to: (1) evaluate FAA’s progress in developing and implementing the PRD, and (2) determine what pilot records are available for air carriers to obtain and review for new applicants. To conduct this work, OIG interviewed FAA officials responsible for developing the database and maintaining existing pilot records at the Mike Monroney Aeronautical Center in Oklahoma. OIG also visited nine randomly selected Part 121 air carriers representing both large and small operations and their respective FAA oversight offices.
KW  - Air pilots
KW  - Airlines
KW  - Databases
KW  - Evaluation
KW  - Implementation
KW  - Recordkeeping
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Pilot%20Records%20Database%20Progress%20Final%20Report%5E8-20-15.pdf
UR  - https://trid.trb.org/view/1368919
ER  - 

TY  - RPRT
AN  - 01574014
AU  - Department of Transportation
TI  - FAA Has Not Effectively Deployed Controller Automation Tools That Optimize Benefits of Performance-Based Navigation
PY  - 2015/08/20/Audit Report
SP  - 26p
AB  - According to a September 2013 Government/industry report on Next Generation Air Transportation System (NextGen) priorities, optimizing the use of performance-based navigation (PBN) procedures should be the Federal Aviation Administration’s (FAA's) top NextGen priority. Although over 50 percent of major airlines’ aircraft are equipped and approved to use advanced PBN procedures, use of these procedures remains low. A key barrier to increasing PBN use and achieving benefits is FAA’s lack of automated tools that would allow air traffic controllers to effectively merge and sequence airport landings for arriving aircraft with differing equipment and capabilities. FAA has determined that using automated decision support tools to help space and sequence aircraft based on time rather than the traditional miles-based method increases traffic flow efficiency and can optimize benefits from PBN. Concerned with FAA’s long history of delays in deploying new systems for NextGen, the Chairmen and Ranking Members of the House Committee on Transportation and Infrastructure and the Subcommittee on Aviation requested that the Office of Inspector General (OIG) assess the Agency’s progress in developing and deploying these tools. Accordingly, OIG's audit objectives were to assess (1) FAA’s progress in developing and deploying new air traffic controller automation tools for managing PBN operations, and (2) the degree to which these tools meet air traffic controllers’ needs to improve PBN use.
KW  - Air traffic control
KW  - Aircraft pilotage
KW  - Assessments
KW  - Automation
KW  - Decision support systems
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - Optimization
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20Deployment%20of%20Controller%20Tools%20for%20PBN%20Final%20Report%5E8-20-15.pdf
UR  - https://trid.trb.org/view/1366743
ER  - 

TY  - RPRT
AN  - 01574103
AU  - Department of Transportation
TI  - FAA Has Not Effectively Implemented Repair Station Oversight in the European Union
PY  - 2015/07/16/Audit Report
SP  - 27p
AB  - With the expansion of international air service, air carriers in the United States increasingly rely on foreign repair stations to fulfill their maintenance needs. This is particularly true in Europe, where more than 400 repair stations certificated by the Federal Aviation Administration (FAA) perform work on U.S.-registered aircraft and components. Since 2003, the Office of Inspector General (OIG) has recommended that FAA strengthen its oversight of air carriers’ contracted maintenance providers by developing a comprehensive, standardized approach to repair station oversight and targeting inspector resources based on risk assessments. OIG conducted this audit at the request of Representative Peter DeFazio, Ranking Member of the House Committee on Transportation and Infrastructure and Representative John Garamendi. The Congressmen emphasized the importance of effective and proactive FAA oversight and expressed concerns over how risks, corrective action plans, and follow-up assessments are shared and coordinated among various aviation authorities under the new agreement. Accordingly, audit objectives were to (1) evaluate the effectiveness of FAA’s process to transfer oversight of EU repair stations to national aviation authorities and (2) assess the Agency’s process for monitoring FAA-certificated repair stations operating under the U.S./EU Aviation Safety Agreement to ensure they meet Agency standards.
KW  - Airlines
KW  - Aviation safety
KW  - European Union countries
KW  - Implementation
KW  - Oversight
KW  - Recommendations
KW  - Repair and maintenance businesses
KW  - Risk assessment
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20oversight%20of%20foreign%20repair%20stations.pdf
UR  - https://trid.trb.org/view/1363891
ER  - 

TY  - RPRT
AN  - 01571958
AU  - Department of Transportation
TI  - Weak internal controls for collecting delinquent debt put millions of DOT dollars at risk
PY  - 2015/07/09/Audit Report
SP  - 22p
AB  - Under Department of Treasury regulations, agencies are responsible for monitoring and servicing non-tax receivables owed to the Federal Government to ensure payments are received on time. The Department of Transportation (DOT) uses the Federal Aviation Administration’s (FAA) Enterprise Services Center (ESC) to collect and process most debt that has become delinquent. Under the Debt Collection Improvement Act (DCIA), an agency must refer eligible delinquent debts that it cannot collect within 180 days to the Department of Treasury for further collection action. The Office of Inspector General (OIG) conducted this audit to determine whether DOT takes comprehensive action to collect its delinquent debt, and refers eligible delinquent debts to Treasury in a timely manner. Specifically, OIG (1) identified DOT’s current delinquent debt and recent collections and any relevant trends and (2) assessed DOT’s debt collection and referral policies, procedures, and oversight. OIG found that DOT’s delinquent debt and collections are underreported.  While ESC is working to comply with Treasury’s delinquent debt collection requirements, DOT’s oversight and other internal controls are not sufficient to ensure full compliance with the Federal laws and regulations that have been designed to maximize collections of delinquent debt. Recommendations are made to help DOT strengthen its internal controls and improve the accuracy of reported data and its collection of delinquent debt.
KW  - Accounting
KW  - Administrative procedures
KW  - Debt
KW  - Oversight
KW  - Recommendations
KW  - Training
KW  - U.S. Department of Transportation
UR  - https://www.oig.dot.gov/sites/default/files/DOT%20Delinquent%20Debt%20Final%20Report%5E7-9-15.pdf
UR  - https://trid.trb.org/view/1363266
ER  - 

TY  - RPRT
AN  - 01570345
AU  - Department of Transportation
TI  - Inadequate Data and Analysis
Undermine NHTSA’s Efforts To Identify and
Investigate Vehicle Safety Concerns
PY  - 2015/06/18/Audit Report
SP  - 42p
AB  - Since February 2014, the General Motors Corporation (GM) has recalled 8.7 million vehicles in the United States due to an ignition switch that can unexpectedly move from the “run” or “on” position to the “accessory” or “off” position, shutting down the engine and disabling power steering, power brakes, and air bags. The National Highway Traffic Safety Administration’s (NHTSA) Office of Defects Investigation (ODI)—which is responsible for identifying and investigating potential vehicle safety issues and requiring recalls when warranted—looked at GM air bag non-deployments as a potential safety issue starting in 2007. However, it ultimately decided not to investigate the problem and never identified the ignition switch defect as the root cause. The Secretary of Transportation requested that the Office of Inspector General (OIG) assess NHTSA’s procedures for collecting, analyzing, and managing vehicle safety data and determine whether information on ignition switch issues or non-deploying air bags was available to NHTSA but not used in the GM defect analysis. This work examines information available to NHTSA prior to GM’s 2014 recall announcement and does not assess whether GM fully disclosed information on the ignition switch issue to NHTSA. Specifically, OIG assessed ODI’s procedures for (1) collecting vehicle safety data, (2) analyzing the data and identifying potential safety issues, and (3) determining which issues warrant further investigation. OIG also assessed how those procedures affected ODI’s handling of issues related to the GM ignition switch recalls.
KW  - Air bags
KW  - Data analysis
KW  - Data collection
KW  - Defects
KW  - General Motors Corporation
KW  - Ignition systems
KW  - Recall campaigns
KW  - U.S. National Highway Traffic Safety Administration
KW  - Vehicle safety
UR  - https://www.oig.dot.gov/sites/default/files/NHTSA%20Safety-Related%20Vehicle%20Defects%20-%20Final%20Report%5E6-18-15.pdf
UR  - https://trid.trb.org/view/1360885
ER  - 

TY  - RPRT
AN  - 01570612
AU  - Department of Transportation
TI  - FTA has not fully implemented key internal controls for Hurricane Sandy oversight and future emergency relief efforts
PY  - 2015/06/12
SP  - 28p
AB  - In October 2012, Hurricane Sandy caused widespread damage to the transportation infrastructure in the mid-Atlantic and northeastern sections of the United States. In response, the President signed the Disaster Relief Appropriations Act (DRAA), appropriating more than $10 billion to the Federal Transit Administration’s (FTA) Public Transportation Emergency Relief Program (ERP). The ERP was established to provide funds for states and public transportation systems to protect, repair, or replace assets damaged in an emergency, such as a natural disaster.   For this audit, the Office of Inspector General (OIG) focused on DRAA’s requirement for Federal agencies, including FTA, to employ internal control plans. The Office of Management and Budget (OMB) issued guidance for these plans, which stressed the need for rigorous oversight of Hurricane Sandy funds beyond standard business practices. The Department of Transportation's (DOT’s) internal control plan identified FTA’s strategies for mitigating potential risks for its new ERP. FTA also developed an ERP Grant Making and Grants Management Toolkit (ERP Toolkit), which included a Hurricane Sandy Oversight Plan. Accordingly, the audit objectives were to (1) determine if FTA has fully implemented the processes, including internal controls, it established to award and oversee projects receiving Hurricane Sandy funds; (2) determine whether FTA has effective controls in place to reduce the risk of it duplicating payments that Hurricane Sandy grantees receive from the Department of Homeland Security (DHS’s) Federal Emergency Management Agency (FEMA) and insurance companies; and (3) identify any issues that may have an impact on timely obligation and expenditure of FTA’s Hurricane Sandy funds.
KW  - Disaster relief
KW  - Disaster Relief Appropriations Act
KW  - Expenditures
KW  - Government funding
KW  - Hurricane Sandy, 2012
KW  - Oversight
KW  - U.S. Federal Transit Administration
UR  - https://www.oig.dot.gov/sites/default/files/FTA%20Hurricane%20Sandy%20Grant%20Award%20and%20Oversight%20Processes%20Final%20Report_6-12-15.pdf
UR  - https://trid.trb.org/view/1361876
ER  - 

TY  - RPRT
AN  - 01594597
AU  - Department of Homeland Security
TI  - TSA Can Improve Aviation Worker Vetting (Redacted)
PY  - 2015/06/04
SP  - 34p
AB  - The Department of Homeland Security Office of Inspector General (OIG) conducted this review to identify enhancements to the Transportation Security Administration's (TSA) vetting of workers with access to secure areas of commercial airports for links to terrorism, criminal history, and lawful status. OIG also assessed the accuracy and reliability of data TSA uses for vetting. OIG recommends that TSA request and review additional watchlist data, require that airports improve verification of applicants' right to work, revoke credentials when right to work expires, and improve the quality of vetting data. TSA concurred with the recommendations.
KW  - Airports
KW  - Aviation safety
KW  - Baggage screening
KW  - National security
KW  - Passenger screening
KW  - Passenger security
KW  - Personnel
KW  - Recommendations
KW  - Selection and appointment
KW  - U.S. Transportation Security Administration
UR  - https://www.oig.dhs.gov/assets/Mgmt/2015/OIG_15-98_Jun15.pdf
UR  - https://trid.trb.org/view/1401066
ER  - 

TY  - RPRT
AN  - 01563481
AU  - Department of Transportation
TI  - Volpe Did Not Fully Comply with Federal Requirements When Planning and Administering Its V-TRIPS Contract
PY  - 2015/04/08
SP  - 17p
AB  - The Volpe National Transportation Center (Volpe) is a Federal, fee-for-service organization within the U.S. Department of Transportation (DOT). Each year, Volpe spends approximately $260 million to perform a wide range of transportation-related systems research and applications development for DOT and other Federal and non-Federal sponsors. In carrying out this mission, the Center uses Volpe’s Transportation Information Project Support (V-TRIPS) contract—a 5-year, $234-million, multi-award service contract—to provide information technology (IT) support services. This audit was initiated to determine whether Volpe (1) awarded the V-TRIPS contract under competitive procedures and provided each awardee fair opportunities for subsequent task orders and (2) administers and oversees the contract in accordance with Federal and DOT acquisition regulations. After the Office of Inspector General (OIG) began this audit, they were informed that Volpe intends to replace V-TRIPS with a follow-on contract and will issue the request for proposal by the end of 2014. As a result, OIG divided the audit of V-TRIPS into two phases to accelerate reporting of issues that Volpe can consider when awarding its follow-on contract. At a later date, a second report will be issued that focuses specifically on Volpe’s accounting practices for the V-TRIPS contract.
KW  - Contract administration
KW  - Contractors
KW  - Information technology
KW  - John A. Volpe National Transportation Systems Center
KW  - Recommendations
KW  - Regulations
UR  - https://www.oig.dot.gov/sites/default/files/Volpe%20V-TRIPS%20Contract%20Final%20Report%20%5E4-8-15.pdf
UR  - https://trid.trb.org/view/1352250
ER  - 

TY  - RPRT
AN  - 01560953
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Delays in Meeting Statutory Requirement and Oversight Challenges Reduce FAA's Opportunities to Enhance HEMS Safety
PY  - 2015/04/08/Audit Report
SP  - 23p
AB  - Helicopter Emergency Medical Services (HEMS) operators play a critical role in the aviation industry by providing reliable and efficient transportation of patients to critical medical care facilities, often under challenging circumstances and environments. In 2012, through the Federal Aviation Administration (FAA) Modernization and Reform Act of 2012 (FMRA), Congress provided an important roadmap to enhance the safety of the HEMS industry, and FAA’s recently issued HEMS Rule is a good first step toward realization of FMRA goals. However, continued delays in finalizing the remaining mandates, involving data gathering, storing and reporting efforts, affect FAA’s ability to focus its accident reduction efforts and limit the effectiveness of safety initiatives. Additionally, until FAA updates key oversight policies and obtains meaningful safety data to analyze for trends, it will not be well positioned to effectively oversee a rapidly expanding HEMS industry.  Recommendations and Agency comments are included.
KW  - Air ambulances
KW  - Aviation safety
KW  - Crash data
KW  - Data analysis
KW  - Data collection
KW  - Emergency medical services
KW  - FAA Modernization and Reform Act of 2012
KW  - Helicopter transportation
KW  - Recommendations
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20HEMS%20Progress%20and%20Oversight%20Final%20Report%5E4-8-15.pdf
UR  - https://trid.trb.org/view/1351357
ER  - 

TY  - RPRT
AN  - 01560600
AU  - Department of Transportation
TI  - FRA Improved Its Guidance on High Speed Rail Grant Agreements, But Policies and Procedures for Amending and Monitoring Grants Remain Incomplete
PY  - 2015/04/01/Audit Report
SP  - 22p
AB  - In 2009 and 2010, Congress appropriated over $10 billion for the Federal Railroad Administration (FRA) High Speed Intercity Passenger Rail (HSIPR) program. Because of concerns that alternative matching arrangements may put Federal HSIPR funds at risk, the Chairman of the House Subcommittee on Railroads, Pipelines, and Hazardous Materials, House Transportation and Infrastructure Committee, requested that the Office of Inspector General (OIG) conduct an audit of FRA’s grant amendment and oversight processes. Accordingly, the audit objectives were to assess FRA’s policies and procedures for (1) amending HSIPR grants and (2) overseeing compliance with HSIPR grant requirements. To conduct its work, OIG reviewed FRA’s policies and procedures, and documentation relating to amendments and monitoring of the 5 largest grants that FRA had amended as of July 1, 2014. OIG also interviewed FRA officials responsible for amending and monitoring HSIPR grants. Briefly, it was found that FRA’s policies for amending and monitoring HSIPR agreements do not adequately address several issues, such as managing risk to HSIPR projects and documenting actions to address review findings. As a result, the Agency may place Federal funds dedicated to the creation of the Nation’s high speed rail transportation system at risk and make the system’s intended benefits more difficult to achieve. Several recommendations are made to the Federal Railroad Administrator.
KW  - Amendments
KW  - Auditing
KW  - Compliance
KW  - Grant aid
KW  - High speed rail
KW  - Monitoring
KW  - Office of Inspector General
KW  - Oversight
KW  - Policy
KW  - Procedures
KW  - Recommendations
KW  - U.S. Federal Railroad Administration
UR  - https://www.oig.dot.gov/sites/default/files/FRA%20HSIPR%20Grant%20Amendment%20and%20Oversight%20Processes%20Final%20Report%5E4-1-15.pdf
UR  - https://trid.trb.org/view/1350407
ER  - 

TY  - RPRT
AN  - 01558322
AU  - Department of Transportation
TI  - Program and Data Limitations Impede the Effectiveness of FAA's Hazardous Materials Voluntary Disclosure Reporting Program
PY  - 2015/03/15
SP  - 21p
AB  - The transportation of hazardous materials by air can present serious safety risks. To promote safety and incentivize carriers to comply with hazardous materials regulations, the Federal Aviation Administration (FAA) established the Hazardous Materials Voluntary Disclosure Reporting Program (HM VDRP) in 2006. Under the HM VDRP, air carriers can voluntarily disclose violations of specific hazardous materials regulations without receiving civil penalties. FAA’s policy is designed to encourage compliance with regulations, foster safe operating practices, and promote the development of internal evaluation programs by air carriers. However, the effectiveness of the HM VDRP depends on close monitoring by FAA to ensure the program is not misused. Given the seriousness of risks posed by hazardous materials in aviation, including the potential for accidents, the Office of Inspector General (OIG) initiated this audit of FAA’s oversight of the HM VDRP. The audit objectives were to determine whether FAA: (1) has an adequate framework to effectively carry out the HM VDRP, and (2) uses HM VDRP data to identify safety risks. OIG conducted this work in accordance with generally accepted Government auditing standards from September 2013 to January 2015.
KW  - Air transportation
KW  - Airlines
KW  - Aviation safety
KW  - Data analysis
KW  - Hazardous materials
KW  - Policy
KW  - Regulations
KW  - Risk analysis
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20HAZMAT%20Voluntary%20Disclosure%20Reporting%20Program%20Final%20Report%5E3-13-15.pdf
UR  - https://trid.trb.org/view/1347318
ER  - 

TY  - RPRT
AN  - 01563769
AU  - Bierling, David H
AU  - Kruse, C James
AU  - Trefz, Bradley A
AU  - Texas A&M Transportation Institute
AU  - Texas Department of Public Safety
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - South Texas I-35 HazMat Truck and Shipment Analysis: Devine, Texas
PY  - 2015/03
SP  - 34p
AB  - The Texas A&M Transportation Institute (TTI), with the assistance of the Texas Highway Patrol Commercial Vehicle Enforcement (CVE) Division of the Texas Department of Public Safety, collected truck and hazardous materials (HazMat) shipment data at CVE license and weight facilities on I-35 at Devine, Texas, in 2014. This location is between the Eagle Ford Shale region in South Texas and San Antonio, Texas, which has multiple refineries and crude oil transloading facilities. The data included information about trucks carrying HazMat shipments, and information about the shipments themselves. Data were collected using visual observations of trucks, fact-based interviews with truck operators, and from shipping documents. TTI evaluated the HazMat truck and shipment data to identify HazMat placard markings on trucks and the associated specific names of commodities transported, as well as special hazards including gas-forming water-reactive and toxic inhalation hazard materials. The assessment also describes general safety characteristics of companies whose trucks were included in the data collection using US Department of Transportation (DOT) safety data. Origin-destination pairs were also identified for northbound and southbound HazMat truckloads. A review of shipments originating from and destined for Mexico is also included.
KW  - Analysis
KW  - Data collection
KW  - Devine (Texas)
KW  - Hazardous materials
KW  - Interstate 35
KW  - Mexico
KW  - Origin and destination
KW  - Safety
KW  - Truck traffic
UR  - http://tti.tamu.edu/documents/TTI-2015-3.pdf
UR  - https://trid.trb.org/view/1353732
ER  - 

TY  - RPRT
AN  - 01556728
AU  - Department of Transportation
TI  - FHWA Effectively Oversees Bridge Safety, but Opportunities Exist to Enhance Guidance and Address National Risks
PY  - 2015/02/18/Audit Report
SP  - 18p
AB  - The former Ranking Member of the House Committee on Transportation and Infrastructure requested that the Office of Inspector General (OIG) assess the Federal Highway Administration's (FHWA’s) efforts to improve bridge safety. OIG undertook two audits to address this request. The first audit assessed FHWA’s implementation of bridge provisions in the Moving Ahead for Progress in the 21st Century Act and prior open OIG recommendations. For this second audit, the objectives were to assess whether (1) FHWA Division Offices are effectively using a data-driven, risk-based approach to oversee States’ bridge inspection programs and (2) FHWA Headquarters is identifying and addressing high-priority risks to bridge safety at the national level. OIG conducted this review in accordance with generally accepted Government auditing standards. To perform the work, OIG reviewed laws, regulations, and guidance pertaining to FHWA’s oversight of the National Bridge Inspection Standards (NBIS) and interviewed Federal and State officials. OIG also visited FHWA Division Offices and State departments of transportation (State DOT) in a statistical sample of six states: California, Florida, Mississippi, Oklahoma, Pennsylvania, and Wisconsin.
KW  - Highway bridges
KW  - Inspection
KW  - National Bridge Inspection Standards
KW  - Policy, legislation and regulation
KW  - Risk management
KW  - Safety
KW  - Standards
KW  - State departments of transportation
KW  - U.S. Federal Highway Administration
UR  - https://www.oig.dot.gov/sites/default/files/Bridge%20II%20Final_feb%2018.pdf
UR  - https://trid.trb.org/view/1345485
ER  - 

TY  - RPRT
AN  - 01551343
AU  - Department of Transportation
TI  - FMCSA Adequately Monitored Its NAFTA Cross-Border Trucking Pilot Program But Lacked a Representative Sample to Project Overall Safety Performance
PY  - 2014/12/10
SP  - 23p
AB  - Under the 1992 North American Free Trade Agreement (NAFTA), the United States and Mexico agreed to long-haul cross-border transportation of cargo and passengers between the two countries. Congress prohibited the Federal Motor Carrier Safety Administration (FMCSA) from processing Mexico-domiciled  motor carrier applications to operate beyond United States commercial zones until certain requirements are met and a pilot program for granting long-haul authority to Mexico-domiciled motor carriers has evaluated the potential impact on safety. FMCSA formally initiated the pilot program on October 14, 2011, and ended the program on October 10, 2014. The Office of Inspector General's (OIG's) audit objectives were to determine whether (1) Federal and State monitoring and enforcement activities are sufficient to ensure that participants in the pilot program are in compliance with all applicable laws and regulations, (2) the Department has established sufficient mechanisms to determine whether the pilot program is having any adverse effects on motor carrier safety, and (3) the pilot program consists of an adequate and representative sample of Mexico-domiciled carriers likely to engage in cross-border operations beyond the United States municipalities and commercial zones on the United States-Mexico border.
KW  - Border regions
KW  - Compliance
KW  - Law enforcement
KW  - Monitoring
KW  - Motor carriers
KW  - North American Free Trade Agreement
KW  - Trucking
KW  - Trucking safety
KW  - U.S. Federal Motor Carrier Safety Administration
KW  - United States-Mexico Border
UR  - https://www.oig.dot.gov/sites/default/files/NAFTA%20Pilot%20Final%20Report_508.pdf
UR  - https://trid.trb.org/view/1339974
ER  - 

TY  - RPRT
AN  - 01546164
AU  - Department of Transportation
TI  - Planning for High-Priority NextGen Capabilities Underway, but Much Work Remains for Full Realization of Benefits
PY  - 2014/11/20
SP  - 18p
AB  - In July 2013, the Federal Aviation Administration (FAA) tasked the NextGen Advisory Committee (NAC) to review the Agency’s current plans and activities affecting Next Generation Air Transportation System (NextGen) implementation and recommend investment priorities, citing uncertainty around funding for NextGen projects. In September 2013, the NAC delivered its report—providing FAA with industry’s highest priorities for NextGen primarily based on their benefits, technological maturity, and implementation readiness. Given the potential of the NAC’s report to shape the future of NextGen, the Chairmen and Ranking Members of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation requested that the Office of Inspector General (OIG) examine FAA’s response to the report. In this interim report, OIG identifies the steps FAA is taking to address the NAC’s recommended investment priorities. In addition, OIG identifies FAA’s initial challenges in achieving viable joint industry-Agency commitments. OIG will provide a separate report at a later time to evaluate FAA’s plans for implementing the prioritized NextGen capabilities.
KW  - Financing
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - Transportation planning
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20NAC%20Priorities%20Final%20Report%5E11-20-14.pdf
UR  - https://trid.trb.org/view/1332697
ER  - 

TY  - RPRT
AN  - 01546183
AU  - Department of Transportation
TI  - Top Management Challenges for Fiscal Year 2015
PY  - 2014/11/17
SP  - 38p
AB  - In this report, the Office of Inspector General identifies the Department of Transportation's top management challenges for fiscal year 2015, including their impact on safety, documented vulnerabilities, large dollar implications, and the ability of the Department to effect change in these areas: (1) Modernizing the National Airspace System and Addressing Organizational Challenges; (2) Enhancing Safety and Oversight of a Diverse and Dynamic U.S. Aviation Industry; (3) Increasing Efforts To Promote Highway, Vehicle, Pipeline, and Hazmat Safety; (4) Improving Oversight, Project Delivery, and System Performance of Surface Transportation Programs; (5) Leveraging Existing Funding Mechanisms To Finance Surface Transportation Projects in a Challenging Fiscal Environment; (6) Managing Acquisitions and Grants To Maximize Performance and Save Federal Funds; and (7) Securing Information Technology Resources.
KW  - Air transportation
KW  - Financing
KW  - Ground transportation
KW  - Information technology
KW  - Management
KW  - National Airspace System
KW  - Transportation safety
KW  - U.S. Department of Transportation
UR  - https://www.oig.dot.gov/sites/default/files/DOTs%20Top%20Management%20Challenges%20for%20FY%202015.pdf
UR  - https://trid.trb.org/view/1332692
ER  - 

TY  - RPRT
AN  - 01548626
AU  - Department of Transportation
TI  - FISMA 2014: DOT Has Made Progress But Significant Weaknesses in Its Information Security Remain
PY  - 2014/11/14
SP  - 48p
AB  - The Department of Transportation’s (DOT) operations rely on 458 information technology (IT) systems, nearly two-thirds of which belong to the Federal Aviation Administration (FAA). To protect Federal IT systems, the Federal Information Security Management Act of 2002 (FISMA) requires agencies to develop, document, and implement department wide information security programs. FISMA also requires program officials, chief information officers (CIO), and inspectors general to conduct annual reviews of their agencies’ information security programs, and report the results of these reviews to the Office of Management and Budget (OMB). Consistent with FISMA and OMB requirements, the Office of Inspector General's (OIG) audit objective was to determine the effectiveness of DOT’s information security program and practices for the 12-month period between August 1, 2013 and July 31, 2014. Specifically, OIG assessed DOT’s (1) information security policy and procedures; (2) enterprise-level information security controls; (3) system-level security controls; and (4) management of information security weaknesses.
KW  - Computer security
KW  - Federal Information Security Management Act of 2002
KW  - Information systems
KW  - Information technology
KW  - Security
KW  - U.S. Department of Transportation
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/DOT%20Information%20Security%20Program%20Final%20Report%5E11-14-14.pdf
UR  - https://trid.trb.org/view/1333213
ER  - 

TY  - RPRT
AN  - 01543001
AU  - Department of Transportation
TI  - Better Program Management and Oversight Are Required for USMMA's Efforts to Address Sexual Assault and Harassment
PY  - 2014/10/23/Audit Report
SP  - 30p
AB  - The U.S. Department of Transportation's (DOT’s) Maritime Administration (MARAD) operates the U.S. Merchant Marine Academy (USMMA), which is responsible for training midshipmen to become professional merchant marine officers. USMMA midshipmen must comply with prescribed disciplinary and honor systems, and the Academy must maintain a culture that does not tolerate sexual assault and harassment. The Duncan Hunter National Defense Authorization Act requires the Secretary of Transportation and the USMMA to address sexual assault and harassment at the Academy. By Congressional request the Office of Inspector General conducted a review to evaluate USMMA’s adherence to statutory requirements and implementation of its action plan. Briefly, the results of this review show that the USMMA has made progress in implementing its nine broad goals to reduce sexual assault and harassment—goals that are based on its 2009–2010 survey and included in the Academy’s initial action plan. The review also shows that since the Duncan Hunter Act took effect in October 2008, USMMA has not issued its reports for the first 4 academic program years (APYs) in a timely manner. A lack of clear oversight authority and responsibility undermine USMMA’s efforts to address sexual assault and harassment. To date, the Office of the Secretary of Transportation (OST) has not designated authority or assigned responsibility for overseeing USMMA’s Sexual Assault Prevention and Response (SAPR) program and for ensuring compliance with legislative requirements. Specifically, it has not delineated the SAPR program elements that are to be managed at the Department level and those that are to be managed by MARAD or USMMA. In addition, MARAD has not established clear lines of reporting or training requirements for key positions related to the Academy’s sexual assault and harassment prevention programs. Ultimately, there is no clear accountability for addressing and correcting program weaknesses. The Office of Inspector General is making recommendations related to USMMA’s achievement of the goals in its original action plan, the timeliness of the Academy’s annual reports, and oversight of the SAPR program.
KW  - Accountability
KW  - Auditing
KW  - Compliance
KW  - Duncan Hunter National Defense Authorization Act
KW  - Oversight
KW  - Prevention
KW  - Program management
KW  - Recommendations
KW  - Sexual Assault Prevention and Response program
KW  - Sexual harassment
KW  - U.S. Maritime Administration
KW  - U.S. Merchant Marine Academy
UR  - https://www.oig.dot.gov/sites/default/files/USMMA%20Sexual%20Assualt%20and%20Sexual%20Harassment%20Audit%20Report%5E10-23-14.pdf
UR  - https://trid.trb.org/view/1329065
ER  - 

TY  - RPRT
AN  - 01544649
AU  - Department of Transportation
TI  - FHWA’s Federal Lands Highway Program Lacks Adequate Processes for Thoroughly Evaluating Contract Bid Prices
PY  - 2014/10/09
SP  - 20p
AB  - The Federal Highway Administration (FHWA) is responsible for all Federal highway programs. Its Office of Federal Lands Highway (FLH) provides resources and technical assistance for public roads on Federal and tribal lands. FLH relies mainly on sealed bid contracting to award contracts for its road projects. Between October 2012 and September 2013, FLH awarded $305 million in fixed-price contracts—53 percent of FHWA’s total fixed-price contracts. The Office of Inspector General (OIG) conducted this audit between April 2013 and August 2014 in accordance with generally accepted Government auditing standards.  To conduct this work, OIG assessed FLH’s compliance with Federal regulations to ensure price reasonableness in awarding fixed price contracts under sealed bidding, including its procedures and practices for evaluating bids. Specifically, OIG reviewed Federal requirements, FHWA’s policies and procedures, and best practices. From a universe of 37 contract files, OIG analyzed 13 randomly selected contract files and interviewed FHWA and FLH personnel. OIG conducted work in Washington, DC, and FLH’s Division Offices. OIG found that FHWA lacks adequate procedures and practices to ensure that contracting personnel thoroughly evaluate bid prices for FLH’s contracts.
KW  - Best practices
KW  - Bids
KW  - Contract administration
KW  - Evaluation
KW  - Federal Lands Highway Program
KW  - Policy
KW  - Regulations
KW  - U.S. Federal Highway Administration
UR  - https://www.oig.dot.gov/sites/default/files/FHWA%20contract%20bid%20prices%20re%20Fed%20lands%20hwys%20508.pdf
UR  - https://trid.trb.org/view/1329740
ER  - 

TY  - RPRT
AN  - 01543080
AU  - Department of Transportation
TI  - Oversight Weaknesses Limit DOT's Ability to Ensure Passenger Protections During Long, On-Board Flight Delays
PY  - 2014/10/09/Audit Report
SP  - 26p
AB  - Airline passengers experienced over 2 million flight delays per year in 2012 and 2013. In the same time period, the number of domestic on-board delays reported by air carriers exceeding 3 hours more than doubled, from 41 to 84. While lengthy on-board delays are rare events, they cause passengers undue discomfort and inconvenience, particularly when the delay occurs on the tarmac with passengers on board the aircraft. Both Congress and the Department of Transportation (DOT) have taken steps to ensure that airlines are providing passengers the best service possible during these lengthy tarmac delays. Since 2000, the Office of Inspector General (OIG) has issued numerous recommendations to DOT to reduce the impact of flight delays and cancellations on air travelers. In response, DOT issued regulations in 2009 and 2011 to increase the accountability, enforcement, and protection afforded to air travelers by requiring airlines to establish contingency plans with assurances that provide for passenger comfort during long, on-board flight delays (LOBFDs). In addition, in 2012, the Federal Aviation Administration (FAA) Modernization and Reform Act (act) required airport operators to have contingency plans that contain a description of how they will provide an area that can be secured by U.S. Customs and Border Protection (Customs), and equipment to aid in passenger deplanement. As part of the act, Congress directed OIG to update its 2000 report as well as examine the impact of flight delays and cancellations on air travelers. Accordingly, the audit objective was to assess DOT’s oversight of airports’ and airlines’ compliance with contingency plans and other LOBFD requirements.  Specifically, OIG assessed DOT’s efforts to (1) review and approve airports’ and airlines’ contingency plans and (2) investigate potential violations and ensure implementation of LOBFD requirements. Briefly, OIG found that DOT has effectively reviewed and approved contingency plans submitted by U.S. airports and U.S. airlines. However, DOT’s efforts to investigate potential violations and ensure implementation of LOBFD requirements are limited by weaknesses in its investigation process and tarmac delay regulations. Specifically, DOT sometimes relies on responses from the airline to describe what occurred during a tarmac delay and whether the carrier met LOBFD regulations without collecting supporting evidence during its investigations. As a result, DOT may not have sufficient evidence for determining whether a violation occurred. In addition, weaknesses in DOT’s tarmac delay regulations make some LOBFD assurances difficult to implement and enforce. This report makes recommendations to improve DOT’s oversight of LOBFD  requirements.
KW  - Airlines
KW  - Airports
KW  - Compliance
KW  - Flight delays
KW  - On-board flight delays
KW  - Oversight
KW  - Passenger comfort
KW  - Passenger security
KW  - Quality of service
KW  - U.S. Department of Transportation
UR  - https://www.oig.dot.gov/sites/default/files/Long%20Onboard%20Flight%20Delays.pdf
UR  - https://trid.trb.org/view/1329092
ER  - 

TY  - ABST
AN  - 01566136
TI  - Infrastructure Resilience and Adaptation for Hurricanes in Coastal Areas
AB  - Sea level rise (SLR) is expected to have a significant impact on future coastal flooding in the greater Norfolk/Hampton Roads area, where global SLR estimates are on the order of 0.3 m by the 2050s and 1 m by the end of this century.  SLR is a concern for normal transportation activities but is particularly important under evacuation conditions when part of the network may be unavailable due to storm surge. The goals of this project are to: (1) understand how SLR impacts flooding, and in turn how this flooding impacts evacuation demand and performance and network connectivity, capacity, and vulnerability; (2) develop and apply a resilience assessment methodology for coastal areas; and (3) identify appropriate climate change adaptation strategies, evaluate their impacts on resilience and evacuation performance, and evaluate trade-offs among different strategies. Dr. Irish and her team provide critical inputs to the other investigators. They will use the well-known ADCIRC hydrodynamic model to simulate surge at high resolution and accuracy for three synthetic hurricanes under three SLR scenarios: present-day, 0.3 m, and 1.0 m. The synthetic storms (track, intensity, size, etc.) will be selected to (1) represent plausible hurricane conditions in the study area and (2) produce either large localized or moderate widespread flooding in the study area. Peak surge arrival will be assumed to coincide with high spring tide (worst case). Model outputs will include time series of flood elevation and wind speed at high spatial resolution throughout the study area. Taking flood elevations, Drs. Rakha and El-Shawarby will conduct microscopic simulation to identify the impacts on capacities of individual links.  These capacity changes will be inputs to network performance measures used in Dr. Murray-Tuite's and Dr. Smith's analyses. These capacity reductions also affect the multi-day evacuation demand, which Dr. Murray-Tuite will modify based on her existing datasets.  This demand will be used by both Dr. Murray-Tuite and Dr. Rakha's teams.  Drs. Murray-Tuite and Rakha will work together to identify appropriate evacuation models and tie their respective mesoscopic and microscopic models together to provide higher resolution modeling at critical points as well as "bigger picture" performance measures.  For example, one could evaluate a large number of scenarios using a mesoscopic approach and reduce them to a more limited number of scenarios. A microscopic approach can then be used to select the optimum strategy from this subset. Evacuation demand will also be modified based on climate change adaptation strategies identified by Dr. Smith.  In previously completed research, Dr. Smith's team has applied an FHWA developed conceptual model for understanding the ramifications of climate change on the transportation infrastructure.  Based on the identification and prioritization of risks, this research will investigate necessary adaptation to address high priority risks.  These adaptations will affect the future network configuration and capacity, which will provide "alternative futures" that can be evaluated in the analyses by Dr. Murray-Tuite's and Dr. Rakha's teams. The potential implementation of project outcomes and guidance on adaptation strategies can be used by departments of transportation (DOTs) and planning agencies methods can be transferred to other areas. Dr. Murray-Tuite will also lead the development of vulnerability and resilience analysis methods with significant collaboration from Drs. Irish, Rakha, El-Shawarby, and Smith as well as the PIs of competitive research projects under this general topic. Many of the benefits listed below could result in better evacuation plans, which help mitigate the risk to human lives during hurricanes. Improved understanding of the effects of sea level rise and storm surge on network availability during hurricane scenarios and the understanding of how sea level rise and storm surge will affect hurricane evacuations are presented. Understanding of potential adaptation strategies and their impacts on resilience, network vulnerability, and evacuation metrics and the understanding of the trade-offs among climate change adaptation strategies are also presented. Webinars will be held where each group spends about 30 minutes on research progress and findings.  DOT representatives will be invited and the webinars will be recorded for later viewing.
KW  - Climate change
KW  - Coastal engineering
KW  - Evacuation
KW  - Hurricanes
KW  - Infrastructure
KW  - Resilience (Materials)
KW  - Sea level
KW  - Storm surges
UR  - http://www.matsutc.org/infrastructure-resilience-and-adaptation-for-hurricanes-in-coastal-areas/
UR  - https://trid.trb.org/view/1357224
ER  - 

TY  - ABST
AN  - 01569232
TI  - Remote Sensing Decision Support System for Optimal Access Restoration in Post Disaster Environments
AB  - The project's main goal is to develop a state-of-the-art Decision Support System (DSS) that, using network condition and disaster impact assessments provided by Commercial Remote Sensing (CRS), will compute optimal Access Restoration Plans (ARP). This will help responders optimally use their scarce resources to orchestrate the road openings, road repairs, and other similar actions; and subdivide the work so that multiple groups could seamlessly cooperate to reach maximum effectiveness. The DSS will process multi-modal temporal data feeds (geographic information systems, social media feeds, etc.) to update estimates of disaster impacts, and will use modern optimization procedures to update the ARP as new data become available.
KW  - Data collection
KW  - Decision support systems
KW  - Disasters
KW  - Geographic information systems
KW  - Optimization
KW  - Remote sensing
UR  - http://cite.rpi.edu/project-categories/humanitarian-logistics/item/arp
UR  - https://trid.trb.org/view/1359953
ER  - 

TY  - RPRT
AN  - 01541457
AU  - Department of Transportation
TI  - FTA’s National Transit Database: Data Used for Allocating Transit Grants Were Generally Supported
PY  - 2014/09/16
SP  - 20p
AB  - The Federal Transit Administration (FTA) distributed $4.3 billion to 179 urbanized areas, as well as to States and territories, through the Urbanized Area Formula Program in fiscal year 2014. The program is FTA’s largest grant program that provides funding to the Nation’s major transit systems for capital,  operational, and planning assistance. All recipients and beneficiaries of formula grants are required to report operating expense and transit service characteristics (such as annual miles traveled or number of passengers) data to FTA through its National Transit Database (NTD). FTA uses NTD data as a basis for distributing over 63 percent (or over $3 billion) of formula grant funds annually. The Office of Inspector General (OIG) initiated this audit to assess FTA’s oversight of the NTD to determine whether recipients of Urbanized Area Formula grants submit complete, accurate, and timely data to the NTD. Specifically, OIG assessed whether (1) the documentation provided by transit agencies supported information used to allocate Urbanized Area Formula funding and (2) FTA had oversight controls and guidance for transit  agencies’ NTD reporting. To conduct the audit work, OIG focused on data related to bus operations—the  category that receives the largest portion of Urbanized Area Formula grant funding. A statistical sample of 15 of 129 transit agencies from randomly selected urbanized areas that had a total population of 1 million or more were selected. OIG reviewed documentation that the 15 sample transit agencies used to support their NTD data submissions for report years 2008 through 2011. OIG also interviewed FTA and transit agency officials, and evaluated FTA’s current actions to modernize the NTD system and its future plans to oversee the NTD data validation process.
KW  - Bus transit
KW  - Data collection
KW  - Grant aid
KW  - Information management
KW  - National Transit Database
KW  - Transit operating agencies
KW  - U.S. Federal Transit Administration
KW  - Urbanized Area Formula Grant Program
KW  - Validation
UR  - https://www.oig.dot.gov/sites/default/files/NTD%20Final%20Report.pdf
UR  - https://trid.trb.org/view/1324913
ER  - 

TY  - ABST
AN  - 01569102
TI  - Development of a Remote Sensing Network for Time-sensitive Detection of Fine Scale Damage to Transportation Infrastructure
AB  - The focus of this study is assessing damage to transportation infrastructure following a major hazard event. The premise is that some transportation infrastructure (such as bridges which impact transportation options) is so critical to saving human lives and supporting emergency response actions that near real-time information on the damage status of such infrastructure is essential and yet may be difficult to ascertain in a timely manor with conventional ground observations and sensor networks. This project seeks to develop and test a solution to this post-hazard information access challenge in the form of flexible, ready-to-deploy, time-sensitive remote sensing systems (TSRSS) based on a network of airborne platforms and digital cameras. The project will determine which transportation infrastructure types and damage are truly "critical" and maximum time to delivery and minimum information reliability requirements by work closely with and surveying transportation infrastructure managers.  Time to delivery and reliability characteristics of the TSRSS will then be optimized and tested through simulation, tool development, and empirical testing, of the components of the ready to deploy end-to-end TSRSS.
KW  - Disaster preparedness
KW  - Emergency response time
KW  - Infrastructure
KW  - Loss and damage
KW  - Real time information
KW  - Remote sensing
KW  - Simulation
UR  - http://gem.unm.edu/index.php/funded-projects/10-remote-sensing-of-transportation-infrastructure
UR  - https://trid.trb.org/view/1359613
ER  - 

TY  - RPRT
AN  - 01541505
AU  - Department of Transportation
TI  - ADS-B Benefits Are Limited Due to a Lack of Advanced Capabilities and Delays in User Equipage
PY  - 2014/09/11
SP  - 29p
AB  - Since fiscal year 2004, the Federal Aviation Administration (FAA) has been developing the Next Generation Air Transportation System (NextGen) to increase the safety and efficiency of the National Airspace System (NAS). Central to FAA’s NextGen plans is its goals to transition from a ground-based radar system to a satellite-based system for monitoring and managing air traffic. To execute this transition, FAA is developing the Automatic Dependent Surveillance-Broadcast (ADS-B) system, which is expected to leverage new and existing technologies to provide aircraft information to pilots and air traffic controllers during all phases of flight. Full implementation of ADS-B requires the installation of a nationwide network of ground-based radio stations, aircraft equipped with ADS-B rule-compliant avionics, and the integration of ADS-B data into FAA’s air traffic control automation systems. FAA plans to spend approximately $1.7 billion on ADS-B through 2014, and an additional $1 billion between 2014 and 2020. In October 2010, the Office of Inspector General (OIG) reported that FAA faces significant risks and challenges in finalizing ADS-B’s technical requirements, managing its cost and schedules, and encouraging airspace users to  equip with ADS-B avionics. At the request of the Chairman and Ranking Member of the House Committee on Appropriations, Subcommittee on Transportation, Housing and Urban Development, and Related Agencies, OIG conducted a follow-up audit on FAA’s progress in implementing ADS-B. This follow-up audit also addresses a mandate from the FAA Modernization and Reform Act of 2012 that OIG conduct a review of the ADS-B program. Accordingly, OIG (1) assessed FAA’s progress toward deploying and testing the ADS-B ground system; (2) identified the capabilities and benefits ADS-B will provide to users; and (3) estimated ADS-B’s current cost, schedule, and planned benefits as measured against the original program goals.
KW  - Automatic Dependent Surveillance-Broadcast
KW  - Benefits
KW  - Costs
KW  - FAA Modernization and Reform Act of 2012
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - Testing
KW  - U.S. Federal Aviation Administration
UR  - https://www.oig.dot.gov/sites/default/files/FAA%20ADS-B%20Program%20Audit%20Report%5E9-11-14.pdf
UR  - https://trid.trb.org/view/1326312
ER  - 

TY  - RPRT
AN  - 01538240
AU  - Department of Transportation
TI  - Enhanced Monitoring Tools Are Needed to Improve NHTSA's Oversight of Highway Safety Grants
PY  - 2014/08/21
SP  - 20p
AB  - To help reduce fatalities, injuries, and economic losses resulting from motor vehicle crashes, the National Highway Traffic Safety Administration (NHTSA) awards formula and incentive grants to States to conduct  a wide range of highway safety programs. The Moving Ahead for Progress in the 21st Century Act (MAP-21) authorized about $1.3 billion to fund these grants for fiscal years 2013 and 2014. States can distribute highway safety grant and penalty transfer funds to a wide network of sub-grantees nationwide, including local law enforcement agencies, municipalities, universities, health care organizations, and other local institutions. NHTSA’s regional offices play an important role in monitoring States’ and sub-grantees’ use of grant funds, such as conducting triennial management reviews and ongoing oversight. The objective for this self-initiated audit was to evaluate NHTSA’s oversight of Federal highway safety grants provided to the States. Specifically, the Office of Inspector General (OIG) determined whether NHTSA (1) ensured that grantees met key Federal requirements and (2) effectively tracked grantee deficiencies and corrective actions. To conduct the audit work, OIG focused on one NHTSA regional office, Region 5, which was randomly selected from NHTSA’s 10 regional offices. Region 5 encompasses the States of Indiana, Illinois, Michigan, Minnesota, Ohio, and Wisconsin. OIG evaluated a statistical sample of 66 grant expenditures (totaling $5.7 million) drawn from 4,113 grants (totaling $178 million) in Region 5 from fiscal years 2011 and 2012. OIG analyzed grantees’ expenditures of grant funds from fiscal years 2006 through  2012, assessed NHTSA’s guidance for monitoring grants, and evaluated NHTSA’s oversight of findings and corrective actions resulting from management reviews.
KW  - Expenditures
KW  - Grant aid
KW  - Highway safety
KW  - Moving Ahead for Progress in the 21st Century Act
KW  - Oversight
KW  - Safety programs
KW  - States
KW  - U.S. National Highway Traffic Safety Administration
KW  - United States
UR  - https://www.oig.dot.gov/sites/default/files/NHTSA%20Highway%20Safety%20Grants.pdf
UR  - https://trid.trb.org/view/1322098
ER  - 

TY  - RPRT
AN  - 01538158
AU  - Department of Transportation
TI  - FHWA Has Not Fully Implemented All MAP-21 Bridge Provisions and Prior OIG Recommendations
PY  - 2014/08/21
SP  - 30p
AB  - Since 2006, the Office of Inspector General (OIG) has issued 3 reports with 16 recommendations for the Federal Highway Administration (FHWA) to improve oversight of States’ bridge programs. OIG's initial report in 2006 described States’ errors in calculating bridge load ratings and in posting maximum weight  limits and recommended that FHWA develop a data-driven, risk-based approach to bridge oversight. Subsequently, OIG reported that FHWA made limited progress in implementing this oversight approach and that it lacked sufficient data to evaluate States’ use of Highway Bridge Program (HBP) funds. OIG also reported that FHWA lacked the criteria and guidance for bridge engineers conducting annual reviews to assess States’ compliance with bridge inspection standards under the National Bridge Inspection Program. Subsequent to these reports, in July 2012, the Moving Ahead for Progress in the 21st Century Act (MAP-21) changed bridge safety requirements and funding uses and instituted new performance and accountability requirements for bridges on the National Highway System (NHS). OIG conducted this audit at the request of the Ranking Member of the House Committee on Transportation and Infrastructure, who asked that we assess FHWA’s efforts to improve bridge safety, including addressing OIG's related recommendations and MAP-21 bridge safety provisions. Accordingly, OIG initiated two audits to address the Committee’s request. For this initial audit, the objectives were to assess FHWA’s actions in response to (1) the bridge safety provisions in MAP-21 and (2) OIG's prior bridge report recommendations.
KW  - Government funding
KW  - Highway Bridge Program
KW  - Highway bridges
KW  - Implementation
KW  - Inspection
KW  - Load factor
KW  - Moving Ahead for Progress in the 21st Century Act
KW  - Office of Inspector General
KW  - Oversight
KW  - Recommendations
KW  - Safety management
KW  - U.S. Federal Highway Administration
UR  - https://www.oig.dot.gov/sites/default/files/FHWA%20Bridge%20MAP-21%20Report%5E08-21-14.pdf
UR  - https://trid.trb.org/view/1322655
ER  - 

TY  - RPRT
AN  - 01538308
AU  - Beusse, Rick
AU  - Good, Kevin
AU  - Hauck, Erica
AU  - Jones, Richard
AU  - Environmental Protection Agency
TI  - Improvements Needed in EPA Efforts to Address Methane Emissions from Natural Gas Distribution Pipelines
PY  - 2014/07/25
SP  - 37p
AB  - In 2012, the Environmental Protection Agency (EPA) reported that methane leaks from pipelines in the natural gas distribution sector accounted for more than 13 million metric tons of carbon dioxide equivalent emissions. These leaks are comprised of natural gas product, which is almost 100 percent methane, and account for more than 10 percent of total methane emissions from natural gas  systems. The EPA has placed little focus and attention on reducing methane emissions from pipelines in the natural gas distribution sector. In 2012, the EPA stated its intent to continue to evaluate the appropriateness of regulating methane. The 2013 Climate Action Plan calls for the EPA, in conjunction with other federal agencies, to develop a comprehensive interagency strategy to address methane emissions. The EPA does not currently regulate methane emissions from the distribution sector and has not partnered with the Pipeline and Hazardous Materials Safety Administration, which regulates  pipeline safety, to control methane leaks. The EPA has a voluntary program to address methane leaks—Natural Gas STAR—but its efforts through this program have resulted in limited reductions of methane emissions from distribution pipelines. This is due largely to financial and policy barriers, including  disincentives for distribution companies to repair nonhazardous leaks. The agency needs to address additional issues to better assess progress from the voluntary program and determine if future regulations are warranted. The EPA needs to set goals and track its progress in reducing emissions from  distribution pipelines through its voluntary program. Also, the EPA needs to evaluate data from ongoing external studies to determine their usefulness for validating or updating its distribution pipeline emission factors. The emission factors that the EPA uses are based on a 1996 study, which has a high level of  uncertainty. Two non-EPA groups are conducting studies that may be useful to the EPA. However, the EPA’s involvement in the design or protocols of these studies has been limited.
KW  - Leakage
KW  - Methane
KW  - Natural gas pipelines
KW  - Pollutants
KW  - Recommendations
KW  - Regulations
KW  - U.S. Environmental Protection Agency
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.epa.gov/oig/reports/2014/20140725-14-P-0324.pdf
UR  - https://trid.trb.org/view/1322044
ER  - 

TY  - RPRT
AN  - 01536073
AU  - Department of Transportation
TI  - PHMSA Has Addressed Most Weaknesses We Identified in Its Special Permit and Approval Processes
PY  - 2014/07/17
SP  - 20p
AB  - The Pipeline and Hazardous Materials Safety Administration (PHMSA) regulates about 1 million transports of hazardous materials (hazmat) a day under its Hazardous Material Regulations (HMR). However, numerous businesses and Government agencies move many of these materials by truck, rail, and other transportation modes under special permits from PHMSA that provide exceptions to requirements in the HMR. Similarly, entities that want to perform functions that require prior consent under the HMR, such as classifying explosives and manufacturing cylinders for transport, must first receive written approval from PHMSA’s Associate Administrator for Hazardous Materials Safety. In 2009 and 2010, the Office of Inspector General (OIG) reported on weaknesses in PHMSA’s processes for granting special permits and approvals. Specifically, OIG found that PHMSA: (1) did not review incident and enforcement records to establish applicants’ fitness for conducting activities authorized by special permits and approvals; (2) had little or no evidence of its evaluations of applicants’ proposed measures for safely transporting hazmat; (3) rarely coordinated applications with affected operating administrations (OA) before issuing special  permits and approvals; (4) had not inspected explosives testing laboratories in 10 years; and (5) did not adequately plan to address necessary information technology improvements within the Agency. OIG conducted this audit to assess PHMSA’s progress in addressing the issues highlighted in the previous work. Specifically, OIG assessed whether PHMSA (1) implemented standard operating procedures (SOPs) and addressed weaknesses highlighted in the prior reports, and (2) has improved information technology that supports its special permit and approval processes.
KW  - Hazardous materials
KW  - Information technology
KW  - Management
KW  - Permits
KW  - Transportation safety
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - https://www.oig.dot.gov/sites/default/files/PHMSA%20Hazmat%20Special%20Permits%20and%20Approvals%20Audit%20Report%5E7-17-14.pdf
UR  - https://trid.trb.org/view/1320893
ER  - 

TY  - RPRT
AN  - 01535992
AU  - Department of Transportation
TI  - Quality Control Review of the Audit of the Effectiveness of DOT's Earned Value Management Practices
PY  - 2014/07/17
SP  - 44p
AB  - This report presents the results of a quality control review (QCR) of an audit of the Department of Transportation's (DOT's) earned value management (EVM) practices. EVM is a tool used to plan, execute, and control the costs and schedules of information technology (IT) projects. It provides insight on program performance by comparing the value of work accomplished to the planned value of scheduled work. The Office of Management and Budget requires agencies to use EVM to calculate cost and schedule variances from the approved baselines for major IT investments. For fiscal year 2013, DOT requested $2.2 billion for 44 major IT investments and approximately $15 million for IT security. KPMG LLP conducted this audit under contract to DOT's Office of Inspector General (OIG). The audit objectives were to determine whether DOT: (1) has implemented effective EVM policies, procedures and practices; and (2) uses accurate EVM data to plan, monitor, and report the status of its IT investments and related security spending. KPMG found deficiencies in DOT's EVM procedures and practices and issued 14 recommendations to help the Department establish and maintain an effective program. DOT's Chief Information Officer concurred with all recommendations. His response is included in KPMG's audit report, dated June 30, 2014, which can be found in its entirety in the attachment to this report.
KW  - Auditing
KW  - Earned value management
KW  - Information technology
KW  - Investments
KW  - Projects
KW  - Recommendations
KW  - Reviews
KW  - U.S. Department of Transportation
UR  - https://www.oig.dot.gov/sites/default/files/JA20Report.pdf
UR  - https://trid.trb.org/view/1320980
ER  - 

TY  - RPRT
AN  - 01535790
AU  - Department of Transportation
TI  - FAA Operational and Programmatic Deficiencies Impede Integration of Runway Safety Technologies
PY  - 2014/06/26
SP  - 23p
AB  - While the Federal Aviation Administration (FAA) operates one of the world’s safest aviation systems, runway safety remains a significant concern—especially given the recent rise in the number of runway incursions. Runway incursions increased by 30 percent from fiscal year 2011 (954) to fiscal year 2013 (1,241) despite slight declines in air traffic operations during that time. FAA has made runway safety a key oversight priority and currently uses Airport Surface Detection Equipment-Model X (ASDE-X) to allow air traffic controllers to detect potential runway conflicts. As part of its efforts to improve safety, FAA plans to integrate two runway safety systems with ASDE-X: the Runway Status Lights (RWSL) system, which gives pilots a visible warning when runways are occupied by other aircraft, and the satellite-based Automatic Dependent Surveillance-Broadcast (ADS-B), which provides simultaneous alerts for controllers and pilots of potential runway incursions and ground collisions. The Office of Inspector General (OIG) initiated this audit to assess FAA’s ongoing efforts to implement and integrate surface surveillance technologies. On April 12, 2013, the Ranking Member of the House Committee on Transportation and Infrastructure requested that OIG also examine FAA’s actions to improve runway safety. Accordingly, the overall audit objective was to assess FAA’s progress in integrating ASDE-X with other technologies to improve runway safety. Specifically, OIG assessed (1) the status of ASDE-X implementation, (2) progress and challenges with RWSL integration, (3) progress and challenges with ADS-B integration, and (4) the adequacy of FAA’s  plans to implement runway safety technologies. OIG focused on those surface surveillance programs that have established cost and schedule milestones.
KW  - Airport runways
KW  - Airport Surface Detection Equipment - Model X (ASDE-X)
KW  - Automatic Dependent Surveillance-Broadcast
KW  - Aviation safety
KW  - Detection and identification systems
KW  - Implementation
KW  - Lighting systems
KW  - Runway incursions
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Surface%20Surveillance%20Technologies%5E6-26-14.pdf
UR  - https://trid.trb.org/view/1319582
ER  - 

TY  - RPRT
AN  - 01530976
AU  - Department of Transportation
TI  - FAA Faces Significant Barriers to Safely Integrate Unmanned Aircraft Systems into the National Airspace System
PY  - 2014/06/26
SP  - 33p
AB  - The Federal Aviation Administration (FAA) forecasts there will be roughly 7,500 active Unmanned Aircraft Systems (UAS) in the United States in 5 years, with over $89 billion invested in UAS worldwide over the next 10 years. Concerned with the progress of integrating UAS into the National Airspace System (NAS), Congress established specific UAS provisions and deadlines for FAA in the FAA Modernization and Reform Act of 2012. These actions include publishing a 5-year roadmap, establishing six test ranges, and completing the safe integration of UAS into the NAS by September 2015. The Chairmen and Ranking Members of the Senate Commerce Committee and the House Committee on Transportation and  Infrastructure, and those Committees’ Aviation Subcommittees, requested that the Office of Inspector General (OIG) assess FAA’s progress in these efforts. Accordingly, the audit objectives were to assess (1) FAA’s efforts to mitigate safety risks for integrating UAS into the NAS, and (2) FAA’s progress and challenges in meeting the UAS requirements cited in the act.
KW  - Aviation safety
KW  - Drone aircraft
KW  - FAA Modernization and Reform Act of 2012
KW  - Implementation
KW  - National Airspace System
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Oversight%20of%20Unmanned%20Aircraft%20Systems%5E6-26-14_0.pdf
UR  - https://trid.trb.org/view/1314308
ER  - 

TY  - RPRT
AN  - 01531516
AU  - Department of Transportation
TI  - FHWA’S Workforce Planning Processes Generally Align With Best Practices, But Some Components Are Inconsistently Implemented or Lack MAP-21 Consideration
PY  - 2014/06/19
SP  - 20p
AB  - The Federal Highway Administration (FHWA) is responsible for overseeing approximately $75 billion in Federal funds provided to the States in fiscal years 2013 and 2014 for infrastructure projects. FHWA’s strategic plan states that the Agency’s primary focus is to improve highway system performance, particularly its safety, reliability, effectiveness, and sustainability. To accomplish this mission and oversee States’ use of Federal highway funds, FHWA maintains a workforce of about 2,900 staff widely distributed across headquarters offices, 52 division offices, and other field offices across the country. In recent years, Congress and the Administration have called on Federal agencies to improve accountability in their operations and ensure efficient use of resources, including their workforces. The Moving Ahead for Progress in the 21st Century Act1 (MAP-21) also established new requirements for FHWA, including a focus on measuring progress toward national transportation goals and consolidating programs. Given these requirements and growing demands on FHWA’s workforce, the Office of Inspector General (OIG) reviewed FHWA’s processes for assessing its workforce needs. Specifically, OIG determined whether (1) FHWA’s workforce planning processes generally align with best practices and (2) FHWA has evaluated the workforce impacts of MAP-21.
KW  - Best practices
KW  - Employees
KW  - Labor force
KW  - Moving Ahead for Progress in the 21st Century Act
KW  - Strategic planning
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FHWA%20Workforce%20Planning.pdf
UR  - https://trid.trb.org/view/1316728
ER  - 

TY  - RPRT
AN  - 01530895
AU  - Department of Transportation
TI  - FAA Faces Significant Obstacles in Advancing the Implementation and Use of Performance-Based Navigation Procedures
PY  - 2014/06/17
SP  - 23p
AB  - To date, Federal Aviation Administration (FAA) has implemented over 1,000 Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures, but  airline representatives have expressed concerns with the procedures’ benefits and  timeliness. In response to a September 2009 Federal Government-industry task force report, FAA conducted a study of its internal processes for developing and  implementing flight procedures. The study, known as the NAV Lean Project, was  published in September 2010 and established 21 recommendations to improve and  streamline FAA’s policies and processes for developing and implementing flight procedures. FAA committed to improving the process and reported in June 2011  that it would take an estimated 5 years—until the year 2016—to implement all 21 recommendations.  Concerned with FAA’s efforts in this area, the Chairman of the House Committee on Transportation and Infrastructure and the Chairman and Ranking Member of the Subcommittee on Aviation requested that the Office of Inspector General (OIG) assess the Agency’s progress in providing “high-value” Performance-Based Navigation (PBN) procedures—those that provide measurable benefits to airspace users such as shorter flight paths, improved on-time aircraft arrival rates, and greater fuel savings. The Chairmen also requested that OIG assess FAA’s progress with streamlining its processes for flight procedure development. Accordingly, OIG assessed (1) FAA’s progress in providing high-value PBN routes and procedures that encourage widespread use, and (2) the degree to which the NAV Lean Project is meeting the demand for improved flight procedure development processes.
KW  - Air traffic control
KW  - Aircraft pilotage
KW  - Implementation
KW  - National Airspace System
KW  - Navigation systems
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20PBN%20Flight%20Procedures%20Audit%20Report%5E06-17-14.pdf
UR  - https://trid.trb.org/view/1316028
ER  - 

TY  - RPRT
AN  - 01535760
AU  - Department of Transportation
TI  - Weak Processes Have Led to a Backlog of Flight Standards Certification Applications
PY  - 2014/06/12
SP  - 16p
AB  - Each year, hundreds of commercial air carriers, aircraft repair stations, pilot schools, and other entities apply to the Federal Aviation Administration (FAA) for certificates authorizing them to operate in the National Airspace System (NAS). FAA’s Flight Standards District Offices (FSDO) are responsible for reviewing and approving these new applications, in addition to their primary duty of maintaining the safety of existing operators and entities. In a May 2013 letter to our office, Congressman Cory Gardner expressed concerns that the Denver FSDO had been negligent in processing new certification applications for both commercial and agricultural aviation operations. Based on the concerns raised by Congressman Gardner, the Office of Inspector General (OIG) conducted a review of certifications at the Denver FSDO and examined whether similar issues existed at other FAA district offices and regions. The audit objectives were to (1) review the status of aviation certification applications at the Denver FSDO and nationwide and (2) identify the causes for certification delays at the Denver FSDO and determine their potential impact nationally.
KW  - Aviation safety
KW  - Certification
KW  - Denver Flight Standards District Office
KW  - Flight Standards Service
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/Denver%20Certification%20Final_signed_508.pdf
UR  - https://trid.trb.org/view/1320028
ER  - 

TY  - RPRT
AN  - 01530877
AU  - Department of Transportation
TI  - New Disadvantaged Business Enterprise Firms Face Barriers to Obtaining Work at the Nation's Largest Airports
PY  - 2014/06/12
SP  - 29p
AB  - Each year, the Federal Aviation Administration (FAA) distributes more than $3 billion in Federal grants for airport projects. In accepting these grants, airports are required to establish disadvantaged business enterprise (DBE) and airport concession DBE (ACDBE) programs. These programs provide small businesses owned and controlled by socially and economically disadvantaged individuals (i.e., women and minorities) with opportunities to compete for construction, professional services, and concession contracts. In the FAA Modernization and Reform Act of 2012, Congress directed the Office of Inspector General (OIG) to report annually on new DBE participation at the Nation’s largest airports and to identify reasons why some airports have been more successful than others at hiring new DBEs. Congress raised concerns that discrimination and related barriers continue to pose obstacles to disadvantaged firms seeking to do business at U.S. airports. Further, the April 2013 report noted that only 20 percent of certified DBE firms in a six-State sample received work on federally funded programs. Accordingly, the objectives were to determine (1) the number of new and existing DBE/ACDBE firms receiving contracts or leases at the Nation’s largest airports in fiscal year 2012 and (2) what factors led some airports to award more contracts or leases to new DBE/ACDBE firms. To answer the objectives, OIG collected and analyzed FAA data on new and existing DBE/ACDBE firms and associated contract awards and lease revenues for the 64 largest airports. OIG also interviewed officials from over one-third of these airports regarding factors that encouraged or hindered their hiring of new DBE/ACDBE firms. Finally, OIG interviewed a stratified random sample of 26 new DBE/ACDBE firms about their experiences obtaining their first contract or lease.
KW  - Airports
KW  - Businesses
KW  - Concessions
KW  - Contract administration
KW  - Disadvantaged business enterprises
KW  - FAA Modernization and Reform Act of 2012
KW  - Grant aid
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20airport%20new%20DBEs%20final.pdf
UR  - https://trid.trb.org/view/1315396
ER  - 

TY  - RPRT
AN  - 01529319
AU  - Department of Transportation
TI  - Process Inefficiencies and Costs Discourage Participation in FRA's RRIF Program
PY  - 2014/06/10/Audit Report
SP  - 25p
AB  - The Railroad Rehabilitation and Improvement Financing (RRIF) program, established in 1998 and administered by the Federal Railroad Administration (FRA), provides loans and loan guarantees to railroads and other entities to finance rail infrastructure projects. To date, FRA has issued 33 RRIF loans  totaling roughly $1.7 billion—less than 5 percent of the program’s authorized $35 billion spending limit. Members of Congress have expressed concerns that the program’s lengthy application process and the associated costs may be contributing to this low participation rate. As a result of these concerns, the Office of Inspector General (OIG) conducted this audit to assess FRA’s policies and procedures for evaluating and selecting RRIF applications; and identify factors that affect applicants’ decisions to apply for RRIF financing. OIG recommends that FRA: (1) Develop comprehensive guidance for applicants that details the information needed to submit complete applications. (2) Make pre-application meetings mandatory and provide clear program guidance and related materials to applicants in advance of the meetings. (3) Develop a tool to track the progress of applications and establish a process for timely communication with applicants about the status of their applications. (4) Provide timely information to applicants on the reasons for denials. (5) Work with the Credit Council to streamline the application review process and develop a risk based approach for reviewing applications.
KW  - Applications
KW  - Financing
KW  - Loans
KW  - Railroad Rehabilitation and Improvement Financing
KW  - Railroads
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/sites/dot/files/RRIF%20final.pdf
UR  - https://trid.trb.org/view/1313573
ER  - 

TY  - RPRT
AN  - 01527900
AU  - Department of Transportation
TI  - PHMSA’s State Pipeline Safety Program Lacks Effective Management and Oversight
PY  - 2014/05/07/Audit Report
SP  - 26p
AB  - The Nation’s network of approximately 2.5 million miles of pipelines moves millions of gallons of hazardous liquids and 55 billion cubic feet of natural gas every day. Eighty-five percent of these pipelines are under State authority. The Department of Transportation’s (DOT's) Pipeline and Hazardous Materials Safety Administration (PHMSA) authorizes States to oversee and enforce operators’ compliance with Federal pipeline safety regulations through its State Pipeline Safety Program. PHMSA also allocates grants to State programs. Between 2008 and 2013, funding for these grants more than doubled from $19.5 million to over $46 million. In September 2010, an intra-State natural gas pipeline exploded in San Bruno, California, resulting in 8 fatalities, 58 injuries, and 38 destroyed homes. The National Transportation Safety Board’s (NTSB's) investigation found weaknesses in PHMSA’s oversight of State programs. Because of these weaknesses, NTSB recommended that DOT assess the effectiveness of PHMSA’s oversight of intra-State pipeline safety and whether State programs use Federal grants effectively. In a January 2012 letter to NTSB, the Secretary of Transportation stated that the DOT's Office of Inspector General (OIG) would conduct the audit. Accordingly, OIG assessed PHMSA’s (1) policies and procedures for managing its State Pipeline Safety Program, including guidelines to participating States, and (2) oversight of State pipeline safety programs. OIG conducted this audit in accordance with generally accepted Government auditing standards. OIG's review is limited to States certified under PHMSA’s Natural Gas Program. Exhibit A provides details on the scope and methodology. Exhibit B lists organizations visited or contacted. In brief, it was found that PHMSA’s guidelines, policies, and procedures for State pipeline safety programs—such as inspector staffing, training, scheduling, and inspection forms—lack elements to ensure State inspections cover all Federal requirements and pipeline operators maintain safety standards. It was also found that PHMSA’s oversight of State pipeline safety programs is not sufficient to ensure States comply with program evaluation requirements and properly use suspension grant funds. This report makes recommendations to improve PHMSA’s oversight of State pipeline safety programs and grants.
KW  - Compliance
KW  - Management
KW  - Oversight
KW  - Pipeline safety
KW  - Recommendations
KW  - Regulations
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.oig.dot.gov/sites/dot/files/PHMSA%20State%20Pipline%20Safety%20Program%20Audit%5E5-7-14.pdf
UR  - https://trid.trb.org/view/1310603
ER  - 

TY  - RPRT
AN  - 01526302
AU  - Department of Transportation
TI  - Reductions in Competition Increase Airline Flight Delays and Cancellations
PY  - 2014/04/23
SP  - 29p
AB  - Since 2005, the U.S. airline industry’s service quality—airlines’ on-time performance and cancellation rates—has varied greatly. The percentage of late domestic flights has fluctuated between 11 and 33 percent per month, while the rate of cancellations has varied from under 1 percent to over 5 percent per month. Understanding the sources of these variations is important because airline delays and cancellations have affected a large number of flights. There has also been considerable industry consolidation since 2005. Public concerns over a possible relationship between the quality of airline service and industry consolidation led to congressional hearings and requests to the accountability community to review these issues. Section 406 of the Federal Aviation Administration (FAA) Modernization and Reform Act of 2012 required the Office of Inspector General (OIG) to assess the effects of limited airline service options on the frequency of delays and cancellations. This report presents the results of the analyses of the relationship between competition, measured at the individual route level, and airline service quality, also measured at the individual route level. Specifically, it was determined whether (1) reductions in competition affected the percentage of late flights and the length of flight delays, (2) reductions in competition affected flight cancellation rates, and (3) the effects of reduced competition on airline service quality depended upon the initial level of competition. Audit work was conducted from October 2012 through March 2014, in accordance with generally accepted Government auditing standards. Data was collected on 2,530 domestic routes flown by 20 airlines from the fourth quarter of calendar year 2005 through the fourth quarter of calendar year 2012.
KW  - Airlines
KW  - Competition
KW  - Consolidations
KW  - Flight cancellations
KW  - Flight delays
KW  - On time performance
KW  - Quality of service
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/Report%20on%20the%20Effects%20of%20Limited%20Competition%20on%20Airline%20Flight%20Delays%20and%20Cancellations%5E4-23-14.pdf
UR  - https://trid.trb.org/view/1308827
ER  - 

TY  - RPRT
AN  - 01522278
AU  - Department of Transportation
AU  - Federal Transit Administration
TI  - ARRA Lessons Learned: FTA Needs to Improve Its Grant Oversight to Prevent Improper Payments
PY  - 2014/04/02
SP  - 25p
AB  - In February 2009, the Federal Transit Administration (FTA) received an allocation of $8.4 billion from the American Recovery and Reinvestment Act of 2009 (ARRA) for economic stimulus and recovery grants. FTA and other Federal agencies reimburse grantees for project costs, and ARRA, along with the Improper  Payments Information Act of 2002 (IPIA), requires agencies to hold grantees accountable for their expenditures. In its implementation of these statutes, the Office of Management and Budget (OMB) has directed agencies to increase their oversight of grantees. The Office of Inspector General (OIG) initiated this audit to assess FTA’s oversight of ARRA expenditures. Specifically, the objectives were to assess whether (1) FTA’s oversight of ARRA grantees has prevented and detected grantees’ improper payments for project costs, and (2) FTA’s oversight of grantees’ use of their own workforces for preventive maintenance work was effective. As part of this audit, OIG selected a statistical sample of 627 invoices/line items totaling over $380 million made to 16 transit grantees which allowed OIG to project the total amount and percentage of improper payments, if any, within the universe of FTA’s payments to its ARRA grantees.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Expenditures
KW  - Grant aid
KW  - Oversight
KW  - Preventive maintenance
KW  - Public transit
KW  - U.S. Federal Transit Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FTA%20Oversight%20of%20ARRA%20Expenditures%5E04-02-14.pdf
UR  - https://trid.trb.org/view/1306460
ER  - 

TY  - ABST
AN  - 01572192
TI  - Improved Satellite and Geospatial Tools for Pipeline Operator Decision Support Systems
AB  - Energy transportation pipelines are one of the most critical infrastructures in the nation and virtually every sector of the United States economy depends on them. Although considered the safest and most efficient means of gas and liquid product transportation, energy pipelines can be subject to geologic hazards and human threats that can damage a pipeline, often resulting in service outage, property, and environmental damage, or in some cases loss of human life. The primary method for ensuring safety and reliability of energy pipelines is through periodic ground and aerial surveillance of their right-of-ways (ROW). This traditional approach is not always timely, effective or efficient, and can be costly, especially in geologic hazard terrain. For more than a decade, the pipeline industry has been supporting the development and use of satellite radar imagery to assist in monitoring pipeline ROW. The use of satellites can provide an efficient and effective means of monitoring pipeline ROW and detecting potential threats before they impact pipeline operations. California Polytechnic State University, San Luis Obispo (Cal Poly) in teaming with Pipeline Research Council International, Inc. (PRCI), MacDonald, Dettwiler and Associates (MDA), C-CORE, and Electricore, Inc. propose a program to use satellite remote sensing, geospatial data information, and readily available web-based datasets to enhance existing pipeline operator Decision Support Systems (DSS) for pipeline integrity management. The team will validate Commercial Remote Sensing and Spatial Information (CRS&amp;SI) technology for new applications in pipeline infrastructure planning, construction and operational management.
KW  - Artificial satellites
KW  - Decision support systems
KW  - Energy
KW  - Monitoring
KW  - Pipelines
KW  - Radar images
KW  - Remote sensing
KW  - Surveillance
KW  - United States
UR  - http://quorra.cadrc.calpoly.edu/pipeline/
UR  - https://trid.trb.org/view/1363810
ER  - 

TY  - ABST
AN  - 01577997
TI  - In-situ Sensors for Cathodic Protection Interrelationships Modeling

AB  - Sencontrology will provide research and development efforts on Modeling cathodic protection penetration on new construction pipelines incorporating all types of "foam" sack breakers and supports.

KW  - Cathodic protection
KW  - Development
KW  - Foams
KW  - Penetration resistance
KW  - Pipelines
KW  - Research
KW  - Sensors
UR  - https://trid.trb.org/view/1371378
ER  - 

TY  - RPRT
AN  - 01518875
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Addressing Underlying Causes for NextGen Delays Will Require Sustained FAA Leadership and Action
PY  - 2014/02/25
SP  - 33p
AB  - Over the past 8 years, the Federal Aviation Administration (FAA) has been working to develop the Next Generation Air Transportation System (NextGen)—a multibillion-dollar program intended to fundamentally change air traffic management and meet anticipated surges in air travel. As required by law, FAA  developed the National Airspace System (NAS) Enterprise Architecture (EA)—a sweeping blueprint for making sound investments across FAA’s entire air traffic organization, including NextGen. The EA emphasizes investing in projects with reasonable costs and solid risk management strategies and includes specific milestones for acquisition, policy, and executive decisions needed to deliver NextGen capabilities.  While FAA is making progress with elements of NextGen, the Office of Inspector General (OIG) continues to find longstanding problems with cost increases, schedule slips, and performance shortfalls with NextGen-related air traffic control projects. In 2010, FAA commissioned a study to determine how the Agency could better position itself to execute NextGen. In September 2011, FAA introduced its Foundation for Success initiative, which included reorganizing the Agency’s structure and establishing a new Program Management Office (PMO) responsible for NextGen implementation and other major air traffic control acquisitions. Despite these important steps, the Agency has made little progress in shifting from planning to implementation and delivering benefits to airspace users. Concerned about limited NextGen progress, the Chairmen and Ranking Members of the House Transportation and Infrastructure Committee and its Subcommittee on Aviation requested that OIG provide an update on FAA’s progress with key NextGen decisions and examine the root causes for longstanding challenges. Accordingly, OIG (1) determined FAA’s progress on key NAS EA decisions related to achieving NextGen capabilities, (2) identified underlying causes for FAA’s delays in advancing NextGen, and (3) assessed FAA’s recent reorganization to improve the management and execution of NextGen initiatives.
KW  - Air traffic control
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - Reorganization
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Underlying%20Causes%20for%20NextGen%20Delays%5E2-25-14.pdf
UR  - https://trid.trb.org/view/1301904
ER  - 

TY  - RPRT
AN  - 01518872
AU  - Department of Transportation
AU  - Federal Railroad Administration
TI  - FRA Continues to Make Progress Implementing PRIIA Responsibilities but Faces Challenges with Rail Planning
PY  - 2014/02/25
SP  - 35p
AB  - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) gives the Federal Railroad Administration (FRA) important new responsibilities—including integrated rail planning for the entire country, and major grant programs to fund high-speed rail projects. These responsibilities have greatly expanded the Agency’s role in the development of the Nation’s rail system. PRIIA also requires the Department of Transportation’s (DOT) Office of Inspector General (OIG) to conduct two assessments of FRA’s and Amtrak’s progress in implementing the Act’s provisions. This report presents the results of the second of the two assessments. Based on discussions with congressional staff, OIG has focused audits on FRA’s implementation while Amtrak’s Inspector General has assumed responsibility for the assessment of Amtrak’s implementation efforts. In the initial work, OIG identified 29 PRIIA responsibilities that FRA must complete. In this second assessment, OIG reviewed FRA’s progress since the first report was issued  in March 2012. Specifically, OIG (1) evaluated FRA’s progress in implementing its PRIIA responsibilities, and (2) identified major challenges to FRA’s completion of the implementation.
KW  - Evaluation and assessment
KW  - High speed rail
KW  - Implementation
KW  - Passenger Rail Investment and Improvement Act of 2008
KW  - Passenger transportation
KW  - Railroad transportation
KW  - Transportation planning
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FRA%20Progress%20Implementating%20PRIIA%5E2-25-14.pdf
UR  - https://trid.trb.org/view/1300600
ER  - 

TY  - ABST
AN  - 01578004
TI  - Pipeline Integrity Assessment Using In-Line Inspection

AB  - Multiple major pipeline failures have been caused by seam weld defects not detected by available in-line inspection (ILI) technology. Phase I will demonstrate a game changing capability to deliver internal and external corrosion mapping and seam weld crack detection in a low-cost tool that "encourages more repetitive ILI runs and wider use." JENTEK's new through wall imaging method called SWMF is capable of inspecting at production flow speeds up to 15 m/s. SWMF along with the novel MR- MWM-Array construct, parallel architecture electronics, and HyperLattice (precomputed database)-based multivariate inverse methods (MIMS) will enable imaging of defects at high rates without controlling lift-off (proximity to the internal pipe surface). This approach enables independent imaging of wall thickness and longitudinal magnetic permeability, as well as differentiation of internal vs. external defects. Magnetic permeability is correlated with stress to assess the longitudinal strain and post weld heat treatment performance. The primary focus of Phase I will be on transverse & longitudinal cracks and internal & external corrosion.


KW  - Corrosion
KW  - Cracking
KW  - Defects
KW  - Failure
KW  - Inspection
KW  - Permeability
KW  - Technology
KW  - Welds
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=562
UR  - https://trid.trb.org/view/1371388
ER  - 

TY  - ABST
AN  - 01593954
TI  - Improving Hydrologic Disaster Forecasting and Response for Transportation by Assimilating and Fusing NASA and Other Data Sets
AB  - The proposed project focuses on building the Pennsylvania Department of Transportation's (PennDOT's) Hydrologic Disaster Forecasting and Response (HDFR) system, by using an innovative spatial data fusion and assimilation framework developed by the University of Pittsburgh. This framework, using National Aeronautics and Space Administration (NASA) satellite surface soil moisture and snow data, National Oceanic and Atmospheric Administration (NOAA) Next Generation Radar (NEXRAD) precipitation data, Road Weather Information System (RWIS) environmental sensor stations (ESS) data, Penn Mesonet data and climate monitoring network data (under development), in conjunction with the NOAH land surface model and the improved Distributed Hydrology Soil Vegetation Model (DHSVM), will provide effective hydrologic forecasts at the road level to PennDOT Intelligent Transportation System (ITS) and, thus, significantly improve PennDOT's decision-making activities for roadway disaster management. The project is aimed to demonstrate that (1) the developed HDFR system, into which diverse data can automatically flow in near-real-time, can significantly improve data processing time and, thus, decrease response time for providing model forecasts during emergency situations; (2) the innovative data fusion of NASA observations with other data sources at different spatial scales is critical for improving hydrologic forecasting; (3) the innovative data assimilation using NASA observations and RWIS in-situ ESS data can significantly improve the accuracy of model forecasts; and (4) the forecasts at the road level are effective and useful for improving PennDOT's decision-making activities. The developed HDFR system and framework are general and can be readily applied to other states' Department of Transportation (DOT) as well.
KW  - Decision making
KW  - Disaster preparedness
KW  - Forecasting
KW  - Hydrologic phenomena
KW  - Information dissemination
KW  - Pennsylvania
KW  - Real time information
KW  - Road weather information systems
KW  - Sensors
KW  - Weather conditions
UR  - https://collab.sam.pitt.edu/HDFR
UR  - https://trid.trb.org/view/1401528
ER  - 

TY  - ABST
AN  - 01577977
TI  - Definition of Geotechnical and Operational Load Effects on Pipeline Anomalies

AB  - The objective of this project is to use the previously validated pipe soil interaction model to develop an engineering tool to define the effects of operational and geotechnical loads on liquid and gas pipeline systems to support decision making regarding threat severity or repair scheduling. This tool would be incorporated in strain based design and assessment to facilitate the consideration of complex loading scenarios inducing significant flexural loads, including pipeline subsidence or lowering, and ground movements inducing lateral pipeline movements. The results of this project will define the local nominal strain state that can be used to assess localized anomalies / defects (e.g. corrosion, cracks, dents, weld faults, gouges, etc.).

KW  - Corrosion
KW  - Cracking
KW  - Geotechnical engineering
KW  - Load factor
KW  - Pipelines
KW  - Soil structure interaction
KW  - Subsidence (Geology)
KW  - Threats
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=561
UR  - https://trid.trb.org/view/1371337
ER  - 

TY  - ABST
AN  - 01566006
TI  - Effects of Temperature on Bridge Dynamic Properties
AB  - This research is essential for the use of modal analysis for condition assessment and damage detection. Currently, one of the main drawbacks in using dynamics for bridge condition assessment is that the environment has a significant impact on the dynamics of a bridge. By conducting a rigorous study of temperature and modal properties the project proposes to isolate and precisely characterize these environmental effects thus allowing future studies to isolate the changes that occur due to changes in bridge condition.
KW  - Bridges
KW  - Condition surveys
KW  - Environmental impacts
KW  - Modal analysis
KW  - Structural health monitoring
KW  - Temperature
UR  - http://cait.rutgers.edu/cait/research/effects-temperature-bridge-dynamic-properties
UR  - https://trid.trb.org/view/1356897
ER  - 

TY  - RPRT
AN  - 01516443
AU  - Department of Transportation
TI  - FAA Made Limited Progress in Implementing NextGen Provisions of the FAA Modernization and Reform Act of 2012
PY  - 2014/01/28
SP  - 20p
AB  - On February 14, 2012, the Federal Aviation Administration (FAA) Modernization and Reform Act of 2012 (the act) was signed into law. Title II of the act included several provisions intended to help FAA better manage the Next Generation Air Transportation System (NextGen), provide more accountability, and advance the implementation of new air traffic procedures and technologies. However, there were concerns with FAA’s ability to meet these goals after a September 2012 House Aviation Subcommittee hearing highlighted significant cost overruns and program delays with key NextGen initiatives and modernization projects. FAA’s progress in implementing the act’s NextGen-related requirements. Following the hearing, the leadership of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation requested that the Office of Inspector General assess FAA’s progress in implementing the act’s NextGen-related requirements. Accordingly, the objectives were to (1) assess FAA’s progress in meeting the NextGen provisions prescribed in the FAA Modernization and Reform Act of 2012 and (2) identify the challenges that may prevent FAA from meeting the provisions of the act. This report provides the full results of the review.
KW  - Air traffic control
KW  - FAA Modernization and Reform Act of 2012
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Implementation%20of%20NextGen%20Provisions%20of%20the%20FAA%20Modernization%20and%20Reform%20Act%20of%202012%5EJanuary%2028,%202014_0.pdf
UR  - https://trid.trb.org/view/1291093
ER  - 

TY  - ABST
AN  - 01566290
TI  - InSAR Remote Sensing for Performance Monitoring of Transportation Infrastructure at the Network Level
AB  - This project  proposes  a  network-level  remote-sensing  based  inspection  of  a transportation corridor. The automated inspection process uses novel space-based radar technology to  detect  subsidence  due  to  bridge settlement,  rockslides/landslides  and  sinkholes  in the  corridor.  Inspection  is  incorporated  seamlessly  in  a  geographic information system (GIS) based  decision  support system  usable  by  state  departments  of  transportation.  This  project  pushes  satellite-based inspection from the validation stage to the network implementation stage.
KW  - Bridges
KW  - Decision support systems
KW  - Geographic information systems
KW  - Inspection
KW  - Landslides
KW  - Remote sensing
KW  - Rockslides
KW  - Settlement (Structures)
KW  - Sinkholes
UR  - http://viva-lab.ece.virginia.edu/foswiki/InSAR/RitaRs14
UR  - https://trid.trb.org/view/1357467
ER  - 

TY  - ABST
AN  - 01578103
TI  - Threat/Anomaly Mitigation Decision-Making Process

AB  - Better guidance is needed for deciding when the combined effects of two or more threats and the associated anomalies create a higher probability of failure than the individual threats/anomalies themselves.  While satisfactory models exist for calculating the effects on pressure-carrying capacity of individual types of anomalies (e.g., corrosion-caused metal loss, cracks, gouges, plain dents), better guidance is needed regarding how to assess the effects of combined threats/anomalies.

KW  - Corrosion
KW  - Cracking
KW  - Decision making
KW  - Failure
KW  - Standards
KW  - Threats
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=558
UR  - https://trid.trb.org/view/1371561
ER  - 

TY  - ABST
AN  - 01578099
TI  - Strain-Based Design and Assessment of Segments of Pipelines with and without Fittings

AB  - The overall objective of this project is to develop a set of practical and ready-to-use guidelines and tools for Strain-Based Design and Assessment (SBDA) of pipelines containing fittings, and corrosion and mechanical damage subjected to high longitudinal strains.

KW  - Corrosion
KW  - Fittings
KW  - Guidelines
KW  - Mechanical failure
KW  - Pipelines
KW  - Strain (Mechanics)
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=556
UR  - https://trid.trb.org/view/1371552
ER  - 

TY  - ABST
AN  - 01578085
TI  - Repair/Replacement Considerations for Pre-Regulation Pipe

AB  - This project will create guidelines for implementing and executing a pre-regulation pipeline repair/replace program. The guidelines will be tailored not only to natural gas transmission pipelines but to the special concerns associated with natural gas distribution pipelines and hazardous liquid pipelines as well.  The resulting guidelines will be made suitable for inclusion in consensus pipeline safety standards including ASME B31.4 and ASME B31.8.

KW  - Hazardous materials
KW  - Natural gas pipelines
KW  - Pipeline safety
KW  - Regulations
KW  - Repairing
KW  - Standards
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=559
UR  - https://trid.trb.org/view/1371469
ER  - 

TY  - ABST
AN  - 01577995
TI  - Improving Models to Consider Complex Loadings, Operational Considerations, and Interactive Threats

AB  - Some pipeline failures suggest that more complex situations need to be accounted for than is currently the practice.  Interactions of pipe defect conditions with variable loadings, increased loadings, complex loadings, or changing conditions have led to failures under conditions normally considered safe.  The industry should be applying a second level of complexity to the evaluation of degraded conditions where one or all of the following circumstances could exist: (a) loadings are biaxial, (b) loadings vary with time, or (c) environments interact with conditions to adversely alter the condition's stability or rate of degradation.  Recognizing and quantifying these effects will require integration of data from In-line Inspection (ILI) (perhaps from tools an operator would not normally use such as slope-curvature tools or crack-detection tools), ground or aerial patrols, or at some sites, actual monitoring or measurement of changing conditions.  Thus the outcome of this project will be guidance in the form of decision processes and data needs for identifying and evaluating complex and/or interactive situations.

KW  - Cracking
KW  - Decision making
KW  - Degradation failures
KW  - Detection and identification systems
KW  - Deterioration by environmental action
KW  - Inspection
KW  - Loads
KW  - Pipeline safety
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=557
UR  - https://trid.trb.org/view/1371375
ER  - 

TY  - ABST
AN  - 01577994
TI  - Improving Leak Detection System Design Redundancy & Accuracy

AB  - Leak detection systems are an important part of any overall pipeline safety and integrity strategy.  The benefits of reliably and rapidly identifying a leak, so that the resulting fluid loss can be controlled and contained as soon as possible, can be very significant, particularly in High Consequence Areas (HCAs). The mission of this project is standardize the approach to designing an appropriate Leak Detection System (LDS) for all pipelines, and that will be accessible to all operators – including the smaller ones – without extended and laborious front-end engineering.  A central part of this approach is to concentrate upon certain key issues: (1) Beginning any LDS design process with a systematic focus on assessing requirements. (2) Accepting that one single technology will probably not provide perfect performance for all objectives, on a given pipeline.  Therefore, a key issue is exploring ways to combine multiple technologies/physical principles into one system in order to address each requirement optimally. (3) Allowing the operator to be able to predict performance – and therefore cost/benefit – more reliably from the design.


KW  - Benefit cost analysis
KW  - Design
KW  - Detection and identification systems
KW  - Environmental protection
KW  - Leakage
KW  - Pipeline safety
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=560
UR  - https://trid.trb.org/view/1371373
ER  - 

TY  - ABST
AN  - 01577992
TI  - Effects of Hydrocarbon Permeation on Plastic Pipe Strength and Fusion Performance

AB  - The objective of this project is to develop a validated method to be used by any plastic testing laboratory to quantify the effects of hydrocarbon permeation on: 1) the fusibility of plastic pipe, 2) the life expectancy of existing fused joints that have been subjected to hydrocarbon permeation, 3) the Hydrostatic Design Basis (strength) of plastic pipe, and 4) the impact on slow crack growth.

KW  - Cracking
KW  - Fusion
KW  - Hydrocarbons
KW  - Joints (Engineering)
KW  - Permeability
KW  - Plastic pipe
KW  - Service life
KW  - Strength of materials
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=554
UR  - https://trid.trb.org/view/1371364
ER  - 

TY  - ABST
AN  - 01577976
TI  - Consolidated Project Full Scale Testing of Interactive Features for Improved Models

AB  - This project addresses pipeline crack growth as influenced by complex operational circumstances by expanding on existing work performed through Pipeline and Hazardous Materials Safety Administration (PHMSA) and Pipeline Research Council International, Inc. (PRCI).  Through full scale testing, the team will gather data on mechanical damage interacting with secondary features – gouges (with cracks and micro-cracks), corrosion, and welds.  The team will create a database which will be used by others to validate and improve burst and fatigue strength models. The team will also gather experimental data to estimate when cracks in stress corrosion cracking (SCC) colonies coalesce.  The project will improve knowledge on the influence of complex loadings on both mechanical damage exposed to environmentally assisted cracking (EAC) or to combined pressure and high axial strains, and on crack growth dynamics of SCC. The primary objectives of the project are to strengthen industry consensus standards and to generate data which will promote new knowledge.  The benefits of the program will improve safety and environmental protection by filling critical knowledge gaps on pipeline response to crack growth in mechanical damage and SCC as driven by complex loads and interacting threats.

KW  - Corrosion
KW  - Cracking
KW  - Deterioration by environmental action
KW  - Fatigue (Mechanics)
KW  - Stress corrosion
KW  - Stresses
KW  - Testing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=555
UR  - https://trid.trb.org/view/1371336
ER  - 

TY  - RPRT
AN  - 01505734
AU  - Department of Transportation
TI  - More Comprehensive Data Are Needed To Better Understand the Nation's Flight Delays and Their Causes
PY  - 2013/12/18
SP  - 50p
AB  - The causes and impacts of flight delays and cancellations continue to be a key concern for Congress, the Department of Transportation (DOT), the airline industry, and the flying public. In 2000, the Office of Inspector General (OIG) issued a report assessing the extent of flight delays and their nationwide impact. This report and subsequent testimony also highlighted concerns with how the Federal Aviation Administration (FAA) and Bureau of Transportation Statistics (BTS) tracked and reported flight delays and cancellations and their respective causes, as well as air carriers’ scheduling practices at major airports. Since then, FAA and BTS have taken a number of steps to address these concerns, including improving data collection, tracking flight delay causal factors, and developing capacity benchmarks for the major airports. Given our previous findings and the significant changes to the aviation industry in the past decade, Congress directed the OIG in the FAA Modernization and Reform Act of 20125 to update the 2000 report, as well as examine various delay statistics, air carrier scheduling practices, and airport capacity benchmarks. Accordingly, the audit objectives were to (1) analyze recent flight delay and cancellation trends, (2) examine air carrier scheduling practices and their relative impact in causing flight delays and cancellations, and (3) review FAA’s use of capacity benchmarks to assess airport capacity and monitor airline scheduling practices at the Nation’s largest airports.
KW  - Airlines
KW  - Airport capacity
KW  - Data collection
KW  - Flight delays
KW  - On time performance
KW  - Scheduling
KW  - Trend (Statistics)
KW  - U.S. Bureau of Transportation Statistics
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/Flight%20Delays%20Final%20Report%2012-18-13_final_signed_508.pdf
UR  - https://trid.trb.org/view/1285611
ER  - 

TY  - RPRT
AN  - 01505691
AU  - Department of Transportation
TI  - FAA’S Safety Analysis and Sharing System Shows Progress, But More Advanced Capabilities and Inspector Access Remain Limited
PY  - 2013/12/18
SP  - 28p
AB  - The Federal Aviation Administration (FAA) has been moving toward a data-driven approach for airline safety oversight for a number of years. As part of this initiative, in 2007, FAA implemented the Aviation Safety Information Analysis and Sharing (ASIAS) system, which collects and analyzes data from multiple  databases to proactively identify and address risks that may lead to accidents. ASIAS enables authorized users to obtain data from confidential databases—including airline voluntary safety reporting programs—as well as publicly available data sources. After the 2009 Colgan Air accident, Congress passed the Airline Safety and FAA Extension Act of 2010, which directed the Office of the Inspector General to assess FAA’s ability to establish a comprehensive information repository that can accommodate multiple data sources and be accessible to FAA safety inspectors and analysts who oversee air carriers. Accordingly, the audit objectives were to assess FAA’s (1) progress in implementing ASIAS and (2) access to and use of ASIAS data by FAA inspectors to assist in commercial air carrier safety oversight.
KW  - Aviation safety
KW  - Aviation Safety Information Analysis  and Sharing (ASIAS)
KW  - Data collection
KW  - Data sharing
KW  - Implementation
KW  - Information dissemination
KW  - Inspectors
KW  - Risk management
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20ASIAS%20System%20Report%5E12-18-13.pdf
UR  - https://trid.trb.org/view/1285610
ER  - 

TY  - RPRT
AN  - 01505724
AU  - Department of Transportation
TI  - Top Management Challenges for Fiscal Year 2014
PY  - 2013/12/16
SP  - 38p
AB  - As required by law, the Office of Inspector General has identified the Department of Transportation’s top  management challenges for fiscal year 2014. Several criteria in identifying the following seven challenges were considered, including their impact on safety, documented vulnerabilities, large dollar implications, and the ability of the Department to effect change in these areas. The areas are: (1) Improving the Federal Aviation Administration’s Oversight of the Aviation Industry and the Operations of the National Airspace System; (2) Identifying and Addressing Root Causes of Problems With the Next Generation Air Transportation System and Setting Investment Priorities; (3) Continuing Actions To Strengthen Highway, Transit, and Pipeline Safety; (4)  Improving Oversight of Surface Infrastructure Investments and Implementing Statutory Requirements; (5) Implementing Requirements To Address the Federal Railroad Administration’s Expanded and Traditional Responsibilities; (6) Managing Acquisitions and Contracts To Achieve Results and Save Taxpayer Dollars; and (7) Building a Secure and Modern Information Technology Infrastructure.
KW  - Contract administration
KW  - Highway safety
KW  - Information technology
KW  - Investments
KW  - Laws
KW  - Management
KW  - National Airspace System
KW  - Next Generation Air Transportation System
KW  - Pipeline safety
KW  - Transit safety
KW  - U.S. Department of Transportation
KW  - U.S. Federal Aviation Administration
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/sites/dot/files/DOT%20OIG%20Top%20Mngt%20Challeges%20for%20FY%202014.pdf
UR  - https://trid.trb.org/view/1285609
ER  - 

TY  - RPRT
AN  - 01505733
AU  - Department of Transportation
TI  - National Environmental Policy Act: FRA Coordinates As Required But Opportunities Exist To Modernize Procedures and Improve Project Delivery
PY  - 2013/12/05
SP  - 27p
AB  - As part of its $10.1 billion High Speed Intercity Passenger Rail Program (HSIPR), the Federal Railroad Administration (FRA) collaborates with project grantees, the Federal Highway Administration (FHWA), and the Federal Transit Administration (FTA) on both construction and compliance with the National Environmental Policy Act’s (NEPA) requirements. The President’s Council on Environmental Quality (CEQ) is responsible for implementing NEPA and Federal agencies are required to follow CEQ regulations and develop procedures as necessary to ensure proper consideration of environmental concerns in agency decision-making. Until HSIPR’s inception, FRA had undertaken comparatively few NEPA reviews, because it historically focused on rail safety. With recent legislation aimed at improving project delivery of surface transportation projects, primarily through reforming environmental issues, and as construction begins on many HSIPR projects, there is growing interest among grantees and other stakeholders regarding the variation among modal agencies in handling NEPA reviews. There is also growing interest in the degree to which FRA coordinates with FHWA and FTA. The Office of Inspector General initiated this audit to address questions surrounding the adequacy of FRA’s procedures for navigating the NEPA process and review concerns raised by stakeholders. After the review began, the Chairman of the House Committee on Transportation and Infrastructure requested that additional work be conducted as part of this audit. Specifically, the Chairman asked for an evaluation of the impact that differing authorities mandated to FHWA and FTA by Titles 23 and 49 of the U. S. Code have on FRA’s ability to coordinate with those operating administrations (OA) to expeditiously complete NEPA reviews. This evaluation was completed while executing the audit objectives which were to (1) assess FRA’s procedures for coordination with FHWA and FTA to ensure compliance with NEPA requirements, and (2) determine whether the procedures incorporate relevant statutory requirements and CEQ guidance.
KW  - Compliance
KW  - Coordination
KW  - Environmental impacts
KW  - Interagency relations
KW  - National Environmental Policy Act of 1969
KW  - Project delivery
KW  - U.S. Federal Highway Administration
KW  - U.S. Federal Railroad Administration
KW  - U.S. Federal Transit Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FRA%20NEPA%20coordination.pdf
UR  - https://trid.trb.org/view/1285629
ER  - 

TY  - RPRT
AN  - 01505648
AU  - Department of Transportation
TI  - Improvements Needed in FMCSA's Plan for Inspecting Buses at the United States-Mexico Border
PY  - 2013/11/26
SP  - 27p
AB  - Under the 1994 North American Free Trade Agreement (NAFTA), the United States and Mexico agreed to long-haul, cross-border transportation of cargo and passengers. Since 2002, Section 350(c) of annual appropriations legislation has required that no vehicles owned or leased by Mexican motor carriers may be  permitted to operate beyond commercial zones until the Office of Inspector General (OIG) verifies the Federal Motor Carrier Safety Administration’s (FMCSA) implementation of eight safety criteria. These criteria include maintaining staffing and infrastructure for monitoring Mexico-domiciled carriers and capacity to conduct meaningful inspections of commercial vehicles and drivers at United States-Mexico border crossings. In August 2009, the OIG recommended the Agency improve its capacity to perform bus inspections. The objectives for this audit were to determine whether FMCSA (1) is complying with the Section 350(c) safety requirements and (2) took sufficient action to implement the prior recommendations for improving its capacity to perform bus inspections at the border. To conduct the work, inspection operations at 10 of 27 passenger carrier border crossings were observed, including crossings in the 6 highest volume counties. FMCSA’s border enforcement staffing, mechanisms used by inspectors to check commercial driver records, inspection practices and data, and FMCSA’s implementation of the 2009 audit recommendations were assessed.
KW  - Buses
KW  - Commercial vehicles
KW  - Inspection
KW  - International borders
KW  - Motor carriers
KW  - Safety
KW  - U.S. Federal Motor Carrier Safety Administration
KW  - United States-Mexico Border
UR  - http://www.oig.dot.gov/sites/dot/files/11-26-13_NAFTA_Final.pdf
UR  - https://trid.trb.org/view/1285624
ER  - 

TY  - RPRT
AN  - 01499275
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Opportunities Exist to Strengthen FHWA's Coordination, Guidance, and Oversight of the Tribal Transportation Program
PY  - 2013/10/30
SP  - 21p
AB  - The Federal Highway Administration’s (FHWA) Tribal Transportation Program (TTP) provides funding for safe and adequate transportation and public road access to, within, and through tribal reservations, tribal lands, and Alaska Native Villages. TTP projects range from board roads for all-terrain vehicles on the marshy Alaskan tundra to significant road construction. According to FHWA’s Office of Federal Lands Highway (FLH), over 8 billion vehicle miles are traveled annually on the TTP system, but more than 60 percent of its roads are unpaved and 27 percent of its bridges are deficient. From fiscal years 2005 to 2012, the TTP received about $3.5 billion in congressional appropriations, including $310 million provided by the American Recovery and Reinvestment Act of 2009 (ARRA). FLH and the Department of Interior’s Bureau of Indian Affairs (BIA) jointly administer and oversee the TTP. Tribes enter into agreements with either FLH or BIA to receive funding for their tribal transportation projects and overall technical assistance on the program. The U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to assess whether FLH is (1) effectively coordinating with BIA to administer and manage the TTP and (2) providing adequate oversight of TTP projects under agreements with tribes. FLH and BIA routinely coordinate in key TTP areas, such as conducting reviews of tribal transportation programs. However, FLH and BIA have opportunities to improve coordination on National Environmental Policy Act (NEPA) approvals and final acceptance of TTP projects. The existing agreements between FLH and BIA do not reconcile the two Agencies’ different processes and requirements for NEPA approvals or reflect FLH’s current role in assisting tribes. Although FLH has developed some processes for reviewing the tribes’ management of transportation projects, its oversight is not based on sufficient data on tribes’ program risks and needs. OIG requested project and funding information for all completed projects and projects under construction for the tribes in our sample, but FLH did not provide accurate data for 7 out of the 10 tribes. It can be difficult for FLH and tribes to clearly understand and comply with program requirements. Insufficient data on program and project activities and unclear, outdated program guidance impedes FLH’s ability to effectively advise tribes and ensure that projects meet Federal requirements.
KW  - Coordination
KW  - Federal Aid Program Administration (Federal Highway Administration)
KW  - Federal Lands Highway Program
KW  - Management
KW  - Native Americans
KW  - Oversight
KW  - Tribal government
KW  - U.S. Bureau of Indian Affairs
UR  - http://www.oig.dot.gov/sites/dot/files/FHWA%20Tribal%20Transportation%20Program%20Oversight%20Report%5E10-30-13.pdf
UR  - https://trid.trb.org/view/1268229
ER  - 

TY  - ABST
AN  - 01578086
TI  - Scaling Factors and Self-Sensing in Composite Repairs of Corrosion Defects

AB  - This project seeks to resolve two fundamental questions regarding the composite repair approach: do scaling effects have an impact on repair performance? And how can an operator effectively inspect these repairs during the design lifespan? The first question will be answered through a fatigue test program that will compare the performance of patch-type composite repairs on small pipeline specimens (6 in. nominal diameter) to the performance of the same repair on a large diameter specimen (60 in. nominal diameter). The testing will allow for a definitive statement on the scaling of small-scale qualification test results to large diameter repairs. The second question will be answered through the development and testing of a resistive-based, self-sensing composite system. The material will allow for the monitoring of the composite substrate bond using small, low-voltage electronics. Wireless communication for either ground-based or in-line inspection tools will be explored and validated. Graduate students will form an integral part of the research team at all stages and will work closely with the principle investigator (PI) and the industry partners that have committed time and materials to this research program.

KW  - Corrosion
KW  - Defects
KW  - Fatigue tests
KW  - Monitoring
KW  - Repairing
KW  - Wireless communication systems
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=506
UR  - https://trid.trb.org/view/1371470
ER  - 

TY  - ABST
AN  - 01578083
TI  - Radio Frequency Identification (RFID) Smart Corrosion Coupon

AB  - To develop a novel type of smart corrosion coupons using Radio Frequency Identification (RFID) technology for continuously real-time wireless monitoring of corrosion. This will combine the advantages of RFID technology and the corrosion coupon so that a better corrosion monitoring method can be realized. The central idea in this project is to create smart corrosion coupons, which can emit signals indicating the corrosion status of the monitored points on demand, by embedding passive RFID tags inside layers of support materials, which act like normal corrosion coupon.

KW  - Corrosion
KW  - Monitoring
KW  - Radio frequency identification
KW  - Real time information
KW  - Signals
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=505
UR  - https://trid.trb.org/view/1371467
ER  - 

TY  - ABST
AN  - 01578082
TI  - Proactive and Hybrid Sensing based Inline Pipeline Defects Diagnosis and Prognosis

AB  - This project will support the development of a new form of hybrid sensing technique, thermoelectromagnetic-acoustic (TEA) method that can identify and characterize injurious pipe body proactively with superior resolution and high sensitivity. The detection results from the proposed advanced nondestructive evaluation (NDE) sensing methodology are further integrated with probabilistic methods and mechanical analysis for the accurate time-dependent reliability analysis. An information fusion framework integrating the residual strength calculation, uncertainty quantification and propagation analysis, and Bayesian updating is proposed for the accurate pipeline reliability evaluation and risk assessment using NDE testing results. If successful, the pipeline failure can be significantly reduced by this innovative pipeline defects diagnosis and prognosis approach.

KW  - Defects
KW  - Diagnostic tests
KW  - Inspection
KW  - Nondestructive tests
KW  - Pipelines
KW  - Risk assessment
KW  - Thermoelectric materials
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=508
UR  - https://trid.trb.org/view/1371391
ER  - 

TY  - ABST
AN  - 01578003
TI  - Permanently Installed Pipeline Monitoring Systems

AB  - This project will design and implement a built-in monitoring system for corrosion-damage assessment in pipelines. The system will be able to operate in a dual monitoring mode: 1) real-time continuous and 2) routine-based inspections.

KW  - Corrosion
KW  - Inspection
KW  - Maintenance
KW  - Monitoring
KW  - Pipelines
KW  - Real time information
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=507
UR  - https://trid.trb.org/view/1371387
ER  - 

TY  - ABST
AN  - 01578002
TI  - Mitigating External Corrosion of Pipelines Through Nano-Modified Cement-Based Coatings

AB  - This project consists of three main tasks. The first task will be to develop an effective processing technique to produce the cement-based coating, namely effective dispersion of the nanomaterials. This will be approached through physical and chemical methods: sonication and surfactant treatment, respectively. The second task will be to characterize key rheological properties of the coating material: thixotropic structural rebuilding and fresh-state adhesive properties. This will be done through a shear rheological "breakdown-recovery" protocol and the tack test, respectively. The last task will be to characterize key hardened properties: porosity and crack resistance under fatigue and restrained shrinkage. This will be done through monitoring weight loss, flexural testing under cyclic loading, and the ring test, respectively.

KW  - Adhesive strength
KW  - Coatings
KW  - Corrosion
KW  - Cracking
KW  - Nanostructured materials
KW  - Pipelines
KW  - Porosity
KW  - Rheological properties
KW  - Shrinkage
UR  - https://trid.trb.org/view/1371384
ER  - 

TY  - ABST
AN  - 01577996
TI  - Improving Quality Management Systems (QMS) for Pipeline Construction Activities

AB  - The main objectives of the project are: 1) to develop guidance pertaining to issues related to quality of a new pipeline and how these issues should be addressed through standards, specification, and in the field; 2) to develop general guidelines for a Quality Management System (QMS) for pipeline projects to provide greater assurance of consistent and acceptable quality; and 3) to suggest enhancements to regulations and standards to improve the overall quality of new pipelines.

KW  - Construction management
KW  - Guidelines
KW  - Pipeline safety
KW  - Quality control
KW  - Specifications
KW  - Standards
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=504
UR  - https://trid.trb.org/view/1371377
ER  - 

TY  - ABST
AN  - 01577993
TI  - Enhanced Mitigation of Pipeline Biocorrosion Using A Mixture of D-Amino Acids with A Biocide

AB  - This project will develop a new biocide enhancer technology from laboratory tests to field applications to mitigate biofilms in the prevention of MIC. Experimental tasks will evaluate these as well as additional D-amino acids in combination with THPS (one of the most popular biocide in pipeline treatment) to treat field biofilm consortia. In the 2nd year, field trials will be carried out to validate the technology.

KW  - Acids
KW  - Biodeterioration
KW  - Corrosion
KW  - Environmental impacts
KW  - Laboratory tests
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=512
UR  - https://trid.trb.org/view/1371367
ER  - 

TY  - ABST
AN  - 01577975
TI  - Composite Self-sensing Thermal Sprayed Coatings for Pipeline Corrosion Prevention and Mitigation

AB  - This project will develop a composite self-sensing thermal sprayed coating for pipeline external corrosion prevention and mitigation. This will introduce a new alternative strategy for developing a self-monitored protective layer for pipelines used in corrosive and destructive environment in a single manufacturing step via thermal spraying technique.

KW  - Coatings
KW  - Corrosion
KW  - Deterioration by environmental action
KW  - Monitoring
KW  - Pipelines
KW  - Protective coatings
KW  - Sensors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=509
UR  - https://trid.trb.org/view/1371335
ER  - 

TY  - ABST
AN  - 01577974
TI  - Advanced Nondestructive Characterization of Pipeline Materials

AB  - Current process of assessing a steel pipeline involves running in-line inspection (ILI) tools, and/or hydrotesting. Neither of these yields the type and quality of information needed for adequate prediction of performance recently recommended by the National Transportation Safety Board (NTSB), if the pipe properties are unknown. Laboratory measurements from in-the-ditch cutouts are currently the only way to gain sufficient quality information. No acceptable measurement method exists for non-destructively obtaining those values, which together with ILI sizing of defects, can be used in determining the pressure rating. Pipe properties of interest are; outside diameter, wall thickness,and material properties such as yield strength, tensile strength, fracture toughness and transition temperature. With the exception of the diameter and wall thickness, these values are only currently available through destructive testing.

KW  - Fracture mechanics
KW  - Inspection
KW  - Nondestructive tests
KW  - Pipelines
KW  - Properties of materials
KW  - Steel pipe
KW  - Tensile strength
KW  - Thickness
KW  - Toughness
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=511
UR  - https://trid.trb.org/view/1371332
ER  - 

TY  - RPRT
AN  - 01493298
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - FHWA Is Monitoring Unexpended Recovery Act Highway Funds, But Some Funds May Remain Unused
PY  - 2013/09/04
SP  - 21p
AB  - The American Recovery and Reinvestment Act of 2009 (ARRA) provided $27.5 billion for investments in highway infrastructure projects nationwide. The Federal Highway Administration (FHWA) is responsible for overseeing this investment, which included $26.1 billion in Highway Infrastructure Investment Grants(highway projects). FHWA issued guidance on ARRA within weeks of the law’s passage, and as of April 17, 2013, about 96 percent of these funds have been expended. As part of ongoing ARRA oversight, the status of any remaining unexpended ARRA highway project funds was examined and whether States can use them to the fullest extent before the time period for spending the funds expires after September 30, 2015. At the end of fiscal year 2012, States had unexpended  ARRA funds of approximately $1.5 billion from ARRA obligations for highway projects and $155 million in de-obligations, or “recovered” funds, from ARRA projects. The objectives were to assess FHWA’s controls for monitoring unexpended funds; determine whether FHWA’s policies, procedures, and management activities result in the prompt, appropriate use of unexpended ARRA funds; and identify  unexpended funds at risk of not being spent by final deadlines. This audit was conducted between July 2012 and June 2013 in accordance with generally accepted Government auditing standards. As part of this audit a statistical sample of 70 of 3,346 ARRA highway projects with unexpended ARRA Highway Infrastructure Investment Grant obligations as of September 30, 2012 was selected to project  the amount of potential future recovered funds.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Expenditures
KW  - Government funding
KW  - Oversight
KW  - Procedures
KW  - States
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/Web%20file_FHWA%20Unexpended%20ARRA%20Funds.pdf
UR  - https://trid.trb.org/view/1262717
ER  - 

TY  - ABST
AN  - 01578101
TI  - Technology Transfer, Demonstrations and Post-Mortem Testing of Cast Iron and Steel Pipe Lined with Cured-in-Place Pipe Liners

AB  - The project will advance a broad understanding of cured-in-place pipe (CIPP) liners as they interact with host steel or cast iron pipe. CIPP lined pipe will be removed after years of gas service and tested using a solid foundation of protocols by Cornell University; an independent expert with a long history in testing of infrastructure. Also, a live gas company demonstration of re-conditioning job using CIPP liners will be performed and added to past test and usage information.

KW  - Cast iron
KW  - Cured in place pipe
KW  - Demonstration projects
KW  - Gas pipelines
KW  - Steel pipe
KW  - Technology transfer
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=502
UR  - https://trid.trb.org/view/1371556
ER  - 

TY  - ABST
AN  - 01578100
TI  - Subsurface Multi-Utility Asset Location Tool

AB  - The project will determine parameters that would be critical to assure detection of multiple pipes in a vertical strata.

KW  - Asset management
KW  - Detection and identification technologies
KW  - Location
KW  - Pipelines
KW  - Strata
KW  - Underground structures
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=490
UR  - https://trid.trb.org/view/1371554
ER  - 

TY  - ABST
AN  - 01578084
TI  - Real-Time Multiple Utility Detection During Pipe Installation Using Horizontal Directional Drilling (HDD) System

AB  - This project will integrate acoustic and radar technologies to detect buried pipes/objects in front and adjacent to the drill-head during installation of pipes using the horizontal directional drilling (HDD) machine.

KW  - Acoustic detectors
KW  - Drilling machines
KW  - Installation
KW  - Radar detectors
KW  - Technology
KW  - Underground utility lines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=493
UR  - https://trid.trb.org/view/1371468
ER  - 

TY  - ABST
AN  - 01577978
TI  - Development of an Industry Test Facility and Qualification Processes for Inline Inspection (ILI) Technology Evaluation and Enhancements

AB  - The project will standardize a process for evaluating in-line inspection technologies for the energy pipeline industry. The project will complete the design and construction of a highly flexible and modern pipeline pull test facility at Pipeline Research Council International (PRCI's) nondestructive evaluation (NDE) repository, where a range of real world pipeline test samples have been accumulated and are retained to support technology improvements and developments for pipeline inspection.

KW  - Evaluation and assessment
KW  - Inspection
KW  - Nondestructive tests
KW  - Pipelines
KW  - Technology
KW  - Test facilities
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=499
UR  - https://trid.trb.org/view/1371338
ER  - 

TY  - ABST
AN  - 01572655
TI  - Evaluation of Structural Liners for the Rehabilitation of Liquid and Natural Gas Piping Systems
AB  - The project will conduct an assessment of structural liners and composites and their interaction with the pipe to demonstrate their capability to carry the loads of a degraded host pipe. The focus will be on the systems installed using trenchless technologies for remediation to the pipe and its appurtenances. This will be achieved by the following: (1) Establish performance criteria, testing and analytical procedures; and (2) Coordinate field installations with the manufacturers and organizations to establish best practices.
KW  - Degradation failures
KW  - Linings
KW  - LNG pipelines
KW  - Maintenance
KW  - Performance
KW  - Pipe liners
KW  - Remediation
KW  - Trenchless technology
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=501
UR  - https://trid.trb.org/view/1364741
ER  - 

TY  - ABST
AN  - 01572654
TI  - Development, Field Testing and Commercialization of a Crack and Mechanical Damage Sensor for Unpiggable Natural Gas Transmission Pipelines
AB  - This project will complete development of a crack and a mechanical damage sensor.  It will undertake the technology transfer tasks necessary to integrate these sensors into the commercial offering through Pipetel Technologies, a company that provides commercial service offering for the Explorer family of robotic devices and addressing the inspection of unpiggable natural gas transmission and distribution pipelines. As part of this effort, the team will perform field demonstrations of these sensors in four different live pipelines using the Explorer 20/26 platform which was commercialized earlier this year and the result of a successful research and development (R &amp; D) program that include previous cofunding and overall support from Pipeline and Hazardous Materials Safety Administration (PHMSA).  The crack sensor is based on a combined transverse magnetic flux leakage (TMFL) and electro magnetic acoustic transducer (EMAT) technology, while the mechanical damage sensor is an optical one.  This work will be conducted by a team consisting of NYSEARCH, the research and development sub-organization of the Northeast Gas Association (NGA), and Invodane Engineering (IE), the developer and commercializer of this technology.  This project will last (15) months.
KW  - Field tests
KW  - Flaw detection
KW  - Natural gas pipelines
KW  - Robotics
KW  - Sensors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=496
UR  - https://trid.trb.org/view/1364740
ER  - 

TY  - ABST
AN  - 01572491
TI  - INO Technologies Assessment of Leak Detection Systems for Hazardous Liquid Pipelines
AB  - This project will assess the stand-off capabilities of National Optics Institute (INO) developed instruments for the detection of vapors from liquid petroleum pipeline leaks. The prototype sensor on a mobile platform will include one or more of three spectroscopic instruments: 1) a standoff ultraviolet (UV) laser induced fluorescence device, 2) a UV Raman remote sensor, and 3) an open path, active, laser based infrared (IR) Differential Optical Absorption Spectroscopy (DOAS) sensor. Remote capability up to 100 yards will be evaluated for several concentrations of vapors from petroleum products (typically transported by pipelines) in a laboratory and in a simulated pipeline setting.
KW  - Flaw detection
KW  - Infrared spectroscopy
KW  - Leak detection
KW  - Leakage
KW  - Petroleum pipelines
KW  - Remote sensing
KW  - Sensors
KW  - Ultraviolet spectroscopy
KW  - Vapors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=492
UR  - https://trid.trb.org/view/1364455
ER  - 

TY  - ABST
AN  - 01578102
TI  - The Effect of Pressurized Hydrogen Gas on the Fatigue Properties of the Heat-Affected Zones in X52 and X70 Pipelines

AB  - The National Institute of Standards and Technology (NIST) and Pipeline and Hazardous Materials Safety Administration (PHMSA) seek to address concerns over heat-affected zones voiced by American Society of Mechanical Engineers (ASME) B31.12 committee on Hydrogen Piping and Pipelines.

KW  - American Society of Mechanical Engineers
KW  - Fatigue (Mechanics)
KW  - Gas pipelines
KW  - Heat affected zone (Metals)
KW  - Hydrogen fuels
KW  - National institute of Standards and Technology
KW  - Pressurization
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=491
UR  - https://trid.trb.org/view/1371558
ER  - 

TY  - RPRT
AN  - 01491322
AU  - Department of Transportation
TI  - DOT Does Not Fully Comply with Revised Federal Acquisition Regulation on the Use and Management of Cost-Reimbursement Awards
PY  - 2013/08/05
SP  - 26p
AB  - The Duncan Hunter National Defense Authorization Act for Fiscal Year 2009 required that the Federal Acquisition Regulation (FAR) be revised to provide additional guidance on the use and management of cost-reimbursement contracts. The Act also required that each Office of Inspector General review its agency’s compliance with these revisions within 1 year of the published FAR revisions and include the results in its next semiannual report. The FAR was revised in an interim rule effective March 16, 2011, and issued as a final rule on March 2, 2012. Accordingly, the audit objective was to assess whether U.S. Department of Transportation and its Operating Administrations comply with the revised FAR requirements on the use and management of cost-reimbursement contracts. This review was conducted between July 2012 and May 2013 in accordance with generally accepted Government auditing standards. A random sample of 31 out of 655 cost-reimbursement awards, including 11 contracts and 20 task orders, was reviewed. The review determined that the Operating Administrations’ practices for 15 of the 31 awards do not comply with a significant portion, at least 25 percent, of the revised FAR requirements.
KW  - Contract administration
KW  - Contractors
KW  - Contracts
KW  - Costs
KW  - Federal Acquisition Regulations
KW  - Oversight
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/DOT%20Use%20of%20Cost-Reimbursement%20Contracts%5E08-05-13.pdf
UR  - https://trid.trb.org/view/1259772
ER  - 

TY  - RPRT
AN  - 01495187
AU  - Department of Transportation
AU  - Maritime Administration
TI  - MARAD Has Taken Steps To Develop a Port Infrastructure Development Program But Is Challenged in Managing Its Current Port Projects
PY  - 2013/08/02
SP  - 40p
AB  - In 2003, the Maritime Administration (MARAD) was authorized to administer funds for developing and modernizing the Port of Anchorage, the main seaport in Anchorage, AK. The Port of Anchorage Intermodal Expansion Project—a partnership with the Port and the Municipality of Anchorage—is ongoing, and there have been significant setbacks, including construction problems and schedule delays. MARAD has since been authorized to administer two other port projects: the multi-port Hawaii Harbors Infrastructure Expansion Program in 2005 and the Port of Guam Improvement Enterprise Program in 2008. The Port of Guam project, which is estimated to receive up to $117 million in Federal funding, is part of a critical construction program that will support the relocation of U.S. Marine Corps forces from Japan to Guam. In 2009, MARAD was mandated to establish a Port Infrastructure Development Program (PIDP) for the improvement of port facilities.  The setbacks with the Port of Anchorage project have raised concerns about MARAD’s ability to manage its port projects. Given MARAD’s central role, the U.S. Department of Transportation Office of Inspector General (OIG) evaluated the Agency’s execution of its port infrastructure development responsibilities. Specifically, OIG evaluated MARAD’s (1) oversight and risk management of port infrastructure development projects, and (2) oversight of port infrastructure projects’ contract planning and administration. MARAD did not establish effective oversight mechanisms when it initiated its port infrastructure development responsibilities. MARAD narrowly interpreted statutory requirements, which state that appropriated amounts for the Port of Anchorage and Hawaii Harbors projects shall be “transferred to and administered by” the Maritime Administrator. According to MARAD officials, in the absence of clear statutory guidance, MARAD delegated authority for project construction and management through Memorandums of Agreement (MOAs) with the local authorities in Anchorage, Hawaii, and Guam. In doing so, MARAD did not (1) adequately define its port project oversight responsibilities or provide guidance to contractors for developing Program Management Plans (PMPs); (2) establish a sound risk management process consistent with industry best practices; or (3) have a process to systematically store, maintain, and track project progress and funds. MARAD did not effectively manage its port project contracts. Between 2003 and 2011, the Port of Anchorage project’s cost estimate grew over four and a half times from $211 million to $1 billion, with scheduled completion slipping 8 years. According to MARAD officials, prior to 2011 the Agency’s leadership made a policy decision that abdicated programmatic and technical control to local port officials which contributed to problems with the project.
KW  - Anchorage (Alaska)
KW  - Contract administration
KW  - Development
KW  - Guam
KW  - Hawaii
KW  - Oversight
KW  - Port of Anchorage (Alaska)
KW  - Ports
KW  - Project management
KW  - U.S. Maritime Administration
UR  - http://www.oig.dot.gov/sites/dot/files/MARAD%20Oversight%20of%20Port%20Infrastructure%20Development%20Projects%5E8-2-13.pdf
UR  - https://trid.trb.org/view/1263332
ER  - 

TY  - RPRT
AN  - 01488055
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA's Civil Aviation Registry Lacks Information Needed for Aviation Safety and Security Measures
PY  - 2013/06/27
SP  - 22p
AB  - As part of the Federal Aviation Administration’s (FAA) safety mission, its Flight Standards Service (AFS) maintains the Civil Aviation Registry to ensure that unqualified aircraft owners and airmen do not receive aircraft registrations or licenses. FAA uses the Registry to process and maintain ownership registrations on 350,000 private and commercial aircraft and records on pilots’ licenses. The Registry, which contains personally identifiable information (PII), also serves as a source of information for other Government agencies, including those responsible for homeland security and investigations of aviation accidents and other incidents. The U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit because of congressional concerns over aviation safety and the security of the information that FAA maintains in the Registry. OIG's objectives were to determine whether (1) aircraft registrations and pilot certifications include the information needed for FAA to ensure aviation safety, (2) security controls keep the Registry secure from unauthorized access, and (3) contingency plans are sufficient to recover the Registry system in the event of an emergency. Briefly, FAA’s Civil Aviation Registry lacks accurate and complete information needed for aviation safety and security measures. The Registry lacks information on registered aircraft, owners—including non-U.S. citizens—and their compliance with FAA regulations. FAA’s regulations require owners to periodically update or correct the information in their Registry records, but the Agency does not check these re-registrations against the original records to ensure accuracy and regulatory compliance. FAA has not implemented needed security controls over the Registry’s configuration and account management to mitigate the risk of unauthorized access to PII. FAA maintains it is not responsible for information voluntarily submitted to the Registry. However, FAA’s practices are contrary to Office of Management and Budget (OMB) and National Institute of Standards and Technology (NIST) requirements that require protection of PII and emphasize the importance of access controls, up-to-date operating systems, and continuous monitoring. FAA’s recovery plan for the Registry does not meet DOT’s information technology (IT) security policy requirements and is inadequate to ensure that the system is recoverable after a disaster or other event causing it to be shut-down.
KW  - Air pilots
KW  - Aviation safety
KW  - Certification
KW  - Contingency planning
KW  - Data access
KW  - Data quality
KW  - Information systems
KW  - Registrations
KW  - Security
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Civil%20Aviation%20Registry%20Report%5E06-27-2013.pdf
UR  - https://trid.trb.org/view/1257067
ER  - 

TY  - RPRT
AN  - 01485159
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Lacks a Reliable Model for Determining the Number of Flight Standards Safety Inspectors It Needs
PY  - 2013/06/20
SP  - 33p
AB  - The Federal Aviation Administration (FAA) employs approximately 4,000 aviation safety inspectors and 40 analysts who play a key role in helping to maintain the United States’ remarkable air carrier safety record. However, the February 2009 Colgan Air crash highlighted potential weaknesses in FAA’s oversight of Part 121 air carriers, including concerns about whether FAA has enough inspectors. In October 2009, FAA introduced a new staffing model, known as the Aviation Safety Staffing Tool and Reporting System, to address concerns raised in a 2006 congressionally mandated National Research Council (NRC) study. The NRC concluded that FAA had an ineffective method for identifying how many safety inspectors it needs and where they are most needed. In the Airline Safety and FAA Extension Act of 2010, Congress directed the U.S. Department of Transportation Office of Inspector General (OIG) to evaluate how FAA assigns inspectors to Part 121 air carriers, including assessing the number and experience levels of inspectors and analysts, and how inspectors use surveillance methods to supplement their regular inspections. Accordingly, OIG's audit objectives were to (1) determine the status of FAA’s implementation of its new staffing model, (2) evaluate the process FAA uses to assess the number and level of experience of inspectors and analysts assigned to each Part 121 carrier, and (3) evaluate FAA’s use of other surveillance processes to supplement the inspections performed by assigned oversight offices. Briefly, FAA established its inspector staffing model over 3 years ago; however, the model is faulty—containing incomplete, inaccurate, and outdated data—and cannot be relied on to determine the number and placement of inspectors needed. For example, key data such as the number of hours worked per task by inspectors are still based on outdated surveys rather than actual data. Without a reliable inspector staffing model, FAA’s process for assessing the number of inspectors and analysts assigned to each Part 121 air carrier does not differ significantly from prior methods that the NRC deemed ineffective. FAA supplements its regular inspections through its reinstated geographic surveillance program. While the geographic surveillance program is a helpful oversight tool, OIG identified concerns that may undermine its success. For example, inspectors expressed reluctance to participate in certain aspects of the new geographic surveillance program because typically, inspectors in other offices are not trained on the specific operations of their assigned air carrier.
KW  - Airlines
KW  - Aviation safety
KW  - Implementation
KW  - Inspection
KW  - Inspectors
KW  - Oversight
KW  - Selection and appointment
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Inspector%20and%20Analyst%20Staffing%20Report%5E6-20-13.pdf
UR  - https://trid.trb.org/view/1253611
ER  - 

TY  - RPRT
AN  - 01482540
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Lessons Learned From ARRA Could Improve the Federal Highway Administration's Use of Full Oversight
PY  - 2013/05/07
SP  - 23p
AB  - With the infusion of $27.5 billion in American Recovery and Reinvestment Act (ARRA) funds for highway projects, the Federal Highway Administration (FHWA) had to meet Office of Management and Budget (OMB) requirements for enhanced oversight and increased accountability for recovery funds. To address these requirements, FHWA expanded its existing oversight process by performing ARRA programmatic and project reviews of States’ management of Federal funds, such as those performed by National Review Teams. Additionally, FHWA conducted full oversight reviews of about 1,200 of nearly 15,000 ARRA projects to ensure they received a comprehensive assessment and that States met all relevant Federal requirements. Under full oversight, FHWA retains review and approval responsibilities for project design, plans, specifications, estimates, right-of-way certification statements, contract awards, inspections and final acceptance. When projects are not designated for full oversight, these responsibilities are typically delegated to the States through Stewardship and Oversight Agreements. Given FHWA’s responsibility to provide effective stewardship and oversight of ARRA funds, the U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to (1) determine whether FHWA’s full oversight inspections detected instances of noncompliance with select Federal requirements and (2) assess whether FHWA’s oversight guidance adequately defines full oversight procedures needed to ensure a comprehensive review of projects during construction. Briefly, while Florida, Michigan, and Pennsylvania generally complied with Federal requirements for quality control and quality assurance, FHWA full oversight inspections did not always detect instances of States’ noncompliance with other Federal requirements. Specifically, FHWA Division Offices did not routinely verify whether these States complied with some Federal requirements. FHWA guidance does not adequately define full oversight. Rather, FHWA allows each of its Division Offices to determine the type, scope, and consistency of project inspections and the extent of supervision needed. As a result, FHWA Division Offices rarely prepared written plans to identify which construction activities would be inspected, did not fully document oversight procedures performed or justify why they excluded some Federal requirements and the related risk areas from their review, and—contrary to FHWA guidance—had limited evidence of supervisory review of inspection reports.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Compliance
KW  - Construction projects
KW  - Inspection
KW  - Oversight
KW  - Quality assurance
KW  - Quality control
KW  - States
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FHWA%20Use%20of%20Full%20Oversight%5E5-7-13.pdf
UR  - https://trid.trb.org/view/1250941
ER  - 

TY  - RPRT
AN  - 01482110
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Continues to Face Challenges in Implementing a Risk-Based Approach for Repair Station Oversight
PY  - 2013/05/01
SP  - 33p
AB  - Over the past 15 years, major U.S. air carriers increased spending for contract maintenance by nearly $2.7 billion. Industry experts expect this trend to continue as airlines increasingly attempt to cut maintenance costs and maximize profitability. Currently, the Federal Aviation Administration (FAA) is responsible for overseeing nearly 4,800 aircraft repair stations used worldwide by U.S air carriers.  In July 2003 and September 2008, the U.S. Department of Transportation Office of Inspector General (OIG) reported that FAA’s oversight did not ensure that work completed at repair stations met FAA standards, and OIG made recommendations aimed at improving this oversight. In response to OIG's  2003 report, FAA implemented a new process intended to provide comprehensive, standardized, and risk-based oversight of repair stations. At the request of the former Chairman of the House Committee on Transportation and Infrastructure, Subcommittee on Aviation, OIG evaluated the Agency’s progress since its last review. Specifically, OIG  (1) determined whether FAA’s oversight includes accurate and timely risk assessments of repair stations, and (2) evaluated the effectiveness of FAA’s oversight of foreign and domestic repair stations. Briefly, FAA developed a risk assessment process to aid repair station inspectors in identifying areas of greatest concern. Despite FAA’s efforts, its oversight emphasizes completing mandatory inspections instead of targeting resources to where they are needed based on risk. FAA’s oversight of foreign and domestic repair stations lacks the rigor needed to identify deficiencies and verify that they have been addressed. This is because FAA inspectors typically do not use comprehensive and standardized procedures for conducting inspections and reporting inspection findings, resulting in inadequate and inconsistent inspection practices.
KW  - Aircraft operations
KW  - Domestic transportation
KW  - Implementation
KW  - Inspection
KW  - International transportation
KW  - Maintenance facilities
KW  - Oversight
KW  - Risk assessment
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Repair%20Station%20Oversight%5E5-1-13.pdf
UR  - https://trid.trb.org/view/1250626
ER  - 

TY  - RPRT
AN  - 01481608
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - ARRA Lessons Learned: Opportunities Exist for FAA to Further Improve Its Oversight of Airport Grant Payments
PY  - 2013/04/18
SP  - 32p
AB  - On February 17, 2009, the President signed the American Recovery and Reinvestment Act (ARRA), designating $1.1 billion for Federal Aviation Administration (FAA) Airport Improvement Program (AIP) grants. To maximize the impact of these grants, ARRA required Federal agencies to hold grantees accountable for their expenditures, and the Office of Management and Budget (OMB) directed agencies to increase grantee oversight for that purpose. Given the sizeable amount of funds involved and the U.S. Department of  Transportation Office of Inspector General's (OIG's) previous findings of improper payments involving AIP grants, OIG's audit objectives were to determine whether FAA’s oversight of ARRA grantees was sufficient to (1) prevent or detect improper payments and (2) ensure funds were used in accordance with ARRA requirements. Briefly, FAA’s oversight process was not sufficient to prevent or detect more than $1.4 million in improper payments. Of this total, $890,657 were for services that lacked FAA’s approval, expenses that are not eligible for payment from Federal grant funds, or payments that were billed to the wrong grant. For example, San Francisco International Airport officials improperly billed ARRA for over $832,000 for unapproved taxiway and drainage work, as well as ineligible survey equipment. At other airports, OIG  identified almost $550,000 for services that lacked sufficient documentation to support payment amounts. For example, Washington Dulles International Airport lacked support for contractor invoicing of about $113,000 billed for crushed stone, concrete, and drainage. These improper payments occurred in part because FAA over-relies on grantees to ensure their payment requests are accurate and supported. Moreover, the Agency’s oversight of payments is typically limited to reviewing sponsor summary documentation, which frequently lacks sufficient detail to reveal ineligible or erroneous charges. FAA’s oversight also did not ensure that airport grant fund expenditures fully met ARRA and AIP requirements. Examples included allowing grantees to use ARRA funds to cover prior year work and accepting single bids without seeking lower prices. In the first case, FAA reimbursed the State of Alaska, recipient of eight airport ARRA grants, almost $4.7 million in ARRA funds for prior airport planning and design work that took place between 2004 and 2008, well before ARRA’s passage in 2009. While the Act directed FAA to use its normal AIP grant process (which permits such reimbursements), the Act also directed that the funds be used to create jobs and stimulate the economy (i.e., through new work). This apparent conflict could have been avoided if FAA had reimbursed the State of Alaska with AIP planning grants and used the $4.7 million instead on other new job-creating projects. In the second case, FAA regional offices allowed two grantees (Georgetown, KY, and La Grande, OR) to accept single bids without negotiating or comparing the proposals to the cost of similar projects. This raises questions as to whether the grantees obtained the best possible prices—especially since one of the bids was 22 percent higher than the airport’s original cost estimate.
KW  - Airport Improvement Program
KW  - Airports
KW  - American Recovery and Reinvestment Act of 2009
KW  - Expenditures
KW  - Financial responsibility
KW  - Grant aid
KW  - Lessons learned
KW  - Oversight
KW  - Payment
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Oversight%20of%20Airport%20Grants%20Funded%20By%20ARRA%5E04-18-13_0.pdf
UR  - https://trid.trb.org/view/1250032
ER  - 

TY  - RPRT
AN  - 01481607
AU  - Department of Transportation
AU  - Federal Railroad Administration
TI  - FRA Is Nearing Completion of Rules Required by the Rail Safety Improvement Act, But Needs to Improve Oversight
PY  - 2013/04/17
SP  - 35p
AB  - In response to several high profile accidents between 2002 and 2008 that resulted in hundreds of casualties and millions of dollars in damages, Congress passed the Rail Safety Improvement Act (RSIA) of 2008. For example, a 2005 collision—between two freight trains in Graniteville, SC—resulted in the release of chlorine gas from a tank car. The accident killed 9 people, required the evacuation of 5,400 others, and caused over $6.9 million in damages. In September 2008, the collision of a commuter train and a freight train in Chatsworth, CA, resulted in 25 deaths, 125 injuries, and over $12 million in damages. RSIA—the first statute in almost 15 years that reauthorizes the Federal Railroad Administration’s (FRA) safety programs—requires FRA to undertake several wide-ranging tasks that broaden its safety-related responsibilities while it continues to meet its pre-existing responsibilities. Among these new responsibilities are requirements that FRA promulgate 17 rules to improve railroad safety. Because of this significant increase in the Agency’s rail safety responsibilities, the U.S. Department of Transportation Office of Inspector General (OIG) reviewed FRA’s implementation and oversight of the new safety rules. OIG's objectives were to assess FRA’s: (1) progress in completing the RSIA-required rules; and (2) ability to ensure compliance with the new rules. Briefly, FRA has issued 8 of the 17 RSIA-required rules and has made progress on finalizing the remaining 9. However, the Agency issued seven of the eight after their statutory deadlines, and has missed the deadlines for six of the remaining nine. Weaknesses in FRA’s planning for its rulemaking work delayed rule issuance. While FRA focused its early efforts almost entirely on the rule on positive train control (PTC), Agency officials did not establish priorities for work on the other rules. Delayed promulgation of RSIA-required rules delays the mitigation of railroad industry safety hazards that Congress intended the rules to address. FRA did not provide its oversight staff with the guidance, training, and supervision required to oversee compliance with certain RSIA rules. The Agency did not update its compliance manuals to reflect new rules before beginning oversight of five new rules—PTC, electronic recordkeeping for hours of service, concrete crossties, bridge safety standards, and camp car health and safety. Furthermore, FRA staff reported that they received insufficient training to oversee compliance with the PTC, camp car health and safety standards, and electronic recordkeeping rules. Finally, FRA has not defined what constitutes adequate supervisory review, and does not require documentation of supervisory reviews. As a result, supervisory review of safety oversight work has been limited and inconsistent.
KW  - Compliance
KW  - Implementation
KW  - Operating rules
KW  - Oversight
KW  - Rail Safety Improvement Act of 2008
KW  - Railroad safety
KW  - Safety programs
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FRA%20Rail%20Safety%20Improvement%20Act%20Report%5E4-17-13.pdf
UR  - https://trid.trb.org/view/1250031
ER  - 

TY  - RPRT
AN  - 01479058
AU  - Department of Transportation
AU  - Federal Railroad Administration
TI  - Amtrak's New Cost Accounting System is a Significant Improvement but Concerns Over Precision and Long Term Viability Remain
PY  - 2013/03/27
SP  - 21p
AB  - For several years, Amtrak management, Congress, and other stakeholders expressed concerns about weaknesses in Amtrak’s cost accounting system, the Route Profitability System (RPS). Specifically, they raised concerns over the system’s weaknesses in transparency, timeliness, system maintenance, and cost allocation. In 2005, the Government Accountability Office (GAO) reported that Amtrak’s reliance on cost allocation rather than cost assignment and RPS’s lack of transparency contributed to unreliable financial performance reporting. In response to these problems, Congress required the Federal Railroad Administration (FRA) to develop and Amtrak to implement a modern cost accounting and reporting system. The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) required the Department of Transportation’s Office of Inspector General (OIG) to review the new system to determine whether it produces reliable reporting on Amtrak’s financial performance. Specifically, OIG's  objectives were to assess whether the system: (1) tracks Amtrak’s financial performance by route, line of business, and major activity; (2) addresses concerns with RPS; and (3) calculates Amtrak’s avoidable costs with respect to each of its routes using a sound methodology. Briefly, while APT and SAP, Amtrak’s cost accounting and financial accounting systems, were independently designed pursuant to separate congressional mandates, together they allow Amtrak to track and report on its financial performance by route, line of business and major activity. However, implementation issues related to data flow between the two systems have delayed its performance reporting. APT addresses the concerns raised about RPS’s shortcomings including system transparency and reporting timeliness but it does not address concerns related to system maintenance and cost assignment. To improve transparency, Amtrak maintains both paper and electronic copies of APT’s methodology and has developed a formal process to evaluate and document system changes. With APT, Amtrak expects to be able to produce monthly performance reports in 12 to 14 days after the end of the reporting period, a significant improvement over RPS. However, when designing APT, Amtrak customized the system to its operations rather than using an off-the-shelf system. This custom design makes APT challenging and more costly to maintain, raising concerns regarding its long-term utility. According to Amtrak officials, Amtrak has not yet implemented FRA’s methodology for calculating avoidable costs due to time and resource limitations. However, this methodology has significant limitations. FRA’s methodology relies notably on the use of statistical estimation that is not supported by economic theory; fails to account for key factors such as wages and rents; and bases its calculations on a limited data sample. Consequently, Amtrak and Congress may not have a reliable estimate of the savings that could result from eliminating a route.
KW  - Amtrak
KW  - Cost accounting
KW  - Costs
KW  - Financial analysis
KW  - Financial reporting
KW  - Financing
KW  - Route Profitability System
KW  - Routes
UR  - http://www.oig.dot.gov/sites/dot/files/Amtrak's%20New%20Cost%20Accounting%20System%20Report%5E3-27-13.pdf
UR  - https://trid.trb.org/view/1247798
ER  - 

TY  - RPRT
AN  - 01479057
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Improvements to DOT’s Governance Processes Are Needed to Enhance Oversight of Major IT Investments
PY  - 2013/03/27
SP  - 29p
AB  - The U.S. Department of Transportation’s (DOT) fiscal year 2012 major information technology (IT) investment portfolio was just over $2.2 billion. About 94 percent ($2.07 billion) of the portfolio is managed by the Federal Aviation Administration (FAA). FAA’s major IT investments fund important aviation modernization programs, including the Next Generation Air Transportation System (NextGen), a multibillion-dollar effort to modernize the U.S. air traffic control system. However, since 2005, FAA has experienced cost overruns, schedule delays, or both on 7 of its 14 major air traffic control IT programs, including 1 that exceeded original cost estimates by $2 billion and was delayed by 14 years.  The U.S. Department of Transportation Office of Inspector General (OIG) and the Government Accountability Office (GAO) have issued numerous audit reports and testimonies related to FAA’s major IT investments that point to longstanding and significant concerns in the Agency’s management and oversight of these critical programs. To improve oversight of major Federal IT investments, the Office of Management and Budget (OMB) called for agencies to establish executive investment governance processes. In response, DOT established a departmental Investment Review Board (IRB), effective December 4, 2009, to help ensure the Department realizes optimal value for its IT investments. DOT also required that individual IRBs be established within each of its 12 Operating Administrations that are responsible for overseeing their IT investments. The Joint Resources Council (JRC) serves as FAA’s IRB to help ensure FAA’s capital investments fulfill mission priorities and maximize resources. Given the cost, complexity, and importance of major IT investments to the Department’s mission, OIG  assessed whether (1) DOT’s investment governance practices meet Federal and statutory investment oversight requirements and best practices, and (2) FAA and DOT provide sufficient oversight of FAA’s major IT investments. Briefly, DOT’s investment oversight practices do not fully meet OMB requirements or DOT policies. Specifically, DOT does not have an active IRB or supporting boards to provide a comprehensive management framework. FAA and DOT face challenges in providing sufficient oversight of FAA’s major IT investments. FAA’s JRC has a comprehensive framework for investment governance, yet the Agency does not always follow the JRC approval and oversight process.
KW  - Cost overruns
KW  - Governance
KW  - Information technology
KW  - Investments
KW  - Oversight
KW  - Program management
KW  - Scheduling
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/DOT%20Major%20IT%20Investment%20Governance%20Processes%5E3-27-13.pdf
UR  - https://trid.trb.org/view/1247799
ER  - 

TY  - RPRT
AN  - 01478784
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - FHWA Provides Sufficient Guidance and Assistance to Implement the Highway Safety Improvement Program but Could Do More to Assess Program Results
PY  - 2013/03/26
SP  - 18p
AB  - Reducing the number of fatalities and serious injuries on our Nation’s highways continues to be a top safety priority for the Department of Transportation (DOT). The Federal Highway Administration’s (FHWA) Highway Safety Improvement Program (HSIP) is the primary DOT program for reducing fatalities and serious injuries on roadways through infrastructure improvements, such as guard rails or rumble strips. HSIP has received approximately $8.4 billion in funding from 2006 through 2011. The current surface transportation authorization, the Moving Ahead for Progress in the 21st Century Act (MAP-21), continues HSIP and increases its funding to roughly $2.4 billion per year for the next 2 years. Given the major contribution HSIP is intended to make to highway safety and the large funding levels involved, DOT's Office of Inspector General (OIG) initiated this audit to assess whether FHWA (1) provides sufficient guidance and assistance to enable the States to effectively implement the data-driven, performance-based approach called for in HSIP legislation and (2) evaluates HSIP results, which States report to FHWA annually, to determine the program’s impact. Briefly, results of the OIG audit indicate that FHWA provides sufficient guidance and technical assistance to the States to implement HSIP in accordance with current requirements that permit substantial State flexibility. As required by law, States used safety data to select HSIP projects and develop performance-based programs. Overall, OIG's  review of States’ 2011 HSIP reports found that 98 percent of States met program requirements and 92 percent followed FHWA’s program guidance on reporting. FHWA periodically evaluates HSIP results and other traffic safety information reported by the States, but conclusions from these evaluations are limited and FHWA does not have an effective way to regularly use program data to report HSIP results nationwide. This is largely because States provide varying types and quantities of data to FHWA in their annual HSIP reports, even though the States all met the current legal reporting requirements on what information to include.
KW  - Countermeasures
KW  - Data quality
KW  - Evaluation and assessment
KW  - Guidance
KW  - Highway safety
KW  - Highway Safety Improvement Program
KW  - Improvements
KW  - Performance measurement
KW  - States
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FHWA's%20Highway%20Safety%20Improvement%20Program%5E3-26-13.pdf
UR  - https://trid.trb.org/view/1247376
ER  - 

TY  - RPRT
AN  - 01479048
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA’s Efforts to Track and Mitigate Air Traffic Losses of Separation Are Limited by Data Collection and Implementation Challenges
PY  - 2013/02/27
SP  - 26p
AB  - The Nation’s air traffic controllers play an important role in maintaining the world’s safest air transportation system. Yet, losses of standard separation—when aircraft do not maintain the minimum distance apart—remain a significant safety concern. In January 2011, an operational error—a loss of standard separation caused by air traffic controllers—led to a near mid-air collision between a commercial airliner and two military aircraft near New York City. According to the National Transportation Safety Board (NTSB), who investigated the incident, at their closest point, the aircraft came within a mile of each other. According to Federal Aviation Administration (FAA) statistics, the number of reported operational errors increased by more than 50 percent between fiscal years 2009 and 2010. Concerned with this increase, the Senate Committee on Commerce, Science, and Transportation and the Subcommittee on Aviation Operations, Safety, and Security requested that the U.S. Department of Transportation Office of Inspector General (OIG) review FAA’s ongoing efforts to assess operational errors and mitigate their risks. OIG also received a similar request from the House Committee on Transportation and Infrastructure. Accordingly, OIG (1) identified the reasons for the increase in losses of separation—specifically operational errors—from fiscal years 2009 to 2010; (2) assessed the effectiveness of FAA’s policies and processes to collect, investigate, and report separation losses; and (3) evaluated the effectiveness of FAA’s policies and processes to mitigate the risk of separation losses. Briefly, according to FAA, the dramatic increase in reported operational errors between fiscal years 2009 and 2010 was mostly due to increased reporting through programs such as the Air Traffic Safety Action Program (ATSAP) and the Traffic Analysis and Review Program (TARP), an automated system to detect losses of separation at air traffic terminal facilities. However, OIG found that the increase in reported errors was linked, in part, to a rise in actual errors rather than increased reporting. FAA’s new policies and procedures for collecting, investigating, and reporting separation losses have the potential to reduce losses and improve reporting, but their effectiveness is limited by incomplete data and implementation challenges. Recently, FAA developed corrective action plans to mitigate high-risk separation loss events—such as an aircraft executing an unexpected go-around  and aircraft arriving at the same altitude on parallel runways. However, because the Agency has not completed implementation of the action plans, it is too early to determine whether the plans will reduce the number of separation losses. In addition, FAA’s corrective action plans do not include all safety risks identified by FAA and will not address all losses of separation that air traffic facility officials consider to be high risk.
KW  - Air traffic control
KW  - Aircraft separation
KW  - Aviation safety
KW  - Crash investigation
KW  - Data collection
KW  - Implementation
KW  - Near midair crashes
KW  - Operational errors
KW  - Policy
KW  - Reporting
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/LoSS%20Final%202-27-13_final_signed_rev.pdf
UR  - https://trid.trb.org/view/1248010
ER  - 

TY  - RPRT
AN  - 01476582
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA and Industry Are Advancing the Airline Safety Act, but Challenges Remain To Achieve Its Full Measure
PY  - 2013/01/31
SP  - 25p
AB  - The February 12, 2009, crash of Colgan Air flight 3407 highlighted the need for improvements in pilot training, hiring and qualification programs, and ensuring consistent safety standards between carriers. Congress and the Federal Aviation Administration (FAA) took swift action following the crash to address these issues, culminating in the August 2010 passage of the Airline Safety and FAA Extension Act (the Act). Effectively implementing the Act’s requirements is key to improving safety in commercial airline travel by raising standards in pilot training and performance, as well as advancing voluntary programs that yield critical safety information. The Ranking Members of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation, joined by the Chairmen and the Ranking Members of the Senate Committee on Commerce, Science, and Transportation and its Aviation Subcommittee, requested that the U.S. Department of Transportation Office of Inspector General (OIG) conduct a review of FAA and industry’s efforts to enhance safety in response to the Colgan accident. Accordingly, OIG's objectives were to (1) examine FAA and industry progress in implementing elements of the Act and (2) identify any challenges to completing these actions. Briefly, results indicate that while FAA has implemented many elements of the Act, the Agency and industry have not yet achieved the full measure of the Act’s intended safety enhancements. FAA has made considerable and important progress advancing voluntary safety programs, improving pilot rest requirements, and establishing better processes for managing safety risks. However, FAA has not provided sufficient management attention or assistance to smaller carriers for meeting new safety standards, or followed through on its commitment to help these carriers with safety program development and support. FAA faces significant challenges to fully implement the Act, such as meeting timelines for rulemaking efforts while balancing competing interests of stakeholders involved with controversial safety measures. For example, FAA is experiencing lengthy delays and considerable industry opposition in issuing and finalizing rules that will enhance pilot qualification standards, revise crew training requirements, and establish mentoring and professionalism programs. Further, while FAA is on target with the initial development phase of a new, centralized electronic pilot records database, it remains uncertain when it will be implemented and what level of information it will contain.
KW  - Airline pilots
KW  - Airline Safety and Federal Aviation Administration Extension Act of 2010
KW  - Aviation safety
KW  - Civil aviation
KW  - Flight training
KW  - Implementation
KW  - Training programs
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/Safety%20Act%202010%20Report%5E1-31-13.pdf
UR  - https://trid.trb.org/view/1246173
ER  - 

TY  - RPRT
AN  - 01469426
AU  - Department of Transportation
TI  - Top Management Challenges for Fiscal Year 2013
PY  - 2012/11/15
SP  - 47p
AB  - As required by law, the U.S. Department of Transportation's Office of Inspector General (OIG) has identified the Department of Transportation’s (DOT) top management challenges for fiscal year 2013. A safe and well-managed transportation system is key for the U.S. economy and the quality of life for the traveling public. To maintain and modernize all modes of transportation, the Department spends over $70 billion annually on a wide range of programs. Consequently, it is critical for the Department to carry out its mission within a framework of rigorous stewardship of taxpayer funds, and OIG continues to support the Department’s efforts through its audits and investigations. Global and domestic travel are projected to significantly increase the demand on our transportation system, and the Department faces considerable challenges in improving the Nation’s surface infrastructure and airspace. A key issue is the Next Generation Air Transportation System—a multibillion-dollar effort to modernize the U.S. air traffic control system. It is also critical that the Department take every opportunity to make efficient use of funds through improved acquisition and grant management—an ongoing challenge with multi-modal impact. This past year, OIG's work also highlighted the need for the Department to better safeguard its investments in key assets to support or expand transportation. Improving air and surface safety continues to be the Department’s overarching priority. This past year, the Department has made important progress toward meeting new airline safety regulations to advance voluntary safety programs at air carriers and improve pilot rest requirements. In terms of surface safety, fatalities on the Nation’s highways have generally declined over the last several years; however, the safety of the Nation’s highways, railroads, and pipelines remains an ongoing concern. OIG considered several criteria in identifying the following nine challenges, including their impact on safety, documented vulnerabilities, large dollar implications, and the ability of the Department to effect change in these areas: (1) Ensuring the Next Generation Air Transportation System Advances Safety and Air Travel; (2) Enhancing FAA’s Oversight and Use of Data To Identify and Mitigate Safety Risks; (3) Overseeing Administration of Key Transportation Assets To Ensure Their Success and Sustainability; (4) Strengthening Existing Surface Safety Programs and Effectively Implementing New Safety Requirements; (5) Maximizing Surface Infrastructure Investments With Effective Program Oversight and Execution of New Legislative Requirements; (6) Adequately Overseeing Administration of High Speed Intercity Passenger Rail Grant Funds; (7) Strengthening Financial Management Over Grants To Better Use Funds, Create Jobs, and Improve Infrastructure; (8) Ensuring Effective Management of DOT’s Acquisitions To Maximize Value and Program Performance; and  (9) Managing and Securing Information Systems To Efficiently Modernize Technology Infrastructure and Protect Sensitive Data From Compromise.
KW  - Asset management
KW  - Aviation safety
KW  - Financial responsibility
KW  - Grant aid
KW  - Ground transportation
KW  - High speed rail
KW  - Information systems
KW  - Investments
KW  - Management
KW  - Next Generation Air Transportation System
KW  - Oversight
KW  - Transportation safety
KW  - U.S. Department of Transportation
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/DOTs%20FY%202013%20TMC.pdf
UR  - https://trid.trb.org/view/1236760
ER  - 

TY  - RPRT
AN  - 01457539
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Contract Towers Continue to Provide Cost-Effective and Safe Air Traffic Services, but Improved Oversight of the Program Is Needed
PY  - 2012/11/05
SP  - 25p
AB  - The Federal Aviation Administration's (FAA’s) Federal Contract Tower (FCT) Program (the Program) comprises 250 contract towers in 46 States and 4 U.S. Territories and provides services to a wide range of users, including general aviation, commercial, cargo, and military operators. Since its inception 30 years ago, the Program has been successful in providing low-cost air traffic control services at airports that otherwise would not have received these services, increasing the level of safety at these airports for pilots and the surrounding local communities. Between 1998 and 2003, The U.S. Department of Transportation Office of Inspector General (OIG)  conducted four reviews evaluating various aspects of the FCT Program.  Overall, OIG found that the Program successfully provided air traffic services to low-activity airports at lower costs than the Agency could otherwise provide. OIG also found little difference in safety or the quality of services provided at low activity towers whether they were operated by FAA or by contractors. Finally, it found that users were supportive of the Program and believed the services they received at contract towers were comparable to FAA towers. The House Committee on Appropriations, in its report accompanying the Fiscal Year (FY) 2011 Transportation, Housing and Urban Development, and Related Agencies bill, requested that OIG provide an update to our previous reviews. Accordingly, the audit objectives were to evaluate the FCT Program’s (1) cost-effectiveness and (2) safety benefits and overall user satisfaction. briefly, contract towers continue to provide air traffic control services at a lower cost than similar FAA towers. Based on OIG's review of 30 randomly selected contract and 30 FAA towers with a comparable level of operations, a contract tower cost, on average, about $1.5 million less to operate than a similar FAA tower. Also, contract towers had a significantly lower number and rate of safety incidents compared to similar FAA towers. For example, the 240 contract towers in OIG's review had 197 safety incidents in FY 2010, compared to 362 at 92 similar FAA towers. OIG is making recommendations to improve FAA’s internal controls and oversight of contractual and safety aspects of the FCT Program.
KW  - Air traffic control
KW  - Aviation safety
KW  - Contracting
KW  - Cost effectiveness
KW  - Customer satisfaction
KW  - Federal Contract Tower Program
KW  - Oversight
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20Federal%20Contract%20Tower%20Program%20Report%5E11-5-12.pdf
UR  - https://trid.trb.org/view/1225417
ER  - 

TY  - ABST
AN  - 01566531
TI  - Automated Scour Detection Arrays using Bio-Inspired Magnetostrictive Flow Sensors
AB  - This proposal presents a novel approach for scour detection using automated remote flow detection arrays based on bio-inspired magnetostrictive flow sensors. Whisker-shaped sensors made of Galfenol have previously been demonstrated to be effective flow sensors through the inherently large coupling that exists between stress and magnetic field within this material. As fluid flow causes the whisker to bend, the internal magnetic dipoles realign resulting in a measurable change in magnetic field at the base of the whisker. These sensors are inexpensive and robust. This project will employ these sensors to detect scour around bridge piers, abutments and culverts by deploying arrays of these sensors around critical areas of these structures. Whiskers that are free to move in the water will return dynamic signals; whiskers trapped by sediment will return static signals. By interrogating the state of the array, a map of the channel bed can be inferred and communicated to a remote user via a cellular data link and a web client. The relative simplicity of the data interrogation required (static versus dynamic signals) contributes to the robustness of the system. Wireless "smart scour-sensing posts" are proposed as modular installations of multiple flow transducers coupled with data acquisition electronics for use at abutments, culverts, and for bank stability monitoring. A decision support framework to provide useful information to bridge owners, not just raw data, is an integral part of the project. The project team will solicit input from state department of transportation (DOTs) agencies to define the requirements for the completed scour detection sensor installations, representation of information, and alert criteria. A robust program of validation is proposed to define the limits of the approach both in the laboratory and the field. Technical challenges such as corrosion protection signal classification, sensor fault detection, installation, and data and information flow and representation will be explored.
KW  - Bridge abutments
KW  - Bridge piers
KW  - Channel flow
KW  - Corrosion protection
KW  - Culverts
KW  - Decision support systems
KW  - Scour
KW  - Sensors
UR  - http://mtri.org/bridgescour/
UR  - https://trid.trb.org/view/1357766
ER  - 

TY  - RPRT
AN  - 01455264
AU  - Department of Transportation
AU  - Federal Railroad Administration
TI  - FRA's Requirements for High Speed Rail Stakeholder Agreements Mitigated Risk, But Delayed Some Projects' Benefits
PY  - 2012/11/01
SP  - 18p
AB  - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) directed the Federal Railroad Administration (FRA) to establish a grant program to fund various types of intercity passenger rail improvements. Four months after PRIIA’s enactment, the American Recovery and Reinvestment Act of 2009 (ARRA) appropriated $8 billion to FRA to develop and implement a high-speed intercity passenger rail (HSIPR) grant program. FRA awarded the majority of the $8 billion in ARRA funds to two types of HSIPR projects: short-term, “ready-to-go” projects—almost ready for construction—and long-term, corridor development projects. ARRA established aggressive timelines for FRA’s obligations and grantees’ expenditures for both types of projects. Pursuant to PRIIA and ARRA, FRA issued interim guidance (Guidance) that details HSIPR project application requirements and communicates deadlines by which FRA must obligate and disburse ARRA funds to HSIPR projects. Based on PRIIA’s requirements, the Guidance specifies terms upon which stakeholders must reach written agreement before FRA will disburse funds. These terms are related to three primary areas—service outcomes, maintenance, and construction. The U.S. Department of Transportation Office of Inspector General (OIG) is reviewing FRA’s overall administration of the HSIPR Program. In this audit, OIG assessed (1) FRA’s development of stakeholder agreement requirements for long-term, corridor projects, and (2) the effects that the requirements’ development had on short-term, ready-to-go projects. FRA took an important step to mitigate risk by requiring Stakeholder service outcome agreements (SOA) for long-term HSIPR projects before fund obligation. However, the lack of clear FRA guidance on structuring the agreements has required the Agency to be more involved in negotiating them, resulting in a more challenging and time consuming process. FRA’s focus on assisting in negotiations for long-term projects delayed the economic recovery benefits that short-term projects were intended to stimulate. Despite its own deadline of September 30, 2010 to complete short-term project obligations, FRA did not actually begin these obligations until September 2010, and by the end of March 2011, had completed few of its planned obligations. This delay in obligations in turn deferred the short-term projects’ economic benefits.
KW  - Administration
KW  - Agreements
KW  - American Recovery and Reinvestment Act of 2009
KW  - High speed rail
KW  - Intercity transportation
KW  - Passenger Rail Investment and Improvement Act of 2008
KW  - Passenger transportation
KW  - Railroad transportation
KW  - Risk management
KW  - Scheduling
KW  - Stakeholders
UR  - http://www.oig.dot.gov/sites/dot/files/HSIPR%20Access%20Agreements%5E11-1-12.pdf
UR  - https://trid.trb.org/view/1223570
ER  - 

TY  - ABST
AN  - 01560568
TI  - Developing a Real-Time Incident Decision Support System (IDSS) for the Freight Industry
AB  - The objective of this project is to use GPS-equipped trucks as probe vehicles on key freight corridors in Minnesota and provide estimated incident delay and necessary freight dynamic route guidance when an incident occurs.
KW  - Decision support systems
KW  - Global Positioning System
KW  - Incident management
KW  - Minnesota
KW  - Probe vehicles
KW  - Real time information
KW  - Route guidance
KW  - Traffic delays
KW  - Traffic incidents
KW  - Trucks
UR  - https://trid.trb.org/view/1350639
ER  - 

TY  - RPRT
AN  - 01454016
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Improvements to Stewardship and Oversight Agreements are Needed to Enhance Federal-Aid Highway Program Management
PY  - 2012/10/01
SP  - 24p
AB  - The Federal Highway Administration (FHWA) oversees billions of dollars in Federal-aid Highway Program (FAHP) funds provided annually to the States and local public agencies (LPAs) and American Recovery and Reinvestment Act (ARRA) funds for highway infrastructure investments. To oversee this substantial investment, FHWA relies greatly on the States to monitor the thousands of projects receiving Federal funds. Stewardship and Oversight Agreements (Agreements), which are required by law, formalize the roles and responsibilities of FHWA Division Offices and the States to ensure adequate oversight of Federal funds, project quality, and safety. FHWA formalized its process for developing Agreements in its April 2006 and August 2011 Stewardship and Oversight Agreement Guidance. As part of our ongoing ARRA oversight, the U.S. Department of Transportation Office of Inspector General (OIG) conducted this audit to assess whether FHWA Stewardship and Oversight Agreements address Federal requirements and program risks, including those required by the Recovery Act. The objectives of this audit were to determine the extent to which FHWA (1) established Agreements that fully reflected Federal requirements and its own key program risks and priorities and (2) provided sufficient Headquarters guidance and oversight of the development and timely update of Agreements. While FHWA fulfilled the statutory mandate to enter into Agreements with each State, the Agreements do not consistently reflect Federal requirements, or program risks and priorities that FHWA has identified and communicated to its Division Offices. Specifically, Agreements did not consistently address risks related to ARRA implementation and LPAs’ management of FHWA funds, Federal highway safety priorities, and use of performance and compliance indicators to measure the impact of the FAHP. FHWA Headquarters has not provided sufficient guidance and oversight to Division Offices for the development and update of Agreements to ensure that inconsistencies reflect valid differences among the States and to ensure that legal issues are identified.
KW  - Agreements
KW  - Auditing
KW  - Federal aid
KW  - Oversight
KW  - Program management
KW  - Risk management
KW  - Stewardship
KW  - Strategic planning
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FHWA%20Stewardship%20and%20Oversight%20Agreements%20with%20States%20Report%5E10-1-12.pdf
UR  - https://trid.trb.org/view/1221492
ER  - 

TY  - ABST
AN  - 01573204
TI  - A Quantitative Non-destructive Residual Stress Assessment Tool for Pipelines
AB  - Mechanical damage, including dents, bends, wrinkles, and other forms, is the leading cause of all pipeline failures. The mechanically damaged regions act as fatigue crack initiation sites under cyclic loading (present for in-service pipelines). Crack initiation is the first stage of the appearance of fatigue cracking, which becomes much easier to initiate in the presence of damage because of the locally enhanced strain/stress field around the flaw. The damage and residual stresses lower the overall fatigue strength of the steel and its weldments. The size and shape of the flaw actually determines the level of stress necessary for crack initiation and propagation. Determining and detecting the limits of critical damage severity is essential to mitigating crack initiation and, therefore, mitigating fast crack propagation before failure.
KW  - Cracking
KW  - Inspection
KW  - Nondestructive tests
KW  - Pipelines
KW  - Residual stress
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=441
UR  - https://trid.trb.org/view/1365449
ER  - 

TY  - RPRT
AN  - 01454381
AU  - Guzzetti, Jeffrey B
AU  - Langan-Feirson, Mary Kay
AU  - Department of Transportation
TI  - Weaknesses in Program and Contract Management Contribute to ERAM Delays and Put Other NextGen Initiatives at Risk
PY  - 2012/09/13/Audit Report
SP  - 47p
AB  - Since 2002, the Federal Aviation Administration (FAA) has been developing the $2.1 billion En Route Automation Modernization (ERAM) program to replace and significantly enhance the existing hardware and software at facilities that manage high-altitude air traffic. ERAM is a foundational component of FAA’s Next Generation Air Transportation System (NextGen) and is critical to meeting FAA’s goals for increasing airspace capacity and reducing flight delays. The authors have testified on several occasions before Congress that delays in implementing ERAM could significantly impact the cost and pace of NextGen implementation. FAA planned to deploy ERAM to the Nation’s 20 en route facilities by the end of 2010. However, due to software problems that were identified early on at its two key test sites in Salt Lake City, UT, and Seattle, WA, FAA has delayed ERAM’s schedule beyond original completion dates. Given the importance of ERAM for transforming the National Airspace System (NAS), the Chairman and Ranking Member of the House Committee on Appropriations, Subcommittee on Transportation, Housing, and Urban Development and Related Agencies, requested that the Office of Inspector General (OIG) assess FAA’s progress with implementing ERAM. Accordingly, OIG audit objectives were to (1) evaluate FAA’s progress in correcting ERAM’s persistent software problems; (2) evaluate whether the ERAM contract is designed and administered effectively to manage costs and achieve desired outcomes; and (3) identify the risks that ERAM’s delays pose to FAA’s plans to implement critical NextGen initiatives. The authors conducted this audit in accordance with generally accepted Government auditing standards. Exhibit A details their scope and methodology. Exhibit B lists the entities they visited or contacted.  This report presents their findings and makes a series of recommendations to improve ERAM's contract structure and oversight and reduce the associated risks to future NextGen related programs.
KW  - Air traffic control
KW  - Auditing
KW  - Contract administration
KW  - Delays
KW  - En Route Automation Modernization
KW  - Implementation
KW  - Modernization
KW  - National Airspace System
KW  - Next Generation Air Transportation System
KW  - Oversight
KW  - Recommendations
UR  - http://www.oig.dot.gov/sites/dot/files/ERAM%20Final%20Report%5E9-13-12.pdf
UR  - https://trid.trb.org/view/1222978
ER  - 

TY  - RPRT
AN  - 01454021
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Has Not Effectively Implemented Its Wildlife Hazard Mitigation Program
PY  - 2012/08/22
SP  - 30p
AB  - In January 2009, US Airways Flight 1549 struck a flock of Canada geese shortly  after takeoff from LaGuardia Airport, forcing the flight crew to land the airplane  in the Hudson River. More recently, on April 19, 2012, Air Force Two, with the  Vice President on board, sustained a wildlife strike while approaching Santa  Barbara Municipal Airport when birds hit the right side of the aircraft. The Vice  President’s aircraft touched down safely, and all passengers were unharmed.  However, in the immediate aftermath of both incidents, the risk of wildlife hazards  at or near airports received increased attention, as did the Federal Aviation  Administration’s (FAA) Wildlife Hazard Mitigation Program, which seeks to  reduce the risk of wildlife hazards to aviation and serves an important role in  FAA’s overall safety mission.  Wildlife strikes are not new threats to aviation safety. In the past 2 decades,  wildlife strikes have steadily and dramatically increased, from 1,770 reported in  1990 to 9,840 reported in 2011, a five-fold increase. The rise in strikes is due in  part to increases in large bird populations. According to the U.S. Department of  Agriculture (USDA), 13 of the 14 largest bird species have shown significant  population increases. These include Canada geese, white and brown pelicans,  sandhill cranes, wild turkeys, and bald eagles—all of which could cause  catastrophic failure if ingested into an aircraft engine. Wildlife strikes have  resulted in at least 24 deaths and 235 injuries in the United States, and since 1988,  229 deaths worldwide. They also have caused nearly 600,000 hours of aircraft  downtime and $625 million in damages annually. Given the rise in reported wildlife strikes and their safety implications, the U.S. Department of Transportation's Oiffice of Inspector General (OIG) initiated  this audit to assess the effectiveness of FAA’s Wildlife Hazard Mitigation  Program (Program). Specifically, OIG assessed FAA’s (1) oversight and  enforcement of airports’ adherence to Program requirements; (2) policies and  guidance for monitoring, reporting, and mitigating wildlife hazards; and  (3) coordination with other Government agencies that have a role in mitigating  wildlife hazards. FAA’s oversight and enforcement activities are not sufficient to ensure airports  fully adhere to Program requirements or effectively implement their wildlife  hazard management plans. FAA has not developed robust inspection practices, and  its inspectors do not have the technical expertise to effectively oversee the  Program. FAA’s policies and guidance for monitoring, reporting, and mitigating wildlife  hazards are mostly voluntary, thereby limiting their effectiveness. While FAA  recommends wildlife strike reporting, it does not require it. Consequently, not all  airports choose to report all their wildlife strikes. FAA has an effective process for coordinating with USDA Wildlife Services  (WS), its main partner in wildlife hazard mitigation at or near airports. However,  FAA’s coordination with other Government agencies that help mitigate wildlife  hazards is not sufficient to effectively manage off-airport hazards and strikes.
KW  - Aviation safety
KW  - Bird strikes
KW  - Coordination
KW  - Countermeasures
KW  - Hazard mitigation
KW  - Inspection
KW  - Monitoring
KW  - Oversight
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/wildlife%20report.pdf
UR  - https://trid.trb.org/view/1218106
ER  - 

TY  - ABST
AN  - 01494916
TI  - Smart Pipeline Network - Cased Pipe for Monitoring and Sensor System
AB  - The technical objective of this SBIR program is to develop a novel multi-channel cased pipe design that will allow access along its entire longitudinal axis.  Such access will be designed to support monitoring, an integrated sensor system, and wireless transmission of data through the channels.  While this new cased pipe will be designed to have wide application in both hazardous liquid and natural gas pipeline systems, the initial Phase I feasibility evaluation will be focused on developing a cased pipe system for liquid petroleum-based pipeline systems.
KW  - Casings
KW  - Monitoring
KW  - Pipelines
KW  - Sensors
KW  - Smart structures
KW  - Wireless communication systems
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=443
UR  - https://trid.trb.org/view/1264150
ER  - 

TY  - ABST
AN  - 01494915
TI  - Smart Pipeline Network - Pipe & Repair Sensor System
AB  - The technical objective of the Phase I and Phase II programs is to develop an integrated pipe and repair sensor system having wide application in providing continuous real time leak detection of hazardous liquid and natural gas products that are transported within DOT regulated pipeline systems. During the initial Phase I feasibility evaluation the scope will be focused on a pipe and repair sensor system for liquid petroleum-based pipeline systems.
KW  - Feasibility analysis
KW  - Hazardous materials
KW  - Leak tests
KW  - Leakage
KW  - Petroleum pipelines
KW  - Real time information
KW  - Repairing
KW  - Sensors
KW  - Smart structures
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=444
UR  - https://trid.trb.org/view/1264149
ER  - 

TY  - ABST
AN  - 01494914
TI  - Smart Pipeline Network - Seal Sensor System
AB  - The technical objective of this program is to develop an integrated pipeline seal sensor system having wide application in providing continuous real time leak detection of DOT regulated pipeline systems. This will include research and development into networkable smart seals or sensor boots that provide means for detecting leakage of fittings typically found within pipeline pumping station.
KW  - Fittings
KW  - Leakage
KW  - Pipelines
KW  - Real time information
KW  - Seals (Devices)
KW  - Sensors
KW  - Smart structures
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=442
UR  - https://trid.trb.org/view/1264148
ER  - 

TY  - RPRT
AN  - 01447235
AU  - Guzzetti, Jeffrey B
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Challenges With Implementing Near-Term NextGen Capabilities at Congested Airports
Could Delay Benefits
PY  - 2012/08/01
SP  - 32p
AB  - The Federal Aviation Administration (FAA) estimates that there are about 7,000 aircraft in the air over the United States at any given time. To better manage this traffic and meet future air travel demands, FAA is developing the Next Generation Air Transportation System (NextGen), a satellite-based air traffic control system intended to replace the current ground-based system. In September 2009, an Radio Technical Commission for Aeronautics task force of government-industry representatives made 32 recommendations for accelerating NextGen’s deployment. This report is a review of FAA’s actions to address the task force’s recommendations with a focus specifically on efforts to implement an initiative known as “metroplex,” which aims to improve the efficiency of airspace that affects multiple airports near large metropolitan areas.
KW  - Air traffic control
KW  - Airport congestion
KW  - Airports
KW  - Barriers (Obstacles)
KW  - Benefits
KW  - Implementation
KW  - Next Generation Air Transportation System
KW  - Project management
KW  - Recommendations
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20NextGen%20Near-Term%20Capabilites%20%28RTCA%20Task%20Force%20Recommendations%29%5E8-1-12.pdf
UR  - https://trid.trb.org/view/1214567
ER  - 

TY  - RPRT
AN  - 01478355
AU  - Wang, Jy-An John
AU  - Tan, Ting
AU  - Jiang, Hao
AU  - Zhang, Wei
AU  - Feng, Zhili
AU  - Oak Ridge National Laboratory
AU  - Department of Energy
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Developing Fatigue Pre-crack Procedure to Evaluate Fracture Toughness of Pipeline Steels Using Spiral Notch Torsion Test
PY  - 2012/08//Draft Report
SP  - 117p
AB  - Fracture toughness and fatigue properties of pipeline steels play a critical role in developing  advanced high-pressure hydrogen infrastructure for alternative fuel pipelines program. The  reliability of structure components, particularly resistance to damage and failure in the intended service environment, is highly dependent on the selected materials. An effective surveillance  program is also necessary to monitor the material degradation during the course of service.  Steels have been proven to be desirable for hydrogen infrastructure. However, hydrogen  embrittlement is an important factor that limits steel performance under high-pressure hydrogen  conditions. In order to reach the above goal, the authors have proposed an innovative technology, based on spiral notch torsion test (SNTT) methodology, to effectively investigate the material performance of X52 pipeline steel. The SNTT approach was successfully demonstrated and extended to X52 steels during the performance period. In addition to single notch front geometry, the crack  growth behavior of the SNTT process has been effectively established using an integrated  experimental, numerical and analytical approach. The results indicate that the proposed protocol  not only provides significant advance in understanding the compliance evolution of the SNTT  specimen, but also can be readily utilized to assist future development of hydrogen  infrastructures.
KW  - Embrittlement
KW  - Fatigue (Mechanics)
KW  - Fatigue cracking
KW  - Fracture properties
KW  - Hydrogen storage
KW  - Notch tests
KW  - Pipelines
KW  - Steel
KW  - Torsion tests
UR  - http://info.ornl.gov/sites/publications/files/Pub38429.pdf
UR  - https://trid.trb.org/view/1246276
ER  - 

TY  - RPRT
AN  - 01380304
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Long Term Success of ATSAP Will Require Improvements in Oversight, Accountability, and Transparency
PY  - 2012/07/19
SP  - 28p
AB  - The United States has one of the best air safety records in the world, thanks in part to the actions of the nation’s air traffic controllers. However, operational errors, which occur when an air traffic controller fails to ensure the required separation distance between aircraft, remain a significant safety concern. Federal Aviation Administration (FAA) statistics show that the number of reported operational errors increased from 1,234 in fiscal year 2009 to 1,887 in fiscal year 2010. According to FAA, this increase was mostly due to increased reporting, such as through the Air Traffic Safety Action Program (ATSAP), rather than other factors that could contribute to an increase in the actual number of errors. FAA initiated ATSAP in July 2008 as a voluntary non-punitive reporting program to encourage FAA air traffic employees to report safety events and safety concerns, with the intent of capturing all events that might lead to a breakdown in safety. The program is governed by, among other things, a Memorandum of Understanding (MOU) established between FAA and the National Air Traffic Controllers Association (NATCA). In 2011, the Chairmen and Ranking Members of the Senate Committee on Commerce, Science, and Transportation and its Subcommittee on Aviation Operations, Safety, and Security as well as the Chairman of the House Committee on Transportation and Infrastructure and the Chairman and the Ranking Member of the House Transportation and Infrastructure Subcommittee on Aviation requested that the U.S. Department of Transportation's Office of Inspector General (OIG) review ATSAP. Accordingly, their objectives were to 1) evaluate FAA’s progress with implementing ATSAP and 2) assess FAA’s oversight of ATSAP. OIG found that, although FAA completed ATSAP implementation at all air traffic control facilities in 2010, the Agency will need to make significant improvements before ATSAP will be able to effectively identify and address the root causes of safety risks.  For example, due to ATSAP provisions designed to protect controller confidentiality, much of the ATSAP data that FAA collects are not validated, raising questions about the effectiveness of these data for analyzing safety trends.  OIG also found that FAA’s oversight of ATSAP lacks effective program management controls.  For example, FAA does not have a formal process to review the effectiveness of decisions made by the program’s review committees to ensure that report acceptance criteria are rigorously followed and that conduct issues are dealt with appropriately.  Failure to address potential deficiencies in transparency and accountability may lead to the perception that ATSAP is an amnesty program in which reports are automatically accepted, regardless of whether they qualify under the program’s guidelines. OIG made 10 recommendations to improve FAA’s implementation of ATSAP and to strengthen internal controls, use of data, and performance management within the program.
KW  - Accountability
KW  - Air traffic controllers
KW  - Air Traffic Safety Action Program
KW  - Aviation safety
KW  - Confidential incident reporting
KW  - Human error
KW  - Oversight
KW  - Program management
KW  - Risk assessment
KW  - Transparency (Program management processes)
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/Report%20on%20FAA%27s%20Air%20Traffic%20Safety%20Action%20Program%5E7-19-12.pdf
UR  - https://trid.trb.org/view/1148003
ER  - 

TY  - RPRT
AN  - 01394338
AU  - Pipeline and Hazardous Materials Safety Administration
AU  - Department of Transportation
TI  - Hazardous Liquid Pipeline Operators’
Integrity Management Programs Need More 
Rigorous PHMSA Oversight
PY  - 2012/06/18
SP  - 33p
AB  - Every day, 175,000 miles of pipelines transport crude oil, refined petroleum products, and other hazardous liquids throughout the United States. These pipelines can be vulnerable to accidents caused by corrosion, pipe defects, and other factors. Between 2005 and 2010, 356 significant accidents that were IM-detectable occurred, resulting in 6 deaths, 11 injuries, and $852 million in clean-up costs.  Pipeline and Hazardous Materials Safety Administration (PHMSA) defines “IM-detectable” as significant accidents that are caused by internal corrosion, pipe seam welds, and other factors that are potentially detectable by integrity assessments under the Hazardous Liquid Integrity Management (IM) rule. Given the significant public and environmental impact of pipeline accidents,  the U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to assess the effectiveness of PHMSA’s oversight of hazardous liquid pipeline operators’ IM programs. Specifically, OIG assessed PHMSA’s (1) inspection and enforcement activities, (2) requirements for non-line pipe facilities (e.g., valves, pump and meter stations, and storage tanks), and (3) data management and analysis capabilities.
KW  - Hazardous materials
KW  - Integrity management
KW  - Oversight
KW  - Pipeline safety
KW  - Pipelines
KW  - Safety inspections
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.oig.dot.gov/sites/dot/files/PHMSA%20Oversight%20of%20Hazardous%20Liquid%20Pipeline%20Operators%27%20Integrity%20Managment%20Programs%5E6-18-12.pdf
UR  - https://trid.trb.org/view/1148446
ER  - 

TY  - ABST
AN  - 01465012
TI  - Mechanical Properties and Crack Behavior in Line Pipe Steels
AB  - The objective of the proposed research is to provide critical standard test methods and data for improving pipeline integrity and speeding the evaluation of new pipeline designs or in-service failures.  This objective will be approached by a combination of the following work:  (1)  Develop axial orientation fatigue data for comparison with the girth data;   (2) Evaluate the effects of hydrogen on pipe fatigue and fracture properties;  (2) Extend Crack Tip Opening Angle (CTOA) work to include girth direction data, effects of dynamic rates on CTOA, and modeling of CTOA; (3) Examine fracture surfaces to document and evaluate failure mechanisms; (4) Provide baseline data and method to define yield strength of high strength pipeline steels and their welds; and (5) Transfer knowledge and data to codes and standards bodies.  09/05/2008 introduced one additional task to the original agreement and extended the period of performance: To use third party material testing at National Institute of Standards and Technology (NIST) to provide critical fatigue test data for comparison with the girth data, determine the accuracy of existing models (finite element analysis and other engineering models) to assist with the prediction of full-scale results, and identify requirements for next generation model developments that will be used to determine tensile strain limits for pipeline designed using strain-based methods under OTA DTPH56-06-T-000014 "Validation and Documentation of Tensile Strain Limit Design Models for Pipelines." NIST will include saw-cutting, grinding, machining and notching for 40 single-edge notch tensile testing (SEN(T)) specimens.  The prepared specimens will be pre-cracked and tested at temperatures ranging from ambient to -60 degrees celsius.  Tests will be conducted over a period of 24 months as needed and analyzed data will be provided to the DTPH56-06-T-000014 (Project No 200) collaborators for input into their design models.
KW  - Cracking
KW  - Design
KW  - Fatigue (Mechanics)
KW  - Finite element method
KW  - Fracture properties
KW  - Mechanical properties
KW  - Pipelines
KW  - Tensile strains
KW  - Test procedures
UR  - https://trid.trb.org/view/1233245
ER  - 

TY  - RPRT
AN  - 01376428
AU  - Department of Transportation
AU  - Federal Motor Carrier Safety Administration
TI  - Timely and Targeted FMCSA Action Is Needed To Fully Address National Transportation Safety Board Recommendations for Improving Passenger Carrier Oversight
PY  - 2012/04/17
SP  - 28p
AB  - In recent years, several fatal motorcoach accidents focused national attention on passenger carrier safety and the Federal Motor Carrier Safety Administration's (FMCSA) oversight of more than 3,000 passenger carrier companies that operate millions of trips per year. Following a January 2008, motorcoach accident near Victoria, Texas, in which 1 passenger was killed and 47 others were injured, the National Transportation Safety Board (NTSB) identified weaknesses in Federal oversight of passenger carriers. NTSB cited concerns with FMCSA’s process for vetting passenger carriers and detecting reincarnating carriers—carriers that attempt to operate as a different entity in an effort to evade enforcement action, out-of-service orders, or both. NTSB also highlighted issues with how the National Highway Traffic Safety Administration (NHTSA) and FMCSA oversee passenger carrier compliance with Federal Motor Vehicle Safety Standards (FMVSS). In its final report on the Victoria crash, NTSB made a series  of recommendations to improve Federal oversight of passenger carriers. In particular, NTSB recommended that FMCSA review multiple years of applications for Federal operating authority to identify reincarnated carriers, issue new rules to strengthen its capabilities to oversee the passenger carrier industry, and enhance its oversight efforts related to enforcing FMVSS. Based on congressional concerns about the actions FMCSA has taken to address NTSB’s recommendations,  the U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to assess FMCSA’s efforts to (1) detect and deter reincarnated motor carriers; (2) revise regulations, implement new rulemakings, or obtain increased statutory authority to strengthen passenger carrier safety; and (3) better identify and track passenger carriers whose vehicles do not comply with FMVSS. Even before NTSB made its recommendations related to the Victoria crash, FMCSA had a vetting process in place to detect reincarnating passenger carriers by reviewing applicants for operating authority. FMCSA responded to NTSB’s recommendations by applying this vetting process to all passenger carriers that obtained operating authority since 2003. However, FMCSA still does not have an efficient screening tool as part of the vetting process to help it focus limited investigative resources on the highest risk applicants—instead of reviewing all applications as it does now. FMCSA has begun work on two new rules to address the oversight concerns on passenger carrier leases and revocation of reincarnated carrier operating authority. In November 2011, FMCSA published a schedule for developing a leasing rule for passenger carriers, but does not expect to release it as a proposed rule as NTSB recommended, until June 2012. Until this rule is finalized, passenger carriers, such as the one involved in the Victoria crash, may be able to circumvent FMCSA oversight by establishing a lease agreement with another carrier and conducting business using the other carrier’s operating authority. FMCSA and NHTSA have not implemented NTSB’s recommendations on developing the capability to better identify and track passenger carriers whose vehicles do not comply with FMVSS.
KW  - Bus crashes
KW  - Bus lines
KW  - Buses
KW  - Compliance
KW  - Federal Motor Vehicle Safety Standards
KW  - High risk motor carriers
KW  - Motor carrier safety
KW  - Oversight
KW  - Regulations
KW  - Reincarnating carriers
KW  - U.S. Federal Motor Carrier Safety Administration
KW  - U.S. National Highway Traffic Safety Administration
KW  - U.S. National Transportation Safety Board
UR  - http://www.oig.dot.gov/sites/dot/files/FMCSA%20Response%20to%20NTSB%20Recommendations%20on%20Passenger%20Carrier%20Oversight%5E04-17-12.pdf
UR  - https://trid.trb.org/view/1144121
ER  - 

TY  - RPRT
AN  - 01383597
AU  - Department of Transportation
TI  - Lessons Learned From ARRA: Improved FHWA Oversight Can Enhance States' Use of Federal-Aid Funds
PY  - 2012/04/05
SP  - 32p
AB  - The American Recovery and Reinvestment Act of 2009 (ARRA) added roughly $27 billion to the Federal Highway Administration’s (FHWA) budget—a 67-percent, one-time increase for State highway construction and improvement projects. FHWA’s ARRA projects were awarded using the same policies, procedures, and practices used to award its other Federal-aid projects. ARRA projects are also subject to additional requirements. For example, ARRA mandates that funds be obligated 19 months after enactment, requires enhanced oversight of ARRA-funded contracts, and emphasizes the use of competitive procedures. Effective competition is key to ensuring the Federal Government and States maximize the use of Federal-aid funds. It can save money, improve contractor performance, curb fraud, and promote accountability for results. Although States have the right to select projects for Federal funding, FHWA is responsible for effective stewardship of all Federal highways programs. This includes overseeing State Departments of Transportation’s (State DOT) use of Federal-aid funds and providing assurance that these funds are expended in a manner effective in securing competition. However, over the past 2 years, weaknesses have been identified in FHWA’s oversight of State contracting practices. ARRA’s significant funding infusion and abbreviated spending timeframes further challenged FHWA’s oversight of States’ use of Federal highway funds—substantially increasing the risk of fraud, waste, and abuse. Given FHWA’s responsibility for effective stewardship of the $40 billion Federal-aid program, this audit was initiated to (1) examine the level of competition for State DOT awarded ARRA contracts, (2) evaluate FHWA policies and guidance for awarding Federal-aid contracts, and (3) assess FHWA’s oversight of State DOT contracting practices.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Competition
KW  - Contracting
KW  - Contracts
KW  - Federal aid
KW  - Government funding
KW  - Oversight
KW  - Road construction
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FHWA%20ARRA%20Audit%20Report%5E4-5-12.pdf
UR  - https://trid.trb.org/view/1144215
ER  - 

TY  - RPRT
AN  - 01376252
AU  - Department of Transportation
AU  - Federal Railroad Administration
TI  - FRA Needs to Expand Its Guidance on High Speed Rail Project Viability Assessments
PY  - 2012/03/28
SP  - 21p
AB  - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) directed the Secretary to establish a high-speed and intercity passenger rail (HSIPR) program, and authorized approximately $4 billion over a 5-year period for HSIPR investments. The statute allowed the Secretary 2 years to develop program rules. However, four months after PRIIA’s enactment, the American Recovery and Reinvestment Act of 2009 (ARRA) appropriated another $8 billion for HSIPR to be allocated under significantly compressed timelines, and included a requirement to develop interim program rules within 120 days of ARRA’s passage. The Federal Railroad Administration (FRA) is responsible for implementing the HSIPR program. As part of this responsibility, the Agency assesses the economic viability of each proposed HSIPR project and decides which projects to fund. The Administration’s Fiscal Year 2013 budget allocates $47 billion for HSIPR over six years. Consequently, potential grantees will need to develop their HSIPR projects’ viability analyses if they are to justify additional funding needs. The U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to (1) identify key focus areas for analyses of HSIPR project economic viability, and (2) assess FRA’s requirements and guidance for HSIPR grant applicants on the information they must provide to FRA on project viability. OIG identified three key focus areas in assessing project viability. (1) The first focus area is the set of elements with the greatest impact on the three analysis components—revenue forecasts, public benefits valuations, and O&M cost estimates. (2) The second focus area is the level of analytical detail required at the preliminary, intermediate, and final phases in the development of a HSIPR proposal. (3) The third focus area is the set of issues central to methodological soundness.
KW  - Benefit cost analysis
KW  - Cost estimating
KW  - Economic analysis
KW  - Economic impacts
KW  - Financial analysis
KW  - High speed rail
KW  - Management
KW  - Revenues
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/sites/dot/files/HSIPR%20Forecasting%20Report%5E3-28-12.pdf
UR  - https://trid.trb.org/view/1143805
ER  - 

TY  - ABST
AN  - 01546021
TI  - A Guide for Communicating Emergency Response Information for Natural Gas and Hazardous Liquids Pipelines
AB  - Pipelines that transport hazardous materials are ubiquitous in the United States, crossing under water and over land from densely populated areas to the most remote uninhabited locations. Current regulations (49 CFR §192.615, 192.616, 195.402, and 195.440) require pipeline operators to develop emergency response plans and implement public awareness programs. Under these regulations, pipeline operators must provide the affected public with information about how to recognize, respond to, and report pipeline emergencies. Emergency responders and local public officials must be provided information about the location of transmission pipelines to enhance emergency response and community growth planning. Affected municipalities, school districts, businesses, and residents must be advised of pipeline locations. However, the procedures that pipeline operators follow are not consistent and the quality of the plans varies.  In addition, these emergency response plans sometimes are not shared appropriately with local emergency responders. Pipeline operators and emergency responders need a guide to aid them in how to share appropriate content in advance of a pipeline emergency so that the plan can be quickly and effectively put into operation with assurance that the best steps are taken in correct sequence to bring optimum resolution to the pipeline emergency.  The objective of this research is to develop a guide for natural gas and hazardous liquid pipeline operators and emergency responders that (1) includes the appropriate emergency response content that should be provided to emergency responders; (2) recommends effective means of disseminating this guidance by pipeline operators to recipient emergency response organizations and by those emergency response organizations to sub-units; and (3) recommends strategies for implementing and exercising the emergency response plan.  Research tasks are as follows: (1).  Summarize current federal and state, and representative local and tribal, regulations and ordinances governing emergency response plans for natural gas and hazardous liquids pipelines. (2).  Identify and describe lessons learned and best practices from recent (since 1994) significant U.S. pipeline emergencies with respect to communicating the emergency response plans and their effectiveness. (3). Develop a failure mode and effect analysis of the process for disseminating, exercising, and implementing emergency response plans for natural gas and hazardous liquids pipeline incidents. The analysis should include the roles and responsibilities of both pipeline operators and emergency responders.(4).  Within 6 months of contract award, prepare an interim report for review by Hazardous Materials Cooperative Research Program (HMCRP) that provides (a) the results of Tasks 1 through 3; (b) an outline of the guide for natural gas and hazardous liquid pipeline operators and emergency responders; (c) a list of 40 subject matter experts and users for the Task 6 peer exchange; and (d) a draft agenda for the peer exchange. (5). Prepare the draft guide for review by the  HMCRP. The contractor will meet with the HMCRP approximately 1 month later to discuss the guide and the Task 6 peer exchange.(6). Validate the guide by designing and conducting a 1-day peer exchange at the National Academies Beckman Center in Irvine, California (including invited participants and panel members). HMCRP will be responsible for all meeting and hotel logistics, travel expenses for participants, confirmation of attendance, and expenses related to meals and lodging. The contractor will be responsible for (a) covering all other costs, such as contractor team travel, invitations, agenda, electronic presentations, and handout materials and (b) surveying other stakeholders who did not attend the peer exchange.(7).  Based on the results of Task 6, revise the guide as needed, identify strategies to address gaps and constraints in the guide, develop dissemination scenarios for the guide, and recommend strategies/scenarios for implementing and exercising emergency response plans.(8). Prepare a final report documenting the entire research effort and the stand-alone guide for natural gas and hazardous liquids pipeline operators and emergency responders that (a) includes the appropriate emergency response content that should be provided to emergency responders; (b) recommends effective means of disseminating this guidance by pipeline operators to recipient organizations and by those recipient organizations to sub-units; and (c) recommends strategies for implementing and exercising the emergency plan.
KW  - Disaster preparedness
KW  - Emergency communication systems
KW  - Guidelines
KW  - Hazardous materials
KW  - Information dissemination
KW  - LNG pipelines
KW  - Pipeline safety
KW  - Plan implementation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3139
UR  - https://trid.trb.org/view/1332973
ER  - 

TY  - RPRT
AN  - 01371309
AU  - Department of Transportation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Refinements to DOT’s Management of the Highway Trust Fund’s Solvency Could Improve the Understanding and Accuracy of Shortfall Projections
PY  - 2012/03/06
SP  - 43p
AB  - In recent years, the Highway Trust Fund (HTF), comprised of the Federal Highway Administration’s (FHWA) Highway Account (HA) and the Federal Transit Administration’s (FTA) Mass Transit Account (MTA), has confronted solvency concerns as its outlays have significantly outpaced its excise tax receipts. An insolvency event in HTF could have severe consequences across the economy, possibly causing States to suspend billions of dollars in highway projects and transit agencies to suspend public transportation services. At the end of fiscal years 2008 and 2009, HA faced possible shortfalls,  and Congress transferred $8 billion and $7 billion, respectively, from the General Fund. In fiscal year 2010, Congress made another General Fund transfer to HA of $14.7 billion and $4.8 billion to MTA. As a result of these infusions, HA and MTA avoided the shortfalls that both were projected to experience by early fiscal year 2011. While DOT is responsible for the management of HA and MTA’s balances, it does not control the amount and timing of revenues and outlays. The U. S. Department of Transportation Office of Inspector General (OIG) was asked to identify and assess (1) the procedures that FHWA and FTA use to monitor HA and MTA’s balances and identify and manage possible shortfalls in those accounts, and (2) DOT’s methods of communicating with Congress and recipients regarding possible shortfalls in HA and MTA. The requester also asked OIG to review the Federal Aviation Administration’s (FAA) Airways and Airport Trust Fund (AATF) because it is similar to HTF but has not experienced similar solvency problems. Accordingly, OIG reviewed the practices that FAA uses to manage AATF to assess whether they would be useful to FHWA and FTA. In summary, as a result of HA’s 2008 shortfall, both FHWA and FTA (the OAs) instituted cash tracking procedures to forecast shortfalls, and FHWA instituted additional procedures to adjust when necessary the amount and timing of HA’s outlays to States. While these forecasts are accurate over the long term, they do not account for revenue variances and short-term outlay deviations, which makes it difficult to predict the specific date on which a shortfall will occur. While DOT communicates regularly with Congress regarding HA and MTA’s balances and possible shortfalls, it does not inform recipients of its management procedures─information that would provide context for the accounts’ balances. FAA’s AATF has certain fail-safe funding mechanisms that are unavailable to HTF. However, FAA employs some practices for tracking of AATF’s outlays which, if adopted by HTF’s managers, could improve the accuracy of HTF’s short-term outlay estimates.
KW  - Accounting
KW  - Airport and Airways Trust Fund
KW  - Communication
KW  - Estimating
KW  - Financial analysis
KW  - Financial management
KW  - Financing
KW  - Highway Account
KW  - Highway Trust Fund
KW  - Mass Transit Account
KW  - Shortfall analysis
KW  - U.S. Federal Aviation Administration
KW  - U.S. Federal Highway Administration
KW  - U.S. Federal Transit Administration
UR  - http://www.oig.dot.gov/sites/dot/files/HTF%20Solvency%20Audit%20Report%5E3-6-12.pdf
UR  - https://trid.trb.org/view/1139383
ER  - 

TY  - RPRT
AN  - 01373028
AU  - Office of the Secretary of Transportation
TI  - ARRA Job Data Reporting for FAA Programs - Lessons Learned For Improving Accuracy and Transparency for Future Job Reporting
PY  - 2012/02/10
SP  - 30p
AB  - This study presents a report on job reporting for Federal Aviation Administration (FAA) programs funded through the American Recovery and Reinvestment Act of 2009 (ARRA). The report found that FAA met the ARRA requirement to provide reports on job data, and improvements in overall reporting of job data over time were noted. A number of areas for improvement are discussed that can serve as lessons learned for the ARRA reports still remaining and for any future job creation efforts. The study also found that while it is clear that ARRA-funded FAA projects have created or sustained jobs, the full extent of this accomplishment is unclear because of errors and inconsistencies in the collection and reporting of job information. Areas are identified where the Department of Transportation (DOT) can clarify aspects of its department-wide job data reports to better meet ARRA’s transparency and accountability requirements. Five recommendations are made to FAA and DOT to improve job reporting and to increase data accuracy and transparency.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Auditing
KW  - Data collection
KW  - Employment
KW  - Job opportunities
KW  - Jobs
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/FAA%20ARRA%20Programs%20Report%5E2-10-12_0.pdf
UR  - https://trid.trb.org/view/1139895
ER  - 

TY  - RPRT
AN  - 01476594
AU  - Department of Transportation
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - PHMSA’s Inadequate Management and Oversight of Hazardous Materials Emergency Preparedness Grants Limited the Program’s Effectiveness
PY  - 2012/01/12
SP  - 35p
AB  - From 2001 through 2010, nearly 165,000 hazardous materials incidents occurred in the United States, resulting in more than 2,800 injuries, including several fatal injuries, and about $640 million in damages. The Pipeline and Hazardous Materials Safety Administration (PHMSA) administers the Hazardous Materials Emergency Preparedness (HMEP) Grant Program as a part of its national strategy for reducing death and injuries from hazardous materials incidents. PHMSA estimates that almost 2.3 million emergency responders have been provided training with HMEP grant funds. The importance of adequately trained responders is highlighted when deficiencies in emergency response contribute to an endangerment of public safety. For example, in June 2004, a rail tank car carrying chlorine was punctured during a freight train collision in Macdona, TX, resulting in 3 fatalities and 30 injuries. As part of its investigation, the National Transportation Safety Board (NTSB) noted that the emergency response was untimely and ineffective because the responding agencies failed to consider alternative response and rescue tactics to access threatened residences. As a result, the responding agencies increased their employee training to prevent similar situations in the future. On March 11, 2010, the former Chairman of the House Committee on Transportation and Infrastructure requested that the U.S. Department of Transportation Office of Inspector General (OIG) review PHMSA’s management and oversight of the HMEP Grant Program (here within referred to as the Program). The Chairman cited concerns with potential program mismanagement and misuse of grant funds, which the Committee identified during its investigation of PHMSA’s Hazardous Materials Safety Program. Accordingly, OIG's objectives were to evaluate the effectiveness of PHMSA’s (1) policies, processes, and resources to execute the program; (2) outreach and coordination with States, local governments, and tribal organizations to enhance their approach to emergency planning and training; and (3) program oversight to ensure Federal funds are used for eligible activities in accordance with Federal law, regulations, and submitted grant applications. Briefly, results of the review indicate that PHMSA does not have sufficient policies and processes—and until recently, resources—to effectively execute the Program. Although the Program was initiated in 1993, PHMSA did not develop written standard operating procedures (SOPs) to document the steps necessary to administer the Program until 2009. Moreover, these SOPs are incomplete, as PHMSA has not yet established procedures to cover critical aspects of the grant administration and oversight process, such as processing closeout reports to measure the Program’s effectiveness in allocating grant funds. PHMSA does not proactively or effectively reach out to or coordinate with grantees to enhance their approaches to emergency planning and training. For example, PHMSA uses the Internet to provide grantees information on the Program; however, the Program’s Web site is difficult to use and does not provide needed or current information to grantees, such as eligible costs or application procedures. PHMSA’s oversight is lacking and has resulted in misused grant funds due to improper payments and erroneously advanced funds. PHMSA allowed grantees to receive funds without adequate supporting documentation and advanced funds to grantees against regulations.
KW  - Coordination
KW  - Disaster preparedness
KW  - Emergency response time
KW  - Grant aid
KW  - Hazardous materials
KW  - Information dissemination
KW  - Oversight
KW  - Pipeline safety
KW  - Program management
KW  - Standard operating procedures
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.oig.dot.gov/sites/dot/files/PHMSA%20HMEP%20Grants%20Audit%20Report%5E1-12-12.PDF
UR  - https://trid.trb.org/view/1245664
ER  - 

TY  - RPRT
AN  - 01370119
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Enhanced Oversight of Staffing and Training at FAA's Critical Facilities is Needed to Maintain Continuity of Operations
PY  - 2012/01/12
SP  - 21p
AB  - Ensuring that the Federal Aviation Administration's (FAA) most critical facilities are fully staffed with qualified air traffic controllers is vital to maintain the safety of the National Airspace System (NAS).  Since fiscal year (FY) 2005, FAA has begun hiring and training over 12,000 new controllers to offset the impending retirements of those hired after the 1981 controller strike.  With so many veteran controllers leaving, FAA faces the risk of not having enough certified professional controllers (CPC) to operate its busiest and most complex air traffic control facilities.  These include locations such as Southern California, Atlanta, Chicago, and New York, many of which now have newly hired controllers.  The Department of Transportation Office of Inspector General (OIG) was asked to review controller training and staffing at FAA's most critical air traffic control facilities to determine if FAA is positioned to ensure the continuity of facility operations.  Briefly, it was found that enhanced oversight of staffing and training at FAA's critical facilities is needed to maintain continuity of air traffic operations.  Critical facilities face a potential shortage of CPCs as they have higher rates of retirement eligibility, controllers-in-training, and training attrition than the national average.  For example, 15 of the 21 critical facilities that OIG reviewed had a higher percentage of their controllers in training than the national average of 25%.  Between FY 2008 and FY 2010, critical facilities also lost 40% of their trainees to attrition, compared to the national average of 24%.  A contributing factor is that the complexity of the locations makes it more difficult for inexperienced new hires to certify.  Yet, FAA's national training program has not provided critical facilities with the training resources they need to help slow staffing shortfalls.  As a result, some facility managers have developed their own training programs to supplement lab and classroom training.  However, as FAA begins deploying Next Generation Air Transportation System (NextGen) technologies, critical facilities will require even more training resources for both veteran and new controllers.  Without a consistent, national approach to address critical facilities' staffing and training needs now, it will be difficult in the short term for FAA to ensure continuity of their operations and, in the long term, effectively transition them to NextGen.
KW  - Air traffic controllers
KW  - Hiring policies
KW  - Needs assessment
KW  - Novices
KW  - Oversight
KW  - Retirement
KW  - Selection and appointment
KW  - Training
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/DOT%20OIG%20Report%20on%20FAA%20ATC%20Staffing%20and%20Training%20at%20Critical%20Facilities.PDF
UR  - https://trid.trb.org/view/1136998
ER  - 

TY  - ABST
AN  - 01489783
TI  - The Impact of Parking Policies on the Long-term Vitality of American Cities
AB  - Over the past fifty years, some cities in the United States have experienced dramatic losses in population and other aspects of their vibrancy, while others have thrived.  One potential explanation for this divergence in the fate of different cities that has not been sufficiently researched is parking policy.  This lack of research is ironic since parking is one of the most important manifestations of the transportation system and takes up more space in cities than any other single category of use.  In this project the plan is to refine and expand a pilot study of parking conducted for 14 medium-sized cities across the United States.  This study suggests that in some cities, a vicious cycle emerged between the number of parking spaces, the amount of driving, and the population density of the city.  In other places where policies were less permissive with respect to parking, a virtuous cycle took hold.  Expanding this pilot study to more locations and refining the data by using more sophisticated estimation techniques will help to make the study more robust. The specific goal of the expanded study is to isolate those aspects of the parking policy that are most associated with slowing, or even eliminating, the growth of parking in some cities. It is expected that the results of this study will help to guide future parking policy as cities seek to become more livable.
KW  - Economic growth
KW  - Livable cities
KW  - Medium sized cities
KW  - Parking
KW  - Parking regulations
KW  - Policy making
UR  - http://utc.mit.edu
UR  - https://trid.trb.org/view/1259254
ER  - 

TY  - ABST
AN  - 01468772
TI  - Making More Value out of Transportation Data
AB  - Over the past decades, tremendous investments have been made to advance technologies in computing, sensing, and communication to collect, process, and disseminate transportation-related data. As such, transportation system operators and users have timely information to make educated decisions to improve safety and mitigate congestion. These investments can become more productive if the following problems can be properly addressed: (1) effective algorithms to process huge volume of transportation data, (2) creative approaches to merge a variety of transportation data, (3) advanced tools to increase the velocity of information retrieving, processing, and delivering. This research aspires to explore solutions to these problems and the effort will be facilitated by the Regional Traveler Information Center (RTIC) at the University of Massachusetts (UMass) Amherst. As a starting point, this research will focus on two basic problems: (1) variety: developing effective algorithms to convert traffic data in different forms so that these data can be merged to provide complementary perspectives on the real system, and (2) velocity: developing applications to disseminate transportation information in a timely fashion to enable better decision-making by road users, system operators, and emergency responders. This research responds to the Grant Theme of Big Data.
KW  - Algorithms
KW  - Data collection
KW  - Information dissemination
KW  - Technological innovations
KW  - Traffic data
KW  - Traveler information and communication systems
UR  - http://utc.mit.edu
UR  - https://trid.trb.org/view/1237263
ER  - 

TY  - RPRT
AN  - 01376117
AU  - Cloutier, Michel
AU  - Cushmac, George
AU  - Transport Canada
AU  - Pipeline and Hazardous Materials Safety Administration
AU  - Secretariat of Communications and Transportation
TI  - 2012 Emergency Response Guidebook: A Guidebook for First Responders During the Initial Phase of a Dangerous Goods/ Hazardous Materials Transportation Incident
PY  - 2012
SP  - 392p
AB  - This guidebook is for use by first responders at the scene of a transportation incident involving dangerous goods. It is primarily intended to aid in quickly identifying the materials involved during the initial response phase.  It contains safety precautions, lists of emergency phone numbers, and hazard identification charts.  Dangerous goods are indexed in numerical order of identification number and in alphabetical order by material name.  Potential hazards are outlined along with emergency response and public safety suggestions.  A table listing toxic materials and the recommended safe distances for small and large spills is included.  Additional information includes sections on protective clothing, criminal/terrorist use of various agents, and safe stand off distance for improvised explosive devices.
KW  - Crashes
KW  - Disaster preparedness
KW  - Emergency management
KW  - Hazardous materials
KW  - Hazards and emergency operations
KW  - Safety management
KW  - Spills (Pollution)
UR  - http://phmsa.dot.gov/staticfiles/PHMSA/DownloadableFiles/Files/Hazmat/ERG2012.pdf
UR  - https://trid.trb.org/view/1143506
ER  - 

TY  - RPRT
AN  - 01370198
AU  - Department of Transportation
TI  - DOT Needs to Improve Its Tracking and Monitoring of All Single Audit Findings in Order to Effectively Manage Grants
PY  - 2011/12/28/Audit Report
SP  - 28p
AB  - Before 2009, the Department awarded over an average of $50 billion annually in grants for transportation related projects. In 2009, the American Recovery and Reinvestment Act (ARRA) provided the Department an additional $48 billion for such grants. To help ensure the proper use of grant awards, the Single Audit Act of 1984, as amended, requires each entity that expends $500,000 or more in Federal funds in a fiscal year to obtain an annual “single audit.” This includes an audit of the entity’s financial statements and schedule of Federal award expenditures, as well as reviews of the entity’s internal controls and compliance with laws and regulations. The entities, or grantees, are required to develop corrective action plans to address single audit findings. In turn, the Department and its Operating Administrations (OA) are responsible for ensuring that grantees complete the necessary actions in a timely manner. The objectives were to determine if the OAs: (1) issue timely management decisions approving grantees’ corrective action plans; (2) ensure that grantees promptly implement corrective actions, including recovery of questioned costs; and (3) use single audit results to identify grantees that require close monitoring. As part of this audit, the Department of Transportation Office of Inspector General (OIG) reviewed single audit findings, including findings related to questioned costs, and findings covering grantees with significant histories of findings. It conducted this audit from January 2010 through September 2011 in accordance with generally accepted Government auditing standards. Briefly, results indicate that OAs issued timely management decisions (within 6 months of receiving the single audit report) on proposed corrective action plans for high priority or P1 single audit findings.12 These decisions met OST’s 2009 guidance13 on expediting of actions on P1 findings and monthly reviews of outstanding items. However, OAs frequently issued untimely and incomplete decisions on lower priority P2 findings. OAs frequently did not ensure that grantees had completed planned actions to address P1 and P2 findings in a timely manner.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Auditing
KW  - Decision making
KW  - Federal aid
KW  - Grant aid
KW  - Management
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/Single%20Audit%20Implementation%20Final%2012-%2028-11_0.pdf
UR  - https://trid.trb.org/view/1137257
ER  - 

TY  - RPRT
AN  - 01370175
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - New Approaches Are Needed To Strengthen FAA Oversight of Air Carrier Training Programs and Pilot Performance
PY  - 2011/12/20/Audit Report
SP  - 28p
AB  - For more than a decade, the National Transportation Safety Board (NTSB) has called for the Federal Aviation Administration (FAA) to incorporate safety improvements impacting pilot performance and professionalism. NTSB determined that the cause of the fatal 2009 crash of Colgan Air flight 3407 was due in part to pilot failure to follow appropriate procedures. In June 2009, 4 months after the crash, FAA announced its Call to Action Plan, which included 10 short- and mid-term initiatives to enhance pilot performance and training, increase air carrier participation in voluntary safety programs, and expand pilot records review. The Senate Committee on Commerce, Science, and Transportation and the House Committee on Transportation and Infrastructure requested that the Department of Transportation Office of Inspector General (OIG) review FAA’s oversight of airline pilot training programs to determine whether pilot training is up to date, and to what extent FAA can verify pilots are receiving appropriate training. The Committees also requested that OIG determine what actions apply when pilots repeatedly fail training or other tests, what information pilots must provide airlines when hired, and whether this information is sufficient to verify pilot employment and training. This request was also reiterated by Representatives Louise Slaughter and Brian Higgins. This report provides the results of OIG's audit to (1) assess FAA’s oversight of air carrier pilot training and proficiency programs and (2) examine the data FAA maintains on pilots’ qualifications and past performance and the process air carriers use to obtain these data when hiring. Briefly, results of the audit indicated that FAA’s oversight of air carriers’ pilot training and proficiency programs lacks the rigor needed to identify and track poor performing pilots and address potential program risks. FAA maintains extensive pilot information that air carriers can use to evaluate the competence and qualifications of pilots; however, its current request process hinders air carriers’ ability to easily obtain all relevant data.
KW  - Air pilots
KW  - Flight training
KW  - Hiring policies
KW  - Oversight
KW  - Performance
KW  - Qualifications
KW  - Training programs
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/Pilot%20Training%20FINAL.pdf
UR  - https://trid.trb.org/view/1137267
ER  - 

TY  - ABST
AN  - 01463229
TI  - Test Procedures and Classification Criteria for Release of Toxic Gases from Water-Reactive Materials
AB  - Water-reactive substances, which are defined in international regulations as substances that, in contact with water, release flammable gases, are assigned to U.S. Department of Transportation (USDOT) Hazard Class 4.3. The gases released may also be highly toxic. For instance, ferrosilicon, when in contact with water, releases arsine and phosphine gases. The test procedures and classification criteria for Hazard Class 4.3 are inadequate. For example, the procedures and criteria do not take into account (1) water reactions that may lead to the release of toxic gases, (2) the quantity of water-reactive substances being shipped, or (3) the potential effect of water salinity on release of toxic gases. The objective of this research is to propose existing, new, or enhanced test procedures and classification criteria for water-reactive materials (WRMs) that take account of the potential release of toxic gases during transport. In this research, the term water-reactive material is defined as a solid or liquid that may give off toxic gases when exposed to water during transport. This term may include (1) materials presently included in Hazard Class 4.3; (2) other regulated materials reactive to water, such as sulfur chloride; and (3) currently unregulated materials that are reactive to water
KW  - Environmental impacts
KW  - Gases
KW  - Hazardous materials
KW  - Poisons
KW  - Salinity
KW  - Test procedures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3138
UR  - https://trid.trb.org/view/1231454
ER  - 

TY  - ABST
AN  - 01548175
TI  - Model Post-Secondary Education Curricula for the Transportation of Hazardous Materials
AB  - Despite the critical role of hazardous materials (hazmat) in the nation's industry and commerce and the need to ensure that hazmat transportation occurs safely and efficiently, there is very little coverage of this topic in post-secondary education curricula in the United States. What little formal instruction that does exist is focused on training shipper and transportation company operations personnel in how to conduct hazmat transport within the current regulations, and training emergency responders for incident management. Those involved in the total supply chain; transportation officials in the public sector; and other officials involved in planning, enforcement, and economic development have little or no formal education in hazmat transportation. As a result, new employees with responsibility for ensuring the safe transportation of hazmat must learn the requirements through on-the-job training. Few programs address proactive and sound management principles and strategies. And, as the current cadre in industry and government involved with hazardous materials transportation expertise reaches retirement age, there will be a knowledge gap in the workforce that must be addressed. The objective of this research is to develop model post-secondary education curricula that address the knowledge, skills, and abilities needed by the public (e.g., regulators, inspectors) and private (e.g., shippers, receivers) sectors for the safe and efficient transportation of hazardous materials. 
KW  - Disaster preparedness
KW  - Education and training
KW  - Emergency response time
KW  - Hazardous materials
KW  - Knowledge
KW  - Retirement
KW  - Supply chain management
KW  - Transportation careers
KW  - United States
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3140
UR  - https://trid.trb.org/view/1335812
ER  - 

TY  - ABST
AN  - 01548176
TI  - Evaluating the Effectiveness of Hazmat Transportation Training
AB  - Both nationally and internationally there has been a long-standing requirement that persons engaged in the transport of dangerous goods shall receive training. Nevertheless, training deficiencies continue to be a major finding in hazardous materials transportation incidents and violations (HMCRP Report 1: Hazardous Materials Transportation Incident Data for Root Cause Analysis). The Pipeline and Hazardous Materials Safety Administration has published guidance for developing a hazardous materials training program as well as numerous training modules and training aids to assist in improving the quality and effectiveness of hazardous materials employee training. However, research is needed on the impact of different instructional strategies, media, delivery techniques, and testing techniques; and, most importantly, there is a need for metrics to measure and evaluate hazardous materials training effectiveness. The objective of this research is to develop a guide that describes methodologies, metrics, and best practices used to evaluate the effectiveness of training programs and instructional methods (including preparation and delivery) used to impart hazardous materials (hazmat) transportation safety and security regulatory requirements to public- and private-sector hazmat employees.
KW  - Best practices
KW  - Hazardous materials
KW  - Policy
KW  - Safety
KW  - Security
KW  - Training
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3141
UR  - https://trid.trb.org/view/1335813
ER  - 

TY  - RPRT
AN  - 01351905
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Financial Analysis of Transportation-Related Public Private Partnerships
PY  - 2011/07/28
SP  - 28p
AB  - Between 2004 and 2006, two toll roads built in the 1950's—a 157-mile road in Indiana and a shorter road in Illinois known as the Chicago Skyway—were leased to Cintra/Macquaire, a private consortium. These leases were established through unique financing mechanisms known as Public Private Partnerships (PPPs). Under these agreements, Cintra/Macquarie made multibillion dollar payments to the State of Indiana and the City of Chicago, and obtained control of the Indiana Toll Road and the Chicago Skyway for 75 and 99 years, respectively. In general, PPPs create contractual arrangements between public agencies and private companies, and lead to greater private-sector participation in the financing and delivery of public projects than traditional public financing arrangements. These arrangements have spurred debate among stakeholders. Some question whether PPPs serve the public interest, while others point to PPPs as a means to address the nation's infrastructure funding problems. In February 2009, the National Surface Transportation Infrastructure Financing Commission reported that the nation’s surface transportation system is in “physical and financial crisis” due to shortfalls in Government infrastructure spending, and estimated that the annual average shortfall, or funding gap, from 2008-2035 would be approximately $138 billion. This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) financial analyses of transportation-related PPPs. OIG's objectives were to: (1) identify financial disadvantages to the public sector of PPP transactions compared to more traditional public financing methods; (2) identify factors that allow the public sector to derive financial value from PPP transactions; and (3) assess the extent to which PPPs can close the infrastructure funding gap. Briefly, PPPs have several financial disadvantages when compared to traditional public sector financing. Specifically, PPPs have a higher cost of capital than traditional public financing, and they incur certain tax obligations that do not exist for public entities. Certain private sector efficiencies can meaningfully offset PPPs' cost disadvantages. Principal among these efficiencies are those which lower new facility  design and construction costs, and efficiencies in revenue generation such as toll rate increases, decreases in toll evasions, and more profitable rest stop concessions. Innovative financing mechanisms may also improve PPPs' financial attractiveness. OIG found that PPPs are not likely to significantly decrease the infrastructure funding gap because private sector investment in transportation through PPPs generally does not entail new or incremental funds. Rather, the funds paid upfront to the public sector under a PPP are paid in exchange for future revenues, often in the form of tolls. In other words, a PPP primarily changes the timing with which funds become available, not the amount of the funds.
KW  - Expenditures
KW  - Financial analysis
KW  - Financing
KW  - Governments
KW  - Infrastructure
KW  - Private enterprise
KW  - Public private partnerships
UR  - http://www.oig.dot.gov/sites/dot/files/PPP%20Final%20Report%207-28-2011%20508%20PDF.pdf
UR  - https://trid.trb.org/view/1113061
ER  - 

TY  - ABST
AN  - 01494918
TI  - Low-Cost, Full-Field Tool for In-Ditch Deformation Measurement
AB  - Intelligent Optical Systems (IOS) will develop a unique structured light-based pipe profiling tool that can be used to comprehensively map and characterize pipeline damage. IOS will engage Blade Energy Partners to objectively compare the new IOS profiling technology with a profiling tool recently evaluated by Blade for Pipeline Research Council International (PRCI). IOS will generate advanced image processing software and apply it to data from both tools to enhance their usefulness for comprehensive damage assessment. Finally, IOS will test the profiling tool on a set of damaged samples provided by PRCI. Blade will process the data to calculate the strain field, and these results will be compared with the results of testing on the same samples using a 3-D laser profiling tool.
KW  - Deformation
KW  - Ditches
KW  - Image processing
KW  - Information processing
KW  - Inspection
KW  - Pipelines
KW  - Software
KW  - Strain (Mechanics)
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=417
UR  - https://trid.trb.org/view/1264152
ER  - 

TY  - ABST
AN  - 01494917
TI  - Non-Destructive Quantitative Residual Stress Assessment Tool
AB  - This project is focused on the development of a non-destructive, quantitative residual stress assessment tool able to completely characterize anomalies associated with mechanical damage and corrosion.
KW  - Corrosion
KW  - Nondestructive tests
KW  - Residual stress
KW  - Strain measurement
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=416
UR  - https://trid.trb.org/view/1264151
ER  - 

TY  - ABST
AN  - 01492626
TI  - Development of Non-Destructive In-Service Detection of Damage Severity for Pipeline Steel Inspection
AB  - The objective of this project is to develop an advanced technique based on residual stress to evaluate the damage severity through the coating on coated steels, as regulated by Pipeline Safety Regulations 49 CFR Parts 190- 195.  This will enable improved integrity assessment and reduce the number of unnecessary pipeline removal and replacement activities.  The anticipated Phase I results will include the use of a residual stress mapping technique to analyze residual stress around pipe dents and wrinkles and will provide the foundation for Phase II activities to produce a calibration system that enables accurate measurement of residual stress in a variety of pipeline damage types. The ability to quantitatively measure residual stress is widely desired and the proposed tool should be useful in many areas. Potential commercial applications include assessment of onshore and offshore pipelines, risers, piping and tubing, and pressure vessels, as well as machining of a wide range of industrial, military, and government components (e.g. telescope lenses and missile nosecones).
KW  - Acoustic detectors
KW  - Inspection
KW  - Nondestructive tests
KW  - Pipeline replacement
KW  - Pipelines
KW  - Residual stress
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=391
UR  - https://trid.trb.org/view/1261869
ER  - 

TY  - RPRT
AN  - 01479903
AU  - Steer Davies Gleave
AU  - Department of Transportation
TI  - HSIPR Best Practices: Public Benefits Assessment
PY  - 2011/06
SP  - 49p
AB  - The public benefits of a transportation project are outcomes that accrue to the general public, including improvements involving mobility, economics, and social, cultural or environmental aspects. Assessment of a rail project’s benefits depends heavily on its ridership and revenue forecasts and the implications they have regarding project impacts on travelers and the general population. Other main elements of project appraisal are operating, maintenance and capital costs estimates. This report provides information on the range of data and methods used in high speed or intercity passenger rail (HSIPR) benefits assessment at different stages of study, and flags particular areas or subjects that will generally require in depth examination by subject area experts. The intent is to provide information and guidance that will assist generalist reviewers to understand and evaluate benefits assessment studies. Project assessment does not consider transportation impacts in absolute terms; rather it considers a build (project) situation and a specified no-build situation, with the project benefits and costs defined from a comparison of the two. Forecasts of ridership and other impacts must be prepared for both the no-build and build situations in order for the project benefits and costs to be computed.
KW  - Assessments
KW  - Benefit cost analysis
KW  - Best practices
KW  - Costs
KW  - Economic benefits
KW  - High speed rail
KW  - Nonuser benefits
KW  - Social benefits
KW  - Travel time
UR  - http://www.oig.dot.gov/foia-electronic-reading-room
UR  - http://www.oig.dot.gov/sites/dot/files/OIG-HSR-Best-Practice-Public-Benefits-Report.pdf
UR  - https://trid.trb.org/view/1247547
ER  - 

TY  - RPRT
AN  - 01479901
AU  - Steer Davies Gleave
AU  - Department of Transportation
TI  - HSIPR Best Practices: Operating Costs Toolkit
PY  - 2011/06
SP  - 103p
AB  - The operating costs toolkit will assist those reviewing submissions from potential operators and promoters of new high speed or intercity passenger rail (HSIPR) services. It comprises operating costs checklists, reviewers' quality check questions, and best practices guidance. The best practices guidance is a series of checklists showing the level of detail reviewers should expect in the proposal and forecasts for the preliminary, intermediate and final stages of the project development. The toolkit will assist reviewers in quickly and consistently identifying strengths and weaknesses of operating cost estimates.
KW  - Best practices
KW  - Checklists
KW  - Cost estimating
KW  - Forecasting
KW  - High speed rail
KW  - Operating costs
KW  - Programming (Planning)
KW  - Revenues
KW  - Ridership
KW  - Social benefits
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/foia-electronic-reading-room
UR  - http://www.oig.dot.gov/sites/dot/files/OIG-HSR-Best-Practice-Operating-Cost-Toolkit.pdf
UR  - https://trid.trb.org/view/1247550
ER  - 

TY  - RPRT
AN  - 01479899
AU  - Steer Davies Gleave
AU  - Department of Transportation
TI  - HSIPR Best Practices: Operating Costs Estimation
PY  - 2011/06
SP  - 167p
AB  - Accurately estimating high speed rail operating costs is critical to successful system implementation. Operating costs include railroad costs and train service costs. Railroad costs involve operation and maintenance, and general and administrative. Train service costs involve the train crews, stations, train maintenance and energy. Several stages are involved in the estimating process, with estimates developing increasing detail; such estimates must be consistent with factors underlying ridership estimates. Case studies are presented to illustrate best practices in cost estimating for operations, rolling stock, stations and administration. Best practices are detailed for preliminary, intermediate, final and closeout stages, along with descriptions of common shortcuts leading to poor quality estimates.
KW  - Best practices
KW  - Case studies
KW  - Cost estimating
KW  - High speed rail
KW  - Maintenance of way
KW  - Operating costs
KW  - Railroad stations
KW  - Rolling stock
KW  - Train crews
UR  - http://www.oig.dot.gov/foia-electronic-reading-room
UR  - http://www.oig.dot.gov/sites/dot/files/OIG-HSR-Best-Practice-Operating-Cost-Report.pdf
UR  - https://trid.trb.org/view/1247551
ER  - 

TY  - ABST
AN  - 01492482
TI  - Comprehensive Study to Understand Longitudinal ERW Seam Failures
AB  - This research project has three primary objectives: (1) Integrate industry and Pipeline and Hazardous Materials Safety Administration (PHMSA) data to quantify vintage seam failure statistics with focus on low-frequency electric resistance welding (LFERW) seams; (2) Understand longitudinal electric resistance welding (ERW) seam failures and on that basis quantify the effectiveness of inspection and hydrotesting to manage integrity and ensure safety to avoid/eliminate catastrophic failures; and (3) Combine outcomes of the first two objectives to help favorably close National Transportation Safety Board (NTSB) Recommendation P-09-1.
KW  - Electrical resistivity
KW  - Failure
KW  - Pipe coating integrity
KW  - Pipelines
KW  - Seams
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=390
UR  - https://trid.trb.org/view/1261702
ER  - 

TY  - RPRT
AN  - 01479902
AU  - Steer Davies Gleave
AU  - Department of Transportation
TI  - HSIPR Best Practices: Ridership and Revenue Forecasting
PY  - 2011/04
SP  - 89p
AB  - This report provides a high-level description of the steps typically involved in forecasting the ridership and revenue of a high-speed/intercity passenger rail (HSIPR) service. It is aimed at non-specialists who review HSIPR ridership forecasting studies prepared by others. It provides information on the range of data and methods used in HSIPR forecasting at different stages of study, and flags particular areas or subjects that will generally require in-depth examination by subject area experts. Forecasts are typically prepared for both a “build” situation that includes the proposed project, as well as a “no-build” situation without the project, with the specific definition of the no-build situation needing to be agreed upon with study reviewers. Project benefits and costs are generally defined in terms of differences between the two situations. A high level description of modeling steps is provided. Trip table preparation, modal level of service data, mode choice modeling, and induced travel modeling are discussed in more detail. The interface of high speed rail with urban models and air/rail complemetarity also are discussed. In addition to best practices, common errors and potential pitfalls are described.
KW  - Best practices
KW  - Choice models
KW  - Forecasting
KW  - High speed rail
KW  - Level of service
KW  - Mode choice
KW  - Revenues
KW  - Ridership
KW  - Travel demand
KW  - Trip tables
UR  - http://www.oig.dot.gov/foia-electronic-reading-room
UR  - http://www.oig.dot.gov/sites/dot/files/OIG-HSR-Best-Practice-Ridership-and-Revenue-Report.pdf
UR  - https://trid.trb.org/view/1247548
ER  - 

TY  - RPRT
AN  - 01479900
AU  - Steer Davies Gleave
AU  - Department of Transportation
TI  - HSIPR Best Practices: Overview
PY  - 2011/04
SP  - 35p
AB  - The high cost of high speed rail projects makes objective analytical methods essential for project planning and evaluation. Current state-of-the-art methods in ridership and revenue forecasting, operating cost estimation, and public benefit evaluation are presented and discussed. This report emphasizes the need for consistent project definition when preparing estimates, forecasts and assessments, and the need for the project definition to be consistent with service quality assumptions. It gives an overview of the process, stages, first- and second-order effects, and common errors for  ridership and revenue forecasting, operating cost estimation, and public benefit evaluation. Each of these issues are discussed in more detail in separate reports.
KW  - Best practices
KW  - Estimating
KW  - Forecasting
KW  - High speed rail
KW  - Operating costs
KW  - Programming (Planning)
KW  - Revenues
KW  - Ridership
KW  - Social benefits
UR  - http://www.oig.dot.gov/foia-electronic-reading-room
UR  - http://www.oig.dot.gov/sites/dot/files/OIG-HSR-Best-Practice-Overview-Report.pdf
UR  - https://trid.trb.org/view/1247549
ER  - 

TY  - RPRT
AN  - 01340767
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Must Improve its Controller Training Metrics to Help Identify Program Needs
PY  - 2011/03/30
SP  - 12p
AB  - The Federal Aviation Administration (FAA) plans to hire and train nearly 11,000 new air traffic controllers through fiscal year (FY) 2019 to replace the large numbers of those now retiring. As FAA begins training this influx of new hires, it must have accurate metrics on their training progress to ensure that key air traffic control facilities have enough controllers for safe and efficient operations. In 2009, at the request of Representative Jerry F. Costello, then Chairman of the House Subcommittee on Aviation, the U.S. Department of Transportation Office of Inspector General (OIG) reviewed training failures among newly hired air traffic controllers. During that review, OIG found that FAA’s reported training failure rate was not accurate and that FAA’s primary source of training failure data, the National Training Database (NTD), contained outdated and inaccurate data. Both are critical metrics for managing this important program.  This review follows up on OIG's 2009 audit. The audit objectives were to (1) evaluate FAA’s actions to improve its system for tracking the training progress of newly hired controllers and (2) review FAA’s metrics for measuring and reporting the effectiveness of its controller training program. Briefly, FAA has improved its tracking process for new controller training over the last year. The Agency has taken a number of corrective actions to address the problems OIG identified in 2009 that contributed to an inaccurate training failure rate reported for newly hired controllers. FAA’s metrics for measuring the effectiveness of the controller training program do not provide a complete picture because they include controllers who have not completed their initial training. For example, if there are 100 controllers in the training program and 9 of those controllers fail or leave, FAA reports an attrition rate of 9 percent. This produces unrealistic results because some of the remaining 91 in-progress controllers may also leave the program at a later time. Accurate training data are necessary so that FAA can adequately prepare new hires to replace retiring veteran controllers, assign new hires to the appropriate level and type of facility, and adjust its training program when warranted. OIG's recommendation focuses on steps FAA should take to measure and present a more complete picture of the effectiveness of its air traffic controller training program.
KW  - Air traffic controllers
KW  - Effectiveness
KW  - Measurement
KW  - Needs assessment
KW  - Performance measurement
KW  - Training
KW  - Training programs
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/Controller%20Training%20Data%20Report.pdf
UR  - https://trid.trb.org/view/1102818
ER  - 

TY  - RPRT
AN  - 01357643
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Top Consequence Hazardous Materials by Commodities and Failure Modes, 2005-2009
PY  - 2011/03/28
IS  - 2
SP  - 15p
AB  - This paper outlines the hazardous materials (hazmat) in transport that have been responsible for the most serious consequences in terms of deaths and major injuries during the years 2005 to 2009. It also identifies failure modes and the corresponding transportation phases that have resulted in the most high-impact casualties during this same period. As the Pipeline and Hazardous Materials Safety Administration analyzes alternatives to increase the safety of hazmat transportation, the agency will consider several findings from this report:  (1) some hazardous materials have high consequences due to their high levels of transport (i.e. high exposure) while in other cases it is the sheer volatility or danger of the substance that leads to significant consequences despite modest exposure; Most of the deaths and injuries due to hazmat can be linked to a small sub-section of all hazardous materials; Nearly all of the hazmat fatalities between 2005 and 2009 occurred during either rail or highway transport. (The exception was a single multiple-fatality waterborne incident.) The vast majority of major injuries (85%) were also associated with these two modes; and rollover and derailment while in transit are the principal failure causes recorded (and are specific to road and rail transportation, respectively), followed by human error across all phases of transportation.
KW  - Commodities
KW  - Crash causes
KW  - Crashes
KW  - Fatalities
KW  - Freight transportation
KW  - Hazardous materials
KW  - Injuries
UR  - http://www.firedirect.net/_pdfs/1107_PHSMA.pdf
UR  - https://trid.trb.org/view/1122876
ER  - 

TY  - ABST
AN  - 01492481
TI  - Consolidated Research Program, Right of Way Automated Monitoring Threat Prevention
AB  - The objective of this research project is to develop a new generation of surveillance management systems by delivering a step-change improvement in the proactive prevention of threats to pipelines.  Technologies developed will be used for the detection, identification, and communication of threats and vulnerabilities to underground pipeline infrastructure.  The program will develop an integrated, autonomous sensor/detector system for near real-time automated detection, identification, and notification of threats and leaks.
KW  - Detection and identification systems
KW  - Leakage
KW  - Pipelines
KW  - Real time data processing
KW  - Sensors
KW  - Threats
KW  - Underground pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=389
UR  - https://trid.trb.org/view/1261701
ER  - 

TY  - RPRT
AN  - 01330461
AU  - Department of Transportation
TI  - Actions Needed To Meet FAA’s Long-Term Goals for NextGen
PY  - 2011/02/16
SP  - 11p
AB  - On February 16, 2011, the Inspector General testified before the House Subcommittee on Space and Aeronautics regarding the Federal Aviation Administration’s (FAA) efforts to develop and transition to the Next Generation Air Transportation System (NextGen).  The Inspector General noted significant challenges FAA faces in achieving its long-term goals for NextGen across two areas: (1) addressing schedule delays and cost overruns with the En Route Automation Modernization (ERAM) program--without ERAM, other programs intended to provide more efficient data sharing and airspace routes will not be possible--and (2)  reaching consensus with partner agencies on key research and development efforts that will affect the cost, schedule, and capabilities of NextGen.  The Inspector General also highlighted several management actions that FAA can take now to strengthen FAA’s management of long-term NextGen initiatives.  These include clarifying responsibility within FAA for critical NextGen development areas, finalizing performance goals and metrics for NextGen, establishing an integrated budget document to align and track all partner agencies' NextGen resources, and fully leveraging the technology portfolios of partner agencies to assist with NextGen development.
KW  - Computers
KW  - Cost overruns
KW  - En Route Automation Modernization
KW  - Interagency relations
KW  - Long range planning
KW  - Modernization
KW  - Next Generation Air Transportation System
KW  - Program management
KW  - Scheduling
KW  - Software
KW  - Strategic planning
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/NextGen%20Hearing%20Feb%2016.pdf
UR  - https://trid.trb.org/view/1091141
ER  - 

TY  - RPRT
AN  - 01337308
AU  - Department of Transportation
AU  - Federal Railroad Administration
TI  - Amtrak Made Significant Improvements in its Long-Term Capital Planning Process
PY  - 2011/01/27
SP  - 25p
AB  - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) re-authorized the National Railroad Passenger Corporation (Amtrak) for the years 2009 through 2013. Not since the Amtrak Reform and Accountability Act of 1997 (ARAA) has Amtrak received a multi-year authorization for appropriations to cover its capital spending. As a result, the company has had to develop its capital budget on a year-to-year basis without knowing how much funding Congress would provide. This method of planning has significantly affected Amtrak's ability to maintain safe and reliable infrastructure and equipment, and increased its capital program's annual costs. Amtrak estimates that the State of Good Repair (SOGR) backlog on Amtrak-owned and operated Northeast Corridor (NEC) infrastructure alone is approximately $5.2 billion in fiscal year 2010 dollars. Amtrak also faces the renewal and replacement of an aging equipment fleet, safety and security needs, business improvement initiatives, and compliance with legal requirements such as accessibility for passengers with disabilities. Because Amtrak requires significant Federal funds for its capital program, the House Appropriations Subcommittee on Transportation, Housing and Urban Development, and Related Agencies requested this audit. Our objectives were to determine: (1) Amtrak's five-year capital requirements and how they align with the company's business and strategic goals; (2) how Amtrak prioritizes its capital projects; (3) Amtrak’s capital needs and ability to implement its increased capital budget as a result of the American Recovery and Reinvestment Act (ARRA); and (4) how Amtrak evaluates the performance of its capital projects. Amtrak has established four long-range planning documents that outline the company's long-term capital requirements and align with the company's business and strategic goals. Amtrak prioritizes its capital needs through the use of Decision Lens, a software package that brings transparency to the process and facilitates collaboration among groups with different prioritization needs. Amtrak assessed its capital needs and in a short time-frame reported them in a capital spending plan for the $1.3 billion in funds it received from ARRA. Per ARRA's requirements, the company has allocated a large portion of the grant to its security and life safety programs for projects that will reduce infrastructure vulnerabilities and enhance incident management, such as fire detection and suppression systems. Amtrak developed a measurable performance plan for its capital projects.
KW  - Amtrak
KW  - Budgeting
KW  - Capital expenditures
KW  - Capital investments
KW  - Long range planning
KW  - Needs assessment
KW  - Passenger Rail Investment and Improvement Act
KW  - Performance measurement
KW  - Strategic planning
UR  - http://www.oig.dot.gov/sites/dot/files/FinalAmtrakCapital.pdf
UR  - https://trid.trb.org/view/1097287
ER  - 

TY  - RPRT
AN  - 01341155
AU  - Department of Homeland Security
TI  - U.S. Customs and Border Protection's Ground Transportation of Detainees
PY  - 2011/01
SP  - 22p
AB  - U.S. Customs and Border Protection is responsible for securing the Nation's borders while facilitating legitimate trade and travel. The agency often requires transportation services for illegal aliens apprehended at or between U.S. ports of entry. This includes medical escort, transport to U.S. Immigration and Customs Enforcement facilities, and transport to and from local jails and courts. The objective was to determine whether the U.S. Customs and Border Protection Transportation Program Management Office developed an effective plan to provide efficient and cost effective ground transportation for detainees.
KW  - Border regions
KW  - Customs administration
KW  - Ground transportation
KW  - Immigrants
KW  - International borders
KW  - International trade
KW  - Law enforcement
KW  - National security
KW  - Ports of entry
KW  - U.S. Customs and Border Protection
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_11-27_Jan11.pdf
UR  - https://trid.trb.org/view/1103096
ER  - 

TY  - RPRT
AN  - 01341151
AU  - Department of Homeland Security
TI  - U.S. Customs and Border Protection's Oversight of the Permit to Transfer Process for Cargo Containers
PY  - 2011/01
SP  - 9p
AB  - Section 809(g) of the Coast Guard and Maritime Transportation Act of 2004 (Public Law 108-293) requires the Office of Inspector General to submit an annual report on its evaluation of the U.S. Department of Homeland Security's (DHS) current targeting system for international intermodal cargo containers. This is the sixth audit on selected aspects of DHS targeting system. This year, the focus is on efforts to determine whether CBPs permit to transfer (PTT) process has effective controls in place to ensure that the U.S. Customs and Border Protection (CBP) secures and inspects all identified high-risk containers. CBP is responsible for targeting and conducting cargo examinations on cargo destined to enter United States commerce.
KW  - Border regions
KW  - Cargo handling
KW  - Container traffic
KW  - Freight security
KW  - Freight transportation
KW  - Intermodal terminals
KW  - International transportation
KW  - National security
KW  - Permits
KW  - U.S. Customs and Border Protection
KW  - U.S. Department of Homeland Security
KW  - Water transportation
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_11-28_Jan11.pdf
UR  - https://trid.trb.org/view/1103097
ER  - 

TY  - RPRT
AN  - 01330467
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Needs to Improve Risk Assessment Processes for its Air Transportation Oversight System
PY  - 2010/12/16
SP  - 36p
AB  - The Federal Aviation Administration (FAA) uses its Air Transportation Oversight System (ATOS) to conduct surveillance of nearly 100 airlines. These airlines transport more than 90 percent of U.S. airline passenger and cargo traffic. The U.S. Department of Transportation Office of Inspector General (OIG) has consistently reported that ATOS is conceptually sound because it is data-driven and intended to target inspector resources to the highest risk areas. However, in 2002 and 2005, OIG reported that FAA needed to strengthen national oversight of ATOS to hold field managers more accountable for consistently implementing effective oversight practices. After hearings on the safety issues at Southwest, the Senate Committee on Science, Commerce, and Transportation and the House Committee on Transportation and Infrastructure requested that OIG review FAA’s oversight of the U.S. airline industry. As a result of the weaknesses identified in OIG's 2008 testimony, the Committees asked OIG to determine if similar oversight weaknesses existed elsewhere in the system. Accordingly, OIG's audit objectives were to determine (1) whether FAA has completed timely ATOS inspections of air carriers’ policies and procedures for their most critical maintenance systems; (2) how effective ATOS performance inspections have been in testing and validating that these critical maintenance systems are working properly; and (3) how well FAA implemented ATOS for the remaining Part 121 air carriers and what, if any, oversight challenges FAA inspection offices face. Three areas were identified where FAA could improve its management and oversight of ATOS: timely inspection of policies and procedures for critical maintenance systems; assessments of whether or not critical maintenance systems were performed as intended; and effective implementation of ATOS.
KW  - Air Transportation Oversight System
KW  - Airlines
KW  - Aviation safety
KW  - Implementation
KW  - Inspection
KW  - Maintenance
KW  - Oversight
KW  - Risk assessment
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/ATOS_Report_0.pdf
UR  - https://trid.trb.org/view/1093568
ER  - 

TY  - RPRT
AN  - 01324976
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Needs To Implement More Efficient Performance-Based Navigation Procedures and Clarify the Role of Third Parties
PY  - 2010/12/10
SP  - 26p
AB  - On December 10, The U.S. Department of Transportation's Office of Inspector General (OIG) issued its report on the Federal Aviation Administration's (FAA) oversight of new flight procedures using Area Navigation (RNAV) and Required Navigation Performance (RNP) and its use of third parties to develop  them.  These technologies are key building blocks for the Next Generation Air Transportation System and could provide shorter, more direct flight paths; improved airport arrival rates; enhanced controller productivity; fuel savings; and reduced aircraft noise.  OIG conducted this review at the request of the Chairman of the House Subcommittee on Aviation, who stated that a clear understanding of third-party roles is needed before they can be expanded.  Overall, OIG found that the role of the two third parties FAA has approved to develop RNP procedures remains unclear, as well as FAA's strategy for implementing timely, high-value routes using in-house resources.  FAA has also 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.  OIG made eight recommendations to help FAA effectively implement and coordinate RNAV/RNP procedures and establish an oversight program for third parties.  Overall, FAA's response met the intent of most of OIG's recommendations; however, OIG has requested that FAA provide additional  clarifying information for three of them.
KW  - Aircraft pilotage
KW  - Implementation
KW  - Navigation systems
KW  - Next Generation Air Transportation System
KW  - Oversight
KW  - Performance based planning
KW  - Procedures
KW  - Third parties
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/node/5464
UR  - https://trid.trb.org/view/1085253
ER  - 

TY  - RPRT
AN  - 01324993
AU  - Department of Transportation
TI  - Top Management Challenges: Department of Transportation
PY  - 2010/11/15
SP  - 54p
AB  - As required by law, the U.S. Department of Transportation Office of Inspector General (OIG) has identified the Department of Transportation’s (DOT) top management challenges for fiscal year 2011. The Nation’s economy and the quality of life for all Americans rely heavily on a safe and vital transportation system. The Department spends approximately $79 billion annually on a wide range of programs and initiatives to meet this objective, and OIG continues to support its efforts through OIG's audits and investigations. Improving safety across all modes of transportation remains DOT’s overarching goal. Significant challenges remain for policymakers as they seek to continue enhancing safety in the air and on the ground. This includes advancing new regulations for pilot training and rest requirements, strengthening the process for granting special permits and approvals for transporting hazardous materials, and ensuring pipeline operators identify and repair defects in oil and gas pipelines in a timely manner. Longstanding concerns that demand sustained attention include establishing realistic plans for the Next Generation Air Transportation System, securing viable financing for future surface transportation infrastructure investments, bolstering Federal oversight of transit safety, and addressing the Nation’s aging surface infrastructure. At the same time, DOT must continue to improve contract management and safeguard its complex information and technology systems from cyber threats. Budget constraints and uncertain financial markets exacerbate these challenges. With the passage of the American Recovery and Reinvestment Act of 2009 and the Consumer Assistance To Recycle and Save (CARS) Program, DOT was tasked with rapidly disbursing billions of dollars to thousands of transportation projects and to consumers who were encouraged to trade in their vehicles for new, more fuel-efficient vehicles. Thus far, DOT has obligated almost $41 billion in Recovery Act funds. The commitment of the Secretary and his staff to the success of DOT’s initiatives is evidenced by their response to OIG's ARRA reports and advisories and the prompt implementation of the CARS Program.
KW  - Budgeting
KW  - Management
KW  - Oversight
KW  - Quality of life
KW  - Security
KW  - Transportation safety
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/TMC%20for%20FY%202011%20-%20508.pdf
UR  - https://trid.trb.org/view/1086213
ER  - 

TY  - ABST
AN  - 01461618
TI  - Improving Local Community Recovery from Disastrous Hazardous Materials Transportation
AB  - Federal health, safety, and environmental regulations address emergency response planning and preparations in the event of a hazardous materials release. However, little effort has been made to document actions and plans that address recovery from disastrous hazardous materials transportation incidents, namely, incidents that result in human casualties, extensive property or environmental damage, or severe social or economic disruption. Recent examples of such disasters include the New Orleans, LA ,barge spill in 2008, the derailment of chlorine tank cars in Graniteville, SC, in 2005, and the Baltimore, MD, tunnel fire in 2001. The objective of this research is to develop a compendium of best practices that can be used by local communities to plan for recovery from disastrous hazardous materials transportation incidents. Recovery is defined as both short- and long-term efforts to re-build and revitalize affected communities.Recovery planning must provide for a near-seamless transition from emergency response activities to recovery operations to de-briefing lessons learned, including, but not limited to, restoration of interrupted utility services, reestablishment of transportation routes, the provision of food and shelter to displaced persons, environmental restoration, business continuity, and economic rebuilding.
KW  - Best practices
KW  - Disasters and emergency operations
KW  - Gap acceptance
KW  - Hazardous materials
KW  - Incident detection
KW  - Incident management
KW  - Recovery operations
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2929
UR  - https://trid.trb.org/view/1229837
ER  - 

TY  - ABST
AN  - 01461616
TI  - Role of Human Factors in Preventing Cargo Tank Truck Rollovers
AB  - Several major sources of crash data were reviewed in the study to quantify cargo tank rollover issues. These sources identified "driver error" as the most significant cause of cargo tank truck rollovers.  The Cargo Tank Roll Stability Study categorized all driver-related findings under the "driver training" heading. While training is a key factor, it has been suggested that other factors in the driver's environment could contribute to a rollover, because even experienced drivers have rollovers. Further research into the "why" of driver-caused rollovers could help answer such questions as: Why is driver error the main cause of three-quarters of cargo tank truck rollovers? What guidance could be developed to help mitigate driver error as a cause of cargo tank truck rollovers? What actions have carriers taken to reduce driver-caused rollovers and how can those actions be shared with the industry?  Are there lessons to be learned from other industries or countries. To aid in crash reduction, further root cause investigation, coupled with identifying best driver safety, management, and communication practices, could present an efficient approach to reducing driver errors because it can accelerate improvements by eliminating the trial and error process in countermeasure development. The objectives of this research are to (1) identify and analyze the root causes of the major driver factors contributing to cargo tank truck rollovers and (2) determine best safety, management, and communication practices that can be used to minimize or eliminate driver errors in cargo tank truck operations.
KW  - Crash prevention
KW  - Fatalities
KW  - Hazardous materials
KW  - Rollover crashes
KW  - Spills (Pollution)
KW  - Traffic crashes
KW  - Traffic safety
KW  - Trucks
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2931
UR  - https://trid.trb.org/view/1229835
ER  - 

TY  - ABST
AN  - 01573230
TI  - Advanced Development of PipeGuard Proactive Pipeline Damage Prevention System
AB  - The program objective is to develop an in-ground warning system that uses advanced security technology to proactively warn against encroachment to gas/liquid transmission and gas distribution lines. The Senstar "PipeGuard"" technology addresses damage prevention monitoring issues of accuracy, reliability, cost, real-time response, ease of installation, response time and advanced data processing.  Based on 2008 Department of Transportation (DOT) data, the gas industry as a whole has over 1.2 million miles of distribution main, 45% of it is steel, over 50% plastic and the remaining mileage in the category of "other" which includes cast iron and ductile iron. As networks and new construction expand the gas distribution system, over 97% of the new network is plastic pipe. One of the most serious problems faced by natural gas and liquid companies is damage caused to the infrastructure that is unknown or preventable.  It is the objective of this program to improve Pipe Guard" software, hardware and develop new techniques to meet distribution company needs in proactively monitoring critical pipeline sections and providing 24/7 alarm activity in the event of nearby 3rd party excavating.
KW  - Acoustic detectors
KW  - Encroachment
KW  - Excavation
KW  - LNG pipelines
KW  - Natural gas pipelines
KW  - Threats
KW  - Transmission lines
KW  - Underground structures
KW  - Warning devices
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=364
UR  - https://trid.trb.org/view/1365880
ER  - 

TY  - ABST
AN  - 01573229
TI  - Fuelfinder: Remote Leak Detector for Liquid Hydrocarbons
AB  - The project's main objective is to develop a portable, hand-held sensor for detection of petroleum product leaks from buried pipelines at stand-off distances up to 30 meters or about 98 feet.
KW  - Detection and identification technologies
KW  - Gas leaks
KW  - Hydrocarbons
KW  - Leakage
KW  - Petroleum pipelines
KW  - Pipelines
KW  - Sensors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=362
UR  - https://trid.trb.org/view/1365879
ER  - 

TY  - ABST
AN  - 01573207
TI  - MWM-Array Characterization of Mechanical Damage and Corrosion
AB  - The objective of this program is to enhance the Meandering Winding Magnetometer (MWM)-Array imaging capability, especially at very low frequencies, and provide quantitative characterization of mechanical damage and corrosion through coatings/insulation along with higher resolution capability with coatings removed.  Delivery of a practical field deployable tool is the goal; thus, the project will target specific needs defined by U.S. Department of Transportation, Chevron, BP and pipeline operators such as TransCanada.
KW  - Corrosion
KW  - Damage detection
KW  - Imaging systems
KW  - Pipelines
KW  - Very low frequency
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=354
UR  - https://trid.trb.org/view/1365452
ER  - 

TY  - ABST
AN  - 01573206
TI  - Odorant Effectiveness
AB  - Gas Technology Institute's (GTI) objective of the project is to provide a "Practical Pipeline Operator Guide" to manage odor fade issues associated with typical gas system operating conditions and materials of construction.  This will include a tested model and methodology to validate additional combinations of gas, system, and material scenarios as they become available in the future.
KW  - Gas pipelines
KW  - Guides to information
KW  - Materials management
KW  - Methodology
KW  - Odors
KW  - Operators (Persons)
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=363
UR  - https://trid.trb.org/view/1365451
ER  - 

TY  - ABST
AN  - 01573205
TI  - Realistic Strain Capacity Models for Pipeline Construction and Maintenance
AB  - This work builds up the latest developments in compressive and tensile strain capacity models and extends these models to realistic design and application scenarios.  There are two major components (1) development of a unified Strain-Based Design (SBD) methodology in which the compressive and tensile strain limit states can be analyzed in a consistent manner, and (2) refinement of existing compressive models to the same level of sophistication and consistency as the tensile strain models. Both new pipeline construction and maintenance of existing pipelines will benefit from the output of this work.
KW  - Compressive strength
KW  - Construction and maintenance
KW  - Design capacity
KW  - Pipelines
KW  - Strain (Mechanics)
KW  - Tensile strength
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=361
UR  - https://trid.trb.org/view/1365450
ER  - 

TY  - ABST
AN  - 01493827
TI  - Optimization of Multi-Wire GMAW Welding Procedure for Heavy-Wall Offshore Pipeline Construction
AB  - The proposed work will perform research for the optimization of welding processes for heavy-wall applications, address key technological issues in multi-wire gas metal arc welding (GMAW) processes, and fill important gaps in welding practice for offshore pipeline construction.  The objectives are to 1) conduct quality evaluation of girth welds made with multi-wire GMAW processes, 2) establish correlations between welding conditions and girth weld properties, and 3) assist the implementation of new knowledge base and guideline for welding practice in offshore high-strength pipeline construction.
KW  - Construction
KW  - High strength materials
KW  - Offshore structures
KW  - Optimization
KW  - Pipelines
KW  - Underwater pipelines
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=360
UR  - https://trid.trb.org/view/1263190
ER  - 

TY  - ABST
AN  - 01493824
TI  - Quality Management Systems for Pipelines
AB  - The project has two principal objectives: 1) to develop general guidelines for a Quality Management Systems (QMS) for pipeline projects (from design to commissioning) to ensure consistent and acceptable quality; and 2) to develop enhanced QMS guidelines that provide assurance of pipeline safety and integrity without having a pre-service hydrotest.
KW  - Guidelines
KW  - Integrity
KW  - Management
KW  - Pipelines
KW  - Quality assurance
KW  - Quality control
KW  - Safety
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=357
UR  - https://trid.trb.org/view/1263187
ER  - 

TY  - ABST
AN  - 01493822
TI  - Selection of Pipe Repair Methods
AB  - Perform long-term pressure and shear strength tests on composite repair materials. Evaluate their durability in lab degradation tests, and determine long-term cathodic disbondment. Communicate with material manufacturers and work with American Society of Mechanical Engineers (ASME) Sub-Committee PCC-2 on Non-Metallic Composite Repair System to establish comprehensive evaluation tests and procedures for long-term performance of composite repairs.
KW  - Cathodic protection
KW  - Pipelines
KW  - Pressure
KW  - Repairing
KW  - Shear strength
KW  - Test procedures
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=359
UR  - https://trid.trb.org/view/1263185
ER  - 

TY  - ABST
AN  - 01493764
TI  - Landfill and Wastewater Treatment RNG Chemical and Physical Profiling: Increasing the Database Set
AB  - The objective of this research project is to increase the knowledge in chemical and physical characterization of landfill and wastewater treatment biomethane (renewable natural gas) through an expanded sampling and analysis program. Data will be used to augment the existing database constructed through the Pipeline and Hazardous Materials Safety Administration (PHMSA) Project 250 and further refine the associated Guidance Document. The existing database is limited and focus on trace constituents is of most interest, to assist with studies on odorant fade or instrumentation development.
KW  - Chemical reactions and processes
KW  - Databases
KW  - Landfills
KW  - Natural gas
KW  - Profiling
KW  - Sewage treatment
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=351
UR  - https://trid.trb.org/view/1263057
ER  - 

TY  - ABST
AN  - 01493752
TI  - Integrated Internal Inspection and Cleaning Tool Technology for Pipelines
AB  - The main objective of this research project is to develop an integrated and scalable cleaning and inspection tool that measures, records, and provides analysis of a range of parameters during conventional pipeline cleaning runs. Data collected will be used in trending and prioritization for indications of changing environments to improve integrity management through earlier response to integrity threats. The project represents step change in how the industry manages its integrity inspection program.
KW  - Cleaning equipment
KW  - Data collection
KW  - Inspection equipment
KW  - Pipelines
KW  - Technological innovations
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=356
UR  - https://trid.trb.org/view/1263041
ER  - 

TY  - ABST
AN  - 01492483
TI  - Completion of Development of Robotics Systems for Inspecting Unpiggable Transmission Pipelines
AB  - The main objective of ths project is to complete the development of the Explorer II and TIGRE robotics systems for inspecting unpiggable transmission pipelines. In response to the field demonstration program that industry and Pipeline and Hazardous Materials Safety Administration (PHMSA) have with the commercial partner, design enhancements and additional demonstrations have been identified as needing research and development funding support by industry and government to ensure timely introduction of a reliable and economically-viable and unique product for addressing unpiggable pipelines. The work will complete the development and field demonstrations of these two systems and allow for successful commercialization.
KW  - Design
KW  - Field tests
KW  - Inspection
KW  - Pipelines
KW  - Robotics
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=353
UR  - https://trid.trb.org/view/1261703
ER  - 

TY  - ABST
AN  - 01492477
TI  - Development and Field Testing of a Highly Sensitive Mercaptans Instrument
AB  - The main objectives of this research project are to develop and field test a new, portable low-cost instrument to measure hydrogen sulfites and mercaptans, routinely encountered in liquid propane, natural gas, renewable natural gas, biogas, landfill gas and other gases. The instrument will allow detection and measurement of such compounds at the parts per billion level addressing a long-standing need for a technology that can replace the human nose for leak detection. The instrument will also be capable of detecting trace constituents in renewable gas.
KW  - Field tests
KW  - Gas pipelines
KW  - Hydrogen sulfide
KW  - Leakage
KW  - Methyl mercaptan
KW  - Pipelines
KW  - Renewable energy sources
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=367
UR  - https://trid.trb.org/view/1261697
ER  - 

TY  - ABST
AN  - 01492474
TI  - Development of a Model to Accurately Predict the Conditions of Carrier Pipe within Casings Based on Conditions at the Casing Ends
AB  - The objective of this project is to develop a general model that will allow for the prediction of conditions in the middle section of a casing based on conditions at the casing ends.  This model will also be capable of predicting the conditions in the entire casing (casing ends and middle section) based on the conditions outside of the casing. The locations and levels of cathodic protection depressions at downstream and upstream locations from the casing ends can also be predicted given the conditions away from the casing.
KW  - Casings
KW  - Cathodic protection
KW  - Condition surveys
KW  - Depressions (Indentations)
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=355
UR  - https://trid.trb.org/view/1261694
ER  - 

TY  - ABST
AN  - 01492459
TI  - Dent Fatigue Life Assessment - Development of Tools for Assessing the Severity and Life of Dent Features
AB  - The objective of this research is to use elements of the previously validated dent assessment tool to develop a mechanical damage assessment strategy, validate it and ultimately develop an easily applied mechanical damage fatigue life assessment tool. The existing BMT dent assessment model will be further validated and used alongside the existing BMT plain dent geometry based severity ranking criteria to extend this criteria to: (1) consider dents interacting with welds; and (2) consider the effect of line pressure.
KW  - Evaluation and assessment
KW  - Failure
KW  - Life cycle analysis
KW  - Mechanical properties
KW  - Service life
KW  - Welds
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=358
UR  - https://trid.trb.org/view/1261679
ER  - 

TY  - ABST
AN  - 01492398
TI  - Acoustic-based Technology to Detect Buried Pipes
AB  - The main objective is to improve performance of the current acoustic locator to detect multiple buried pipes, integrate components into a pre-commercial device, and test at gas utility sites. In the past, Gas Technology Institute (GTI) and SoniVerse Inc (SVI) with the support from Operations Technology Development, NFP (OTD) has developed an acoustic-technology-based technology to detect buried natural gas pipes, with emphasize on detecting buried PE pipes.  The concept is to send the acoustic signal into the ground and detect reflected signal from the pipe at the ground level.  The device has been referred as an Emulator, and has been successfully tested in the laboratory and at several utility locations under variety of field conditions to detect both metal and PE pipes buried up to 5 feet. The current Emulator consists of a laptop computer, off-the-shelf data acquisition module, high power class D amplifier, deep cycle car battery, and exchangeable sensor modules.  The project will improve, develop and build an integrated, hand-held device - pre-commercial unit - to detect buried pipes.  The integrated device will be tested at field sites. The detection of buried natural gas pipes, especially PE pipe, will assist the gas industry and pipe locator companies to locate pipes before excavations/construction.  This will reduce the third party damages to the underground utilities and increase safety of the natural gas distribution system.
KW  - Acoustic detectors
KW  - Gas pipelines
KW  - Pipe
KW  - Technological innovations
KW  - Underground pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=365
UR  - https://trid.trb.org/view/1261591
ER  - 

TY  - ABST
AN  - 01492394
TI  - Advanced Learning Algorithms for the Proactive Infrasonic Pipeline Evaluation Network (PIGPEN) Pipeline Encroachment Warning System
AB  - This research will advance development of self-training algorithms supporting seismic sensor systems that provide real-time warning of unauthorized right-of-way encroachment and excavation activity near a pipeline.  he outcome will enable the sensor system to optimize its intruder detection algorithms based on learned characteristics of its local environment. Field tests are expected to demonstrate better than 97% alarm reliability with few false alarms. Physical Sciences Inc. (PSI), with American Innovations Ltd. (AI) and NYSEARCH, are addressing the technology gap of Early Warning Damage Prevention Monitoring Systems, specifically Advanced Development of Algorithms for Detecting Digging Threats and Avoiding False Alarms.  This research will implement and evaluate self-training algorithms in the Proactive Infrasonic Gas Pipeline Evaluation Network (PIGPEN) autonomous distributed seismic sensor system.  PIGPEN provides real-time warning of unauthorized right-of-way encroachment and excavation activity near a pipeline.  Early warning enables a response to the potential intrusion in time to prevent pipeline damage, and thus preclude the additional cost and risk of repairs.  The ideal PIGPEN alarm system would activate an intruder notification with 100% reliability and no false alarms.  The project will enhance reliability by enabling PIGPEN to learn the characteristics of its local environment and optimize its intruder detection algorithms based on learned experience. Field tests are expected to demonstrate better than 97% alarm reliability with few false alarms.
KW  - Algorithms
KW  - Encroachment
KW  - Infrasound
KW  - Pipelines
KW  - Reliability analysis
KW  - Right of way
KW  - Sensors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=366
UR  - https://trid.trb.org/view/1261587
ER  - 

TY  - RPRT
AN  - 01226640
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA’s Air Traffic Controller Optimum Training Solution Program: Sound Contract Management Practices Are Needed To Achieve Program Outcomes
PY  - 2010/09/30
SP  - 27p
AB  - The Federal Aviation Administration (FAA) plans to hire and train nearly 15,000 new air traffic controllers through fiscal year (FY) 2018 to replace the large pool of air traffic controllers who were hired after the 1981 strike and are now retiring. In September 2008, FAA awarded a contract to the Raytheon Technical Services Corporation (Raytheon) to provide training support for new and existing controllers and to assist FAA in modernizing its controller training program. The contract for the Air Traffic Controller Optimum Training Solution (ATCOTS) is for a period of up to 10 years (with a 5-year base period and 5 option years) at a total potential cost of $859 million. Under terms of the contract, Raytheon provides classroom, laboratory, and simulator instruction; training support; course and curriculum development; and administrative and program support services at the FAA Academy and air traffic facilities nationwide. Key ATCOTS goals for controller training include reducing total cost and time, improving quality and consistency, and developing flexible training systems that can be adapted to new technologies—particularly those related to the Next Generation Air Transportation System (NextGen). In January 2009, it was requested that the Department of Transportation Office of Inspector General (OIG)  review the ATCOTS program. The request stated that while ATCOTS could bring positive changes to FAA’s training program, given its importance, a better understanding of the financial and contractual aspects is needed. Accordingly, OIG's audit objectives were to determine (1) whether effective management and contract controls are in place to ensure program goals are achieved and (2) if the program has improved training methods currently provided to the controller workforce. It was found that, in designing and executing the ATCOTS program, FAA did not fully consider program requirements. As a result, FAA now faces significant challenges in achieving the program’s goals.
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Contract administration
KW  - Strategic planning
KW  - Training
UR  - http://www.oig.dot.gov/sites/dot/files/WEB%20FILE_ATCOTS.pdf
UR  - https://trid.trb.org/view/987471
ER  - 

TY  - ABST
AN  - 01493821
TI  - Setting Safe Limits on Biodiesel Constituents for Pipeline Integrity
AB  - The objectives of this research project are to: (1) understand the effects of minor constituents beyond the ASTM D 6751 on corrosivity of biodiesel under pipeline specific conditions, (2) develop safe limits for any deleterious constituents in biodiesel, and (3) develop a method to rapidly monitor biodiesel corrosivity in terms of any deleterious effect on pipeline integrity.
KW  - Biodiesel fuels
KW  - Corrosion
KW  - Integrity
KW  - Monitoring
KW  - Performance limits
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=352
UR  - https://trid.trb.org/view/1263184
ER  - 

TY  - ABST
AN  - 01463976
TI  - Current Hazardous Materials Transportation Research and Future Needs
AB  - While the private sector and a diverse mix of government agencies at all levels are responsible for the safe transport of hazardous materials, it is generally agreed that there has been a long-standing gap for conducting hazardous materials transportation safety and security research and sharing the results. In 2005, the Transportation Research Board (TRB) published Special Report 283: Cooperative Research for Hazardous Materials Transportation, Defining the Need, Converging on Solutions, which recommended a trial of a national cooperative research program. The report also provided nine examples of projects that could be undertaken by a hazardous materials transportation cooperative research program. Congress also recognized the research gap and in 2005 authorized the Pipelines and Hazardous Materials Safety Administration (PHMSA) to contract with the National Academy of Sciences to conduct the pilot stage of a Hazardous Materials Cooperative Research Program (HMCRP) through its TRB. The legislation, which was part of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) specified that the program address the nine topics suggested in Special Report 283: (1) Assessment of opportunities to integrate and supplement safety and security measures for hazardous materials transportation. (2) Data on predominant traffic and highway geometric characteristics in large-truck crashes for use in risk analysis. (3) Recommendations for development of conditional release probabilities for bulk containers involved in transportation accidents. (4) Development of correlations between incident risks and consequences to aid in decision-making models. (5) Development of an environmental hazard assessment system for the transport of hazardous materials. (6) Recommendations for commercial transportation incident and commodity flow data collection and reporting. (7) Detailed information for conducting hazardous materials commodity flow studies. (8) National hazardous materials emergency response capability assessment. (9) Transportation emergency response guidelines for hazardous materials. In 2006, the HMCRP was established. In preparation for the initiation of the program, a study (see Special Note A) was commissioned to prioritize the nine topic areas through stakeholder interviews, and this prioritized listing has become the primary basis for the 13 projects selected for funding thus far. However, it is now time to step back and assess the state of current hazardous materials transportation research, compare the research with needs identified by stakeholders, and develop a prioritized list of potential research topics for the next phase of HMCRP. The objective of the research is to review and compile current and proposed hazardous materials transportation research and prioritize future research needs for HMCRP.
KW  - Commodity flow
KW  - Emergency response time
KW  - Hazardous materials
KW  - Incident management
KW  - Incident response
KW  - Pilot studies
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Safety
KW  - Security
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2928
UR  - https://trid.trb.org/view/1232204
ER  - 

TY  - RPRT
AN  - 01321746
AU  - Department of Homeland Security
TI  - FEMA’s Preparedness for the Next Catastrophic Disaster - An Update
PY  - 2010/09
SP  - 82p
AB  - The U.S. Department of Homeland Security, Office of Inspector General (OIG)  reviewed the disaster preparedness readiness of the Federal Emergency Management Agency (FEMA), in order to determine the progress that FEMA has made since a 2008 review.  Ten key areas were evaluated.  It was determined that FEMA has made significant progress in one of the key areas (emergency communications), moderate progress in seven areas (overall planning, coordination and support, logistics, evacuations, housing, acquisition management, and mitigation), and modest improvement in two areas (disaster workforce, and mission assignments).  The report notes that FEMA would be strengthened by heightened oversight of the ten key areas to ensure sustained implementation of protection and disaster preparedness efforts.
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency planning
KW  - Evaluation and assessment
KW  - Implementation
KW  - Oversight
KW  - Security
KW  - U.S. Federal Emergency Management Agency
KW  - United States
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-123_Sep10.pdf
UR  - https://trid.trb.org/view/1082296
ER  - 

TY  - RPRT
AN  - 01160011
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Information Security and Privacy Controls Over the Airmen Medical Support Systems
PY  - 2010/06/18
SP  - 31p
AB  - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the information security and privacy controls over the Federal Aviation Administration’s (FAA) Airmen Medical Support Systems (MSS). FAA requires airmen to hold a medical certification of their medical and mental fitness to operate aircraft. MSS currently stores more than 18 million medical records supporting the medical assessment of over three (3) million airmen. To ensure aviation safety and protect the privacy of airmen, it is critical that this medical information be secure. Also, coordination with other Federal agencies may improve aviation safety by identifying airmen who are receiving disability benefits and may not have disclosed potentially disqualifying medical conditions. This review was requested by the Chairmen of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation. The objectives of OIG's audit were to (1) determine if airmen’s personally identifiable information (PII) is properly secured from unauthorized use or access, and (2) assess FAA’s progress in establishing mechanisms to identify airmen holding current medical certificates while receiving disability pay. Briefly, the names, addresses, Social Security numbers, medical data, and other PII of airmen are not properly secured to prevent unauthorized access and use. OIG found serious security lapses in FAA’s management of AMEs private medical support staff access to the system. FAA has made limited progress in identifying airmen who receive disability benefits while holding medical certificates. While FAA has a draft matching agreement with the Social Security Administration (SSA) to reconcile data in MSS and SSA’s disability benefits system, it has yet to establish a target date for completing the interface. Further, FAA has yet to coordinate with other benefits providers, such as the Department of Veterans Affairs and the Department of Labor.
KW  - Access
KW  - Air navigators
KW  - Air pilots
KW  - Disability evaluation
KW  - Flight personnel
KW  - Medical records
KW  - Privacy
UR  - http://www.oig.dot.gov/library-item/5351
UR  - https://trid.trb.org/view/920472
ER  - 

TY  - RPRT
AN  - 01159754
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Timely Actions Needed To Advance the Next Generation Air Transportation System
PY  - 2010/06/16
SP  - 33p
AB  - The National Airspace System handles almost 50,000 flights per day and more than 700 million passengers per year. Historically, steadily increasing levels of air traffic have resulted in increasing delays. While the current demand for air travel is down, it is expected to return, which will require better air traffic management to reduce congestion and decrease delays. To meet this anticipated demand, the Federal Aviation Administration (FAA) is developing the Next Generation Air Transportation System (NextGen) to replace the current ground-based air traffic control system with a satellite-based system. FAA’s goal for NextGen—to create a system that will handle up to three times more air traffic and reduce FAA operating costs—is ambitious and involves multibillion-dollar investments from both the Government and the airline industry. Since the effort began in 2005, the U.S. Department of Transportation Office of Inspector General (OIG) has repeatedly reported on the cost and schedule risks and operational and management challenges NextGen faces. These concerns prompted OIG to identify NextGen as one of the Department’s top management challenges. The Chairmen and Ranking Members of the House Committee on Transportation and Infrastructure and Subcommittee on Aviation requested that OIG examine FAA’s progress in transitioning to NextGen. This report provides the results of OIG's review. Specifically, it addresses (1) key actions needed to successfully implement NextGen, (2) FAA and partner agencies’ progress in leveraging resources and budgets, and (3) FAA’s efforts to engage the private sector in shaping NextGen policy issues. In addition, OIG was asked to report on FAA’s progress in implementing OIG's past NextGen-related recommendations. Briefly, a number of critical actions are still needed to move NextGen from planning to implementation. FAA has yet to establish firm requirements to help guide cost and schedule estimates for adjustments to existing projects or new acquisitions. FAA also faces challenges in developing an integrated budget to help ensure it leverages the right resources, pursues realistic goals, and secures adequate funding for projects. While FAA has made some progress in engaging the private sector to develop NextGen and shape NextGen policy issues, several challenges remain. For example, FAA is working with a Government/industry task force to gain consensus on NextGen operational improvements that can be achieved in the midterm (2012 to 2018), but significant policy issues remain unresolved.
KW  - Air traffic control
KW  - Budgeting
KW  - Next Generation Air Transportation System
KW  - Plan implementation
KW  - Private enterprise
KW  - Scheduling
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/WEB%20FILE_%20NextGen%20Report%20issued%20June%2016%20(2).pdf
UR  - https://trid.trb.org/view/920191
ER  - 

TY  - ABST
AN  - 01493248
TI  - Effect of Microstructure of Pipeline Steels on Ductility and Fatigue Properties in High Pressure Hydrogen Atmosphere
AB  - A number of studies have been conducted in the past to understand the effect of the steel composition and microstructure on the tendency to lose ductility through hydrogen-induced embrittlement. Although some general rules have been developed to relate the properties of steels with the tendency for hydrogen embrittlement, much needs to be learned on the effect of many alloying elements on the hydrogen embrittlement in steels. The main objective is to conduct fatigue and fracture-toughness property test. Fatigue damage is typically divided into three stages: crack initiation, crack propagation and final failure. These three stages are important in determining the fatigue life of structural components. Fatigue-crack-growth-rate properties are of vital importance for the structural-reliability assessment, when a structural component is subjected to cyclic loading. Fatigue-crack propagation-rate results can be used to predict the crack-growth life of a component.
KW  - Ductility
KW  - Embrittlement
KW  - Failure
KW  - Fatigue cracking
KW  - Fracture mechanics
KW  - Microstructure
KW  - Repeated loads
KW  - Structural components
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=324
UR  - https://trid.trb.org/view/1262966
ER  - 

TY  - ABST
AN  - 01492479
TI  - Cost-Effective Techniques for Weld Property Measurement and Technologies for Improving Weld HE and IGSCC Resistance for Alternative Fuel Pipelines
AB  - Built upon proven technologies, this proposal research aims at (i) advancing the general knowledge related to fatigue and fracture properties of pipeline steel welds subject to high pressure hydrogen atmosphere and (ii) developing technologies for weld property improvement. In particular, the project objectives are as follows: (1)  Apply Multiple-Notch Tensile and Spiral Notch Torsion Tests for measuring the local tensile strength and fracture toughness of weld region in high-pressure hydrogen. (2) Develop a cost-effective low-frequency cyclic fatigue testing technique for measuring the weld fatigue property in high-pressure hydrogen. (3) Develop the technical basis and database of hydrogen-induced degradation of weld mechanical properties as a function of pressure, temperature and microstructure. (4) Evaluate technologies for improving the HE and IGSCC resistance of steel welds.  The technologies include (a) tailoring residual stress by overlay welds, (b) new welding consumables, and (c) friction stir welding.
KW  - Alternate fuels
KW  - Fracture properties
KW  - High pressure
KW  - Hydrogen fuels
KW  - Pipelines
KW  - Residual stress
KW  - Welds
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=323
UR  - https://trid.trb.org/view/1261699
ER  - 

TY  - RPRT
AN  - 01173612
AU  - Department of Homeland Security
TI  - Coast Guard's Maritime Safety and Security Team Program
PY  - 2010/05
SP  - 19p
AB  - The Department of Homeland Security Office of Inspector General was established by the Homeland Security Act of 2002 (Public Law 107-296) by amendment to the Inspector General Act of 1978. This is one of a series of audit, inspection, and special reports prepared as part of our oversight responsibilities to promote economy, efficiency, and effectiveness within the department. This report addresses the need for the Coast Guard to perform a comprehensive review and analysis of the Maritime Safety and Security Team program to ensure that the Coast Guard optimally meets its maritime law enforcement and homeland security mission requirements in the current threat environment. It is based on interviews with relevant Coast Guard officials and employees, direct observations, and a review of applicable documents. The recommendation herein has been developed to the best knowledge available to our office, and has been discussed in draft with those responsible for implementation. We trust that this report will result in more effective, efficient, and economical operations.
KW  - Law enforcement
KW  - Maritime safety
KW  - National security
KW  - Safety audits
KW  - Security
KW  - United States Coast Guard
KW  - Water transportation
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-89_May10.pdf
UR  - https://trid.trb.org/view/934477
ER  - 

TY  - RPRT
AN  - 01159327
AU  - Department of Homeland Security
TI  - The Coast Guard's Boat Crew Communications System Is Unreliable
PY  - 2010/05
SP  - 13p
AB  - Coast Guard Maritime Safety and Security Team (MSST) units rely upon small boats with mounted automatic weapons to conduct their maritime law enforcement and homeland security operations. On March 25, 2007, a crew from MSST Anchorage was conducting an escort of a Washington State Ferry in Puget Sound, Washington. During a high-speed maneuver to starboard, the boat gunner was ejected from the bow of a Response Boat-Small and struck by the boat’s propellers, suffering fatal injuries. According to the Coast Guard review, the lack of an effective crew communications system to support verbal exchange between the coxswain and boat gunner aboard contributed to this accident. One of the Office of Boat Forces’ corrective actions to address this issue was deployment of the boat crew communications system (BCCS). The Coast Guard now requires boat gunners to use the BCCS to communicate with coxswains when manning mounted automatic weapons. By late spring 2007, the standardized BCCS was being deployed across all Response Boat-Small vessels, including those used by the MSST units. This report addresses the effectiveness of the Coast Guard’s BCCS to support MSST operations. The results of the audit indicate that The BCCS does not effectively support MSST small boat communications. Interim solutions to technical problems that cause the communication headsets to abruptly lose power have not been adequate and it could take up to 10 years for new and improved replacement equipment to be provided. Until this issue is addressed, MSST operational readiness and the safety of crew members and the boating public may be at risk. The U.S. Department of Homeland Security Office of Inspector General recommends that the Commandant develop an interim solution to immediately address the unreliable boat crew communications system to reduce the risk of crew fatalities related to ineffective communication.
KW  - Communication systems
KW  - Marine safety
KW  - Ship crews
KW  - Small ships
KW  - United States Coast Guard
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-85_May10.pdf
UR  - https://trid.trb.org/view/919784
ER  - 

TY  - ABST
AN  - 01493818
TI  - Technical and Economic Feasibility of Preventing SCC through Control of Oxygen
AB  - The objectives of this research project are to: (1) evaluate the performance and efficacy of oxygen scavengers under flowing conditions; (2) develop a model to calculate the oxygen consumption in the pipeline under flowing conditions; this model will also enable the evaluation of the pipeline length affected by oxygen; (3) develop a system that can provide rapid and direct oxygen concentration measurement; and (4) perform an engineering and economical feasibility evaluation of preventing stress-corrosion cracking (SCC) by the control of oxygen and provide recommendations
KW  - Cracking
KW  - Economic analysis
KW  - Feasibility analysis
KW  - Oxygen
KW  - Pipelines
KW  - Stress corrosion
KW  - Technical assistance
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=320
UR  - https://trid.trb.org/view/1263181
ER  - 

TY  - ABST
AN  - 01493246
TI  - Feasibility of Chemical Inhibition of Ethanol SCC
AB  - The objectives of this research project are to: (1) Obtain the consensus of all stakeholders on the selection of inhibitors to be evaluated for stress-corrosion cracking (SCC) prevention and develop a general understanding of the criteria to select inhibitors acceptable to the operators and end users. This will be done through a workshop. (2) Evaluate the performance of selected inhibitors in long term crack growth experiments under flowing conditions simulated by jet impingement. (3) Develop a method to rapidly evaluate and select SCC inhibitors for use in Fuel Grade Ethanol (FGE).
KW  - Corrosion resistant materials
KW  - Crack growth
KW  - Ethanol
KW  - Flow conditions
KW  - Inhibitors (Chemistry)
KW  - Stress corrosion
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=321
UR  - https://trid.trb.org/view/1262964
ER  - 

TY  - ABST
AN  - 01492480
TI  - Corrosion and Integrity Management of Biodiesel Pipelines
AB  - This project combines topics 1 and 2 concerning Biodiesel Pipelines. The first objective is to investigate the performance of selected corrosion inhibitors commonly used in diesel transportation and determine whether new corrosion-related issues could arise from the use of biodiesel blends above B5. The second objective is to understand and quantify the degradation of non-metallic and non-ferrous metallic pipeline components in biodiesel blends above B5.
KW  - Biodiesel fuels
KW  - Corrosion resistant materials
KW  - Degradation failures
KW  - Gas integrity management
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=319
UR  - https://trid.trb.org/view/1261700
ER  - 

TY  - ABST
AN  - 01492461
TI  - Compatibility of Non-Ferrous Metals with Ethanol
AB  - The primary objective of the proposed work is to develop guidelines on the selection of non-ferrous metal for use in FGE.
KW  - Compatibility
KW  - Ethanol
KW  - Ferrous sulfide
KW  - Guidelines
KW  - Metals
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=322
UR  - https://trid.trb.org/view/1261681
ER  - 

TY  - ABST
AN  - 01492475
TI  - Development of a Limit States Standard for Onshore Pipelines
AB  - There are two primary objectives for this project: (1) Develop a Load and Resistance Factor Design (LRFD) checks for the basic group of limit states associated with internal pressure, thermal expansion and equipment impact.  This will involve the definition of appropriate reliability targets, selection of a number of test cases and calibration of the required design checks. (2) Develop a plan to address geotechnical loads in a subsequent project phase.  This will involve investigation of available models, and data from project participants.
KW  - Calibration
KW  - Geotechnical engineering
KW  - Limit state design
KW  - Load and resistance factor design
KW  - Pipelines
KW  - Reliability analysis
KW  - Thermal expansion
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=314
UR  - https://trid.trb.org/view/1261695
ER  - 

TY  - RPRT
AN  - 01158540
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Review of Screening, Placement, and Initial Training of Newly Hired Air Traffic Controllers
PY  - 2010/04/01
SP  - 21p
AB  - This report provides the results of The U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Aviation Administration’s (FAA’s) policies and procedures for screening, placing, and initially training newly hired air traffic controllers. Over the next decade, FAA plans to hire and train nearly 15,000 new controllers to replace those who were hired after the 1981 strike and are now retiring. With this large influx of new hires planned, examining and improving its processes for integrating new controllers into the current workforce will be a significant challenge for FAA. OIG's audit objectives were to (1) evaluate how FAA determines whether candidates have the requisite abilities to become successful controllers, (2) determine what procedures FAA uses to place controllers at air traffic facilities, and (3) assess whether the initial training provided by the FAA Academy adequately prepares new controllers for facility on-the-job training (OJT). Briefly, FAA’s process for selecting and placing new controllers does not sufficiently evaluate candidates’ aptitudes before placing them at facilities. Currently, FAA does not use results of its controller aptitude test (the Air Traffic Selection and Training test, or AT-SAT) to determine the level of facility in which new controllers are placed. Instead, FAA assigns new controllers to locations based primarily on their facility choice and available vacancies. As a result, new controller candidates are being assigned to some of the busiest air traffic control facilities in the Nation with little consideration of whether they have the knowledge, skills, and abilities necessary to become certified controllers at those locations. These include critical facilities within the National Airspace System, such as the Southern California Terminal Radar Approach Control and the Chicago O’Hare and Atlanta Hartsfield Air Traffic Control Towers. FAA also does not use candidates’ initial performance at the Academy to determine the level of facility in which new controllers are placed. Although all controller candidates must attend 2 to 3 months of initial training at the Academy after passing AT-SAT, controller candidates are assigned to a facility before entering Academy training. Initial training at the FAA Academy is currently focused more on short-term memorization rather than developing a long-term skill set and, according to facility managers, does not adequately prepare candidates to begin facility training at their assigned locations. Facility managers OIG spoke with stated that candidates arrive after passing Academy training unprepared to begin facility training, often requiring additional time and resources to refresh them on subjects previously taught at the Academy. FAA internal studies have noted similar concerns. In an internal analysis conducted in November 2007, FAA found that Academy training needed to focus more on basic air traffic control concepts—such as phraseology, issuing clearances, and aircraft characteristics—and less on retaining knowledge just long enough to pass a test. The study recommended numerous changes to initial training, but more than 2 years since its completion, changes have not been implemented. OIG is making recommendations to FAA on actions needed to improve its controller screening, placement, and initial training programs.
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Employee screening
KW  - Hiring policies
KW  - Personnel performance
KW  - Selection and appointment
KW  - Training
UR  - http://www.oig.dot.gov/sites/dot/files/Controller%20training%204.1.10.pdf
UR  - https://trid.trb.org/view/917942
ER  - 

TY  - ABST
AN  - 01461617
TI  - Hazardous Materials Transportation Risk Assessment: State of the Practice
AB  - A variety of methods are utilized in both the public and private sectors to assess the risk due to hazardous materials transportation. However, these risk assessments are often designed for different purposes and used in different ways by government agencies and the private sector. Further, there are a number of models/methodologies used in each sector, from simplified to extremely complex, that have varying data needs and make varying degrees of assumptions. Results from different assessments may be applicable to only specific instances or for specific purposes. In addition, many of the assessments address single modes of transportation, and there are few published methods to adequately compare risk across modes. There is a need for the government sector to better understand how the private sector does risk assessments and risk management and for the private sector to appreciate government needs in regulating hazardous materials in transport. This project will provide the following: (1) the different requirements needed for models and methodologies in the private sector and the public sector; (2) a critical review of the current models and methodologies available to each sector, including capabilities and limitations; (3) an assessment of the data gaps needed for the different models; (4) an assessment of the capability gaps not addressed by the available models; and (5) an assessment of how risk can be compared across modes of transportation.</font>
KW  - Disasters and emergency operations
KW  - Governments
KW  - Hazardous materials
KW  - Methodology
KW  - Mode choice
KW  - Private enterprise
KW  - Risk assessment
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2930
UR  - https://trid.trb.org/view/1229836
ER  - 

TY  - ABST
AN  - 01464271
TI  - Accident Performance Data of Bulk Packages Used for Hazardous Materials Transportation
AB  - Bulk packages are a common method of transporting hazardous materials. The ability to predict the performance of these packages in a transportation accident is critical in the evaluation of risks. Accurate data on the impact of various design specifications on package performance in accidents are essential for safety, robust risk analysis, and better packaging selection decisions by carriers, shippers, and regulators. A long-standing private-sector initiative managed by the Railway Supply Institute (RSI) and the Association of American Railroads (AAR) [the RSI-AAR Railroad Tank Car Safety Research and Test Project] has collected and analyzed damage reports on tank cars involved in railroad accidents, whether or not the damage resulted in a leak of contents. The resulting data have been used to develop conditional release probabilities and amounts released for tank cars having different design specifications and features.  Such specifications and features include overall release probabilities as well as probabilities by the location of the leak (i.e., shell, head, top or bottom fittings, or multiple locations). No such data exist for cargo tank motor vehicles or portable tanks; therefore, risk estimates for these types of packages are based on loose estimates and anecdotes rather than quantitative data. The objectives of this research are to (1) recommend methodologies for collecting and analyzing performance data for U.S. DOT-specified hazardous materials bulk packages (i.e., portable tanks and cargo tank motor vehicles) and (2) identify and evaluate institutional barriers to data collection and recommendations for overcoming these barriers. These data and their analysis will be used by decisionmakers to develop conditional probabilities of release and of amounts released in transport accidents by road and rail.  Performance data include, but are not limited to, data related to various equipment designs (including materials of construction, thickness of the shell and head, and fittings design and protection on bulk packages) and circumstances of the accident when available (including location of damage, amount of material released, hole size, etc.).
KW  - Chemical spills
KW  - Crash analysis
KW  - Crash risk forecasting
KW  - Hazardous materials
KW  - Tank trucks
KW  - Tankers
KW  - Truck crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2659
UR  - https://trid.trb.org/view/1232500
ER  - 

TY  - RPRT
AN  - 01155105
AU  - Pipeline and Hazardous Materials Safety Administration
AU  - Department of Transportation
TI  - New Approaches Needed in Managing PHMSA’s Special Permits and Approvals Program
PY  - 2010/03/04
SP  - 33p
AB  - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Pipeline and Hazardous Materials Safety Administration’s (PHMSA) Special Permits and Approvals Program. PHMSA is the lead agency responsible for regulating the safe transport of hazardous materials, including explosive, poisonous, corrosive, flammable, and radioactive substances. PHMSA regulates up to 1 million daily movements of hazardous materials. Many hazardous materials are transported under the terms and conditions of special permits and approvals, which provide relief or exceptions to the Hazardous Materials Regulations. On September 10, 2009, OIG testified before the House Committee on Transportation and Infrastructure regarding its review of PHMSA’s Special Permits and Approvals Program. OIG's review disclosed serious deficiencies in how PHMSA processes and oversees special permits and approvals. This report summarizes the results of the  review and transmits OIG's recommendations to strengthen the Special Permits and Approvals Program by addressing the issues OIG presented in its testimony. A copy of OIG's hearing statement is attached. OIG's audit objectives were to evaluate the effectiveness of PHMSA’s (1) policies and processes for reviewing and authorizing special permits and approvals, (2) coordination with the affected Operating Administration before issuing any of these special authorizations, and (3) oversight and enforcement of approved parties’ compliance with the terms and conditions of these authorizations. OIG's review identified safety issues that call into question the effectiveness of PHMSA’s process for granting special permits and approvals for transporting hazardous materials. Specifically, PHMSA does not (1) adequately review applicants’ safety histories, (2) ensure applicants will provide an acceptable level of safety, (3) coordinate with the affected Operating Administrations, and (4) conduct regular compliance reviews of individuals and companies that have been granted special permits and approvals.
KW  - Coordination
KW  - Hazardous materials
KW  - Oversight
KW  - Permits
KW  - Policy
KW  - Transportation safety
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.oig.dot.gov/sites/dot/files/WEB%20FILE_PHMSA%20REPORT_issued%20March%204.pdf
UR  - https://trid.trb.org/view/915798
ER  - 

TY  - RPRT
AN  - 01154688
AU  - Department of Homeland Security
TI  - TSA's Preparedness for Mass Transit and Passenger Rail Emergencies
PY  - 2010/03
SP  - 39p
AB  - The Transportation Security Administration is responsible for security in all modes of transportation, including mass transit and passenger rail systems. Passenger rail systems face a dynamic landscape of potential natural disasters, accidents, and terrorist attacks. Since 1995, there have been more than 250 terrorist attacks worldwide against rail targets, resulting in nearly 900 deaths and more than 6,000 injuries. The Transportation Security Administration, the Federal Transit Administration, the Federal Railroad Administration, and the Federal Emergency Management Agency share responsibilities, programs, and resource investments to mass transit and passenger rail emergencies. The U.S. Department of Homeland Security Office of Inspector General (OIG) evaluated the Transportation Security Administration’s effectiveness in supporting mass transit and passenger rail agencies in preparing for and responding to emergency incidents. The Transportation Security Administration can better support passenger rail agencies by improving its assessments of emergency preparedness and response capabilities. The agency can also improve its efforts to train passenger rail agencies and first responders, and ensure that drills and exercises are live and more realistic to help strengthen response capabilities. The agency has focused primarily on security and terrorism prevention efforts, while providing limited staff and resources to emergency preparedness and response. As a result, passenger rail agencies and the first responders they rely upon may not be adequately prepared to handle all emergencies or mitigate their consequences. OIG is making four recommendations that, if implemented, would improve the agency’s overall management and effectiveness in supporting passenger rail agencies’ emergency preparedness and response capabilities.
KW  - Disaster preparedness
KW  - Disasters
KW  - Disasters and emergency operations
KW  - Passenger trains
KW  - Rail transit
KW  - Railroad transportation
KW  - Security
KW  - Transportation safety
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-68_Mar10.pdf
UR  - https://trid.trb.org/view/915703
ER  - 

TY  - ABST
AN  - 01462015
TI  - Consolidated Security Credential for Persons Who Transport Hazardous Materials
AB  - Workers in the transportation sector, including commercial drivers, pilots, airline and other aviation sector personnel, vessel officers and crew members, rail workers, and others face multiple security credentialing requirements.  These workers may also have to undergo government mandated pre-employment security threat assessments and credentialing for the Commercial Drivers License (CDL) Hazardous Materials Endorsement (HME); Transportation Workers Identification Credential (TWIC); air cargo and private facility access (such as to chemical manufacturing plants); the Free and Secure Trade (FAST) program for border crossings; access to Department of Defense facilities; and a myriad of locally and state-administered security and threat assessments (such as the Florida Unified Port Access Card).  For example, currently a truck driver that carries placarded loads must have a HME; if the driver accesses an airport, a Secure Identification Display Area (SIDA) credential is required; if the driver accesses a port, a TWIC is required; if the driver transports freight for the U.S. Postal Service, a USPS credential is required; if the driver transports freight across the U.S. border, a FAST credential is required.  Each credential requires a separate background check, imposing costs and delays for obtaining and retaining such credentials. Research is needed to identify options to reduce duplicative elements and associated costs to the individual, the hiring entity, and the program managers. The objective of this research is to identify options for achieving the objective of a single, universally recognized credential that establishes (a) identity; (b) eligibility to access secure areas; and (c) eligibility to obtain or hold transportation-related licenses, credentials and other government certifications required of persons who transport hazardous materials by all modes in the U.S.
KW  - Commercial vehicle operations
KW  - Credentials
KW  - Florida
KW  - Free and Secure Trade program
KW  - Hazardous material transportation
KW  - Hazardous materials
KW  - Marine terminals
KW  - Port operations
KW  - Port traffic
KW  - Security
KW  - Transportation Worker Identification Credential
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2660
UR  - https://trid.trb.org/view/1230235
ER  - 

TY  - RPRT
AN  - 01152584
AU  - Department of Homeland Security
TI  - CBP's Container Security Initiative Has Proactive Management and Oversight but Future Direction Is Uncertain (Letter Report)
PY  - 2010/02
SP  - 14p
AB  - The U.S. Department of Homeland Security Office of Inspector General (OIG)  initiated an audit to determine the efficacy of Customs and Border Protection’s (CBP) management and oversight of the Container Security Initiative (CSI) to achieve its mission to identify and inspect high-risk cargo at foreign ports. CBP established CSI in 2002 as part of its layered security approach centered on advanced intelligence, effective inspections, a secure port environment, and international screening of cargo to manage the large volume of trade to the United States. The report concludes that CBP uses proactive management and oversight processes through CSI to identify and inspect high-risk cargo at foreign ports. But, the CSI Strategic Plan does not address how the program integrates with other international maritime cargo security programs within the layered security strategy.
KW  - Container Security Initiative
KW  - Containers
KW  - Freight security
KW  - Management
KW  - National security
KW  - Oversight
KW  - Ports
KW  - U.S. Customs and Border Protection
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-52_Feb10.pdf
UR  - https://trid.trb.org/view/913366
ER  - 

TY  - RPRT
AN  - 01157120
AU  - Department of Transportation
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Standard Operating Procedures for the Evaluation and Issuance of Explosive Classification Approvals
PY  - 2010/01
SP  - 9p
AB  - This document outlines the standard operating procedures for the evaluation and issuance of Explosive Classification Approvals (EX Approvals) by the Pipeline and Hazardous Materials Safety Administrations Office of Hazardous Materials Safety (PHMSA). This document supplements PHMSAs programmatic document: Approvals Program Standard Operating Procedures. The authority to issue such approvals is delegated to PHMSA by the Secretary of Transportation in accordance with the Federal hazardous materials transportation law (Federal hazmat law; 49 U.S.C. SC 5101 et seq.) and the specific procedures for the issuance of EX Approvals are delineated in the Hazardous Materials Regulations (HMR; 49 CFR Parts 100-180). Prior to their transport in commerce, new explosives must be approved by PHMSA in accordance with 49 CFR 173.56.
KW  - Evaluation and assessment
KW  - Explosives
KW  - Hazardous materials
KW  - Pipeline facilities
KW  - Pipelines
KW  - Standard operating procedures
KW  - Technical assistance
UR  - https://trid.trb.org/view/917275
ER  - 

TY  - RPRT
AN  - 01155806
AU  - Department of Homeland Security
TI  - Cargo Targeting and Examinations
PY  - 2010/01
SP  - 26p
AB  - This report addresses U.S. Customs and Border Protections progress in improving the Automated Targeting System as a tool in the multilayered cargo security strategy. It is based on interviews with employees and officials of relevant agencies and institutions, direct observations, and a review of applicable documents. The recommendations herein have been developed to the best knowledge available to our office, and have been discussed in draft with those responsible for implementation.
KW  - Automated Targeting System
KW  - Cargo facilities
KW  - Freight security
KW  - Freight traffic
KW  - Freight transportation
KW  - Recommendations
KW  - Security
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-34_Jan10.pdf
UR  - https://trid.trb.org/view/916426
ER  - 

TY  - RPRT
AN  - 01148572
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Transportation Technology Innovation and Demonstration Program (TTID)
PY  - 2009/12/08
SP  - 23p
AB  - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Highway Administration’s (FHWA) management and oversight of the $54 million awarded under the Transportation Technology Innovation Demonstration Program (TTID). TTID was conceived as a partnership between the public and private sectors. The private partner would install and operate technology that collected traffic data from public roadways in exchange for the exclusive right to generate revenue from the data, such as by marketing on-air traffic reports. If revenue reached a certain threshold, the private partner would share the proceeds with the public partner. The private partner would also give the data to the public partner to manage traffic congestion—such as locating and responding to traffic crashes and planning infrastructure projects for congested road segments. Congestion costs Americans $78 billion annually, including 4.2 billion hours of excess travel time and 2.9 billion gallons of extra fuel. To implement TTID, FHWA paid the private partner (referred to in this report as the service provider) $2 million per metropolitan area to provide traffic data services through installation and operation of sensors and data transmission equipment in public rights-of-way. The service provider then negotiated agreements with metropolitan areas—addressing terms such as where, when, and how the service provider would install its equipment and how the partners would calculate the service provider’s revenue sharing and use the collected traffic data. OIG reviewed FHWA’s management of TTID, including the process to select private partners after 2005 amendments to the authorizing statute. In discussions with staff, OIG agreed to assess whether FHWA (1) achieved statutory goals and optimized TTID benefits for the public partners and (2) complied with 2005 statutory provisions for a competitive private partner selection process. Briefly, TTID addressed statutory goals, but FHWA did not optimize the program’s benefits for the public partners. Regarding competition for TTID service provision, FHWA took action to comply with the 2005 statutory provisions calling for a competitive private partner selection process. However, FHWA had limited TTID funds remaining and experienced delays during the competitive solicitation process. Congress rescinded the remaining money before FHWA completed the competition.
KW  - Financing
KW  - Incident management
KW  - Management
KW  - Oversight
KW  - Public private partnerships
KW  - Revenues
KW  - Traffic data
KW  - Traffic flow
KW  - Transportation Technology Innovation Demonstration program
UR  - http://www.oig.dot.gov/sites/dot/files/TTID_12_8_2009.pdf
UR  - https://trid.trb.org/view/908319
ER  - 

TY  - ABST
AN  - 01462196
TI  - Dry Ice Limits on Aircraft
AB  - Dry ice is widely used as a refrigerant for preservation of perishable commodities transported by air (e.g., food products, biomedical supplies, biological samples, and even some industrial products such as adhesives). Dry ice sublimation producing excess CO2 gas may be dangerous in confined spaces where there is an absence of ventilation or ventilation rates are low. According to the Federal Aviation Administration (FAA), the transportation of dry ice on aircraft should be limited by the ventilation capacity of the aircraft itself so that the concentration of carbon dioxide in the aircraft cabin does not exceed 0.5%. The air carrier industry has experienced difficulty calculating dry ice capacity on aircraft for a number of reasons. FAA has calculated the sublimation rate for dry ice as 2% per hour; however, there are questions about this rate. Factors that influence sublimation include the form of the dry ice itself (e.g., block, pellet, or snow), the nature and quality of the packaging and insulation, and the initial temperature of the contents. Also, the ventilation rate of aircraft varies by aircraft type. For example, new aircraft engines or retrofitted air conditioning systems may influence dry ice sublimation. The number of air conditioning packs operated during flight also influences the rate of ventilation. Finally, the configuration of the aircraft influences the quality of cabin air. For example, passenger aircraft and cargo-only aircraft vary widely in the dry ice loads they can carry. In addition, some older generation aircraft have no ventilation between the cargo and passenger decks, while newer generation aircraft recirculate air through the cargo deck compartments. Research is needed to clarifiy how to use dry ice as a refrigerant so as to enable the safe transport of goods on aircraft. The objective of this research is to develop a decision tool(s) to assist passenger and cargo-only aircraft operators in determining the maximum quantity of dry ice that can be safely carried as cargo.
KW  - Aircraft operations
KW  - Airport operations
KW  - Biomedical engineering
KW  - Commodities
KW  - Dry ice
KW  - Research projects
KW  - Snow and ice control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2661
UR  - https://trid.trb.org/view/1230417
ER  - 

TY  - RPRT
AN  - 01148601
AU  - Department of Transportation
TI  - DOT’s Implementation of the American Recovery and Reinvestment Act: Continued Management Attention Is Needed To Address Oversight Vulnerabilities
PY  - 2009/11/30
SP  - 59p
AB  - This report presents the results of an assessment of the Department of Transportation’s (DOT) implementation of the American Recovery and Reinvestment Act (ARRA) of 2009, which designated over $48 billion for new and existing DOT programs. Both the President and Congress have emphasized the need for full accountability, efficiency, and transparency in the allocation and expenditure of ARRA funds and recognized the importance of the accountability community in accomplishing these objectives. The Office of Inspector General’s (OIG) role is to assist DOT officials in their efforts to implement ARRA by identifying areas that need strengthening and making recommendations for program improvements. ARRA has now been in effect for over 9 months and the Department’s obligation deadlines to date have been met. For this report, OIG's  objective was to identify vulnerabilities that could impede DOT’s ability to (1) provide effective oversight to ARRA-funded projects and (2) meet new requirements mandated by ARRA and the Office of Management and Budget (OMB). OIG's agency scans showed that DOT took unprecedented steps to enhance oversight and create new programs in a short period. For example, FHWA developed national review teams to help oversee the $27.5 billion it received in ARRA funding and ensure a consistent approach to conducting compliance reviews across its 52 Division Offices, although it is too early to measure their effectiveness. Further, the Office of the Secretary of Transportation (OST) developed an agencywide program to identify key risks in effectively implementing ARRA and develop strategies to mitigate risks. While proactive steps like these laid the groundwork for addressing its significant oversight challenges, DOT faces vulnerabilities that could inhibit its ability to meet ARRA’s goals and requirements going forward. Specifically, OIG's agency scans identified two types of vulnerabilities:  (1) those that require action to mitigate a documented risk or tasks that should be finalized as soon as possible and (2) those that, because of their complexity, size, or scope, require a sustained focus, although no deficiencies may be evident now.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Financing
KW  - Grant aid
KW  - Management
KW  - Oversight
KW  - Plan implementation
KW  - Risk assessment
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/Phase2_11.30.09_w508.pdf
UR  - https://trid.trb.org/view/908185
ER  - 

TY  - RPRT
AN  - 01145020
AU  - Department of Homeland Security
TI  - Review of the U.S. Coast Guard's Expenditure Plans for the American
Recovery and Reinvestment Act of 2009 (Redacted)
PY  - 2009/10
SP  - 21p
AB  - The Department of Homeland Security (DHS) Office of Inspector General (OIG) issued the report of its review of the US Coast Guard’s expenditure plans for the American Recovery and Reinvestment Act of 2009 (ARRA). The Coast Guard was allocated $240 million for alteration or removal of obstructive bridges and for acquisition, construction, and improvements for its shore facilities and vessels. The OIG found the expenditure plans to be designed to meet most of the ARRA goals, except for the “quick-start” goal of using 50% of the stimulus funds for activities that could be initiated by June 17, 2009.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Expenditures
KW  - Management
KW  - Strategic planning
KW  - United States Coast Guard
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIGr_10-06_Oct09.pdf
UR  - https://trid.trb.org/view/905189
ER  - 

TY  - RPRT
AN  - 01144532
AU  - Department of Homeland Security
TI  - CBP's Ability to Detect Biological and Chemical Threats in Maritime Cargo Containers (Redacted)
PY  - 2009/10
SP  - 19p
AB  - This report focuses on the weaknesses and strengths of U.S. Customs and Border Protection’s (CBP's) ability to identify and detect chemical and biological threats in maritime cargo containers. The report finds that, while CBP has taken various steps to mitigate the threat posed by nuclear and radiological weapons in maritime cargo containers, it could do more to mitigate threats posed by biological and chemical weapons. In particular, CBP has not conducted a formal risk assessment to determine which pathways pose the highest risk of these weapons entering the United States. Further, the agency needs to update its policies and procedures for conducting inspections for these threats.
KW  - Biological and chemical weapons
KW  - Cargo handling
KW  - Containers
KW  - Detection and identification technologies
KW  - Freight transportation
KW  - National security
KW  - Protection
KW  - Risk assessment
KW  - Threats
KW  - U.S. Customs and Border Protection
KW  - United States
KW  - Water transportation
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_10-01_Oct09.pdf
UR  - https://trid.trb.org/view/904088
ER  - 

TY  - ABST
AN  - 01493820
TI  - Stress Corrosion Cracking of Pipeline Steels in Fuel Grade Ethanol and Blends
AB  - Two major objectives of the program are to: (1) develop and evaluate standardized tests for stress corrosion cracking (SCC) of pipeline steel in ethanol to compliment the slow strain rate tests used in the initial research programs. These standard tests should be reproducible and also be representative of the operating conditions for pipelines; and (2) develop a phenomenological understanding of stress corrosion cracking of pipeline steel in fuel grade ethanol (FGE)and FGE blends and develop mitigation strategies, including the use of naturally occurring inhibitors, against stress corrosion cracking and corrosion of pipeline steels.
KW  - Corrosion resistant materials
KW  - Cracking
KW  - Ethanol
KW  - Fuel mixtures
KW  - Pipelines
KW  - Steel
KW  - Stress corrosion
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=296
UR  - https://trid.trb.org/view/1263183
ER  - 

TY  - ABST
AN  - 01493826
TI  - Performance Evaluation of High-Strength Steel Pipelines for High-Pressure Gaseous Hydrogen Transportation
AB  - The project addresses the most critical issues related to the safe and efficient transportation of hydrogen using pipelines. The impact of high pressure hydrogen on the fatigue behavior of commonly used linepipe steels will be studied systematically by conducting fatigue tests and developing a mechanistic-based analysis model/procedure to correlate and predict the test results. The testing system can greatly accelerate the time-consuming fatigue tests and the analysis model can provide critical inputs to the test matrix design and data interpretation. The combination of the test data and analytical procedure will enable a better understanding of the hydrogen effects on the materials proposed for hydrogen transportation. The project objectives are to: (1) develop a multi-specimen, high-pressure fatigue system that can test multiple specimens at the same time; (2) conduct fatigue tests on well-selected practical pipeline materials; (3) review and identify the physical mechanisms responsible for hydrogen damage to linepipe from available test data, develop a mechanistic-based model; (4) develop mechanistic-based model and use the model to correlate test data, and (5) provide recommendations for code revisions for hydrogen pipelines.
KW  - Fatigue tests
KW  - High pressure
KW  - High strength steel
KW  - Hydrogen
KW  - Pipelines
KW  - Steel pipe
KW  - Test data
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=294
UR  - https://trid.trb.org/view/1263189
ER  - 

TY  - ABST
AN  - 01493763
TI  - Modeling of Microbial Induced Corrosion on Metallic Pipelines Resulting from Biomethane & the Integrity Impact of Biomethane on Non-Metallic Pipelines
AB  - As biogas production sources increase, they will eventually be fed into a gathering network that allows the common collection and distribution of the fuel to processing locations followed by distribution to the end user. The main objective of this research is on the immediate need to understand the impacts of transporting various biogas blends on the integrity of non-metallic materials (thermoplastics and elastomers) that could be used to construct regional gathering networks.
KW  - Biomass fuels
KW  - Construction
KW  - Corrosion
KW  - Elastomers
KW  - Pipelines
KW  - Thermoplastic materials
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=293
UR  - https://trid.trb.org/view/1263056
ER  - 

TY  - ABST
AN  - 01493761
TI  - New Design and Construction Techniques for Transportation of Ethanol and Ethanol/Gasoline Blends in New Pipelines
AB  - The project objectives are to: (1) Develop supporting data, related analyses and recommendations for cost-effective design and construction methods for reducing the effects of stress-corrosion cracking (SCC) that can be implemented in new pipeline systems to allow safe and efficient transportation of Fuel Grade Ethanol (FGE). (2) Evaluate design aspects for control and monitoring of oxygen uptake and internal corrosion for pipelines transporting FGE. (3)  Recommend the most advantageous direction for expanded and improved pipeline design and testing standards for operations involving exposure to FGE.
KW  - Construction
KW  - Cost effectiveness
KW  - Cracking
KW  - Design
KW  - Ethanol
KW  - Pipelines
KW  - Stress corrosion
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=295
UR  - https://trid.trb.org/view/1263054
ER  - 

TY  - ABST
AN  - 01493812
TI  - New IN-Field Composite Repair Techniques for Transmission or Distribution Pipelines
AB  - During this Small Business Innovation Research (SBIR) program Odyssian Technology will study, develop and demonstrate new repair techniques for Transmission and or Distribution Pipelines. Anticipated results would provide data in support of long term performance and or recommended method/practices for their application. The scope of phase I will include studying other related methods of composite repair and developing concepts and designs for Odyssian Technology's new repair technique. Phase I will be focused on accomplishing the following objectives. To develop a new composite repair that improves safety and to develop a new composite repair that will support long term performance.
KW  - Best practices
KW  - Composite structures
KW  - Field tests
KW  - Performance
KW  - Pipelines
KW  - Repairing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=261
UR  - https://trid.trb.org/view/1263175
ER  - 

TY  - ABST
AN  - 01493758
TI  - Low-Cost, Full-Field, Surface Profiling Tool for Mechanical Damage Evaluation
AB  - Mechanical damage (typically from third party excavations) is the most frequent source of leaks and ruptures in pipelines. The most common type of mechanical damage is dents, sometimes associated with secondary features such as gouges, external corrosion, or cracks. Currently used techniques for assessing dents are not accurate enough for reliable determination of fitness for service. In this project, Intelligent Optical Systems will determine the feasibility of implementing a novel surface-profiling tool for mechanical damage evaluation based on the real-time processing of a single digital image. This inexpensive, full-field approach provides the full shape of the damaged region with high accuracy, and overcomes current limitations in the assessment process. In Phase I, Intelligent Optical Systems will develop detailed proof of principles of the proposed technology, determine precision as a function of lighting and environmental conditions, and determine preliminary software and hardware designs.
KW  - Cracking
KW  - Excavation
KW  - Leakage
KW  - Loss and damage
KW  - Mechanical failure
KW  - Real time information
KW  - Rupture surfaces
KW  - Surface profile
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=291
UR  - https://trid.trb.org/view/1263051
ER  - 

TY  - RPRT
AN  - 01142918
AU  - Department of Homeland Security
TI  - DHS' Strategy and Plans to Counter Small Vessel Threats Need Improvement
PY  - 2009/09
SP  - 35p
AB  - A small vessel, such as a commercial fishing vessel or recreational boat, can be used as a waterborne improvised explosive device, as a platform for conducting an attack, or to smuggle weapons or terrorists into the United States. Recognizing the threat, in mid-2006, the Department of Homeland Security initiated a working group to develop a small vessel security national strategy. In April 2008, the department published the Small Vessel Security Strategy to address these potential threats. The department is also developing an Implementation Plan, which is intended to provide direction to federal, state, and local agencies on achieving the major goals outlined in the Strategy. The Department of Homeland Security Office of Inspector General (OIG) reviewed the Small Vessel Security Strategy and the draft Implementation Plan to determine whether the department has developed a comprehensive approach for securing our ports, waterways, and maritime borders from small vessel threats. Overall, the department has made progress, but more remains to be done to provide effective guidance and operate effective programs to address small vessel threats. The Strategy addresses two desirable characteristics of an effective national strategy as it defines the problem, and uses risk assessments to analyze the threats. However, the Strategy only partially addresses the remaining four characteristics. It partially addresses elements such as strategic priorities and milestones, and roles and responsibilities of state and local sectors, but it does not address performance measures, associated costs or human capital, or accountability and oversight frameworks. Additionally, critical programs intended to support small vessel security may not be operating effectively. Although the department recognizes the need to raise public awareness and take action to mitigate the risk of small vessel threats, its approach was hindered because its components are not fully integrated. As a result, the nation’s ports, waterways, and maritime borders remain vulnerable to small vessel threats.
KW  - Explosives
KW  - National security
KW  - Ports
KW  - Protection
KW  - Small ships
KW  - Strategic planning
KW  - Terrorism
KW  - Threats
KW  - U.S. Department of Homeland Security
KW  - Weapons
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_09-100_Sep09.pdf
UR  - https://trid.trb.org/view/903027
ER  - 

TY  - RPRT
AN  - 01142359
AU  - Department of Homeland Security
TI  - The United States Coast Guard's Program for Identifying High Interest Vessels
PY  - 2009/09
SP  - 20p
AB  - In the aftermath of September 11, 2001, the U.S. Coast Guard established the High Interest Vessel Program as part of a larger, multifaceted effort to improve its ability to identify and respond to vessels, cargoes, and crews that might pose security risks to the United States. The purpose of this review was to determine whether improvements can be made to the application and oversight of the risk-based scoring matrix used by Coast Guard Sectors to identify high interest vessels that could pose security risks to the United States. The Coast Guard needs to take steps to ensure that its scoring matrix is being used as intended to identify high interest vessels. Sector personnel are not consistently interpreting the guidance for completing the scoring matrix, resulting in inaccurate vessel scores, and the Coast Guard’s oversight of matrix scoring could be improved to further reduce matrix reporting errors. Further, the Coast Guard Sectors do not consistently archive the scoring data, which could be used to assess implementation of the matrix and identify areas for improvement. Without an effective mechanism to evaluate program performance, the Coast Guard does not have adequate assurance that the layer of security provided by the identification of high interest vessels is operating effectively and that resources are appropriately used to board vessels posing the highest risks to national security.
KW  - Evaluation and assessment
KW  - Identification systems
KW  - National security
KW  - Performance
KW  - Risk assessment
KW  - Ships
KW  - United States Coast Guard
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_09-107_Sep09.pdf
UR  - https://trid.trb.org/view/902540
ER  - 

TY  - ABST
AN  - 01573228
TI  - Digital Imaging of Pipeline Mechanical Damage and Residual Stress
AB  - This project addresses the need for a more reliable means of characterizing pipeline mechanical damage through application of digital eddy current imaging. JENTEK's patented Meandering Winding Magnetometer (MWM) arrays have demonstrated capability to use lift-off measurements to profile the surface of a dented area, while MWM-Array measured magnetic permeability can be correlated with residual stresses around and within the mechanical damage site. Successful completion of this program will result in enhanced remaining life prediction capability for pipelines suffering mechanical damage and a reliable decision support tool for pipeline owners and operators. This will enable operators to avoid overly conservative decisions while enhancing pipeline safety.
KW  - Digital images
KW  - Eddy currents
KW  - Magnetometer detectors
KW  - Mechanical failure
KW  - Permeability
KW  - Pipeline safety
KW  - Residual stress
KW  - Service life
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=292
UR  - https://trid.trb.org/view/1365878
ER  - 

TY  - RPRT
AN  - 01157050
AU  - Federal Motor Carrier Safety Administration
AU  - Department of Transportation
TI  - Follow-Up Audit On the Implementation of the North American Free Trade Agreement's Cross-Border Trucking Provisions
PY  - 2009/08
SP  - 40p
AB  - This report presents the results of our audit of the North American Free Trade Agreements (NAFTA) cross-border trucking provisions. Transportation appropriations legislation since fiscal year (FY) 2002 requires the Office of Inspector General (OIG) to annually review the Federal Motor Carrier Safety Administration's (FMCSA) compliance with eight safety criteria set forth in section 350(c) of the FY 2002 Act. The eight safety criteria relate to potential Mexico-domiciled motor carrier operations beyond the commercial zones.
KW  - Border regions
KW  - Free trade
KW  - Freight traffic
KW  - International trade
KW  - Mexico
KW  - Motor carriers
KW  - North American Free Trade Agreement
KW  - Truck traffic
KW  - Trucking
UR  - https://trid.trb.org/view/916563
ER  - 

TY  - RPRT
AN  - 01144501
AU  - Department of Homeland Security
TI  - Transportation Security Administration Privacy Stewardship
PY  - 2009/08
SP  - 36p
AB  - The Department of Homeland Security (DHS) Office of Inspector General (OIG) performed an audit of the Transportation Security Administration’s (TSA) privacy stewardship. OIG's audit objective was to determine whether TSA’s plans and activities instill and promote a privacy culture and comply with federal privacy laws and regulations. As part of this audit, OIG surveyed 2,285 TSA employees on their knowledge of the Privacy Act, the proper handling of personally identifiable information, privacy incident response, and privacy stewardship. TSA has made progress in implementing a framework that promotes a privacy culture and complies with federal privacy laws and regulations. Specifically, TSA demonstrated its organizational commitment to privacy by designating the Office of Privacy Policy and Compliance (OPPC) to oversee its privacy functions. In addition, OPPC is strengthening TSA’s culture of privacy through coordination with managers of programs and systems that contain personally identifiable information to meet reporting requirements, perform privacy risk impact assessments, prepare public notifications of systems of records, and enforce privacy rules of conduct. Further, OPPC has established processes for reviewing and reporting privacy incidents, issuing public notices, addressing complaints and redress for individuals, and implementing and monitoring privacy training for employees. TSA can improve its privacy program by implementing automated privacy-specific tools for testing and monitoring. Further, TSA can implement approaches to provide supplemental and job-specific privacy awareness or training activities. OIG is making two recommendations to the TSA Administrator to strengthen the privacy program.
KW  - Compliance
KW  - Culture (Social sciences)
KW  - Federal laws
KW  - Organizations
KW  - Privacy
KW  - U.S. Transportation Security Administration
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_09-97_Aug09.pdf
UR  - https://trid.trb.org/view/903990
ER  - 

TY  - RPRT
AN  - 01142182
AU  - Department of Homeland Security
TI  - CBP's Construction of Border Patrol Facilities and Acquisition of Vehicle
PY  - 2009/07
SP  - 27p
AB  - This report covers the strengths and weaknesses of Customs and Border Protections program to construct Border Patrol facilities and acquire vehicles. It is based on interviews with employees and officials of Customs and Border Protection, direct observations, and a review of applicable documents.
KW  - Border regions
KW  - Motor vehicles
KW  - National security
KW  - Security checkpoints
KW  - Strategic planning
KW  - Transportation planning
KW  - U.S. Customs and Border Protection
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_09-91_Jul09.pdf
UR  - https://trid.trb.org/view/901827
ER  - 

TY  - RPRT
AN  - 01142103
AU  - Department of Homeland Security
TI  - Role of the No Fly and Selectee Lists in Securing Commercial Aviation (REDACTED)
PY  - 2009/07
SP  - 63p
AB  - At the direction of the House and Senate Committees on Appropriations, Subcommittees on Homeland Security, we reviewed whether potential vulnerabilities exist in commercial air carrier passenger screening. Specifically, the Department of Homeland Security was were asked to review the Transportation Security Administration Secure Flight programs intention to screen passenger information against only the No Fly and Selectee lists, rather than the entire government terrorist watch list database. We analyzed: (1) the watch list criteria and compositions of the No Fly and Selectee lists and the full consolidated Terrorist Screening Database; and (2) the differences between the criteria for inclusion on the No Fly and Selectee lists and the full database. The objective was to determine whether potential vulnerabilities to the aviation system exist as a result of screening commercial air carrier passenger names against the No Fly and Selectee lists, instead of the full database.
KW  - Aviation safety
KW  - Civil aviation
KW  - National security
KW  - Passenger screening
KW  - Risk assessment
KW  - Terrorism
KW  - Threats
UR  - https://trid.trb.org/view/901804
ER  - 

TY  - RPRT
AN  - 01139248
AU  - Calvaresi-Barr, Ann
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - Air Traffic Control: Potential Fatigue Factors
PY  - 2009/06/29
SP  - 22p
AB  - This report presents the results of The U.S. Department of Transportation Office of Inspector General's (OIG's) audit of fatigue factors that could impact air traffic controllers. OIG conducted this review at three Chicago area air traffic control facilities: Chicago O’Hare International Airport Air Traffic Control Tower (Chicago O’Hare), Chicago Terminal Radar Approach Control Facility (Chicago TRACON), and Chicago Air Route Traffic Control Center (Chicago ARTCC). These 3 facilities are among the top 10 busiest air traffic control facilities in the United States. Nationwide, during 2007, Chicago O’Hare was the second busiest air traffic control tower with 927,000 airport operations, Chicago ARTCC the fourth busiest air route traffic control center with 2.8 million operations, and Chicago TRACON the sixth busiest TRACON with 1.4 million operations. OIG conducted this audit at the request of Senator Richard Durbin of Illinois. Senator Durbin expressed specific concerns that staffing shortfalls, longer hours on the job, and a growing shortage of certified controllers may be causing controller fatigue at these critical facilities. He asked that OIG review factors that could potentially cause controller fatigue at these locations. Consistent with Senator Durbin’s request, OIG's audit objectives were to (1) identify and evaluate key factors that could cause controller fatigue at Chicago O’Hare, Chicago TRACON, and Chicago ARTCC and (2) identify what measures FAA has taken to mitigate potential controller fatigue at these locations. OIG conducted its audit between January 2008 and February 2009 in compliance with generally accepted government auditing standards. Briefly, OIG identified a number of factors at Chicago O’Hare, Chicago TRACON, and Chicago ARTCC that could create potential fatigue conditions for controllers. These factors include minimal hours between shifts and counter rotational shifts with progressively earlier start times; scheduled overtime; and on-the-job training (OJT), which requires a high level of concentration and focus. OIG also found that overtime hours at Chicago O’Hare and Chicago TRACON had increased significantly between fiscal year (FY) 2006 and FY 2007 (by 75 percent and 67 percent, respectively). However, the potential impact on fatigue was negligible because controllers did not always work all days of a scheduled 6-day (i.e., overtime) work week. While all three facilities have high traffic volumes and complex airspace, their staffing levels exceeded established staffing ranges for those locations. Those ranges do not, however, consider the ratio of trainees to certified controllers. Fatigue can have serious safety implications and has been identified by the NTSB as a potential contributing factor in several operational errors (where controllers fail to maintain required distances between aircraft). Yet, FAA does not consistently address human factors issues, such as fatigue and situational awareness, during either the preliminary or final operational error investigation process. FAA is taking several actions at the national level to address NTSB recommendations regarding fatigue. These actions include amending FAA Order 7210.3 to (1) increase the time available for rest (between shifts) from 8 hours to 10 hours, (2) increase the time available for rest after working a midnight shift on the fifth day of the week from 12 hours to 16 hours for facilities that utilize a 6-day work week, and (3) allow controllers to sleep or rest when not controlling traffic.
KW  - Air route traffic control centers
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Aviation safety
KW  - Chicago O'Hare International Airport
KW  - Countermeasures
KW  - Fatigue (Physiological condition)
KW  - Hours of labor
KW  - Terminal radar approach control (TRACON)
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/WEB_FILE2_Controller_Fatigue_AV2009065.pdf
UR  - https://trid.trb.org/view/898378
ER  - 

TY  - ABST
AN  - 01573222
TI  - Design, Development, and Testing of Optimized Composite Soft Crack Arrestors
AB  - The development of the "Soft Crack Arrestor" validated design procedure will allow this device to be used for a wide variety of natural gas and liquid CO&amp;#8322;‚ pipeline projects. This device will reduce the risk associated with catastrophic fracture of large-diameter natural gas or liquid CO&amp;#8322;‚ pipelines.
KW  - Carbon dioxide
KW  - Design
KW  - Fracture mechanics
KW  - Natural gas pipelines
KW  - Testing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=290
UR  - https://trid.trb.org/view/1365872
ER  - 

TY  - ABST
AN  - 01492478
TI  - Design, Development, and Testing of Optimized Composite
AB  - The development of the "Soft Crack Arrestor" validated design procedure will allow this device to be used for a wide variety of natural gas and liquid carbon dioxide (CO2)‚ pipeline projects. This device will reduce the risk associated with catastrophic fracture of large-diameter natural gas or liquid CO2‚ pipelines.
KW  - Carbon dioxide
KW  - Cracking
KW  - Design
KW  - Fracture mechanics
KW  - Liquid fuels
KW  - Natural gas pipelines
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=290
UR  - https://trid.trb.org/view/1261698
ER  - 

TY  - ABST
AN  - 01492354
TI  - National Center for Manufacturing Science Research
AB  - The purpose of this project is to provide funding to Pipeline and Hazardous Materials Safety Administration (PHMSA) in support of the National Center for Manufacturing Sciences research project for hydrogen storage manufacturing. This project is designed to conduct research to identify, develop and demonstrate key manufacturing methods and processes, including quality assurance and testing methods, which will enable commercial rate production of vehicle-scale and bulk transport-scale composite high-pressure hydrogen storage cylinders at pressures up to 10,000 psi, with definition of path to achieve 15,000 psi cylinders.
KW  - Hazardous materials
KW  - Hydrogen fuels
KW  - Hydrogen storage
KW  - Manufacturing
KW  - Quality assurance
UR  - https://trid.trb.org/view/1261487
ER  - 

TY  - RPRT
AN  - 01129612
AU  - Department of Transportation
TI  - Aviation Industry Performance: A Review of the Aviation Industry in 2008
PY  - 2009/05/06
SP  - 52p
AB  - This report provides a comprehensive analysis of aviation industry trends in 2008 and their impact on aviation system performance, demand and capacity for domestic and international flights, and air service in small communities. Unprecedented fuel prices in the first three quarters of 2008 followed by a worsening global economic recession drastically impacted the airline industry, with $5.8 billion in operating losses for the year and multiple bankruptcies. Airlines responded to the dramatic shift in their operating environment by cutting flights, raising airfares, and tapping into ancillary sources of revenue. As a result of these trends, domestic passenger traffic (measured in Revenue Passenger Miles, or RPM) declined by approximately 10 percent in the fourth quarter of 2008, compared to the fourth quarter of 2007. Preliminary data on international passenger traffic to and from the United States indicate a 7-percent decline in the last 3 months of 2008 after having grown by 5 percent in the first half of the year. One positive outcome of reduced service and ridership in the second half of 2008 was fewer flight delays and improved on-time performance. Airlines anticipate further declines in domestic and international passenger demand as a result of the ongoing economic downturn. Consequently, they have announced further service reductions in 2009 and have resorted to lowering airfares to stimulate demand until those capacity cutbacks can be implemented.
KW  - Airlines
KW  - Aviation
KW  - Bankruptcy
KW  - Demand
KW  - Economic impacts
KW  - Fares
KW  - Passenger traffic
KW  - Performance
KW  - Trend (Statistics)
UR  - http://www.oig.dot.gov/sites/dot/files/Aviation%20Industry%20Performance%5E9-24-12.pdf
UR  - https://trid.trb.org/view/889821
ER  - 

TY  - ABST
AN  - 01493825
TI  - Pig Mounted Trials for Internal Corrosion Monitoring Fluidized Sensors
AB  - Because of the successful development of a low-cost, easy to use, prototype fluidized sensor system that is capable of locating areas of water accumulation and internal corrosion in both piggable and non-piggable lines, field trials in operating pipelines is the next crucial step in refining the sensor and obtaining industry and regulator acceptance and adoption. Since this methodology has the potential to significantly reduce the discovery time and cost of detecting internal corrosion as compared to the use of existing expensive inspection techniques for identifying internal corrosion sites, keen interest has been expressed by numerous pipeline operating companies to conduct field trials. The objective of this project is to build upon a soon to be completed Pipeline and Hazardous Materials Safety Administration (PHMSA) project that developed the prototype system by conducting a series of validation field trials.
KW  - Corrosion protection
KW  - Field tests
KW  - Moisture susceptibility
KW  - Pipelines
KW  - Sensors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=277
UR  - https://trid.trb.org/view/1263188
ER  - 

TY  - RPRT
AN  - 01127488
AU  - Department of Transportation
TI  - American Recovery and Reinvestment Act of 2009: Oversight Challenges Facing the Department of Transportation
PY  - 2009/03/31
SP  - 33p
AB  - On February 17, 2009, the President signed into law the American Recovery and Reinvestment Act (ARRA), which designated over $48 billion to the Department of Transportation (DOT). This audit report represents the second product in the Office of Inspector General’s (OIG) review of DOT’s implementation of ARRA. The objective of this audit was to highlight key DOT oversight challenges—based on prior OIG reports and other agencies’ relevant audit work—and identify actions DOT should take now in support of ARRA requirements. Key provisions of ARRA are preserving and creating jobs, promoting economic recovery, and investing in transportation infrastructure that will provide long-term economic benefits. In addition to providing funding for a number of existing DOT programs, ARRA directs DOT to create several new programs and establishes tight time frames for distributing and expending funds and for reporting results (for example, the number of jobs created). The vast majority of ARRA funding goes to the Federal Highway Administration (FHWA), the Federal Railroad Administration (FRA), and the Federal Transit Administration (FTA) for the construction and/or maintenance of highway, road, bridge, transit, and rail projects. The remaining ARRA funds are distributed among the Office of the Secretary of Transportation (OST), the Federal Aviation Administration (FAA), the Maritime Administration (MARAD), and OIG. Based on OIG's analysis of ongoing and prior audit work and observations of DOT’s efforts to implement ARRA, it sees three major oversight challenges facing DOT: 1. Ensuring that DOT’s grantees properly spend ARRA funds; 2. Implementing new accountability requirements and programs mandated by ARRA; and 3. Combating fraud, waste, and abuse.
KW  - Accountability
KW  - American Recovery and Reinvestment Act of 2009
KW  - Economic benefits
KW  - Expenditures
KW  - Financing
KW  - Fraud
KW  - Grant aid
KW  - Oversight
KW  - Program management
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Revision_of_033109_final_Oversight_Challenges_Report_042709.pdf
UR  - https://trid.trb.org/view/887915
ER  - 

TY  - RPRT
AN  - 01126473
AU  - Environmental Protection Agency
TI  - EPA Needs to Improve Its Efforts to Reduce Air Emissions at U.S. Ports
PY  - 2009/03/23
SP  - 86p
AB  - This evaluation focuses on the efforts of the U.S. Environmental Protection Agency (EPA) to control air pollution from mobile sources operating in and approaching U.S. ports. The evaluation, completed in accordance with the 2007 Annual Plan of the EPA Office of Inspector General (OIG), was initiated because a prior OIG report found that EPA faced significant challenges in controlling air emissions from port sources. The objectives of the evaluation were to determine whether EPA’s: (1) actions taken to address air emissions from oceangoing vessels at selected U.S. ports have been effective, and (2) management plan (strategy) to address emissions from port sources is sufficient to protect human health and the environment at selected major U.S. ports.
KW  - Air pollution
KW  - Air quality management
KW  - Environmental protection
KW  - Health
KW  - Ocean shipping
KW  - Pollutants
KW  - Ports
KW  - Ships
KW  - Strategic planning
KW  - U.S. Environmental Protection Agency
KW  - United States
UR  - http://www.epa.gov/oig/reports/2009/20090323-09-P-0125.pdf
UR  - https://trid.trb.org/view/887390
ER  - 

TY  - RPRT
AN  - 01138264
AU  - Department of Homeland Security
TI  - Investigation Concerning TSA's Compromise of Covert Testing Methods
PY  - 2009/03
SP  - 21p
AB  - This report summarizes the key elements of the OIG Report of Investigation regarding the Transportation Security Administration's role in the compromise of OIG's covert testing methods. It is based on interviews with employees and officials of relevant agencies and institutions, and reviews of email files and applicable documents.
KW  - Air transportation
KW  - Covert testing
KW  - Electronic mail
KW  - Safety and security
KW  - Security checkpoints
KW  - Test procedures
KW  - Transportation
KW  - U.S. Transportation Security Administration
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_09-43_Mar09.pdf
UR  - https://trid.trb.org/view/898329
ER  - 

TY  - RPRT
AN  - 01125366
AU  - Department of Homeland Security
TI  - Transportation Security Administration's Known Shipper Program
PY  - 2009/03//Redacted
SP  - 35p
AB  - The Transportation Security Administration is responsible for overseeing aviation security and ensuring the safety of the air traveling public. This includes the screening of all passengers and their personal property, as well as approximately 13,000 tons of cargo transported on passenger planes each day. The agency requires each regulated entity, such as an air carrier or freight forwarder, to ensure a shipper is known before accepting its cargo for transport on passenger aircraft. The Transportation Security Administration is developing the Known Shipper Management System, which is an automated process for verifying the validity and integrity of shippers. The agency plans to make this the primary method for making shippers known; however, it must resolve challenges in the development and deployment of the system, including technical problems and policy issues. The other two methods available to verify a known shipper are manual procedures and the Known Shipper Database. These methods do not provide assurances that only known shipper cargo is transported on passenger aircraft. The agency’s criteria and guidance for evaluating a shipper are unclear and subject to interpretation, increasing the risk that shippers may be improperly classified as known. The Transportation Security Administration’s inspection and testing activities do not provide assurances that regulated entities are complying with the program’s vetting requirements.
KW  - Air cargo
KW  - Databases
KW  - Known Shipper Management System
KW  - Passenger aircraft
KW  - Security
KW  - Shippers
KW  - U.S. Transportation Security Administration
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIGr_09-35_Mar09.pdf
UR  - https://trid.trb.org/view/886162
ER  - 

TY  - ABST
AN  - 01462637
TI  - Soil and Groundwater Impacts of Chemical Mixture Releases from Hazardous Materials Transportation Incidents
AB  - Screening models, as well as detailed, computationally intensive models, exist to characterize site-specific impacts on soil and groundwater from hazardous materials releases. These models require various fate and transport parameters as input, which are generally available for pure chemical compounds. However, these parameters are not typically available for many of the hazardous materials mixtures that are transported, such as herbicides, paint, cleaning compounds, motor oil, antifreeze, gasoline, and ethanol. A tool is needed to estimate these parameters for mixtures in order to assess the relative impact of releases. The objective of this research is to develop a tool to assess, classify, predict, and quickly communicate fate and transport characteristics of chemical mixtures released into the soil and groundwater as a result of hazardous materials transportation incidents. The tool will allow carriers, shippers, responders, risk compliance specialists, and regulators to assess, compare, classify, and communicate the environmental hazards to soil and groundwater posed by chemical mixtures in transport.
KW  - Environmental impacts
KW  - Groundwater
KW  - Hazardous materials
KW  - Incident management
KW  - Quantitative analysis
KW  - Soils
KW  - State of the art
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2426
UR  - https://trid.trb.org/view/1230858
ER  - 

TY  - RPRT
AN  - 01156992
AU  - Department of Transportation
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Hazardous Materials Transportation: Enhanced Security Requirements
PY  - 2009
SP  - 16p
AB  - The Department of Transportation's Pipeline and Hazardous Materials Safety Administration (PHMSA) is responsible for the safe and secure transportation of hazardous materials. Hazardous materials are essential to the economy of the United States and the well-being of its people. Every day millions of tons of hazardous materials are safely transported by plane, train, truck, or vessel in quantities ranging from several ounces to thousands of gallons. In the wrong hands, however, hazardous materials can pose a significant security threat, particularly those that can be used as weapons of mass destruction. Addressing this security threat is vital to our citizens and our economy. Since September 11, 2001, PHMSA has worked closely with hazardous materials shippers and carriers, as well as Federal, state, and local government agencies, to improve the security of hazardous materials in our Nation's transportation system. The hazardous materials industry can do a lot to improve hazardous materials transportation security. The information presented in this report is intended to encourage you to include security considerations in all of your operations and to assist you in managing the potential security risks associated with the transportation of hazardous materials. There are two strategies that are critical to managing transportation security risks. The first is to develop and implement security plans. The second is to assure that employees who handle and transport hazardous materials are trained to recognize and react to potential security problems. PHMSA has established new security requirements that make use of these two strategies for hazardous materials transported in commerce.
KW  - Hazardous materials
KW  - Pipeline facilities
KW  - Risk analysis
KW  - Safety and security
KW  - Shipping
KW  - Terrorism
KW  - Terrorist attacks of September 11, 2001
KW  - Transportation
UR  - https://trid.trb.org/view/917271
ER  - 

TY  - RPRT
AN  - 01142521
AU  - Department of Transportation
TI  - PHMSAs Process for Granting Special Permits and Approvals for Transporting Hazardous Materials Raises Safety Concerns. Statement of The Honorable Calvin L. Scovel III Inspector General US Department of Transportation
PY  - 2009
SP  - 14p
AB  - Pipeline and Hazardous Material Safety Administration (PHMSA) is the lead agency responsible for regulating the safe transport of hazardous materials, including explosive, poisonous, corrosive, flammable, and radioactive substances. PHMSA regulates up to 1 million daily movements of hazardous materials, totaling up to 20 percent of all freight tonnage shipped each year in the United States. The FAA, Federal Motor Carrier Safety Administration (FMCSA), and Federal Railroad Administration (FRA) also oversee and enforce regulations for their respective industries. Many hazardous materials are transported under the terms and conditions of special permits and approvals. Special permits and approvals allow a company or individual to transport, package, or ship hazardous materials in a manner that varies from the regulations, provided they meet two key criteria for authorization.
KW  - Freight traffic
KW  - Hazardous materials
KW  - Hazards and emergency operations
KW  - Highway transportation
KW  - Permits
KW  - Regulations
KW  - Safety
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/CC_2009_096.pdf
UR  - https://trid.trb.org/view/902880
ER  - 

TY  - ABST
AN  - 01464522
TI  - Evaluation of the Use of Electronic Shipping Papers for Hazardous Materials Shipments
AB  - When offering hazardous material (HM) for transportation, a shipper is required to create a shipping paper that is intended to inform the carrier of the inherent risks involved in the handling and transport of the material.&amp;nbsp;Shipping papers also contain specific hazard information, standardized so that emergency responders may identify appropriate measures to be taken in the event of a HM incident.&amp;nbsp;The U.S. Department of Transportation requires carriers to have a shipping paper with the HM shipment at all times, and both the shipper and carrier must retain a copy of this shipping paper for a period of time after the shipment has reached its final destination.&amp;nbsp;HM shipping papers have some drawbacks: the current paper documents may not be interchangeable between modes; a paper system is labor intensive; and paper is perishable to the extent that in some HM incidents, the shipping papers may be destroyed, removing vital emergency response information. Organizations representing shippers and carriers have expressed the need to improve the process by allowing the option of electronic shipping papers as an important tool for enhancing productivity and efficiency in HM transport.&amp;nbsp;The International Maritime Dangerous Goods Code&amp;nbsp;and the International Civil Aviation Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Technical Instructions) permit the use of electronic data processing (EDP) and electronic data interchange (EDI) transmission techniques.&amp;nbsp;Nevertheless, carriers still usually require HM shippers to generate HM shipping papers prior to accepting cargo, partly because no shipment can move only by aircraft or vessel, and regulations governing other modes may not facilitate the use of EDI for hazardous materials. The use of internationally <span>compatible electronic data sharing technologies could significantly improve the exchange of hazard information among shippers, carriers, regulatory agencies, and emergency responders, especially for time-sensitive cargo and containerized cargo.&amp;nbsp;Timely access to accurate hazardous materials information will likely reduce errors in information exchange, improve efficiency, enhance security, and improve the response efforts in the event of an HM incident.&amp;nbsp;Research is needed to identify the capability within the transport sector to use an electronic means of documentation as a complementary alternative to a paper-based system. The objective of this research is to develop a roadmap for the use of electronic shipping papers as an alternative to the current paper-based hazardous materials communication system.&amp;nbsp;The roadmap will address the electronic transfer of safety, operational, regulatory compliance, and emergency response data and documentation, for and amongst all transport modes.<div></div></span>
KW  - Carriers
KW  - Electronic data interchange
KW  - Freight documents
KW  - Hazardous materials
KW  - Intermodal terminals
KW  - Intermodal transportation
KW  - Safety and security
KW  - Shipping
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2425
UR  - https://trid.trb.org/view/1232753
ER  - 

TY  - RPRT
AN  - 01135466
AU  - Department of Homeland Security
TI  - Annual Review of the United States Coast Guard's Mission Performance (FY 2007)
PY  - 2008/12
SP  - 41p
AB  - This report presents the annual review of the U.S. Coast Guards mission performance as required by the Homeland Security Act of 2002. To address the Acts requirements, we reviewed the Coast Guards performance targets and results for each non-homeland security and homeland security mission, as well as resource hours used to perform the various missions from Fiscal Year 2001 through Fiscal Year 2007. We also reviewed budget figures allocated by mission from Fiscal Year 2004 through Fiscal Year 2007, and projected through Fiscal Year 2009.
KW  - Annual reports
KW  - Budgeting
KW  - Mission management system
KW  - National security
KW  - Performance measurement
KW  - Personnel
KW  - Reliability
KW  - United States Coast Guard
KW  - Water transportation
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_09-13_Dec08.pdf
UR  - https://trid.trb.org/view/894370
ER  - 

TY  - RPRT
AN  - 01125396
AU  - Department of Transportation
TI  - U.S. Department of Transportation’s FY 2009 Top Management Challenges
PY  - 2008/11/17
SP  - 57p
AB  - The U.S. Department of Transportation’s (DOT’s) Office of Inspector General has released its annual report on the top management challenges facing the DOT during fiscal year 2009.  The study identified nine top management challenges for the Department, including: enhancing aviation safety and maintaining confidence in the U.S. Federal Aviation Administration’s ability to provide effective oversight of a rapidly changing industry; enhancing mobility and reducing congestion in America's transportation system; developing a plan to address projected highway and transit funding shortfalls; maximizing return on current highway and transit infrastructure investments; enhancing and deploying programs for reducing the serious consequences of surface transportation crashes, and more.
KW  - Aviation safety
KW  - Countermeasures
KW  - Financing
KW  - Highway safety
KW  - Highways
KW  - Management
KW  - Mobility
KW  - Public transit
KW  - Return on investment
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic mitigation
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/FINAL_for_508.pdf
UR  - https://trid.trb.org/view/885695
ER  - 

TY  - RPRT
AN  - 01135454
AU  - Department of Transportation
TI  - Development of Contingency Plans for Lengthy Airline On-Board Ground Delays
PY  - 2008/11
SP  - 58p
AB  - The purpose of this document is to provide general guidance to airlines, airports, Government agencies, and other aviation service providers for developing and/or refining contingency plans concerning lengthy onboard ground delays and their impact on passengers before, during, and after such delays. A contingency plan for lengthy onboard ground delays will enable airlines, airports, Government agencies, and other aviation service providers to participate in a coordinated joint-response effort to ensure passenger needs are rapidly identified and addressed during such delays. Each airline, airport, Government agency, and other aviation service provider should tailor the plan to its own situation to meet its responsibilities in the collaborative plan for each applicable airport.
KW  - Airlines
KW  - Airport operations
KW  - Contingency planning
KW  - Flight delays
KW  - General aviation
KW  - Ground delay programs
KW  - Ground handling
KW  - Guidelines
KW  - Traffic delays
UR  - http://airconsumer.dot.gov/publications/TarmacTFModelContingencyPlanningDocument.pdf
UR  - https://trid.trb.org/view/891719
ER  - 

TY  - RPRT
AN  - 01118663
AU  - Department of Homeland Security
TI  - TSA's Security Screening Procedures for Employees at Orlando International Airport and the Feasibility of 100 Percent Employee Screening (Revised for Public Disclosure)
PY  - 2008/10
SP  - 57p
AB  - At the request of Representative Bennie G. Thompson, Chairman of the House Committee on Homeland Security, and Representative Ric Keller,   the Department of Homeland Security Office of Inspector General (OIG) reviewed the events surrounding a March 5, 2007, security breach at the Orlando International Airport in Florida. The breach involved two Comair Airline employees who smuggled 14 firearms and 8 pounds of marijuana onboard a Delta Airlines commercial airplane bound for San Juan, Puerto Rico. Specifically, OIG assessed (1) the actions, events, and communication surrounding the incident; (2) the Transportation Security Administration’s current oversight of airport employees; and (3) the feasibility of 100% airport employee screening for individuals accessing an aircraft or the secure areas of an airport. The Transportation Security Administration has made improvements to address vulnerabilities associated with the “insider threat” highlighted by the March 5, 2007, incident. These improvements include the widespread implementation of two random and deterrent-based screening programs: the Aviation Direct Access Screening Program and the Visible Intermodal Protection and Response Program. In addition, the Transportation Security Administration started conducting Security Threat Assessments of airport employees to assess whether workers have ties to terrorism or are in violation of immigration and admissibility laws. Even with these improvements, the Orlando incident revealed the need for additional changes. Specifically, the Transportation Security Administration needs improvements in its ability to obtain and maintain situational awareness of incidents, as well as updating its regulatory framework that governs airport employee conduct. These changes are necessary before a decision is made about implementing 100% employee screening. OIG is making six recommendations to assist the Transportation Security Administration in improving the overall security posture at airports.
KW  - Airport operations
KW  - Awareness
KW  - Employee screening
KW  - Employees
KW  - Feasibility analysis
KW  - Orlando International Airport
KW  - Oversight
KW  - Personnel performance
KW  - Regulation
KW  - Security
KW  - Terrorism
KW  - Threats
KW  - U.S. Transportation Security Administration
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIGr_09-05_Oct08.pdf
UR  - https://trid.trb.org/view/878684
ER  - 

TY  - ABST
AN  - 01493802
TI  - Structural Repair of Steel Piping by In-Situ Sleeving of Nanostructured Materials
AB  - The objective of Phase I is to demonstrate that the mature nanotechnology-based structural crack repair concept can be adapted for application as an in-field pipeline repair tool. This will be accomplished by establishing the overall technical and economic feasibility via proof-of-concept degraded pipe plating, repair integrity characterization, preliminary burst testing, and a first-pass cost analysis.
KW  - Field tests
KW  - Nanostructured materials
KW  - Repairing
KW  - Sleeving (structural support)
KW  - Steel pipe
KW  - Structural analysis
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=259
UR  - https://trid.trb.org/view/1263165
ER  - 

TY  - ABST
AN  - 01494436
TI  - Validation for Flaw Acceptance of Mechanical Damage to Low Stress Natural Gas Pipelines
AB  - The ability to discriminate flaws that do and do not affect pipeline integrity is important for low stress pipelines which are subject to new Department of Transportation (DOT) pipeline integrity management regulations. Current federal regulations do not provide guidance on the need to repair mechanical damage to low stress pipelines. The objective of this research is to demonstrate that flaw acceptance criteria normally applied to high stress pipelines are overly conservative and may be relaxed for low stress pipelines.
KW  - Acceptance tests
KW  - Defects
KW  - Natural gas pipelines
KW  - Pipeline integrity management
KW  - Tolerances (Engineering)
KW  - Validation
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=257
UR  - https://trid.trb.org/view/1263510
ER  - 

TY  - ABST
AN  - 01494434
TI  - Validation of External Corrosion Growth-Rate Using Polarization Resistance and Soil Properties
AB  - The objective of this project is to estimate corrosion growth-rates, reduce assessment costs, and improve the selection of reassessment intervals of pipelines and increase their safety. This will be achieved by: (1) perform field tests and demonstrations using LPR and ER technologies; (2) correlate results with weight-loss of buried coupons; (3) evaluate soil parameters that affect corrosion; and (4) incorporate the measurements into a database and program that improves corrosion-rate estimates.
KW  - Corrosion
KW  - Corrosion resistance
KW  - Databases
KW  - Field tests
KW  - Growth rate
KW  - Pipeline safety
KW  - Validation
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=256
UR  - https://trid.trb.org/view/1263508
ER  - 

TY  - ABST
AN  - 01493740
TI  - Internal Corrosion Detection in Liquids Pipelines
AB  - This project will build upon previous successful development of a sensor system for gas pipelines that is capable of locating areas of water accumulation, determining the corrosivity of any found liquids, is low cost, and can be operated in both piggable and non-piggable pipelines and extend it to liquids pipelines. This methodology would compliment the LP-ICDA and traditional ILI methods but would provide a direct measure of corrosivity/corrosion rate (an improvement upon LP-ICDA) and would be low cost and could be used in unpiggable pipelines (potential improvements over traditional ILI methods).
KW  - Corrosion
KW  - Cost effectiveness
KW  - Detectors
KW  - Liquids
KW  - Pipelines
KW  - Sensors
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=255
UR  - https://trid.trb.org/view/1263029
ER  - 

TY  - ABST
AN  - 01493239
TI  - Feasibility of Using Plastic Pipe for Ethanol Low Stress Lines
AB  - This research project will address the non-metallic issues associated with use and conversion of existing pipelines for ethanol/biofuel transport, as well as develop low-cost options for new non-metallic pipelines.  Evaluating effects of ethanol/biofuel blends on non-metallic pipeline components and relevant pipe lining applications are included for existing pipelines.  For new pipelines, Gas Technology Institute (GTI) will research new materials as potential low cost alternatives to specially designed metallic pipelines.
KW  - Biomass fuels
KW  - Ethanol
KW  - Feasibility analysis
KW  - Linings
KW  - Petroleum pipelines
KW  - Plastic pipe
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=254
UR  - https://trid.trb.org/view/1262957
ER  - 

TY  - ABST
AN  - 01492462
TI  - Broadband Electromagnetic Technology Sensor to Assess Ferrous Pipes without Removing Coatings in Both Traditional and Keyhole Excavations
AB  - The objective of the project is to enhance and evaluate a portable, cost effective, and reliable direct-assessment tool capable of detecting metal loss, pits, and cracks in ferrous pipes that does not require the removal of pipe coatings, and has the ability to be used through keyhole and traditional excavations.
KW  - Broadband
KW  - Coatings
KW  - Electromagnetic devices
KW  - Ferrous sulfide
KW  - Pipe
KW  - Sensors
KW  - Technological innovations
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=258
UR  - https://trid.trb.org/view/1261682
ER  - 

TY  - ABST
AN  - 01493809
TI  - Pipeline Quality Biogas: Guidance Document for Dairy Waste, Wastewater Treatment Sludge and Landfill Conversion
AB  - This project will develop guidance on analytical criteria necessary for the introduction of biogas, a new and interchangeable fuel from dairy waste, wastewater treatment, landfills facilities, into existing pipeline networks, in order to assess quality, safety, and compatibility with existing supplies and pipeline delivery infrastructure.
KW  - Biomass fuels
KW  - Guidelines
KW  - Landfills
KW  - Pipeline facilities
KW  - Sludge (Deposit)
KW  - Wastes
KW  - Wastewater
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=250
UR  - https://trid.trb.org/view/1263172
ER  - 

TY  - ABST
AN  - 01493808
TI  - Pipeline Segment-Specific External Corrosion Rate Estimation to Improve Reassessment Interval Accuracy
AB  - The primary objective is to provide a simple tool to optimize determination of integrity reassessment intervals by more accurately predicting external corrosion rates that are 1) representative of a specific pipeline segment, 2) include distribution of corrosion rates as a function of location and time (allowing prediction of time-to-first-failure). Secondary objectives include 1) putting recently reported NIST data into a context that can be used by pipeline operators and 2) including the ability to allow reduction of predicted corrosion rate based on close-interval-survey and/or other data.
KW  - Corrosion
KW  - Evaluation and assessment
KW  - External
KW  - Failure
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=244
UR  - https://trid.trb.org/view/1263171
ER  - 

TY  - ABST
AN  - 01493755
TI  - Monitoring Conditions Leading to SCC/Corrosion of Carbon Steel
AB  - The objective of this project are to: (1) develop a field operable monitoring system to determine the conditions under which steel pipelines or other equipment may be susceptible to stress corrosion cracking (SCC); (2) install the monitoring system and conduct studies over an extended period of time; and (3) develop guidelines for decision making from monitoring and other laboratory information.
KW  - Carbon steel
KW  - Decision making
KW  - Guidelines
KW  - Monitoring
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=248
UR  - https://trid.trb.org/view/1263048
ER  - 

TY  - ABST
AN  - 01493753
TI  - GPS-Based Excavation Encroachment Notification
AB  - The objective of this project is to develop, demonstrate and commercialize a system that utilizes global positioning system (GPS) technology to allow one-call centers and utility companies to ensure that excavation activity does not encroach upon underground facilities.  The developed systems will be demonstrated in a pilot program with Virginia Utility Protection Services and NiSource to assess the costs, benefits and feasibility of the system.  Trimble and Metrotech are commercial partners for this program.
KW  - Encroachment
KW  - Excavation
KW  - Global Positioning System
KW  - Notification
KW  - One-call centers (Utilities)
KW  - Pilot programs
KW  - Underground utility lines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=249
UR  - https://trid.trb.org/view/1263042
ER  - 

TY  - ABST
AN  - 01493243
TI  - Evaluation and Method for Qualification of Fiber Reinforced Composite Repair Techniques for Transmission and/or Distribution Pipelines
AB  - The objective of the proposed project is to develop a method for qualification of fiber reinforced composite repairs while simultaneously evaluating the products that are currently available for operators. There is no existing standard for the application and use of composite repairs and field trials are limited to the existing conditions during the repair. In addition, a lack of published data increases the risk for improper installation and use of composite repairs under inappropriate conditions, such as exceedingly wet soils, over-protection with cathodic protection systems, and pipelines susceptible to mechanical damage. Thus a guideline for appropriate use, proper preparation, and compatible conditions must be developed. The end result would be a "buyer's guide" for operators and a reference manual providing data concerning appropriate usage, application, and conditions for the use of composite repair patches.
KW  - Cathodic protection
KW  - Fiber composites
KW  - Field tests
KW  - Guidelines
KW  - Patching
KW  - Repairing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=245
UR  - https://trid.trb.org/view/1262961
ER  - 

TY  - ABST
AN  - 01492719
TI  - Effect of Ethanol Blends and Batching Operations on Stress Corrosion Cracking of Carbon Steel
AB  - This project categorizes ethanol blends into three categories: blends that can be transported in existing pipelines without significant modification of the system and operations (Category 1), blends that require significant modifications (Category 2), and blends that cannot be transported in existing pipelines, but could be moved in specially designed systems (Category 3). The project develops data necessary to make engineering assessments of the feasibility of transporting fuel-grade ethanol (FGE) and FGE blends in existing pipelines in a batching or dedicated mode. The project determines the stress corrosion cracking susceptibility of steels in ethanol from different sources. The project develops an understanding of the factors that cause source to source to variation in the potency of ethanol towards corrosion and stress corrosion and cracking (SCC). The project identifies parameters that can be used to determine the degree of potency of a given source of ethanol in causing SCC for transportability decisions.
KW  - Carbon steel
KW  - Decision making
KW  - Ethanol
KW  - Fuel mixtures
KW  - Petroleum pipelines
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=247
UR  - https://trid.trb.org/view/1262011
ER  - 

TY  - ABST
AN  - 01492399
TI  - Achieving Maximum Crack Remediation Effect from Optimized Hydrotesting
AB  - The project will develop a working model to allow industry to predict the overall benefits of hydrotests. Such a prediction will be made with a consideration of various characteristics of a pipeline including the type of operation, stage of cracking, environmental susceptibility, steel metallurgy, and operation history. When hydrotesting is necessary, the model will help operators select the best parameters that would generate the most effective crack remediation.
KW  - Best practices
KW  - Cracking
KW  - Metallurgy
KW  - Pipelines
KW  - Remediation
KW  - Testing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=251
UR  - https://trid.trb.org/view/1261592
ER  - 

TY  - ABST
AN  - 01492395
TI  - Advanced Development of Proactive Infrasonic Gas Pipeline Evaluation Network
AB  - The gas industry operates a widely diverse and critical infrastructure with a high standard of safety.  Third-party damage is one of the leading causes of compromise to safety in our industry. Pipeline and Hazardous Materials Safety Administration (PHMSA) has listed as one of its top priorities and challenges the need to monitor encroachment to the pipeline and to PREVENT third party damage. The project is targeted to complete the development of the Proactive Infrasonic Gas Pipeline Evaluation Network (PIGPEN) which is an autonomous distributed sensor and notification system previously developed by PSI and sponsored by NYSEARCH and DOT/PHMSA. In support of the work, the technical team has partnered with a commercial company who specializes in protection of oil and gas pipelines. NYSEARCH and PRCI have agreed to provide cash and in-kind support for this two-phase project over a two-year period. The project will consist of refining and proving the signal processing algorithm, simplifying the design and conducting controlled and field testing in multiple iterations. Through NYSEARCH and PRCI, the gas distribution and transmission sectors will play a key role in guiding the developer and commercializer in end user needs, evaluating the results of this work and in preparing and implementing tests on this product. The commercial partner will provide significant in-kind funding and will be transitioning to take over responsibility for the product.
KW  - Boring
KW  - Damage avoidance
KW  - Encroachment
KW  - Gas pipelines
KW  - Infrasound
KW  - Monitoring
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=252
UR  - https://trid.trb.org/view/1261588
ER  - 

TY  - RPRT
AN  - 01105099
AU  - Department of Transportation
TI  - Review of FAA’s Safety Oversight of Airlines and Use of Regulatory Partnership Programs
PY  - 2008/06/30
SP  - 18p
AB  - This report presents the interim results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Federal Aviation Administration’s (FAA) oversight of airlines’ regulatory partnership programs and its national program for risk based oversight, the Air Transportation Oversight System (ATOS). OIG initiated this review in response to a February 6, 2008, request from the Chairman of the House Committee on Transportation and Infrastructure. Specifically, the Chairman requested that OIG determine whether FAA thoroughly investigated whistleblowers’ complaints regarding FAA’s oversight of Southwest Airlines (SWA). The whistleblower allegation focused on SWA’s failure to follow a critical FAA airworthiness directive (AD) and an FAA inspector’s role in allowing the air carrier to continue flying aircraft in violation of the AD. The FAA directive in this case required SWA to inspect the fuselages of its Boeing 737s for potential cracks that could lead to rapid decompression and fatal accidents. FAA issued this directive after an Aloha Airlines 737 lost a major portion of its hull while in flight at 24,000 feet in 1988, resulting in one fatality and multiple injuries. The Chairman also requested that OIG determine whether FAA took corrective actions in a timely manner. The objectives of OIG's initial review were to determine (1) the thoroughness of FAA’s investigation of the whistleblower allegations and (2) the type and timeliness of corrective actions taken by FAA in response to any inappropriate inspector actions. At the request of Congress, OIG continues to review FAA’s air carrier oversight processes to determine if there are areas in which FAA could strengthen its oversight.
KW  - Airlines
KW  - Airworthiness
KW  - Aviation safety
KW  - Inspection
KW  - Oversight
KW  - Partnerships
KW  - Quality control
KW  - Regulation
KW  - Southwest Airlines
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/SWA_Report_Issued.pdf
UR  - https://trid.trb.org/view/863873
ER  - 

TY  - ABST
AN  - 01493804
TI  - Severity Ranking of ECDA Indirect Inspection Indications
AB  - The project addressees ECD Assessments for cased crossings, severity ranking of indirect inspection indications and potential measurements on pavement. Specifically, the project will identify assessment technologies for shorted, electrolytically-coupled and electrolytically isolated conditions of cased crossings; to better define severity-ranking classification criteria for data and to develop procedures for recording pipe-to-soil potential and CDVG measurements on pipelines under paving.
KW  - Classification
KW  - Inspection
KW  - Pipelines
KW  - Ranking (Statistics)
KW  - Severity
KW  - Soil structure interaction
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=242
UR  - https://trid.trb.org/view/1263167
ER  - 

TY  - ABST
AN  - 01492722
TI  - ECDA - Potential Measurements on Paved Areas
AB  - The project addressees External Corrosion Direct Assessment (ECDA) for cased crossings, severity ranking of indirect inspection indications and potential measurements on pavement. Specifically, the project will identify assessment technologies for shorted, electrolytically-coupled and electrolytically isolated conditions of cased crossings; to better define severity-ranking classification criteria for data and to develop procedures for recording pipe-to-soil potential and CDVG measurements on pipelines under paving.
KW  - Corrosion
KW  - Evaluation and assessment
KW  - Inspection
KW  - Measurement
KW  - Pipelines
KW  - Underground pipelines
KW  - Underground utility lines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=243
UR  - https://trid.trb.org/view/1262014
ER  - 

TY  - ABST
AN  - 01492720
TI  - Effect of Concentration and Temperature of Ethanol in Fuel Blends on Microbial and Stress Corrosion Cracking of Pipeline Steels
AB  - The Colorado School of Mines (CSM), in association with the National Institute of Standards &amp; Technology (NIST), proposes a three-year research program to measure the effect of concentration and temperature of ethanol in fuel blends on microbiological and caustic corrosion of high strength steels used in handling and transportation. The project will also determine tested solutions for identified corrosion problems while transporting ethanol-fuel blends.
KW  - Corrosion
KW  - Ethanol
KW  - Fuel mixtures
KW  - High strength steel
KW  - Microbiology
KW  - Petroleum pipelines
KW  - Stress corrosion
KW  - Stress cracking
KW  - Temperature
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=240
UR  - https://trid.trb.org/view/1262012
ER  - 

TY  - ABST
AN  - 01492456
TI  - Development and Demonstration of an Integrated Tool for Mapping, Sizing and Evaluation of SCC for Remaining Strength Prediction
AB  - The goal of this project is to develop and demonstrate a tool that enables operators to make judicious decisions about repairs and re-inspections with regard to pipeline segments affected by stress cracking and corrosion (SCC). One expected result is a solution that integrates the latest developments in non-destructive evaluation technology and provides a comprehensive, field ready, tool to evaluate, assess and determine repair requirements for SCC.
KW  - Evaluation and assessment
KW  - Inspection
KW  - Mapping
KW  - Nondestructive tests
KW  - Pipeline facilities
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=239
UR  - https://trid.trb.org/view/1261676
ER  - 

TY  - ABST
AN  - 01494440
TI  - The Effect of Cathodic Protection on Stress Corrosion Cracking of High-Strength Pipeline Steels
AB  - The objective of this project is to establish the effectiveness of cathodic protection in mitigating stress corrosion cracking (without causing hydrogen damage) for a range of high-strength pipeline steels from X-70 to X-120, and to assess the effects of overprotection and underprotection.
KW  - Cathodic protection
KW  - High strength steel
KW  - Hydrogen
KW  - Pipelines
KW  - Steel pipe
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=233
UR  - https://trid.trb.org/view/1263514
ER  - 

TY  - ABST
AN  - 01493819
TI  - Structural Significance of Mechanical Damage
AB  - The primary objective of the project is to establish a detailed experimental database to support the development and validation of improved burst and fatigue strength models for assessing the interaction of mechanical damage with secondary features (gouges, corrosion, and welds). The use of this data to develop and validate mechanistic models will produce reliable tools to assess a wide range of mechanical damage forms, thereby increasing safety, reducing unnecessary maintenance, and supporting the improvement of pipeline standards and codes of practice.
KW  - Best practices
KW  - Coding systems
KW  - Fatigue strength
KW  - Mechanical damage
KW  - Mechanics
KW  - Pipe bursting
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=238
UR  - https://trid.trb.org/view/1263182
ER  - 

TY  - ABST
AN  - 01492726
TI  - Direct Strain Measurements and Failure Pressure Prediction in Mechanically Damaged and Strained Pipes
AB  - The objective of this project is to couple in-service measurements with predictive tools to determine the maximum safe operating pressure and code margins of safety based on direct measurements of the strains in pipelines that have suffered mechanical damage, or have been subjected to bending, either intentionally in construction or unintentionally from the effects of ground movement.
KW  - Bending
KW  - Mechanical failure
KW  - Pipeline operating pressure
KW  - Pipeline safety
KW  - Seismicity
KW  - Strain measurement
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=237
UR  - https://trid.trb.org/view/1262018
ER  - 

TY  - ABST
AN  - 01492455
TI  - Development of a Free-Swimming Acoustic Tool for Liquid Pipeline Leak Detection Including Evaluation for Natural Gas Pipeline Applications
AB  - The main objective of the proposed research is to leverage a free-swimming acoustic leak detection tool that is currently used in the water pipeline industry and further develop the device for application in oil product pipelines and evaluate its potential for natural gas pipelines.  The target is to develop a device capable of detecting very small leaks (< 1 gpm) and further develop a software program to provide on-site evaluation of results to the end user.  The goal is to have a commercially available device within a 24 month project duration.
KW  - Acoustics
KW  - Evaluation and assessment
KW  - Leak detection
KW  - Leakage
KW  - Liquids
KW  - Natural gas pipelines
KW  - Water pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=234
UR  - https://trid.trb.org/view/1261675
ER  - 

TY  - ABST
AN  - 01492397
TI  - Adaptation of MWM-Array and MFL Technology for Enhanced Detection/Characterization of Damage from Inside Pipelines
AB  - This project will develop an improved nondestructive evaluation (NDE) method for detection and characterization of damage from inside pipelines. The damage conditions of interest include internal corrosion and mechanical damage, as well as external stress corrosion cracking and external corrosion. This will be accomplished by adapting JENTEK Sensors, Inc.'s MWM-Array technology and developing a field deployable MWM-Array tool for inspection from inside pipelines, as well as by applying JENTEK's model-based inverse methods to develop enhanced MFL methodologies. The magnetic field-based MWM-Arrays and model-based inverse methods are used to determine electromagnetic and geometric properties of the pipeline material, which are then related to specific damage conditions of interest. This technology has been successfully applied in the aerospace and manufacturing industries and provides substantially improved performance for imaging surface and buried damage compared to conventional NDE methods. The team for this program is JENTEK, Chevron, Applus/RTD, SIG, and Tuboscope.
KW  - Acoustic detectors
KW  - Coatings
KW  - Corrosion
KW  - Damage detection
KW  - Pipe liners
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=236
UR  - https://trid.trb.org/view/1261590
ER  - 

TY  - ABST
AN  - 01493754
TI  - MWM-Array Detection & Characterization of Damage through Coatings and Insulation
AB  - The Performing Organization will deliver new capability for inspection from outside pipelines, without coating/insulation removal.  The goal is reliable/rapid imaging of external/internal corrosion, mechanical damage, and stress corrosion cracking (SCC).  With matching funds from Chevron, we will first adapt Meandering Winding Magnetometer (MWM)-Array technology for external damage, using high frequency methods.  This includes integrated field demonstrations within twenty-four months.  Solution for internal corrosion will transition later, using lower frequency methods.
KW  - Coatings
KW  - Field tests
KW  - Insulation systems
KW  - Loss and damage
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=235
UR  - https://trid.trb.org/view/1263047
ER  - 

TY  - ABST
AN  - 01493742
TI  - Improving Magnetic Flux Leakage In-Line Inspection Corrosion Sizing Using Phased Array Guided Ultrasonic Waves
AB  - The goal of this development is to improve corrosion anomaly depth sizing of magnetic flux leakage (MFL) tools by adding phased array Guided-Wave Ultrasonic (GWUT) inspection technology.
KW  - Corrosion
KW  - Fluxes
KW  - Inspection
KW  - Leakage
KW  - Phased arrays
KW  - Ultrasonic waves
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=232
UR  - https://trid.trb.org/view/1263031
ER  - 

TY  - ABST
AN  - 01493247
TI  - Enhanced Defect Detection and Sizing Accuracy Using Matrix Phased Array Ultrasonics Tools
AB  - The objectives of this research project are to: (1) develop a concept for Matrix Phased Array Ultrasonics probes/modules applicable for either outside or inside pipe inspection and carried by different inspection tools, platforms and systems; (2) define and optimize detection and sizing capabilities of the modules via modeling and simulation; (3) design and fabricate two probes/modules --one for outside and one for inside inspection; and (4) determine and demonstrate the detection and sizing performance of the probes/modules
KW  - Detection and identification technologies
KW  - Inspection
KW  - Modeling
KW  - Pipelines
KW  - Simulation
KW  - Sizing
KW  - Ultrasonic phased arrays
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=231
UR  - https://trid.trb.org/view/1262965
ER  - 

TY  - ABST
AN  - 01492612
TI  - Development of Tools to Estimate Actual Corrosion Growth Rates (Internal and External) of Gas Pipelines
AB  - Southwest Research Institute (SwRI) recently completed a Pipeline and Hazardous Materials Safety Administration (PHMSA) project on Modeling Reassessment Intervals and is conducting a PRCI project on Internal Corrosion and has identified the needs, consistent with the current PHMSA BAA, for developing guidelines for more reliably predicting field corrosion growth rates. The main objectives of the proposed work are: (1) Improving the current existing internal corrosion rate model for wet gas pipelines and further verifying the model using field corrosion growth rate data, (2) Developing a thin-film internal corrosion model to predict corrosion rates in dry gas pipelines with gas quality upsets, and verifying the model using field corrosion growth rate data, and (3) Using the existing external corrosion model to predict external corrosion rates with including the effect of CO2 permeation from soil into a disbonded region through a holiday and through the coating itself.
KW  - Carbon dioxide
KW  - Coatings
KW  - Corrosion
KW  - Gas pipelines
KW  - Growth rate
KW  - Guidelines
KW  - Permeability
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=230
UR  - https://trid.trb.org/view/1261855
ER  - 

TY  - ABST
AN  - 01492476
TI  - Development of a Commercial Model to Predict Stress Corrosion Cracking Growth Rates in Operating Pipelines
AB  - The objective of this proposed project is to develop a crack growth rate (CGR) model for pipeline operators to use to: a) Identify locations that should be given a high priority for assessment of stress corrosion cracking (SCC), and b) Determine the re-assessment and re-inspection intervals. The outcome of this project will be a tool to predict where SCC is most likely to occur, to prevent SCC failures, to ensure continued reliable pipeline operation, and to protect public safety.  This project will help to achieve the pipeline operators' goal of zero failures by SCC.
KW  - Crack growth rate
KW  - Cracking
KW  - Evaluation and assessment
KW  - Failure
KW  - Inspection
KW  - Pipelines
KW  - Stress corrosion
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=229
UR  - https://trid.trb.org/view/1261696
ER  - 

TY  - RPRT
AN  - 01115456
AU  - Department of Transportation
TI  - OIG Investigation - Alleged Cover-up of Operational Errors at DFW TRACON
PY  - 2008/04/18
SP  - 23p
AB  - This presents the U.S. Department of Transportation Office of Inspector General's investigative findings and recommendations stemming from whistleblower allegations that management officials at the Federal Aviation Administration's (FAA) Dallas-Fort Worth (DFW) Terminal Radar Approach Control (TRACON) facility "covered-up" air traffic controller operational errors and deviations by: (a) misclassifying them as pilot deviations or "non-events," and (b) failing to investigate and/or report suspected operational errors and deviations. The whistleblowers also expressed concern that DFW TRACON management's misclassification of operational errors/deviations may reflect an FAA-wide effort to keep the number of operational errors/deviations artificially low.
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Aviation safety
KW  - Dallas-Fort Worth International Airport
KW  - Human error
KW  - Operational errors
KW  - Reporting
KW  - Terminal radar approach control (TRACON)
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/OIG_Report-April_2008.pdf
UR  - https://trid.trb.org/view/874878
ER  - 

TY  - RPRT
AN  - 01100384
AU  - Department of Transportation
TI  - Air Traffic Control Modernization: FAA Faces Challenges in Managing Ongoing Projects, Sustaining Existing Facilities, and Introducing New Capabilities
PY  - 2008/04/14/Final Report
SP  - 74p
AB  - This report provides the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Federal Aviation Administration’s (FAA) major acquisitions. At the request of the Chairman and Ranking Member of the House Committee on Transportation and Infrastructure, OIG updated its May 2005 status report on FAA’s major acquisitions and examined how projects are impacted by plans for the Next Generation Air Transportation System (NextGen). OIG's objectives were to examine (1) overall trends affecting FAA’s Facilities and Equipment (F&E) or capital account, (2) recent changes in cost and schedule baselines of FAA’s major acquisition programs, and (3) the effect of NextGen plans on existing projects. OIG's review examined 18 projects valued at $17.5 billion in capital costs. These projects include developing new automated controller tools, acquiring new technologies to prevent accidents on runways and taxiways, and modernizing FAA facilities that manage large segments of airspace over the Atlantic and Pacific oceans. FAA’s modernization effort and plans for NextGen are central issues in the debate about how best to finance FAA as the current tax structure expires. While there is controversy about various financing mechanisms, there is almost universal agreement by stakeholders that significant change is needed to meet the anticipated demand for air travel.
KW  - Acquisitions
KW  - Air traffic control
KW  - Air traffic control facilities
KW  - Capital costs
KW  - Costs
KW  - Equipment
KW  - Modernization
KW  - Next Generation Air Transportation System
KW  - Program management
KW  - Programming (Planning)
KW  - Project management
KW  - Scheduling
KW  - Trend (Statistics)
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/WEB_ATC_Mod_4-14-08_Final.pdf
UR  - https://trid.trb.org/view/859502
ER  - 

TY  - RPRT
AN  - 01099620
AU  - Department of Homeland Security
TI  - Allision of the M/V COSCO BUSAN With the San Francisco-Oakland Bay Bridge
PY  - 2008/04
SP  - 56p
AB  - This report presents the results of the U.S. Department of Homeland Security Office of Inspector General's (OIG) review of the U.S. Coast Guard’s response to the November 7, 2007, allision of the M/V COSCO BUSAN with the San Francisco-Oakland Bay Bridge. OIG assessed: (1) the actions of the Coast Guard San Francisco Vessel Traffic Service operations center prior to the allision; (2) the performance of the Coast Guard’s pollution and marine casualty investigation; and (3) the Coast Guard’s response during the first 24 hours following the mishap. The Coast Guard’s actions prior to and for the first 24 hours following the allision were generally consistent with the policies and procedures in place for the San Francisco Sector at the time of the mishap. OIG determined, however, that the Coast Guard needs a national standard operating procedures doctrine for its Vessel Traffic Service program. Also, the guidelines for vessel movement during periods of restricted visibility need to be expanded and clarified
KW  - Allisions
KW  - Crash investigation
KW  - Performance
KW  - San Francisco-Oakland Bay Bridge
KW  - Standard operating procedures
KW  - United States Coast Guard
KW  - Vessel traffic control
KW  - Water traffic
KW  - Water transportation crashes
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_08-38_Apr08.pdf
UR  - https://trid.trb.org/view/855904
ER  - 

TY  - RPRT
AN  - 01099612
AU  - Federal Motor Carrier Safety Administration
AU  - Department of Transportation
TI  - Interim Report on NAFTA Cross-Border Trucking Demonstration Project
PY  - 2008/03/10
SP  - 21p
AB  - As part of an ongoing audit of the cross-border trucking demonstration project, initiated by the Department of Transportation on September 6, 2007, this report presents the interim results of the required review. Section 6901 of the U.S. Troop Readiness, Veterans’ Care, Katrina Recovery, and Iraq Accountability Appropriations Act, 2007 (the Act) requires the Office of Inspector General to provide interim and final reports on the demonstration project to Congress and the Secretary of Transportation. Its final report is due 60 days after the conclusion of the demonstration project. As required by the Act, the audit objectives were to determine whether: (1) the demonstration project consists of a representative and adequate sample of Mexico-domiciled carriers likely to engage in cross-border operations beyond the United States municipalities and commercial zones on the United States-Mexico border, (2) the Department has established sufficient mechanisms to determine whether the demonstration project is adversely affecting motor carrier safety, and (3) Federal and state monitoring and enforcement activities are sufficient to ensure that participants in the demonstration project are complying with all applicable laws and regulations.
KW  - Border regions
KW  - Demonstration projects
KW  - Driver monitoring
KW  - Law enforcement
KW  - Mexico
KW  - Motor carriers
KW  - North American Free Trade Agreement
KW  - Trucking
KW  - Trucking safety
KW  - United States
KW  - United States-Mexico Border
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Interim_NAFTA_Report_with_508.pdf
UR  - https://trid.trb.org/view/851787
ER  - 

TY  - RPRT
AN  - 01113377
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Actions Needed to Enhance Pipeline Security
PY  - 2008
SP  - 26p
AB  - The Nations pipeline infrastructure is a network of approximately 2 million miles of pipelines that move millions of gallons of hazardous liquids and billions of cubic feet of natural gas daily. Within the United States, there are about 2,200 natural gas pipeline operators and 300 hazardous liquids pipeline operators. DOTs Pipeline and Hazardous Materials Safety Administration (PHMSA) is responsible for overseeing the safety of the Nations pipeline system. The Transportation Security Administration (TSA) within DHS is responsible for securing the Nations transportation infrastructure, including pipelines. Safeguarding the Nations massive pipeline infrastructure from catastrophic events (i.e., terrorism or natural disasters) is a continuing challenge for DOT and DHS. In 2005, Hurricane Katrina devastated the Gulf Coast region and demonstrated the vulnerabilities of the Nations critical infrastructure. Loss of electrical power to pumping stations forced three major pipeline operators to shut down. This eliminated most fuel sources to the entire eastern seaboard and caused a vast array of economic disruptions, including hoarding and severe price spikes.
KW  - Freight security
KW  - Hazardous materials
KW  - Infrastructure
KW  - Liquids
KW  - Natural gas
KW  - Pipeline safety
KW  - Pipeline transportation
KW  - Pipelines
KW  - Security
UR  - https://trid.trb.org/view/872785
ER  - 

TY  - ABST
AN  - 01462735
TI  - Hazardous Materials Transportation Incident Data for Root Cause Analysis
AB  - Publicly reported incident data can conceivably be used for understanding the root causes of, or major contributors to, events involving a spill or release of hazardous material during or incidental to transportation. This understanding can be used by regulators and industry to prioritize areas for attention and to develop or improve safety recommendations, regulations, and programs focused on preventing or reducing the likelihood of future incidents. Complete, detailed, and accurate data are needed for analyses to be meaningful and reflect actual issues. The objectives of this research are to (1) develop a set of practical recommendations for methods to improve the availability and quality of hazardous materials transportation incident data, (2) identify gaps and redundancies in reporting requirements, and (3) provide an estimate of the under-reporting of serious incidents. The scope of this research includes all transportation modes covered by 49 CFR Parts 100-180. </font></span></div><div style="MARGIN: 0in 0in 0pt"><font size="3"></font></div><div style="MARGIN: 0in 0in 0pt"><strong><span style="FONT-SIZE: 12pt"><font color="#000000" size="3"></font></span></strong></div>
KW  - Data collection
KW  - Hazardous materials
KW  - Incident detection
KW  - Intermodal transportation
KW  - Policy
KW  - Research projects
KW  - Root cause analysis
KW  - Spills (Pollution)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1604
UR  - https://trid.trb.org/view/1230957
ER  - 

TY  - ABST
AN  - 01462733
TI  - Emerging Technologies Applicable to Hazardous Materials Transportation Safety and Security
AB  - Shipments of U.S. DOT-regulated hazardous materials may pose risks to the public if they are accidentally or intentionally released. The long-term safety record of these shipments is excellent, due in large part to the efforts of shippers, carriers, and receivers working closely with federal, state, and local agencies responsible for regulation, enforcement, and emergency response. Technological advances have been important in minimizing the occurrence and consequences of accidental releases by improving industry and government capabilities in areas such as shipment handling, packaging, monitoring, and emergency response. Ensuring that hazardous materials shipments are also secure from terrorist attacks and deliberate releases likewise requires the concerted efforts of government and industry aided by technology. The objectives of this project are to (1) develop a list of near-term (less than 5 years) and longer-term (5-10 years) technologies that are candidates for use in enhancing the safety and security of hazardous materials transportation, as applied by shippers, carriers, emergency responders, or government regulatory and enforcement agencies; (2) identify emerging technologies that hold the greatest promise of being introduced during these near- and longer-term spans; and (3) identify potential impediments to and opportunities for their development, deployment, and maintenance (e.g., technical, economic, legal, and institutional). This research will review generic technologies and will not evaluate specific name-brand products.  </font></div><div><br /></div>
KW  - Carriers
KW  - Emergency response time
KW  - Hazardous materials
KW  - Law enforcement
KW  - Policy
KW  - Safety and security
KW  - Shippers associations
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1606
UR  - https://trid.trb.org/view/1230955
ER  - 

TY  - ABST
AN  - 01462736
TI  - Hazardous Materials Commodity Flow Data and Analysis
AB  - Local and regional governments require information on the types, quantities, and locations of hazardous materials being transported through their jurisdictions to plan for effective and appropriate emergency response to incidents. Although the U.S. Department of Transportation (USDOT) provides a detailed handbook (<em>Guidance for Conducting Hazardous Materials Flow Surveys</em>, January 1995) for local governments to use in conducting highway commodity flow studies, local planners often do not have access to reliable and comprehensive data on the flow of hazardous materials within their jurisdictions. By and large, existing data sources are too broad, covering flows at the national level and to a limited extent the state level. More detailed data involving all modes of transportation are required by local and regional governments when making decisions about hazardous materials training and emergency response preparedness. The objective of this project is to produce an updated, user-friendly guidebook for conducting hazardous materials commodity flow surveys to support local risk assessment, emergency response preparedness, and resource allocation and to support analyses across jurisdictional boundaries. This guidebook should be targeted at transportation planning and operations staff at the local and regional levels, as well as local and regional personnel involved in hazardous materials training, and emergency response. All modes of transportation, all classes and divisions of hazardous materials, and the effects of seasonality on hazardous materials movements should be discussed. The guidebook should explain data collection methodologies to obtain hazardous materials data at the local level (from public and private sources) and identify methods that can be used by local and regional planners to identify and estimate hazardous materials flows in their jurisdictions. The hazardous materials data obtained through the methods discussed in the guidebook must be transparent and clearly understood by both novice and advanced users. The guidebook should explain how existing datasets can be used in isolation or can be combined with other datasets or statistical methods to estimate hazardous materials commodity flows at different levels of specificity. The guidebook produced as part of this project should include a resource guide to information related to hazardous materials commodity flows from existing local, state, and regional hazardous materials commodity flow surveys and related materials. In addition, the guidebook should propose a framework for developing and implementing a centralized directory/repository of local, state, and regional hazardous materials commodity flow surveys.</font></div><div><font size="3"> </font></div>
KW  - Commodity flow
KW  - Decision making
KW  - Disaster preparedness
KW  - Emergency management
KW  - Emergency response time
KW  - Hazardous materials
KW  - Spills (Pollution)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1603
UR  - https://trid.trb.org/view/1230958
ER  - 

TY  - RPRT
AN  - 01087755
AU  - Department of Homeland Security
TI  - Administration of the Federal Trucking Industry Security Grant Program
for FY 2004 and FY 2005
PY  - 2007/10
SP  - 22p
AB  - This report discusses the expenditures and procedures of the trucking security grant program which is under the auspices of the U.S. Department of Homeland Security.  The trucking industry security grants program finances Highway Watch(Registered).  Highway Watch, under the management of the American Trucking Association, trains transportation workers to recognize and report hazardous conditions, traffic accidents, criminal actions and security threats.
KW  - Crimes
KW  - Financing
KW  - Grant aid
KW  - Hazards
KW  - Highway safety
KW  - Highway Watch
KW  - Security
KW  - Threats
KW  - Traffic crashes
KW  - Training
KW  - Transportation workers
KW  - Trucking
KW  - U.S. Department of Homeland Security
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_08-08_Oct07.pdf
UR  - https://trid.trb.org/view/845824
ER  - 

TY  - RPRT
AN  - 01079273
AU  - Federal Highway Administration
AU  - Department of Transportation
TI  - Growth in Highway Construction and Maintenance Costs
PY  - 2007/09/26
SP  - 44p
AB  - The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), enacted in August 2005, provides $244.1 billion for highway and transit projects for fiscal year (FY) 2005 through FY 2009. Within a year of its enactment, dramatic cost increases led some state planners to cancel or delay highway projects due to insufficient funds. An April 2006 survey by the American Association of State Highway and Transportation Officials (AASHTO) confirmed this trend, with 42 states and the District of Columbia indicating that they were witnessing significant growth in the costs of their highway projects. This rapid cost escalation has significant implications for the funding levels needed in the next highway bill to maintain or expand highway construction nationwide. In September 2006, the House Committee on Transportation and Infrastructure requested that the Office of Inspector General (OIG) analyze the growth in highway project costs. Its objectives were to determine: (1) the extent of recent cost increases for highway construction and maintenance projects, (2) whether the cost increases are the product of transitory factors or indicative of longer term structural changes that need to be incorporated into future transportation funding plans, and (3) the degree to which the cost increases are subject to regional variations. Briefly, OIG found that highway construction and maintenance costs nationwide grew approximately three times faster from 2003 through 2006 than their fastest rate during any 3-year period between 1990 and 2003, substantially reducing the purchasing power of highway funds. These increases are largely the result of escalation in the costs of commodities used in highway projects, such as steel and asphalt, and reflect structural, not transitory, economic changes. Consequently, OIG expects these commodity costs to remain elevated, and possibly continue expanding, in the near term. Finally, OIG found that highway project cost growth varied across states due primarily to differences in costs of transporting commodity inputs. Continuing elevated highway construction costs will create a significant challenge for both Congress and the Administration as they consider, in the next highway bill, how best to maintain and improve the nation’s aging highway infrastructure. Higher construction costs have significantly reduced the purchasing power of current highway funding. The next highway bill may need to provide a significant increase in funding just to maintain, let alone exceed, the volumes of highway construction and maintenance undertaken prior to 2003.
KW  - Asphalt
KW  - Construction projects
KW  - Costs
KW  - Economic impacts
KW  - Financing
KW  - Highway maintenance
KW  - Highways
KW  - Regions
KW  - Road construction
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Steel
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Growth_in_Highway_Construction_and_Maintenance_Costs_Final.pdf
UR  - https://trid.trb.org/view/836900
ER  - 

TY  - RPRT
AN  - 01079324
AU  - Department of Transportation
TI  - FHWA Can Do More in the Short Term to Improve Oversight of Structurally
Deficient Bridges
PY  - 2007/09/20
SP  - 18p
AB  - This testimony covers the National Bridge Inspection Program, particularly the Federal Highway Administration’s (FHWA) oversight of structurally deficient bridges within the National Highway System. This hearing follows closely the collapse on August 1 of the Interstate 35W bridge in Minneapolis, which spanned the Mississippi River. Under the current National Bridge Inspection Program, the states, with oversight by FHWA, are responsible for inspecting bridges on public roads. The primary purpose is to identify and evaluate bridge deficiencies in order to ensure public safety. This testimony will aid in determining whether the current program delivers the highest level of bridge safety and, if not, how it can be improved. The testimony is based on work carried out by the U.S. Department of Transportation Office of Inspector General's (OIG's) audit and engineering staff concerning bridge safety over the past 3 years. OIG has also utilized the engineering expertise of the U.S. Army Corps of Engineers. In March 2006, OIG issued a report on FHWA’s oversight of load ratings and postings on structurally deficient bridges on the National Highway System. OIG has also performed audit work on other bridge issues, including bridges destroyed by Hurricane Katrina, the Zakim Bridge on Boston’s Central Artery/Tunnel Project, and the San Francisco–Oakland Bay Bridge. This testimony will discuss OIG's previous work dealing with structurally deficient bridges and make several observations regarding FHWA’s actions to address OIG's prior recommendations to improve its oversight of bridges. Specifically: (1) Federal oversight of bridge inspections and funding for bridge rehabilitation and replacement constitute significant challenges for the U.S. Department of Transportation (DOT). (2) FHWA needs to develop a data-driven, risk-based approach to bridge oversight to better identify and target those structurally deficient bridges most in need of attention. (3) Action can be taken now to strengthen the National Bridge Inspection Program and FHWA’s oversight.
KW  - Bridge replacement
KW  - Bridges
KW  - Data collection
KW  - Highway safety
KW  - Inspection
KW  - Minneapolis Bridge Collapse, 2007
KW  - Oversight
KW  - Rehabilitation (Maintenance)
KW  - Risk analysis
KW  - Risk management
KW  - Structural deterioration and defects
KW  - U.S. Federal Highway Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Senate_EPW_testimony_091707.pdf
UR  - https://trid.trb.org/view/836626
ER  - 

TY  - RPRT
AN  - 01076990
AU  - Department of Transportation
TI  - Review of Congressional Earmarks within Department of Transportation Programs
PY  - 2007/09/07
SP  - 35p
AB  - This report contains the results of the Office of Inspector General (OIG) review of congressional earmarks within Department of Transportation (DOT) programs, which OIG conducted in response to Congressional request. Specifically, Congress asked that OIG  conduct an independent analysis of the cost, oversight, and impact of congressional earmarks for the most recent fiscal year. OIG determined the total number and dollar amount of congressional earmarks within DOT programs for fiscal year 2006, the inclusion of earmarks in DOT’s annual planning and evaluation process, and the effects of earmarks on DOT’s mission and goals. The report provides OIG's analysis of selected programs within the Federal Highway Administration, the Federal Transit Administration, and the Federal Aviation Administration; these agencies accounted for 99 percent of the earmarks (both in number and dollar amount) in DOT for fiscal year 2006.
KW  - Costs
KW  - Earmarks
KW  - Economic impacts
KW  - Evaluation
KW  - Oversight
KW  - Strategic planning
KW  - U.S. Department of Transportation
KW  - U.S. Federal Aviation Administration
KW  - U.S. Federal Highway Administration
KW  - U.S. Federal Transit Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Congressial_Earmarks-_AV-2007-66----508_Compliant.pdf
UR  - https://trid.trb.org/view/836036
ER  - 

TY  - RPRT
AN  - 01380299
AU  - Department of Transportation
AU  - Federal Motor Carrier Safety Administration
TI  - Issues Pertaining To The Proposed NAFTA Cross-Border Trucking Demonstration Project
PY  - 2007/09/06
SP  - 48p
AB  - 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 the Federal Motor Carrier Safety Administration (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, 2007 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 OIG's 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 OIG's report and submit a report to Congress detailing such actions. OIG's audit objectives, based on Section 6901 provisions, were to determine whether FMCSA has: 1. established sufficient monitoring and enforcement mechanisms to ensure that Mexican motor carriers that are granted provisional operating authority comply with U.S. Federal motor carrier laws and regulations and requirements associated with the demonstration project. 2. complied with each of the requirements contained in Section 350(a) of the Department of Transportation and Related Agencies Appropriation Act, 2002 (FY 2002 Act). 3. established sufficient mechanisms to ensure that provisional operating authority is only granted to motor carriers domiciled in Mexico that can comply with U.S. Federal motor carrier laws and regulations and requirements associated with the demonstration project. OIG's review found that FMCSA has implemented significant initiatives to address Section 350 requirements and cross-border safety concerns. The established mechanisms for monitoring and enforcing U.S. safety rules and regulations, such as conducting truck inspections at the border and throughout the United States, continue to function. Despite these accomplishments, OIG identified three issues pertaining to the proposed demonstration project. The Secretary's report to Congress should at a minimum include actions being taken to: (1) ensure that sufficient plans are in place to carry out the Department's commitment to check every demonstration project truck every time it crosses the border into the United States, (2) ensure that state enforcement officials understand how to implement recent guidance on the demonstration project and that training initiatives filter down to roadside inspectors, and (3) address OIG's determination that FMCSA has implemented policies, rules, and regulations that differ slightly from the language in 3 of 34 specific Congressional requirements.
KW  - Border regions
KW  - Demonstration projects
KW  - Law enforcement
KW  - Laws
KW  - Monitoring
KW  - Motor carriers
KW  - North American Free Trade Agreement
KW  - Regulations
KW  - Trucking
KW  - Trucking safety
KW  - United States-Mexico Border
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/508_Compliant_Initial_NAFTA_FINAL_Report_090607.pdf
UR  - https://trid.trb.org/view/1147914
ER  - 

TY  - ABST
AN  - 01494449
TI  - Update of Weld Design, Testing, and Assessment Procedures for High Strength Pipelines
AB  - The objective of this research project are to provide: (1) guidelines on linepipe steel properties essential to specific designs; (2) guidelines and recommended practices for assessment of strength and toughness of weld metal and heat-affected zone (HAZ) regions that are essential to girth weld integrity; (3) develop and work toward codifying test procedures that are consistent with the requirements of the property specifications; (4) develop and validate assessment procedures that can take essential material property data and predict weld performance.
KW  - Design
KW  - Heat affected zone (Metals)
KW  - Pipelines
KW  - Strength of materials
KW  - Welds
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=225
UR  - https://trid.trb.org/view/1263523
ER  - 

TY  - ABST
AN  - 01492625
TI  - Development of Optimized Welding Solutions for X100 Linepipe Steel
AB  - The overall objective is to gain fundamental understanding of factors affecting weld properties and utilizing that understanding to guide the selection of welding processes and the development and qualification of welding procedures for the production of high quality welds in high strength X100 line pipe.  Weld quality will be considered in the context of productivity and other practical constraints.
KW  - High strength steel
KW  - Optimization
KW  - Pipelines
KW  - Quality control
KW  - Steel pipe
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=226
UR  - https://trid.trb.org/view/1261868
ER  - 

TY  - ABST
AN  - 01493746
TI  - Hybrid Laser Arc Welding (HLAW) System Development for Pipeline Construction
AB  - The objective of this program is to take lessons learned from the lab and input from industry sponsors to develop, test, and validate a "field ready" Hybrid Laser Arc Welding (HLAW) system for full circumferential girth welding of large diameter (NPS30 and above) high strength pipelines.
KW  - Construction
KW  - High strength
KW  - Hybrid Laser Arc Welding
KW  - Lasers
KW  - Pipelines
KW  - Welding
KW  - Welds
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=222
UR  - https://trid.trb.org/view/1263035
ER  - 

TY  - ABST
AN  - 01493743
TI  - Improving Joint Integrity and Assessment for Non-Metallic Materials
AB  - The objective of the proposed project is to expand an ongoing industry project to develop inspection technology for an automated butt fusion inspection instrument to a technology that will inspect any heat fusion or electro-fusion joint such as socket, saddle, elbow, tee, and service line joints.
KW  - Butt joints
KW  - Evaluation and assessment
KW  - Fusion
KW  - Inspection
KW  - Joints (Engineering)
KW  - Socket joint
KW  - Technology
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=217
UR  - https://trid.trb.org/view/1263032
ER  - 

TY  - ABST
AN  - 01493741
TI  - In-Situ Hydrogen Analysis in Weldments: Novel NDE for Weld Inspection
AB  - In this program, the Colorado School of Mines and the National Institute of Standards and Technology - Boulder will collaborate in the development of non-destructive technology for weld inspection, assessment, and repair in high strength pipeline steels and their weldments.  Advanced sensors will allow the pipe integrity to be frequently or continuously monitored to assure pipeline safety and environmental protection.  The research would be further advanced by the characterization of hydrogen in pipeline steel weldments.  The characterization of hydrogen content and behavior in high strength steel weldments is timely and important with the introduction of new higher strength steels (e.g. X100, which have higher susceptibility to hydrogen damage) in the pipeline industry.
KW  - High strength steel
KW  - Hydrogen
KW  - Inspection
KW  - Nondestructive tests
KW  - Sensors
KW  - Weldments
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=224
UR  - https://trid.trb.org/view/1263030
ER  - 

TY  - ABST
AN  - 01492464
TI  - Automated Laser Ultrasonic Testing (ALUT) of Hybrid Laser Arc Welds for Pipeline Construction
AB  - Girth welds in new pipeline construction have stringent inspection requirements to insure pipeline safety.  Current automated ultrasonic inspection testing systems are complex and are limited to post process application.  Laser ultrasonics is a noncontact technique that can perform ultrasonic measurements on hot, moving surfaces.  The goal of this project is to apply laser ultrasonics for monitoring the integrity of girth welds in real time, using a measurement sensor that is mounted in tandem with the weld head.  This project is consolidated with a parallel project on the development of hybrid laser arc welding for girth weld production.
KW  - Hybrid methods
KW  - Inspection
KW  - Lasers
KW  - Pipelines
KW  - Real time information
KW  - Ultrasonics
KW  - Welds
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=223
UR  - https://trid.trb.org/view/1261684
ER  - 

TY  - ABST
AN  - 01492457
TI  - Determine the Requirements for Existing Pipeline, Tank and Terminal Systems to Transport Ethanol without Cracking
AB  - The project aims to understand how fuel grade ethanol and other ethanol-rich products might be transported via pipelines.
KW  - Cracking
KW  - Ethanol
KW  - Petroleum terminals
KW  - Pipe flow
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=253
UR  - https://trid.trb.org/view/1261677
ER  - 

TY  - ABST
AN  - 01492484
TI  - Butt Fusion Joint Integrity and Evaluation of NDE Technologies
AB  - The program objective is to improve and/or validate the butt fusion process by developing  novel analytical solutions and new test approaches to ensure the safe long-term performance of polyethylene (PE) butt fusion joints. This will be accomplished through comprehensive testing and evaluation of combined effects of circumferential stresses and other in-service stresses acting on buried in-service PE joints. Additionally, the program will provide for an in-depth evaluation of the state-of-the-art nondestructive evaluation (NDE) technologies to determine the most suitable or most promising technology to apply or recommend for further development.
KW  - Butt joints
KW  - Fusion
KW  - Nondestructive tests
KW  - Pipelines
KW  - Polyethylene pipe
KW  - Stresses
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=221
UR  - https://trid.trb.org/view/1261704
ER  - 

TY  - ABST
AN  - 01494435
TI  - Validation of Assessment Methods for Production Scale Girth Welding of High Strength Pipelines with Multiple Pipe Sources
AB  - The goals of the proposed project are to: (1) test a large set of girth welds produced under realistic conditions by a state of the art high productivity gas metal arc welding (GMAW) system; (2) demonstrate the effect of material variability between pipes, between heats and between pipe manufacturers; and (3) validate current and proposed new weld defect assessment methods against the performance of a large set of welds made under field production conditions.
KW  - Defects
KW  - Evaluation and assessment
KW  - Field tests
KW  - Gas metal arc welding
KW  - High strength materials
KW  - Pipelines
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=220
UR  - https://trid.trb.org/view/1263509
ER  - 

TY  - ABST
AN  - 01493745
TI  - Hybrid Laser/GMAW of High Strength Steel Gas Transmission Pipelines
AB  - The project aims to develop innovative hybrid Yb-Fiber Laser and GMAW process and technologies for pipeline girth welding and to demonstrate the system under field conditions.  ID root pass welding with GMAW will be the baseline with external hybrid root pass welding techniques developed for variations of laser power and root face thickness since this combination has the greatest potential to meet existing pipeline integrity requirements and facilitate the use of new and existing Yb-Fiber Laser GMAW hot and  fill pass techniques.  Advanced automation will be used to improve and develop root and fill pass processes, and for attainment of mechanical property requirements. In a consortium project offered for match requirements via a Group Sponsor Project (GSP) that is about to start at Edison Welding Institute (EWI), an integrated LBW/GMAW system based on a commercial bug and track system will be built, and will be used in this project to develop hybrid LBW/GMAW parameters for girth welds in X100 pipe.
KW  - Fibers
KW  - Gas pipelines
KW  - High strength steel
KW  - Lasers
KW  - Mechanical properties
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=219
UR  - https://trid.trb.org/view/1263034
ER  - 

TY  - ABST
AN  - 01493744
TI  - Improved In-field Welding and Coating Protocols
AB  - The objective of this project is to reduce premature coating failures of in-field welded and coated pipeline sections/appurtenances. Gas Technology Institute/Edison Welding Institute (GTI/EWI) will survey/summarize current in-field welding/coating practices and interactions and develop protocols to improve welding-coating coordination. GTI/EWI and partners will weld and coat test sections using the existing and improved protocols and validate improvements with accelerated corrosion/coating tests. A set of clear/concise recommendations will be submitted for incorporation into consensus guides and recommended practices (NACE/SSPC/AWS/API/AGA).
KW  - Best practices
KW  - Coatings
KW  - Field tests
KW  - Guidelines
KW  - Pipelines
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=208
UR  - https://trid.trb.org/view/1263033
ER  - 

TY  - ABST
AN  - 01492453
TI  - Development of HAZ Hardness Limits for In-Service Welding
AB  - The objective of the proposed project is to develop heat-affected zone hardness acceptance criteria that can be used to evaluate welds during the qualification of procedures for welding onto in-service pipelines.
KW  - Acceptance tests
KW  - Hardness
KW  - Heat affected zone (Metals)
KW  - In-service evaluation
KW  - Pipelines
KW  - Welding
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=216
UR  - https://trid.trb.org/view/1261673
ER  - 

TY  - ABST
AN  - 01492386
TI  - Advanced Technologies and Methodology for Automated Ultrasonic Testing Systems Quantification
AB  - The overall objective of the program is to reduce the uncertainty of Automated Ultrasonic Testing (AUT) detection and sizing accuracy with the goal of dramatically improving the predicted reliability of pipelines in the early design stage. This will be accomplished by the following manner: 1) Develop a methodology for quantification of AUT systems, 2) Advance and quantify AUT systems image-capture capabilities, 3) Quantify the performance of multiple AUT systems and establish a guidance document, 4) Implement the quantification methodology in field tests and guidance document in Reliability Based Design and Assessment (RBDA) standards. The deliverables for this program will include a methodology to quantify imaging capabilities and AUT systems, probability of detection (POD) and sizing accuracy curves for multiple representative systems, guidance for AUT capabilities and ECA/strain based design approach applicability, and technical justification for modifications of the current requirements for AUT quantification trails demanded by the global practices of majors companies and codes.
KW  - Automation
KW  - Guidelines
KW  - Probability of detection (Pod)
KW  - Quantification
KW  - Reliability
KW  - Technological innovations
KW  - Ultrasonic tests
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=218
UR  - https://trid.trb.org/view/1261579
ER  - 

TY  - ABST
AN  - 01493805
TI  - Second Generation Models for Strain-Base Design
AB  - The objective of this project is to develop next generation tensile strain limit models and strain-based design procedures. This project is part of a Consolidated Program. See also Project No 200.
KW  - Design standards
KW  - Pipelines
KW  - Second generation
KW  - Tension
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=201
UR  - https://trid.trb.org/view/1263168
ER  - 

TY  - ABST
AN  - 01492383
TI  - Application of Non-destructive Evaluation Techniques in Pipeline Inspection
AB  - No summary provided.
KW  - Evaluation and assessment
KW  - Inspection
KW  - Nondestructive tests
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=260
UR  - https://trid.trb.org/view/1261576
ER  - 

TY  - RPRT
AN  - 01037661
AU  - Department of Transportation
TI  - Follow-Up Review: Performance Of U.S. Airlines In Implementing Selected Provisions Of The Airline Customer Service Commitment
PY  - 2006/11/21
SP  - 55p
AB  - This report provides the Department of Transportation Office of Inspector General's (OIG) analysis of the performance of 13 Air Transport Association (ATA) member airlines, along with two non-ATA airlines, in implementing selected provisions of the Airline Customer Service Commitment that have an immediate impact on passengers and the issues that derive from those provisions. Provisions selected for this review include notification of delays and cancellations, overbooking and denied boardings, frequent flyer programs, and accommodation for passengers with disabilities and special needs. OIG also reviewed how the Department of Transportation has used the additional resources Congress appropriated to oversee and enforce air travel consumer protection requirements. Based on the results of OIG's review, it is making a series of recommendations to the Department of Transportation to strengthen its oversight and enforcement of air traveler consumer protection rules.
KW  - Air Transport Association of America
KW  - Airline Customer Service Commitment
KW  - Airlines
KW  - Barrier free design
KW  - Consumer protection
KW  - Customer satisfaction
KW  - Customer service
KW  - Enforcement
KW  - Flight cancellations
KW  - Flight delays
KW  - Frequent flyer programs
KW  - Implementation
KW  - Involuntary denied boardings
KW  - Notification
KW  - Overbooking
KW  - Oversight
KW  - Passengers
KW  - Performance
KW  - Persons with disabilities
KW  - Recommendations
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/ACSfinal11-21signed.pdf
UR  - https://trid.trb.org/view/794409
ER  - 

TY  - RPRT
AN  - 01042444
AU  - Department of Transportation
TI  - DOT's FY 2007 Top Management Challenges
PY  - 2006/11/15
SP  - 68p
AB  - The Office of Inspector General (OIG) has identified 10 top management challenges for the Department of Transportation (DOT) for fiscal year (FY) 2007.   The challenges are as follows: (1) Defining, Developing, and Implementing Strategies To Improve Congested Conditions on the Nation’s Highways, Ports, Airways, and Borders; (2) FAA Reauthorization—Reaching Consensus on a Financing Mechanism To Fund FAA and Establishing Funding Requirements; (3) Responding to National Disasters and Emergencies—Assisting Citizens and Facilitating Transportation Infrastructure Reconstruction; (4) Strengthening Efforts To Save Lives by Improving Surface Safety Programs; (5) Aviation Safety—Performing Oversight That Effectively Utilizes Inspection Resources and Maintaining Aviation System Safety; (6) Making the Most of the Federal Resources That Sustain Surface Transportation Infrastructure Improvements by Continuing To Emphasize Project Oversight; (7) Achieving Reform of Intercity Passenger Rail; (8) Improving Acquisition and Contract Management To Reduce Costs and Eliminate Improper Payments; (9) Protecting, Monitoring, and Streamlining Information Technology Resources; and (10) Strengthening DOT’s Coordination of Research, Development, and Technology Activities and Funding.  The report describes and discusses each of the challenges.
KW  - Acquisition
KW  - Air transportation
KW  - Aviation safety
KW  - Border regions
KW  - Challenges
KW  - Congestion mitigation
KW  - Contract administration
KW  - Coordination
KW  - Cost reduction
KW  - Development
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Federal government
KW  - Financing
KW  - Ground transportation
KW  - Highways
KW  - Information technology
KW  - Infrastructure
KW  - Inspection
KW  - Intercity passenger rail
KW  - Maintenance
KW  - Management
KW  - Monitoring
KW  - Oversight
KW  - Ports
KW  - Protection
KW  - Reauthorization
KW  - Reconstruction
KW  - Research
KW  - Safety programs
KW  - Strategic planning
KW  - Technology
KW  - Traffic congestion
KW  - U.S. Department of Transportation
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Final_OIG_Top_Mngt_Challenges.pdf
UR  - https://trid.trb.org/view/798839
ER  - 

TY  - ABST
AN  - 01493811
TI  - Phase Sensitive Methods to Detect Cathodic Disbondment
AB  - The work is to develop a phase sensitive technology that could detect coating disbondment on steel pipe from above ground, thus locating potential corrosion failure points. The system would consist of two components, a stationary signal generator that is attached to a test point and a detector that is carried along the pipeline. Sinusoidal or pulse excitation signals may be used.  A wireless link between the generator and the detector provides accurate synchronization. An abrupt change of signal phase is expected at the disbondment.
KW  - Cathodic protection
KW  - Coatings
KW  - Corrosion
KW  - Disbondment
KW  - Steel pipe
KW  - Wireless communication systems
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=211
UR  - https://trid.trb.org/view/1263174
ER  - 

TY  - ABST
AN  - 01493757
TI  - Method for Qualification of Coatings Applied to Wet Surfaces
AB  - The development of a test methodology which addresses the application of rehabilitation and repair coatings on wet surfaces is proposed.  The method will encompass the extremes of wet surface coating application, namely a continuously wet and cold surface.
KW  - Coatings
KW  - Methodology
KW  - Qualifications
KW  - Rehabilitation (Maintenance)
KW  - Surfaces
KW  - Wetting
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=210
UR  - https://trid.trb.org/view/1263050
ER  - 

TY  - ABST
AN  - 01493244
TI  - Effect of Surface Preparation on Residual Stress in Multi-layer and Other Pipeline Coatings
AB  - The aim of the proposed work is to improve the performance of multi-layer coatings through an understanding of the factors that affect the level of residual stress in the coating and the consequences for coating disbondment.  This improved understanding is expected to (1) lead to the identification of improved methodologies for surface preparation and coating application, (2) enable the evaluation of construction or in-service damage on the long-term integrity of the pipeline and, consequently, (3) result in a greater acceptance by the North American pipeline industry for the use of these inherently safer, advanced coating systems .
KW  - Coatings
KW  - Disbondment
KW  - Evaluation and assessment
KW  - Methodology
KW  - Residual stress
KW  - Surface preparation
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=212
UR  - https://trid.trb.org/view/1262962
ER  - 

TY  - ABST
AN  - 01493240
TI  - External Pipeline Coating Integrity
AB  - The project intends to systematically investigate the root-cause for coating disbondment and to optimize material properties and coating thicknesses for coating integrity via the following specific steps: (1) study of effect of surface preparation, cleanliness, anchor profile on initial coating adhesion and adhesion degradation rate; (2) measurement, analysis, and modeling of the built-in residual stresses of multi-layer coatings; and (3) prediction of coating disbondment and recommendation of approaches for preparation of a new generation of multi-layer pipeline coatings.
KW  - Adhesion
KW  - Coatings
KW  - Degradation failures
KW  - Integrity
KW  - Material properties
KW  - Recommendations
KW  - Residual stress
KW  - Surface preparation
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=206
UR  - https://trid.trb.org/view/1262958
ER  - 

TY  - ABST
AN  - 01492724
TI  - Dissecting Coating Disbondments
AB  - An examination of numerous coated pipeline segments is proposed, with characterization of the properties and microstructural features of both disbonded and well bonded regions on each segment received.  The intent of the project is to answer a simple question that nobody in the industry can truthfully answer: what really causes a pipeline coating to disbond and fail?
KW  - Bonds
KW  - Coatings
KW  - Disbondment
KW  - Failure
KW  - Microstructure
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=209
UR  - https://trid.trb.org/view/1262016
ER  - 

TY  - ABST
AN  - 01492465
TI  - Augmenting MFL Tools with Sensors that Assess Coating Condition
AB  - External coatings are routinely used to protect transmission pipelines from corrosion; however, coatings may degrade or disbond over time enabling corrosion to occur.  Transmission pipeline operators often use magnetic flux leakage (MFL) in-line inspection tools to detect metal loss corrosion defects.  Rather than finding the cause of a problem, failure of the coating within a corrosive environment, MFL corrosion surveys only find the result of the problem, corrosion defects that may permanently alter the pressure carrying capacity of the pipeline.  Stress corrosion cracking (SCC) can be detected using in-line inspection technology, but the availability of tools is limited and the cost of inspection is high compared to MFL inspection.  SCC almost always occurs at disbonds - direct coating assessment could indicate future problems that could degrade the serviceability of the pipeline. The objective this work is to develop new sensors to detect external coating disbondment that could work with currently available in-line inspection tools for minimal additional cost to perform the inspection.  As part of this work, the capability of this sensor will be demonstrated at an in-line inspection vendor facility.  The value of a successful outcome of this project would be the ability to use a single MFL in-line inspection run to detect and size corrosion locations and assess coating condition for the entire pipeline.
KW  - Corrosion
KW  - Leakage
KW  - Leakage flux
KW  - Magnetic detectors
KW  - Pipelines
KW  - Sensors
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=207
UR  - https://trid.trb.org/view/1261685
ER  - 

TY  - ABST
AN  - 01493738
TI  - Investigate Fundamentals and Performance Improvements of Current In-Line Inspection Technologies for Mechanical Damage Detection
AB  - This project will be an evaluation of existing in-line inspection tools for detecting, discriminating, and characterizing mechanical damage. The main benefit is to help industry manage the threat of delayed mechanical damage and document the relative value of existing technology versus additional technology, such as the proposed dual field technique, in characterizing mechanical damage and discriminating defects from benign anomalies.
KW  - Anomaly detection
KW  - Defects
KW  - Detectors
KW  - Inspection
KW  - Mechanical properties
KW  - Performance
KW  - Technological innovations
KW  - Tolerances (Engineering)
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=204
UR  - https://trid.trb.org/view/1263027
ER  - 

TY  - ABST
AN  - 01492473
TI  - Development of Dual Field MFL Inspection Technology to Detect Mechanical Damage
AB  - The work proposed here will establish the capability of the dual magnetic field Magnetic Flux Leakage (MFL) technology to detect mechanical damage and discriminate between critical and benign anomalies.  This project will entail building a dual magnetization MFL tool and testing in an operating pipeline.
KW  - Anomalies
KW  - Damage detection
KW  - Inspection
KW  - Leakage flux
KW  - Magnetic detectors
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=203
UR  - https://trid.trb.org/view/1261693
ER  - 

TY  - RPRT
AN  - 01033733
AU  - Department of Transportation
TI  - Lower Manhattan Reconstruction: Lessons Learned from Large Transportation Projects
PY  - 2006/07/13
SP  - 19p
AB  - This is the statement of Todd J. Zinser, Acting Inspector General, U.S. Department of Transportation before the Committee on Homeland Security, Subcommittee on Management, Integration, and Oversight, U.S. House of Representatives regarding the importance of vigorous oversight of major transportation projects like those underway in the reconstruction of Lower Manhattan. The terrorist attacks of September 11, 2001 caused unprecedented damage to New York City’s transportation infrastructure, including the Port Authority Trans-Hudson (PATH) terminal and the Route 9A (West Street) highway near the World Trade Center site. The destruction caused by these attacks is a tragic reminder of the importance of transportation systems in our everyday lives and why these systems remain prime targets to terrorists. The testimony today will address important lessons learned from the U.S. Department of Transportation Office of Inspector General's (DOTOIG) work on federally funded transportation projects across the country that should be applied, and in some cases are already being applied, to the reconstruction of Lower Manhattan. Primarily, the audit work at the Office of Inspector General (OIG) has focused on mega-projects, that is, those infrastructure projects costing more than $1 billion, while the criminal and civil fraud investigations have focused on highway, transit, and airport projects where there are indications of fraud regardless of the size of the project. Based on this body of work, DOTOIG believes that certain sound investigative, management, and oversight practices should be considered wherever major transportation construction may be undertaken. This seems especially important in the reconstruction of Lower Manhattan. With the loss of life and with such significant parts of the transportation system destroyed at the hands of terrorists, we should do all we can to ensure that the residents of New York and the American taxpayers get the most from the Federal funding being invested and that these projects are free of fraud. Accordingly, an OIG Lower Manhattan Transportation Oversight Team has been established to support oversight of Lower Manhattan projects. Although it is  a relatively small OIG with limited resources, compared to the approximately $55 billion that the U.S. Department of Transportation (DOT) spends annually, resources and expertise from work on Boston’s $14.6 billion Central Artery/Tunnel Project, which is nearly complete, are now able to be redeployed.
KW  - Airports
KW  - Federal aid
KW  - Financing
KW  - Fraud
KW  - Highways
KW  - Infrastructure
KW  - Investments
KW  - Lessons learned
KW  - Lower Manhattan (New York, New York)
KW  - Megaprojects
KW  - Oversight
KW  - Passenger terminals
KW  - Port Authority Trans-Hudson Corporation
KW  - Project management
KW  - Public transit
KW  - Reconstruction
KW  - Terrorist attacks of September 11, 2001
KW  - Transportation projects
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/cc2006056.pdf
UR  - https://trid.trb.org/view/789799
ER  - 

TY  - RPRT
AN  - 01036415
AU  - Department of Homeland Security
TI  - Additional Guidance and Security Controls Are Needed Over Systems Using RFID at DHS (Redacted)
PY  - 2006/07
SP  - 19p
AB  - The Department of Homeland Security Office of Inspector General (OIG) audited the Department of Homeland Security (DHS) and its organizational components to evaluate the effectiveness of controls implemented or planned on systems using Radio Frequency Identification (RFID) technology. Further, for systems utilizing RFID technology that were in the planning stages, OIG determined whether security controls were adequately addressed during the system development process. RFID is a wireless technology that stores and retrieves data remotely from devices. Systems employing RFID technology include tags and readers on the front end and applications and databases on the back end. The technology allows sensitive information to be read and written to tags and for numerous tags to be scanned simultaneously from a distance. The flexibility and portability of RFID technology and devices, as well as the information that resides on the tags, increase the need for security and privacy controls. OIG performed its audit at four DHS organizational components: Science and Technology (S&T), Transportation Security Administration (TSA), U.S. Customs and Border Protection (CBP), and U.S. Visitor and Immigrant Status Indicator Technology (US-VISIT) Program. OIG's results were summarized in separate reports with findings and recommendations issued to CBP, TSA, and US-VISIT. No report was issued to S&T as its efforts in RFID involved only systems in the early stages of development. CBP, TSA, and US-VISIT have implemented effective physical security controls over RFID tags, readers, computer equipment, and databases supporting the RFID systems at the sites visited. No personal information is stored on the tags. Sensitive information is maintained in and can be obtained only with access to the system’s database. Additional security controls would be required if any component decides to store sensitive or personal information on RFID tags or migrates to universally readable Generation 2 (Gen2) products. Overall, good physical security controls exist on the RFID systems OIG audited. However, there remain other concerns that should be addressed to help improve system security. DHS needs to develop policy and procedures regarding RFID technology, incorporating security planning while in system development, and strengthen database security controls. These security-related concerns, if not addressed, increase the potential for unauthorized access to DHS resources and data. The DHS Chief Information Officer (CIO) has not developed department-wide policies and guidance regarding the management and protection of RFID systems. Further, none of the four components reviewed has developed its own RFID policies in order to protect their RFID systems. In addition, operating procedures for RFID systems at CBP and US-VISIT, including physical security of unused tags and proper destruction of damaged tags, were either incomplete or not followed consistently. CBP, TSA, and US-VISIT need to determine whether the necessary database security controls are being implemented in their RFID systems. OIG's vulnerability assessments of two CBP systems (Global Enrollment System (GES) and Free and Secure Trade (FAST)) as well as US-VISIT’s Automated Identification Management System (AIDMS) identified security concerns with user account and password management, user access permissions, and auditing. In addition, system configuration weaknesses exist with TSA’s weapons management system, and finally, the systems at CBP and TSA lacked accreditation. OIG identified similar issues in other DHS components’ database systems in its December 2005 report, Security Weaknesses Increase Risk to Critical DHS Databases. Processes need to be put in place at the department level to ensure that database security concerns at all DHS components are addressed and mitigated.
KW  - Accreditation
KW  - Auditing
KW  - Control strategies
KW  - Effectiveness
KW  - Guidance
KW  - Management systems
KW  - Physical security
KW  - Planning
KW  - Policy
KW  - Privacy
KW  - Radio frequency identification
KW  - Risk assessment
KW  - Security
KW  - System configuration
KW  - U.S. Customs and Border Protection
KW  - U.S. Department of Homeland Security
KW  - U.S. Transportation Security Administration
KW  - U.S. Visitor and Immigrant Status Indicator Technology
KW  - User access
KW  - User accounts (Computer systems)
KW  - User passwords (Computer systems)
KW  - Weapons
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIGr_06-53_Jul06.pdf
UR  - https://trid.trb.org/view/790713
ER  - 

TY  - RPRT
AN  - 01036412
AU  - Department of Homeland Security
TI  - Annual Review of Mission Performance: United States Coast Guard (FY 2005)
PY  - 2006/07
SP  - 36p
AB  - This report presents the annual review of the U.S. Coast Guard's mission performance and resource hours, as required by the Homeland Security Act of 2002, Public Law 107-296, November 25, 2002.  It is based on interviews with employees and officials of relevant agencies and institutions, direct observations, and a review of applicable documents.  To address the Act's requirements, the Department of Homeland Security Office of Inspector General reviewed the Coast Guard resource hours used to perform the various homeland security and non-homeland security missions, as well as performance goals and results, from FY 2001 through FY 2005.
KW  - Annual reviews
KW  - Mission
KW  - National security
KW  - Performance
KW  - Security
KW  - Strategic planning
KW  - United States
KW  - United States Coast Guard
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_06-50_Jul06.pdf
UR  - https://trid.trb.org/view/790657
ER  - 

TY  - ABST
AN  - 01494439
TI  - Ultra-Low Frequency Pipe and Joint Imaging System
AB  - The primary objective of the proposed project is to develop, test and independently assess the commercial viability of a pre-commercial pipe and joint imaging system. Through this project, this product will be further developed, tested and demonstrated to prospective commercial partners that it can locate pipes and cast iron joints in all types of soils, including some of the most difficult soils for imaging; clay soils. As an added feature, this product will locate with accuracy both the horizontal AND vertical position of the pipe or underground facility and it will distinguish pipes from other underground clutter in dense environments that are typical of suburban or urban areas.
KW  - Cast iron
KW  - Clay soils
KW  - Imaging systems
KW  - Joints (Engineering)
KW  - Low frequency
KW  - Pipe
KW  - Pipe joints
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=198
UR  - https://trid.trb.org/view/1263513
ER  - 

TY  - ABST
AN  - 01494437
TI  - Validation and Documentation of Tensile Strain Limit Design Models for Pipelines
AB  - The project objectives can be summarized as follows: (1) Obtain high quality experimental data to allow the effects of the most important parameters on the tensile strain capacity of pressurized pipes to be determined; (2) Using the experimental data, and building on previous work, determine the accuracy of existing models (FEA and other engineering models) to predict full-scale results, make initial modifications to improve model accuracy and identify requirements for next generation model developments; (3) Prepare initial recommended procedures, for design and material testing, for establishing project-specific, tensile strain limits for pipelines designed using strain-based design methods; and (4) Develop next generation tensile strain limit models and strain-based design procedures. This project is part of a Consolidated Program. See also Project No 201. Outside testing will be performed by NIST. See Project No 205.
KW  - Design
KW  - Documentation
KW  - Finite element method
KW  - Materials tests
KW  - Pipe
KW  - Prototype tests
KW  - Tension
KW  - Validation
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=200
UR  - https://trid.trb.org/view/1263511
ER  - 

TY  - ABST
AN  - 01493748
TI  - Guidelines for the Identification of SCC Sites and the Estimation of Re-Inspection Intervals for SCCDA
AB  - Pipeline Research Council International (PRCI) will develop a set of quantitative guidelines for predicting where and when SCC might be an integrity threat for gas and liquid hydrocarbon pipelines.  These guidelines would complement other methodologies, such as the NACE RP0204, ASME B31.8S, and the CEPA Recommended Practices.  These guidelines are aimed at improving the industry's ability to locate SCC in the field where the in-ditch protocols detailed in NACE RP0204 would be followed.  In addition, the quantitative nature of the proposed guidelines would allow more-informed estimation of the re-inspection interval for repeat DA procedures.
KW  - Best practices
KW  - Gas pipelines
KW  - Guidelines
KW  - Inspection
KW  - Petroleum pipelines
KW  - Pipelines by product carried
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=199
UR  - https://trid.trb.org/view/1263037
ER  - 

TY  - ABST
AN  - 01493807
TI  - Plastic Pipe Failure, Risk, and Threat Analysis
AB  - The primary objective of the proposed research is to determine the failure risks and threats to plastic gas pipes by conducting failure analyses including a root-cause analysis to identify defects that lead to failure initiation and growth and prioritizing the risks and threats using risk assessment techniques and to identify an inspection technology to mitigate plastic pipe failures, risks and threats.
KW  - Failure
KW  - Pipe
KW  - Plastic pipe
KW  - Risk assessment
KW  - Threats
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=194
UR  - https://trid.trb.org/view/1263170
ER  - 

TY  - RPRT
AN  - 01029508
AU  - Department of Homeland Security
TI  - CBP’s Trusted Traveler Systems Using RFID Technology Require Enhanced Security (Redacted)
PY  - 2006/05
SP  - 33p
AB  - The Department of Homeland Security (DHS) Office of Inspector General (OIG) audited DHS and select organizational components’ security programs to evaluate the effectiveness of controls implemented on Radio Frequency Identification (RFID) systems. Systems employing RFID technology include tags and readers on the front end and applications and databases on the back end. RFID is a wireless technology that stores and retrieves data remotely from devices. The technology allows sensitive information to be read and written to tags and for numerous tags to be scanned simultaneously from a distance. The flexibility and portability of RFID technology and devices, as well as the information that resides on the tags, increase the need for security and privacy controls. OIG's objective was to determine whether U.S. Customs and Border Protection (CBP) has implemented effective controls to protect critical data processed by its trusted traveler systems. To address this objective OIG: (1) interviewed personnel at CBP’s National Data Center; (2) reviewed applicable DHS and CBP policies and procedures; (3) conducted vulnerability assessments of the databases that collect and process information; and (4) evaluated the effectiveness of physical security and assessed the security controls over the RFID readers and RFID-enabled cards and transponders at selected ports of entry (POEs) in Detroit, MI; Blaine, WA; El Paso, TX; and Nogales, AZ. CBP has implemented effective physical security controls over the RFID tags, readers, computer equipment, and databases supporting the RFID systems at the POEs visited. No personal information is stored on the tags used for CBP. Traveler’s personal information is maintained in and can be obtained only with access to the system’s database. Additional security controls would be required if CBP decides to store travelers’ personal information on RFID tags or migrates to universally readable Generation 2 (Gen2) products. However, CBP has not developed adequate policies and procedures to ensure that security controls are implemented consistently by all POEs to protect its trusted traveler systems. In addition, CBP has not implemented the necessary controls on the system’s back end to ensure that the data captured and stored for the trusted traveler programs are properly protected. In addition, OIG determined that CBP did not ensure that its trusted traveler systems fully comply with all Federal Information Security Management Act (FISMA) requirements. For example, the systems reviewed did not have a valid authority to operate, interconnection security and user agreements were not reviewed annually, and security reviews of contractor facilities were not performed. For the systems utilizing RFID technology, OIG is recommending that the CBP Commissioner direct its Chief Information Officer (CIO) to: (1) Develop and implement procedures to strengthen user account and password management processes relating to the trusted traveler systems. Procedures should include periodic vulnerability assessments and reviews of all user access. (2) Ensure that all vulnerabilities identified for which risks have not been assumed be remedied. (3) Develop and implement policy and procedures that address security controls over all components of an RFID system. (4) Ensure that audit trails are reviewed, documented, and maintained on a regular basis. (5) Ensure that all FISMA requirements are implemented, including certification and accreditation.
KW  - Accreditation
KW  - Auditing
KW  - Blaine (Washington)
KW  - Certification
KW  - Computer security
KW  - Computers
KW  - Data collection
KW  - Databases
KW  - Detroit (Michigan)
KW  - El Paso (Texas)
KW  - Federal Information Security Management Act of 2002
KW  - Implementation
KW  - Information processing
KW  - Information security
KW  - Nogales (Arizona)
KW  - Personal security
KW  - Policy
KW  - Ports of entry
KW  - Procedures
KW  - Radio frequency
KW  - Radio frequency identification
KW  - Risk assessment
KW  - Security
KW  - Security controls
KW  - Technology
KW  - Trusted traveler
KW  - U.S. Customs and Border Protection
KW  - User accounts (Computer systems)
KW  - User passwords (Computer systems)
KW  - Vulnerability assessments
UR  - http://thetbwg.org/downloads/CBPS_Trusted_Traveler_System.pdf
UR  - https://trid.trb.org/view/786427
ER  - 

TY  - RPRT
AN  - 01029266
AU  - Department of Homeland Security
TI  - Review of the Transportation Security Administration (TSA) Collection of Aviation Security Service Fees
PY  - 2006/05
SP  - 60p
AB  - The Aviation and Transportation Security Act (ATSA), Public Law 107-71, established passenger and air carrier security fees to reimburse Transportation Security Administration (TSA) for its costs of providing air passenger and property security services at the nation’s airports. ATSA required TSA to impose a uniform passenger civil aviation security service fee (passenger security fee) on passengers of domestic and foreign air carriers whose flights originated in the United States. ATSA also allowed TSA to impose an Aviation Security Infrastructure Fee (ASIF) on air carriers. During fiscal year (FY) 2004, TSA collected $1.6 billion in passenger security fees and $283 million in ASIF. The Department of Homeland Security Office of Inspector General  (OIG) evaluated TSA monitoring controls and oversight of passenger security fees to determine if the air carriers adequately identified, collected, and remitted these fees to TSA. At the request of TSA, it also evaluated CY 2000 passenger and property screening expenses reported by air carriers to determine the accuracy of the costs reported and if the costing methodologies used by these air carriers provided a fair and reasonable basis for computing the air carriers’ ASIF costs to TSA. For passenger security fees, TSA had not developed adequate controls and had not conducted audits to oversee the accuracy of the air carriers’ collection and remittance practices until late 2004. As a result, TSA did not know that the three air carriers reviewed did not identify, collect, and remit $2.7 million in fees for the period covered during the audit. OIG recommends that TSA (i) collect the $2.7 million in unpaid fee amounts identified in this report and validate that all air carriers not covered by this audit have accurately collected and remitted all passenger security fees, (ii) increase the number of annual audits, and (iii) enforce its interim final rule on future tickets. For the CY 2000 passenger and property screening expenses, serious problems existed with data accuracy, integrity, and reliability. Based on OIG's audit work, it estimates that unremitted ASIF amounts from program inception to March 2005, including the air carrier disputed footnoted $9.2 million in Appendix A, totaled approximately $49 million. During its audit, the Government Accountability Office (GAO), as mandated by the 2005 Homeland Security Appropriation Act, initiated a review to evaluate the overall reasonableness of the $319 million  ASIF funds used by TSA as the maximum reimbursement from the air carriers. GAO's  report  estimated that ASIF collections should be between $425 million and $471 million. TSA agreed to consider GAO’s analysis and estimates in determining the limitation on aggregate air carrier security infrastructure fees. OIG is recommending that TSA (i) resolve outstanding issues raised by the air carriers or otherwise referenced in this report; (ii) determine a fair and reasonable aggregate ASIF amount based on the resolution of outstanding air carrier issues, the results of this audit, and GAO’s analyses and estimates, and collect fees where applicable; (iii) establish guidelines to determine the per air carrier ASIF amount; and (iv) initiate enforcement actions against air carriers that fail to remit the ASIF amounts mandated by ATSA.
KW  - Accuracy
KW  - Airlines
KW  - Auditing
KW  - Aviation and Transportation Security Act
KW  - Aviation Security Infrastructure Fee
KW  - Baggage screening
KW  - Civil aviation
KW  - Costs
KW  - Data quality
KW  - Enforcement
KW  - Expenses
KW  - Fees
KW  - Monitoring
KW  - Oversight
KW  - Passenger security
KW  - Reliability
KW  - Revenue collection
KW  - Security
KW  - Security service fees
KW  - U.S. Transportation Security Administration
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_06-35_May06.pdf
UR  - https://trid.trb.org/view/784513
ER  - 

TY  - RPRT
AN  - 01026318
AU  - Department of Transportation
AU  - Federal Aviation Administration
TI  - FAA Telecommunications Infrastructure Program: FAA Needs To Take Steps To Improve Management Controls And Reduce Schedule Risks
PY  - 2006/04/27
SP  - 35p
AB  - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Aviation Administration’s (FAA) Telecommunications Infrastructure (FTI) program. The purpose of the FTI program is to replace seven existing FAA-owned and -leased telecommunications networks with a single network that would cost less to operate. However, expected benefits from reducing operating costs are eroding because of schedule problems. FAA officials recognize these problems and told us that they are committed to taking steps to get FTI back on track. The largest and costliest network to be replaced by FTI is the Leased Interfacility National Airspace System Communications System (LINCS), operated formerly by MCI WorldCom but now by Verizon. FTI is considered a mission-critical program because its network will carry the National Airspace System’s (NAS) telecommunication services (e.g., voice and radar) for air traffic control operations. These services are currently carried on the LINCS network. When completed, FTI will consist of about 25,000 telecommunications services at over 4,400 FAA sites. OIG's audit objectives were to (1) identify the key program risks that could affect program costs and schedule projections and (2) determine whether FAA can transition to FTI within revised estimated cost and schedule baselines. Briefly, results of the audit indicate that FTI is a high-risk and schedule-driven program that is unlikely to meet its December 2007 revised completion date. FTI is not likely to be completed on time because the FAA's Joint Resources Council (JRC) did not direct the Program Office to develop a detailed realistic master schedule or an effective transition plan identifying when each site and service will be accepted, when services will be cut over to FTI, and when existing (legacy) services will be disconnected. Until FAA develops a realistic schedule and effective transition plan, it will be difficult to hold the FTI contractor accountable or determine when the FTI transition will be completed. As presented to the JRC, the FTI Program Office’s plan only focused on completing “site acceptance,” which is primarily the installation of FTI equipment. However, three other critical steps are required to transition FTI services into the NAS and begin achieving cost savings. While focusing on site acceptance, FAA only disconnected about 3 percent of the legacy circuits by the end of fiscal year (FY) 2005 and accumulated a large backlog of uncompleted work. As a result, the benefits that FAA expected to achieve by reducing its operations costs are eroding while the risk of not being completed on time is increasing.
KW  - Air traffic control
KW  - Auditing
KW  - Baseline data
KW  - Benefits
KW  - Cost estimating
KW  - Cost savings
KW  - Costs
KW  - Equipment
KW  - Federal Aviation Administration Joint Resources Council
KW  - Forecasting
KW  - Infrastructure
KW  - Installation
KW  - Leased Interfacility National Airspace System Communications System
KW  - Management
KW  - Master plans
KW  - National Airspace System
KW  - Operating costs
KW  - Oversight
KW  - Project management
KW  - Risk management
KW  - Schedules and scheduling
KW  - Telecommunications
KW  - U.S. Federal Aviation Administration
KW  - Verizon
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/av2006047.pdf
UR  - https://trid.trb.org/view/782969
ER  - 

TY  - ABST
AN  - 01573226
TI  - Enhancing Direct Assessment with Remote Inspection through Coatings and Buried Regions
AB  - The objective of the proposed program is to extend electro-magnetic acoustic transducer (EMAT) technology to address two areas of direct assessment and inspection of installed pipelines.  One area is the full body inspection of tar coated pipelines for corrosion damage with a minimum of excavation.  The other is the measurement of residual stress and plastic strain in pipelines that have been bent or otherwise displaced by movement of the surrounding earth or instability in the soil under pipe supports.  Particular emphasis will be placed on non-piggable lines and the use of instrumentation that is suitable for field operation by inspection service providers. This technology was demonstrated after the Prudhoe Bay incident in 2006 where axially oriented electromagnetic acoustic transducer technology was trial tested to detect greater than 30% wall loss from 20 inches away from the pipe support collar.
KW  - Coatings
KW  - Corrosion
KW  - Instrumentation
KW  - Pipelines
KW  - Remote sensing
KW  - Residual stress
KW  - Strain (Mechanics)
KW  - Underground structures
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=191
UR  - https://trid.trb.org/view/1365876
ER  - 

TY  - ABST
AN  - 01493760
TI  - Long Term Monitoring of Cased Pipelines Using Long-Range Guided-Wave Technique
AB  - The proposed project will validate the effectiveness of the magnetostrictive sensor (MsS)-based guided-wave technique for long-term structural health monitoring (SHM) of ""cased lines"" at road crossings for External Corrosion Direct Assessment (ECDA) and Internal Corrosion Direct Assessment (ICDA).  The technical objectives of the proposed work are to: (1) develop the capability of defect characterization and long-term condition monitoring of the cased-section of pipelines at road crossings using the long-range guided-wave inspection; and (2) evaluate and validate the capability in the field.
KW  - Corrosion
KW  - Evaluation and assessment
KW  - Inspection
KW  - Long range ultrasound
KW  - Monitoring
KW  - Structural health monitoring
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=197
UR  - https://trid.trb.org/view/1263053
ER  - 

TY  - ABST
AN  - 01493739
TI  - Internal Corrosion Direct Assessment Detection of Water
AB  - The objective of this project is to develop a method to use with internal corrosion direct assessment (ICDA) to detect water in non-piggable lines. This method will be low cost and will entail introduction of small, wireless sensors capable of detecting water inside pipelines that flow with the gas stream.
KW  - Corrosion
KW  - Detectors
KW  - Evaluation and assessment
KW  - Internal corrosion (Pipelines)
KW  - Natural gas pipelines
KW  - Pipelines
KW  - Water
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=192
UR  - https://trid.trb.org/view/1263028
ER  - 

TY  - ABST
AN  - 01492721
TI  - ECDA for Unique Threats to Underground Pipelines
AB  - There are two primary objectives of the proposed research: The first objective of the proposed research is to complement External Corrosion Direct Assessment (ECDA) protocol by including assessment of threats posed by alternating current and excessive cathodic protection. The second objective of the proposed research is to establish the limitations to applicability to the ECDA indirect assessment techniques under stray current conditions.
KW  - Alternating current
KW  - Cathodic protection
KW  - Corrosion
KW  - Evaluation and assessment
KW  - Pipelines
KW  - Threats
KW  - Underground utility lines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=196
UR  - https://trid.trb.org/view/1262013
ER  - 

TY  - ABST
AN  - 01492611
TI  - Differential Impedance Obstacle Detection Sensor (DIOD) - Phase 2
AB  - The objective of the Differential Impedance Obstacle Device (DIOD) project is to develop a tool that can be coupled with a pipeline drill rig to detect pipeline obstacles in the drill path. The final deliverable is a device that can be commercialized. GTI will conduct a series of in-ground tests to prove that the DIOD can detect obstacles of at least three different materials (plastic, ceramic and metal) in at least three different soil materials (loam, sandy soil, and third type of soil) and demonstrate that the sensor is robust enough to withstand HDD conditions.
KW  - Drills
KW  - Pipelines
KW  - Proximity detectors
KW  - Sandy soils
KW  - Sensors
KW  - Soil mechanics
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=190
UR  - https://trid.trb.org/view/1261854
ER  - 

TY  - RPRT
AN  - 01023408
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Audit of Oversight of Load Ratings and Postings on Structurally Deficient Bridges on the National Highway System
PY  - 2006/03/21
SP  - 33p
AB  - This report presents the results of the Office of Inspector General's audit of the Federal Highway Administration’s (FHWA) oversight of structurally deficient bridges on the National Highway System, specifically inspections, load ratings, and maximum weight postings. A structurally deficient bridge is one that has major deterioration, cracks, or other flaws that reduce its ability to support vehicles. Proper and regularly scheduled reviews of the calculations of all bridges’ maximum safe load ratings are important because as a bridge ages, corrosion and decay can decrease its capacity to support vehicles. Some bridges are weakened to the point that signs must be posted to bar vehicles heavier than the calculated maximum load. A structurally deficient bridge can suffer partial failures that further decrease its capacity and can pose a risk to public safety. In the worst-case scenario, corrosion and decay of bridge structures can weaken a bridge to the point of collapse. Most Federal bridge safety standards were created in 1968 in response to just such a catastrophe—an Ohio River bridge collapse, caused by corrosion, that killed 46 people in 1967. Despite the creation of new standards, four more major bridge failures in Connecticut, New York, Tennessee, and California from 1983 to 1995 killed a total of 28 people. All five of these major bridge failures were caused at least in part by structural deficiencies. These failures have made clear that regular inspections that check for corrosion, decay, and a reduction in weight capacity are important tools for ensuring that bridges are safe. The objectives of this audit were to evaluate whether state transportation departments inspected structurally deficient bridges on the National Highway System in accordance with National Bridge Inspection Standards (Inspection Standards) and properly calculated load limits and posted maximum weight limits, and whether FHWA exercised effective oversight of the states’ actions in inspecting bridges, calculating load limits and posting maximum weight limits.
KW  - Aging (Materials)
KW  - Bearing capacity
KW  - Bridge safety
KW  - Bridges
KW  - California
KW  - Connecticut
KW  - Corrosion
KW  - Failure
KW  - Fatalities
KW  - Highway bridges
KW  - Inspection
KW  - Load limits
KW  - National Bridge Inspection Standards
KW  - National Highway System
KW  - New York (State)
KW  - Oversight
KW  - Ratings
KW  - Safety audits
KW  - Signs
KW  - Size and weight regulations
KW  - Standards
KW  - State departments of transportation
KW  - Structural deterioration and defects
KW  - Tennessee
KW  - Traffic loads
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/mh2006043.pdf
UR  - https://trid.trb.org/view/778881
ER  - 

TY  - RPRT
AN  - 01023447
AU  - Department of Transportation
TI  - Pipeline Safety: Progress and Remaining Challenges. Testimony
PY  - 2006/03/16
SP  - 14p
AB  - This is the statement of Todd J. Zinser, Acting Inspector General, U.S. Department of Transportation (DOT) before the Committee on Transportation and Infrastructure, Subcommittee on Highways, Transit, and Pipelines, U.S. House of Representatives, regarding pipeline safety. The pipeline infrastructure consists of an elaborate network of more than 2 million miles of pipeline moving millions of gallons of hazardous liquids and more than 55 billion cubic feet of natural gas daily. The pipeline system is composed of predominantly three segments—hazardous liquid transmission pipelines, natural gas transmission pipelines, and natural gas distribution pipelines—and has about 2,200  natural gas pipeline operators and 250 hazardous liquid pipeline operators. Within the DOT’s Pipeline and Hazardous Materials Safety Administration (PHMSA), the Office of Pipeline Safety (OPS) is responsible for overseeing the safety of the Nation’s pipeline system. This oversight is important because, while pipelines are fundamentally a safe way to transport these inherently dangerous resources, they are subject to forces of nature, human actions, and material defects that can cause potentially catastrophic events. OPS sets safety standards that pipeline operators must meet when designing, constructing, inspecting, testing, operating, and maintaining their pipelines. In general, OPS is responsible for enforcing regulations over interstate pipelines and certifies programs the states implement to ensure the safety of intrastate pipelines. The testimony addresses three major points regarding pipeline safety: (1) Progress that has been made in implementing integrity management program (IMP) requirements and the challenges that remain; (2) Initiatives underway to strengthen the safety of natural gas distribution pipeline systems; (3) Need for clearer lines of authority to address pipeline security and disaster response.
KW  - Certification
KW  - Challenges
KW  - Clearly defined lines of authority
KW  - Construction
KW  - Defects
KW  - Design
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Enforcement
KW  - Hazardous liquids pipelines
KW  - Human error
KW  - Inspection
KW  - Interstate pipelines
KW  - Maintenance
KW  - Natural disasters
KW  - Natural gas distribution systems
KW  - Natural gas pipelines
KW  - Operations
KW  - Operators (Persons)
KW  - Oversight
KW  - Pipeline integrity management
KW  - Pipeline safety
KW  - Progress
KW  - Regulations
KW  - Security
KW  - Standards
KW  - States
KW  - Testimony
KW  - Testing
KW  - U.S. Office of Pipeline Safety
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Pipeline3-14.pdf
UR  - https://trid.trb.org/view/780512
ER  - 

TY  - RPRT
AN  - 01023416
AU  - Department of Transportation
TI  - Intercity Passenger Rail and Amtrak
PY  - 2006/03/16
SP  - 12p
AB  - This is the statement of Mark R. Dayton, Senior Economist, U.S. Department of Transportation, Office of Inspector General before the Subcommittee on Transportation, Treasury, the Judiciary, Housing and Urban Development, and Related Agencies, Committee on Appropriations, United States Senate regarding federal funding for Amtrak in Fiscal Year (FY) 2007. The Amtrak Board of Directors and current management seem committed to reform, efficiency improvements are beginning to be implemented, and some reductions in required operating subsidies are being realized. But the heavy lifting has just begun and current reform efforts will require many years of sustained commitment. Indeed, much of the financial benefits in the form of significant operating loss savings will not occur for several years. Absent a fundamental restructuring of the company through reauthorization, it will fall to the Appropriations Committees to continue the pressure for reform, specifically by limiting the funds made available to subsidize operating losses and by making Federal support conditional upon further operational restructuring. To maintain the currently configured system in a steady state of repair and after accounting for the reform efforts already underway, the FY 2007 appropriation for Amtrak would need to be about $1.4 billion. This includes $485 million for cash operating losses, $600 million for capital spending, and $295 million for debt service. The operating subsidy amount would continue the pressure on Amtrak for reform put in place by Congress last year, the capital amount would simply keep the system from falling into further disrepair, and the debt service amount is Amtrak’s fixed costs for repayment of principal and interest. Despite this being almost a 7 percent increase over the FY 2006 enacted level, it is a tight budget that would leave little or no margin for error in neither operations nor investment. If an operating problem arose that affected revenue or expenses, such as the Acela brake problem, or if an unexpected capital expense arose, such as a bridge failure on the Northeast Corridor (NEC), Amtrak could face insolvency, particularly if the problem were to occur late in the fiscal year after the majority of funds had been spent or committed. Private companies of Amtrak’s size often have access to lines of credit to reduce the risk associated with these unforeseeable events or maintain cash reserves in an order of magnitude larger than that typically held by Amtrak. Working capital of $125 million would help address the risks Amtrak faces from these unforeseeable events. To ensure these funds are used to cover fluctuations in operations and not for ordinary course expenditures, appropriate controls should be established. One approach for dealing with this problem is to impose the same constraints on use of these funds as those in this year’s Efficiency Incentive Grants whereby approval of the Secretary would be required before the year-end level of working capital could fall below $125 million. Alternatively, a unanimous vote of the Board of Directors could be required in the same event. In either case, if Congress were to provide these funds, additional funds would not be needed for this purpose in future years. These funding requirements illustrate the fundamental dysfunction that Amtrak faces: just to maintain the current state of repair—not to address the backlog of infrastructure needs, not to invest in short-distance corridors around the country, not to recapitalize the equipment fleet—requires an $86 million increase in Amtrak funding in FY 2007 and an increase of over $200 million to avoid increased risks of insolvency, should Congress decide to provide $125 million for working capital.
KW  - Acela Express
KW  - Amtrak
KW  - Benefits
KW  - Board of directors
KW  - Brakes
KW  - Budgeting
KW  - Debt
KW  - Expenditures
KW  - Federal aid
KW  - Financing
KW  - Fixed costs
KW  - Improvements
KW  - Intercity passenger rail
KW  - Legal constraints
KW  - Losses
KW  - Management
KW  - Northeast Corridor
KW  - Operating costs
KW  - Reauthorization
KW  - Reforms
KW  - Repairing
KW  - Restructuring
KW  - Savings
KW  - Subsidies
KW  - Testimony
KW  - Utilization
KW  - Working capital
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Amtrak_March_16_Testimony_Final.pdf
UR  - https://trid.trb.org/view/780761
ER  - 

TY  - RPRT
AN  - 01026378
AU  - Department of Homeland Security
TI  - A Performance Review of FEMA's Disaster Management Activities in Response to Hurricane Katrina
PY  - 2006/03
SP  - 218p
AB  - This report assesses the Federal Emergency Management Agency’s (FEMA) performance as it conducted its disaster management responsibilities in response to Hurricane Katrina. The Department of Homeland Security (DHS) Office of Inspector General (OIG) examined whether the laws, regulations, policies, procedures, plans, guidelines, and resources were adequate and operational, and whether FEMA's organizational structure enhanced or hindered its emergency management capabilities. The federal government, in particular the Federal Emergency Management Agency (FEMA), received widespread criticism for a slow and ineffective response to Hurricane Katrina. Much of the criticism is warranted. Hurricane Katrina’s high winds and storm surge caused devastating loss of life and substantial property damage in Mississippi and in Louisiana. In the city of New Orleans several breaches of the levee system compounded losses. The hurricane caused significant damage in Alabama also. Although FEMA and other agencies deployed emergency responders and resources in advance of the storm and supported state efforts to evacuate people and conduct other final preparations, most were overwhelmed the first week after landfall. OIG reviewed FEMA’s activities in response to Hurricane Katrina, which details FEMA’s responsibilities for three of the four major phases of disaster management – preparedness, response, and recovery – during the first five weeks of the federal response. In addition, OIG evaluated FEMA’s preparedness and readiness efforts over the past ten years to determine its organizational capability and posture prior to Hurricane Katrina. When compared to other disasters, FEMA provided record levels of support to Hurricane Katrina victims, states, and emergency responders. However, a lack of visibility in the resource ordering process, difficulty deploying sufficient numbers of trained personnel, unreliable communication systems, and insufficient management controls for some assistance programs demonstrate a need for improved response support capabilities and more effective delivery mechanisms for assistance. FEMA’s efforts to support state emergency management and to prepare for federal response and recovery in natural disasters were insufficient for an event of Hurricane Katrina’s magnitude. Difficulties experienced during the response directly correlate with weaknesses in FEMA’s grant programs, staffing, training, catastrophic planning, and remediation of issues identified during previous disasters and exercises. As FEMA’s role in administering grants and conducting exercises for natural hazards preparedness has diminished, new mechanisms are needed to enhance capability and sustain its relationships with states and first responders. Finally, the integration of FEMA, all hazards preparedness, and disaster response and recovery capabilities within DHS requires additional attention. DHS must ensure that all four phases of emergency management – preparedness, response, recovery, and mitigation – are managed throughout the department on an all-hazards basis. Coordination and consultation among DHS components and with the states is essential to guide, advise, develop, and monitor all-hazards capability and responder effectiveness.
KW  - Alabama
KW  - Communication systems
KW  - Communications and control personnel
KW  - Deployment
KW  - Disaster preparedness
KW  - Disaster relief
KW  - Disasters
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Emergency medical services
KW  - Emergency planning
KW  - Emergency response personnel
KW  - Emergency response time
KW  - Emergency training
KW  - Evacuation
KW  - Fatalities
KW  - Federal government
KW  - Grant aid
KW  - Hurricane Katrina, 2005
KW  - Hurricanes
KW  - Laws
KW  - Levees
KW  - Louisiana
KW  - Medical personnel
KW  - Mississippi
KW  - New Orleans (Louisiana)
KW  - Organizational effectiveness
KW  - Performance
KW  - Policy
KW  - Procedures
KW  - Regulations
KW  - Selection and appointment
KW  - State government
KW  - States
KW  - Storm surges
KW  - Training
KW  - U.S. Federal Emergency Management Agency
KW  - Wind
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_06-32_Mar06.pdf
UR  - https://trid.trb.org/view/782753
ER  - 

TY  - RPRT
AN  - 01023441
AU  - Department of Homeland Security
TI  - Follow Up Review of the Port Security Grant Program
PY  - 2006/02//Revised
SP  - 37p
AB  - The Department of Homeland Security (DHS) Office of Inspector General (OIG) was established by the Homeland Security Act of 2002 (Public Law 107-296) by amendment to the Inspector General Act of 1978. This is one of a series of audit, inspection, and special reports prepared as part of OIG's oversight responsibility to promote economy, effectiveness, and efficiency within the department. This report assesses the actions DHS has taken to strengthen the administration and effectiveness of the port security grant program since OIG's previous report on the program. It is based on interviews with employees and officials of relevant agencies and institutions, direct observations, and a review of applicable documents. OIG recommends that the Under Secretary for Preparedness: 1. Establish a minimum score threshold under the new selection and evaluation process that projects must meet. Funding in the top three tiers not used as a result of implementing this minimum threshold should be reallocated to a lower tier; 2. Modify the Grants Management System (GMS) or the National Review Panel (NRP) internal database to require NRP members to enter a reason for adjusting a field review score; 3. Seek more consistent scoring by field reviewers; 4. Conduct a “pre-audit” of proposed grant award decisions; and, 5. Require private sector applicants to demonstrate how a federal grant would enhance their own security investments as a condition to receiving a grant.
KW  - Administration
KW  - Databases
KW  - Decision making
KW  - Effectiveness
KW  - Federal aid
KW  - Field review score (Project selection)
KW  - Financing
KW  - Grant aid
KW  - Investments
KW  - Ports
KW  - Private enterprise
KW  - Recommendations
KW  - Reviews
KW  - Security
KW  - U.S. Department of Homeland Security
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_06-24_Feb06.pdf
UR  - https://trid.trb.org/view/780785
ER  - 

TY  - RPRT
AN  - 01342990
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Biennial Report: Summary of Hazardous Materials Transportation, 2005-2006
PY  - 2006
SP  - 144p
AB  - The Federal hazmat law requires the United States (U.S.) Department of Transportation (DOT) to protect the public from the risks to life, property, and the environment inherent in commercial transportation of hazardous materials. The Pipeline and Hazardous Materials Safety Administration (PHMSA) has the dual responsibility for regulating and enforcing hazmat law. The PHMSA Administrator, through the Associate Administrator for Hazardous Materials Safety (HMS), coordinates the Department’s hazardous materials transportation safety program. Enforcement authority has also been delegated to three DOT operating administrations – the Federal Aviation Administration (FAA), Federal Motor Carrier Safety Administration (FMCSA), and Federal Railroad Administration (FRA) along with the Department of Homeland Security’s U.S. Coast Guard (USCG). Every day the public is exposed to the risks inherent in the transportation of hazardous materials and energy products. Moving more than 800,000 daily shipments of packaged hazardous materials brings their benefits, and attendant risks, to every community in the nation. Because so much of the nation’s economic vitality and living standards rest on the availability of a steady supply of hazardous materials (to heat our homes, purify our drinking water, fertilize our farmland, and treat our physically ill and infirm) any disruption in the supply of these materials can have a catastrophic impact throughout our society and economy. Whether caused by noncompliance, negligence, lack of knowledge, vandalism, terrorism, or act of God, a sudden disruption in the supply of hazardous materials can trigger an adverse chain reaction throughout the nation. The continual supply of vital chemicals, raw materials and finished consumer, industrial and energy products are essential to our quality of life and the strength of our economy. Hazardous materials incidents, by their nature, are more likely to cause evacuations, road closings, and damage to transportation infrastructure. The resulting costs associated with repair, congestion, loss of revenue, disruption of supply chains and lost productivity can be significant and are not typically factored in the reported costs of hazardous materials releases. PHMSA plays an indirect, but broad role, in combating such nonrecurring congestion by working to minimize the likelihood of incidents and helping to minimize the consequences of the incidents that do occur. Seeing rapid changes in both the volume and nature of hazardous materials, PHMSA has taken an enterprise approach in working to develop advanced, 21st century solutions to facilitate their safe, secure transportation nationally and internationally. New packaging technologies; GPS tracking of very hazardous materials; and safe transportation of new materials, technologies and products, are all vital to the goals of safety, security and energy independence.
KW  - Freight traffic
KW  - Freight transportation
KW  - Hazardous materials
KW  - Motor carriers
KW  - Quality of life
KW  - Railroad traffic
KW  - Risk assessment
KW  - Safety
KW  - Trucking
UR  - http://ntl.bts.gov/lib/33000/33400/33469/05_06biennial_report.pdf
UR  - https://trid.trb.org/view/933321
ER  - 

TY  - RPRT
AN  - 01013296
AU  - Department of Transportation
TI  - Audit of Oversight of Highway-Rail Grade Crossing Accident Reporting,
Investigations, and Safety Regulations, Federal Railroad Administration
PY  - 2005/11/28
SP  - 37p
AB  - This report presents the results of the Office of Inspector General’s (OIG) third audit of the Federal Railroad Administration’s (FRA)activities to oversee safety on the nation’s highway-rail grade crossings (grade crossings). The report addresses three grade crossing safety issues raised in articles published by The New York Times in July 2004. These articles alleged problems with railroad accident reporting, investigations at grade crossings, and several other safety issues. The audit was conducted at the request of Representative James L. Oberstar, Ranking Member of the House Committee on Transportation and Infrastructure; Representative Corrine Brown, Ranking Member of the House Subcommittee on Railroads; and then-Senator Ernest F. Hollings, Ranking Member of the Senate Committee on Commerce, Science and Transportation. Senator Daniel K. Inouye, Ranking Member of the Senate Appropriations Subcommittee on Commerce, Justice, and Science, joined the original requesters of this audit, following Senator Hollings, retirement. The objective of this audit was to assess the adequacy of FRA’s oversight of grade crossing (1) accident reporting to the National Response Center (NRC), (2) accident investigations, and (3) enforcement of safety regulations. Trespassing fatalities and injuries on railroad property were not included in this audit. The focus of this audit differed significantly from the second grade crossing safety report the OIG issued on June 16, 2004. The 2004 report focused on the Department of Transportation’s (Department) progress in implementing its 1994 Highway-Rail Grade Crossing Safety Action Plan and identified areas for targeting future improvements. This audit focused on whether FRA has exercised adequate oversight of the extent to which railroads have complied with regulatory requirements to immediately report grade crossing collisions to NRC, investigate collisions, and maintain automated crossing warning signals. A fourth audit report will soon be issued assessing the adequacy of FRA’s oversight of grade crossing accident reporting to FRA and control of vegetation at grade crossings.
KW  - Crash investigation
KW  - Law enforcement
KW  - National Response Center
KW  - Oversight
KW  - Railroad crashes
KW  - Railroad grade crossings
KW  - Railroad safety
KW  - Regulations
KW  - Reporting
KW  - U.S. Federal Railroad Administration
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/mh2006016.pdf
UR  - https://trid.trb.org/view/767920
ER  - 

TY  - RPRT
AN  - 01016512
AU  - Department of Homeland Security
TI  - A Review of the Top Officials 3 Exercise
PY  - 2005/11
SP  - 83p
AB  - This report assesses efforts undertaken by the Office of State and Local Government Coordination and Preparedness to develop, plan, coordinate, and conduct the Top Officials 3 (TOPOFF 3) homeland security readiness and response exercise and highlights potential areas that may affect the program’s overall effectiveness. It is based on interviews with employees and officials of relevant agencies and institutions, direct observations of the TOPOFF 3 Full Scale Exercise and Large Scale Game, and a review of applicable documents. The Top Officials Exercise (TOPOFF) is a congressionally mandated biennial cycle of seminars, planning events, and national exercises designed to strengthen the Unites States’ capacity to prevent, prepare for, respond to, and recover from large scale terrorist attacks. Every two years, the cycle culminates in an exercise that simulates a coordinated terrorist attack involving biological, chemical, radiological, or weapons of mass destruction (WMD). The exercises seek to draw the participation of top officials and key personnel from all levels of government who have domestic response and consequence management roles and responsibilities in actual terrorist events. Twenty-seven federal departments and agencies were represented in the exercise and 30 state, 44 local, and 156 private sector organizations participated. TOPOFF 3 provided Department of Homeland Security (DHS) and other federal participants with an opportunity to exercise decision making within the framework of the newly implemented National Response Plan (NRP), National Incident Management System (NIMS), and the operating procedures of the Interagency Incident Management Group (IIMG) and the Homeland Security Operations Center (HSOC). The scope of play involved establishing incident scenes and required first responders to perform actions usually associated with an initial response to a terrorist incident. Those actions included victim rescue, triage, treatment, decontamination, hazard identification, site security, crowd control, render-safe procedures on devices or weapons, monitoring for contamination, contamination control, and device recovery and packaging.
KW  - Biological and chemical weapons
KW  - Contamination
KW  - Control
KW  - Coordination
KW  - Crowds
KW  - Decision making
KW  - Decontamination
KW  - Detection and identification
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Electromagnetic radiation
KW  - Emergency management
KW  - Emergency medical services
KW  - Federal government agencies
KW  - Governments
KW  - Hazards
KW  - Local government agencies
KW  - Managerial personnel
KW  - Medical treatment
KW  - Monitoring
KW  - National security
KW  - Packaging
KW  - Personnel
KW  - Planning
KW  - Prevention
KW  - Private enterprise
KW  - Readiness and response exercises
KW  - Recovery
KW  - Search and rescue operations
KW  - Simulation
KW  - States
KW  - Terrorism
KW  - Terrorist incidents
KW  - TOPOFF
KW  - Triage
KW  - United States
KW  - Weapons of mass destruction
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_06-07_Nov05.pdf
UR  - https://trid.trb.org/view/772708
ER  - 

TY  - RPRT
AN  - 01026375
AU  - Department of Transportation
TI  - Information Security Program
PY  - 2005/10/07
SP  - 32p
AB  - This report presents the results of the Department of Transportation's (DOT's) Office of Inspector General's (OIG's) annual audit of the information security program at DOT. In accordance with the Federal Information Security Management Act of 2002 (FISMA), DOT's OIG's objective was to determine the effectiveness of DOT’s information security program by measuring progress made in (1) implementing information security requirements since last year, (2) correcting air traffic control system security deficiencies, and (3) enhancing information technology (IT) investment management controls. OIG also provide input to DOT’s annual FISMA report by answering questions specified by the Office of Management and Budget (OMB). Similar to last year, OIG tested a representative subset of DOT systems, including contractor-operated or -maintained systems that had undergone systems security certification reviews in order to determine whether DOT had complied with Government standards for (1) assessing system risks, (2) identifying security requirements, (3) testing security controls, and (4) accrediting systems as able to support business operations. They also performed more detailed reviews of the Department’s process for managing remediation of known security weaknesses. OIG's 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.
KW  - Accreditation
KW  - Air traffic control
KW  - Auditing
KW  - Business practices
KW  - Certification
KW  - Compliance
KW  - Computer security
KW  - Federal government
KW  - Federal Information Security Management Act of 2002
KW  - Implementation
KW  - Information security
KW  - Information systems
KW  - Information technology
KW  - Investments
KW  - Management
KW  - Requirements
KW  - Risk assessment
KW  - Security
KW  - Standards
KW  - Testing
KW  - U.S. Department of Transportation
KW  - U.S. Office of Management and Budget
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/DOT_FISMA.pdf
UR  - https://trid.trb.org/view/782638
ER  - 

TY  - RPRT
AN  - 01108880
AU  - Volpe National Transportation Systems Center
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - Hazardous Materials Emergency Preparedness Grants Program: Assessment of the Alignment Between Local Activities and Program Goals
PY  - 2005/10
SP  - 27p
AB  - The Hazardous Materials Emergency Preparedness (HMEP) Grants Program provides technical and financial assistance to states, territories, and Indian tribes and their subdivisions to prepare and train for hazardous materials incidents. In the 2005 budget cycle, the Office of Management and Budget reviewed the program using the Program Assessment Rating Tool (PART). The PART review found that HMEP-supported local activities may be insufficiently linked to the Department of Transportation’s long-term hazmat incident goal, and that the program lacks independent evaluations to identify potential areas for improvement. This report has been commissioned as a first step in determining the extent of the links between the HMEP Grants Program and the DOT hazardous materials program, and in identifying opportunities to strengthen these links. It presents findings from an assessment of the linkages between Departmental goals and funded local activities. The assessment draws on a “logic model” that was developed to illustrate the workings of the program, as well as a review of actual grantee activities based on documentation and interviews with a subset of 16 grantees.
KW  - Disaster preparedness
KW  - Evaluation and assessment
KW  - Financing
KW  - Grant aid
KW  - Hazardous materials
KW  - Safety
KW  - Strategic planning
KW  - U.S. Pipeline and Hazardous Materials Safety Administration
UR  - http://ntl.bts.gov/lib/30000/30100/30110/HMEP_final_report_10_11_05.pdf
UR  - https://trid.trb.org/view/865101
ER  - 

TY  - RPRT
AN  - 01005991
AU  - Department of Homeland Security
TI  - Emergency Preparedness and Response could Better Integrate Information Technology with Incident Response and Recovery
PY  - 2005/09
SP  - 67p
AB  - This is one of a series of audit, inspection, and special reports prepared by Department of Homeland Security (DHS) Office of Inspector General (OIG) as part of its DHS oversight responsibility to promote economy, effectiveness, and efficiency within the department. This report assesses the strengths and weaknesses of the information technology that the Emergency Preparedness and Response Directorate uses to support incident response and recovery operations. It is based on interviews with employees and officials of relevant agencies and institutions, direct observations, and a review of applicable documents. Providing disaster recovery assistance and responding to the emergency needs of victims of four consecutive hurricanes in 2004 was a major challenge for the U.S. When devastation from such incidents is so great that state resources cannot handle the response and recovery efforts, states turn to the federal government for assistance. The Federal Emergency Management Agency (FEMA), now part of the Emergency Preparedness and Response (EP&R) Directorate of the Department of Homeland Security (DHS), is responsible for coordinating disaster relief efforts across federal, state, and volunteer organizations, such as the American Red Cross. FEMA relies heavily on a range of information technology (IT) systems and tools to carry out its response and recovery operations. Strategic management of these assets is important to ensure that the technology can perform effectively during times of disaster and tremendous stress. As part of OIG's ongoing responsibility to assess the efficiency, effectiveness, and economy of departmental programs and operations, it conducted an audit of the information and technology that EP&R uses to support incident management. The objectives of the audit were to (1) review the directorate’s approach for responding to and recovering from terrorist attacks, major disasters, and other domestic emergencies, (2) determine the effectiveness of guidance and processes to support IT users during incident management, and (3) evaluate existing and proposed systems and other technologies used to accomplish EP&R’s response and recovery mission.
KW  - Asset management
KW  - Auditing
KW  - Coordination
KW  - Disaster preparedness
KW  - Disaster relief
KW  - Disasters and emergency operations
KW  - Emergency Preparedness and Response Directorate
KW  - Emergency response
KW  - Evaluation
KW  - Federal government
KW  - Hurricanes
KW  - Incident management
KW  - Incident response
KW  - Information systems
KW  - Information technology
KW  - States
KW  - Strategic planning
KW  - Terrorism
KW  - U.S. Department of Homeland Security
KW  - U.S. Federal Emergency Management Agency
KW  - United States
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_05-36_Sep05.pdf
UR  - https://trid.trb.org/view/761669
ER  - 

TY  - RPRT
AN  - 01003487
AU  - Department of Transportation
TI  - Analysis of Cost Savings on Amtrak's Long-Distance Services
PY  - 2005/07/22
SP  - 30p
AB  - Long-distance intercity passenger rail service in the United States has sparked widespread controversy, in large part because of its heavy subsidies.  In fact, Congress directed Amtrak to be operationally self-sufficient by 2002 and currently there is no authorization for the National Railroad Passenger Corporation (Amtrak).  Meanwhile the subsidy has grown.  In Fiscal Year 2004, long-distance trains (those with routes over 500 miles) cumulatively incurred operating losses of more than $600 million.  There is no sign that this trend of large losses from long-distance service can be reversed by engaging in business as usual.  Although one approach to reducing the losses posted by Amtrak is to simply eliminate long-distance service, this report considers a less drastic measure, namely to selectively reduce costs while continuing to provide basic long-distance service to meet the mobility needs of rural communities that may not have access to other transportation alternatives.  The long-distance trains serve 41 states and are the only intercity passenger rail service in 23 of those states.  This report presents the results of an ongoing analysis of options for reducing operating losses and capital costs of Amtrak's long-distance operations.  The issue of whether all long-distance routes and frequencies should be retained, and the possibility of achieving further savings by cutting routes or frequencies at some time in the future, is not part of this report.  Instead, the analysis focuses on ways to cut long-distance route losses while retaining Amtrak's long-distance passenger rail service on all currently served routes at the existing frequencies.
KW  - Amtrak
KW  - Capital costs
KW  - Cost reduction
KW  - Cost savings
KW  - Intercity transportation
KW  - Losses
KW  - Mobility
KW  - Operating subsidies
KW  - Passenger trains
KW  - Rural areas
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/CR-2005-068.pdf
UR  - https://trid.trb.org/view/759819
ER  - 

TY  - ABST
AN  - 01493810
TI  - Pipeline Assessment and Repair Manual
AB  - The objective of the proposed project is to expand the electronic version of the PRCI Pipeline Repair Manual by (1) adding guidelines for assessing the need for repair and (2) incorporating guidance developed for the European repair manual.  The results of this work will be produced as an expert software system for pipeline defect assessment and repair.
KW  - Defects
KW  - Electronic media
KW  - Evaluation and assessment
KW  - Guidelines
KW  - Manuals
KW  - Repairing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=179
UR  - https://trid.trb.org/view/1263173
ER  - 

TY  - ABST
AN  - 01494450
TI  - Understanding Magnetic Flux Leakage (MFL) Signals from Mechanical Damage in Pipelines
AB  - The Pipeline Safety Research and Development project will provide for understanding, identification, and characterization of the Magnetic Flux Leakage (MFL) signals arising from the geometric and residual stress components to enhance the reliability of employing MFL tools for mechanical damage detection.
KW  - Detection and identification technologies
KW  - Leakage
KW  - Magnetic flux
KW  - Mechanical damage
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=176
UR  - https://trid.trb.org/view/1263524
ER  - 

TY  - ABST
AN  - 01494438
TI  - Update Guidance Document
AB  - Subsequent to the completion of these four projects: (1) #153H:  Corrosion Assessment Guidance for Higher Strength Pipelines; (2) #153K:  Behavior of Corroded Pipelines Under Cyclic Pressure; (3) #153L:  Assessment of Older Corroded Pipelines with Reduced Toughness and Ductility; and (4) #153J:  Remaining Strength of Corroded Pipe Under Secondary (Biaxial) Loading. This project will incorporate new rules and guidance for comprehensive assessment of corrosion damage in transmission pipelines into the applicable Guidance Document.
KW  - Biaxial loading
KW  - Biaxial stress
KW  - Corrosion
KW  - Guidelines
KW  - High strength materials
KW  - Manuals
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=175
UR  - https://trid.trb.org/view/1263512
ER  - 

TY  - ABST
AN  - 01493806
TI  - Remaining Strength of Corroded Pipe Under Secondary (Biaxial) Loading
AB  - The objective of this project is to develop simplified guidance to assess corrosion metal loss defects in pipelines that are subjected to external loadings in service.  Ongoing analytical work is developing simplified rules and methods to account for the effects of secondary loads on the behavior of corroded pipelines, avoiding the need to resort to complex numerical analysis using non-linear finite element analysis (FEA). Extension of this analytical work to address the full range of combined pressure/secondary loading and pipe/defect geometries, and validation of the simplified rules by conducting selected full-scale tests will provide the necessary information on which to base modifications to extend the current guidance beyond pressure-only loading. This work will also address buckling.
KW  - Biaxial loading
KW  - Corrosion
KW  - Finite element method
KW  - Guidelines
KW  - Load factor
KW  - Pressure
KW  - Prototype tests
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=174
UR  - https://trid.trb.org/view/1263169
ER  - 

TY  - ABST
AN  - 01492463
TI  - Behavior of Corroded Pipelines Under Cyclic Pressure
AB  - The objective of this project is to establish the potential for fatigue failure from corrosion, particularly under the loading conditions experienced by oil pipelines, and the implications for corrosion assessment.
KW  - Corrosion
KW  - Evaluation and assessment
KW  - Failure
KW  - Oils
KW  - Pipelines
KW  - Repeated loads
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=172
UR  - https://trid.trb.org/view/1261683
ER  - 

TY  - ABST
AN  - 01492460
TI  - Corrosion Assessment Guidance for Higher Strength Pipelines
AB  - The objective of this project is to extend present guidance for assessing corrosion metal loss defects to material grades from X70 to X100.
KW  - Corrosion
KW  - Evaluation and assessment
KW  - Guidelines
KW  - High strength materials
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=171
UR  - https://trid.trb.org/view/1261680
ER  - 

TY  - ABST
AN  - 01492382
TI  - Application of Remote-Field Eddy Current Testing to Inspection of Unpiggable Pipelines
AB  - The project will conduct a technology assessment to determine the requirements for a new remote-field eddy current (RFEC) testing system. The purpose of the research is to determine if an ILI using RFEC testing is adequate to inspect currently unpiggable pipelines. The tool developed under this research is expected to be able to detect corrosion and mechanical damage.  The researchers will design, fabricate and test a breadboard RFEC system using two excitation coil configurations (one smaller, one collapsible).
KW  - Corrosion
KW  - Eddy currents
KW  - Inspection
KW  - Pipelines
KW  - Remote field eddy current/transformer coupling
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=104
UR  - https://trid.trb.org/view/1261575
ER  - 

TY  - ABST
AN  - 01493803
TI  - Steel Catenary Riser (SCR) Integrity Management
AB  - This project will identify emerging technologies, technology gaps, and monitoring techniques; develop SCR validations approach and integrity management methodology; and provide an industry forum for sharing of technology.  More specifically to: (1) develop a systematic method for the integrity management of SCR field systems; (2) develop an approach to validation of design methods and key assumptions; (3) provide a framework for structured record-keeping; (4) develop a method for remaining life/life assessment; (5) identify and describe current best for SCR integrity monitoring; and (6) identify technology gaps and emerging technologies for SCR integrity monitoring.
KW  - Data quality
KW  - Information dissemination
KW  - Management
KW  - Monitoring
KW  - Technological innovations
KW  - Validation
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=180
UR  - https://trid.trb.org/view/1263166
ER  - 

TY  - RPRT
AN  - 01000003
AU  - Department of Homeland Security
TI  - Follow-Up Audit of Passenger and Baggage Screening Procedures at Domestic Airports (Unclassified Summary)
PY  - 2005/03//Unclassified Summary
SP  - 8p
AB  - The Department of Homeland Security Office of Inspector General (OIG) recently completed a review of screener performance at selected airports around the country. OIG began its review at the end of November 2004, and completed its fieldwork in early February 2005. OIG's review was a follow-up to similar work that it had performed at the same airports in 2003. The review was initiated in response to a request from the Chairman of the House Aviation Subcommittee, Transportation and Infrastructure Committee.  During the review time, OIG's two 5-person teams conducted hundreds of screening checkpoint and checked baggage tests at airports of different sizes and annual passenger loads.  Results of the review indicate that improvements are still needed in the screening process to ensure that dangerous prohibited items are not being carried into the sterile areas of airports, or do not enter the checked baggage system. In OIG's report on the results of its first round of testing (OIG-04-036), which was issued in September 2004, OIG made several recommendations for improvements in the areas of training, equipment, policies and procedures, and management practices. For the most part, the Transportation Security Administration (TSA) agreed with OIG's recommendations and is taking action to implement them. However, despite the fact that the majority of screeners with whom OIG's testers came in contact were diligent in the performance of their duties and conscious of the responsibility those duties carry, the lack of improvement since OIG's last audit indicates that significant improvement in performance may not be possible without greater use of new technology. OIG recommended in its previous report that the TSA administrator aggressively pursue the development and deployment of innovations and improvements to aviation security technologies, particularly for checkpoint screening. TSA is currently testing several such technologies, including backscatter x-ray, ETD portals, and document scanners. OIG encourages TSA to expedite its testing programs and give priority to technologies, such as backscatter x-ray, that will enable the screening workforce to better detect both weapons and explosives.
KW  - Airports
KW  - Aviation security
KW  - Backscattering
KW  - Baggage screening
KW  - Document scanners
KW  - Domestic
KW  - Equipment
KW  - ETD portals
KW  - Innovation
KW  - Management
KW  - National security
KW  - Passenger screeners (Personnel)
KW  - Passenger screening
KW  - Passengers
KW  - Personnel performance
KW  - Policy
KW  - Procedures
KW  - Security checkpoints
KW  - Technology
KW  - Testing
KW  - Training
KW  - U.S. Department of Homeland Security
KW  - U.S. Transportation Security Administration
KW  - United States
KW  - X rays
UR  - http://www.oig.dhs.gov/assets/Mgmt/OIG_05-16_Mar05.pdf
UR  - https://trid.trb.org/view/750948
ER  - 

TY  - RPRT
AN  - 01000772
AU  - Department of Transportation
TI  - Processing Petitions to Import Non-Canadian Gray Market Vehicles
PY  - 2005/02/28
SP  - 16p
AB  - This report presents the results of an audit by the Office of Inspector General, U.S. Department of Transportation, of the National Highway Traffic Safety Administration's (NHTSA's) processing of petitions to import "gray market" vehicles from countries other than Canada.  Gray market vehicles are vehicles (other than those manufactured for sale in Canada) that were not originally manufactured to comply with applicable Federal Motor Vehicle Safety Standards and must be modified to conform to those standards following their importation into the United States.  The audit was conducted at the request of the NHTSA Administrator following a complaint from a registered importer of motor vehicles about a delay in the processing of petitions by the Office of Vehicle Safety Compliance.  The objectives were to (1) evaluate NHTSA's timeliness in approving petitions for permission to import vehicles and (2) determine the reasons importers may experience processing delays.  As a result of this audit, it is recommended that the NHTSA Administrator:  (1) Ensure that petition receipt dates are properly recorded in the Motor Vehicle Importation Information System (MVIIS); (2) Ensure management reports show the actual processing time for each step of the petition process, and note how these times compare to NHTSA standards; (3) Modify the MVIIS to include fields that flag a petition that is being held in suspense and note the reason for the suspension, to call delayed petitions to the attention of NHTSA staff; and (4) Consider developing a customer-centric mechanism in line with the President's E-Government Initiative--such as a searchable Web site application listing the status of petitions--to ensure that the information regarding a petition being held in suspense is available to both the registered importer and the vehicle owner.
KW  - Auditing
KW  - Gray market vehicles
KW  - Imports
KW  - Motor Vehicle Importation Information System
KW  - Petitions
KW  - Processing time
KW  - Recommendations
KW  - U.S. National Highway Traffic Safety Administration
UR  - https://trid.trb.org/view/756479
ER  - 

TY  - ABST
AN  - 01493242
TI  - Evaluation and Validation of Aboveground Techniques for Coating Condition Assessment
AB  - The overall objective is to determine the limitations/resolution of typically used modern aboveground ECDA techniques with respect to locating holidays and disbondments in the common coatings with varying spatial relationships and geometrical configuration, and to create an extensive test site which enables a wider array of variables to be investigated.
KW  - Coatings
KW  - Condition surveys
KW  - Disbondment
KW  - Evaluation and assessment
KW  - Limitations
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=168
UR  - https://trid.trb.org/view/1262960
ER  - 

TY  - ABST
AN  - 01492615
TI  - Development of ICDA for Liquid Petroleum Pipelines
AB  - The objective of this project is to develop an ICDA method applicable to pipelines transporting liquid petroleum products (e.g., crude oil, fuels) so that liquid pipeline operators can utilize DA for integrity verification.
KW  - Crude oil
KW  - Gas pipelines
KW  - Operators (Persons)
KW  - Petroleum liquids
KW  - Pipeline integrity management
KW  - Pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=167
UR  - https://trid.trb.org/view/1261858
ER  - 

TY  - RPRT
AN  - 01002198
AU  - Department of Homeland Security
TI  - Review of Port Security Grant Program
PY  - 2005/01
SP  - 80p
AB  - The terrorist attacks of September 11, 2001, against the United States resulted in a renewed focus on protecting the country's transportation systems, including seaports and port facilities.  In 2002, Congress provided funding for the Transportation Security Administration (TSA), then under the Department of Transportation, to enhance the security of ports and other facilities.  TSA, along with the Maritime Administration (MARAD) and the U.S. Coast Guard (USCG), developed the Port Security Grant Program.  The purpose of the program is to reduce the vulnerability of American ports to potential terrorist attacks by enhancing facility and operational security.  To date, the program has awarded over $560 million for over 1200 projects.
KW  - Grant aid
KW  - Harbors
KW  - Marine safety
KW  - National security
KW  - Seaports
KW  - Terrorism
KW  - Terrorist attacks of September 11, 2001
KW  - Transportation safety
KW  - U.S. Maritime Administration
KW  - U.S. Transportation Security Administration
UR  - https://trid.trb.org/view/757638
ER  - 

TY  - ABST
AN  - 01493756
TI  - Model Modules to Assist Assessing and Controlling Stress Corrosion Cracking (SCC)
AB  - Validation of the newly available direct assessment methodologies for both external corrosion and stress-corrosion cracking; development of improved modules for assisting operators with controlling the parameters that cause stress-corrosion cracking; approaches for improving the integrity of systems with wrinklebends and buckles; and a viable approach to running fracture that should help operators minimize its consequences when ruptures occur. Specific goals of the project are to: (1) develop and validate a mechanism for near neutral stress corrosion cracking (NNSCC) that reflects operational and right-of-way scenarios typical of US pipelines; (2) quantify field characteristics in terms of cracking colonies and pipeline operation for line pipe from X52 thru X65; (3) establish hydrostatic retest protocols to assist in controlling high pH SCC in terms of pipeline operation represented by compressor discharge pressure and temperature for line pipe from X52 thru X65; (4) package the high pH SCC model in user-friendly format, including graphical-user interface to provide output indicative of integrity implications related to hydrostatic retesting; and (5) quantify hydrogen evolution and establish relationships between hydrogen and evolution of microplastic strain, as basis to establish related kinetics for NNpHHSCC. This is a consolidated project with Project No 162, Project No 164, and Project No 165.
KW  - Buckling
KW  - Pipelines
KW  - Pore pressure
KW  - Right of way (Land)
KW  - Stress corrosion
KW  - Stress cracking
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=163
UR  - https://trid.trb.org/view/1263049
ER  - 

TY  - ABST
AN  - 01492458
TI  - Design, Construction and Demonstration of a Robotic Platform for the Inspection of Unpiggable Pipelines Under Live Conditions
AB  - The objective of the proposed project (part of a three project Consolidated R&amp;D Program) is to develop a robotic platform (TIGRE) that will allow the inspection of presently unpiggable transmission pipelines.  The platform, which is based on a locomotor developed for another robotic application in gas pipelines (Explorer; developed for visual inspection of distribution mains), will be able to propel itself independently of flow conditions, and will be able to negotiate all obstacles encountered in a pipeline, such as mitered bends and plug valves.  The robot will be powered by batteries, which will have the capability of being recharged during operation by extracting energy from the gas flow.  The operator will have live control of the robot using two-way through-the-pipe wireless communication, thus eliminating the need for any tether.  The platform will be equipped with a segmented MFL sensor, also able to negotiate all pipeline obstacles, for nondestructive evaluation (NDE) of the pipeline.  The sensor will be developed through a parallel project, which is part of this Consolidated Program.
KW  - Gas pipelines
KW  - Inspection
KW  - Live loads
KW  - Nondestructive tests
KW  - Pipe flow
KW  - Robotics
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=159
UR  - https://trid.trb.org/view/1261678
ER  - 

TY  - RPRT
AN  - 00986378
AU  - Department of Homeland Security
TI  - MAJOR MANAGEMENT CHALLENGES FACING THE DEPARTMENT OF HOMELAND SECURITY
PY  - 2004/12
SP  - 25 p.
AB  - The Department of Homeland Security (DHS) Office of Inspector General (OIG) was established by the Homeland Security Act of 2002 (Public Law 107-296) by amendment to the Inspector General Act of 1978. This is one of a series of audit, inspection, investigative, and special reports prepared by the OIG as part of its DHS oversight responsibility to identify and prevent fraud, waste, abuse, and mismanagement. This report presents OIG's assessment of "major management challenges" facing DHS. The findings of the report are discussed under topic headings, including the following: CONSOLIDATING THE DEPARTMENT'S COMPONENTS; CONTRACT MANAGEMENT; GRANTS MANAGEMENT; FINANCIAL MANAGEMENT; HUMAN CAPITAL MANAGEMENT; INTEGRATION OF INFORMATION SYSTEMS; SECURITY OF INFORMATION TECHNOLOGY INFRASTRUCTURE; INFRASTRUCTURE THREAT ASSESSMENT; BORDER SECURITY; TRANSPORTATION SECURITY - Airport Screeners, Checking for Explosives, Maritime Security, and Other Transportation Modes.
KW  - Airports
KW  - Baggage screening
KW  - Border regions
KW  - Contracts
KW  - Evaluation and assessment
KW  - Explosives
KW  - Financing
KW  - Grant aid
KW  - Information systems
KW  - Information technology
KW  - Infrastructure
KW  - Management
KW  - Maritime security
KW  - National security
KW  - Oversight
KW  - Personnel management
KW  - Public transit
KW  - Screeners (Aviation security)
KW  - Security
KW  - Security checkpoints
KW  - Threats
KW  - U.S. Department of Homeland Security
KW  - United States
UR  - https://trid.trb.org/view/748096
ER  - 

TY  - RPRT
AN  - 00983509
AU  - Federal Aviation Administration
AU  - Department of Transportation
TI  - TERMINAL MODERNIZATION: FAA NEEDS TO ADDRESS ITS SMALL, MEDIUM, AND LARGE SITES BASED ON COST, TIME, AND CAPABILITY
PY  - 2004/11/23
SP  - 37 p.
AB  - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Federal Aviation Administration's (FAA) Standard Terminal Automation Replacement System (STARS) program. Since 1996, STARS has been the centerpiece of FAA's Terminal Modernization Program to replace 1970s-era computer systems and aging controller displays. STARS provides radar and flight data to air traffic controllers at FAA's terminal air traffic control sites. Air traffic passes through three distinct control environments. At the airport, the Tower has control. After take-off, control shifts to the Terminal Radar Approach Control (TRACON). Finally, en route centers control aircraft at higher altitudes between airports. STARS was designed to provide data to TRACON sites and their associated towers. OIG began this review in response to fiscal year (FY) 2004 congressional direction to FAA and OIG's office. Specifically, the Congress directed FAA to provide life-cycle cost estimates for the complete STARS program to the Appropriations Committees and directed OIG to review and validate FAA's STARS life-cycle cost estimates. Although the Congress directed FAA to rebaseline the STARS program, the Agency has changed its approach and is not yet in position to rebaseline the STARS program. Until FAA rebaselines STARS, OIG cannot credibly validate the cost estimates as directed. This report provides information on the status of FAA's terminal modernization effort. OIG's objectives were to identify FAA's strategy to meet the needs of its small, medium, and large terminal sites and consider the alternatives available to FAA to meet those needs.  Results of the review indicate that, faced with additional cost growth in the STARS program, FAA is rethinking its terminal modernization approach-a long overdue step that should have been taken several years ago.
KW  - Air traffic
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Airport terminals
KW  - Computers
KW  - Cost estimating
KW  - Costs
KW  - Life cycle costing
KW  - Modernization
KW  - Standard Terminal Automation Replacement System
KW  - Terminal radar approach control (TRACON)
KW  - Time
KW  - U.S. Federal Aviation Administration
KW  - United States
UR  - http://www.oig.dot.gov/show_pdf.php?id=1446
UR  - https://trid.trb.org/view/745485
ER  - 

TY  - RPRT
AN  - 00983511
AU  - Department of Transportation
TI  - MANAGING RISK IN THE FEDERAL-AID HIGHWAY PROGRAM
PY  - 2004/11/19
SP  - 25 p.
AB  - This final report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG) audit of the Federal Highway Administration's (FHWA) process for assessing risks associated with Federal-aid highway programs implemented by state departments of transportation (states). FHWA uses risk assessments to identify the most vulnerable state programs requiring oversight attention and to concentrate division resources in areas with the most risk. OIG's objective was to determine whether FHWA implemented a risk assessment process that reliably assessed the risks associated with states' implementation of the Federal-aid highway program. OIG evaluated Fiscal Years (FYs) 2002 and 2003 risk assessments completed by eight Division offices--California, Delaware, Florida, Illinois, Mississippi, Nevada, Ohio, and Texas. The eight Division offices provide oversight of states that received about $8.5 billion of the $27.4 billion in FY 2003 Federal-aid apportionments. Briefly, results of the review indicate that FHWA is taking steps to improve stewardship of Federal-aid funds. FHWA plans to establish an oversight and review program that will require Division offices to perform more stringent oversight, including reviewing state payment processes and testing a sample of actual payments. OIG's audit identified areas where the risk assessment process could be strengthened to enhance the reliability and consistency of assessment results and facilitate analysis to identify program-wide risks. OIG also found that FHWA Headquarters did not mandate risk assessments or provide specific guidance on how they should be conducted.
KW  - Auditing
KW  - Federal aid highways
KW  - Implementation
KW  - Oversight
KW  - Payment
KW  - Reliability
KW  - Risk assessment
KW  - Risk management
KW  - State departments of transportation
KW  - States
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.oig.dot.gov/show_pdf.php?id=1445
UR  - https://trid.trb.org/view/745487
ER  - 

TY  - ABST
AN  - 01493241
TI  - Evaluation of Hydrogen Cracking in Weld Metal Deposited using Cellulosic Electrodes
AB  - The objectives of the proposed project can be summarized as follows to: (1) determine the effect of electrode drying and arc length on weld metal chemistry, mechanical properties and hydrogen cracking susceptibility; (2) determine the effect of electrode re-hydration on weld metal chemistry, mechanical properties and hydrogen cracking susceptibility; and (3) develop practical guidelines on how to prevent hydrogen cracking in welds deposited using cellulosic covered electrodes.
KW  - Cellulose
KW  - Cracking
KW  - Electrodes
KW  - Hydration
KW  - Hydrogen
KW  - Mechanical properties
KW  - Weld metal
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=144
UR  - https://trid.trb.org/view/1262959
ER  - 

TY  - ABST
AN  - 01493747
TI  - Human Factors Analysis of Pipeline Monitoring and Control Operations
AB  - This project will systematically apply human factors research and development techniques in meeting two objectives.  First, the study will establish an understanding of those human factors that adversely affect the safety, reliability, and efficiency of pipeline monitoring and control operations.  Second, guidelines will be developed that can be used by industry to identify human factors problem areas in their operations and develop continuous improvement strategies to improve the effectiveness of pipeline monitoring and control operations.
KW  - Human factors
KW  - Improvements
KW  - Monitoring
KW  - Pipeline safety
KW  - Safety
KW  - Strategic planning
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=145
UR  - https://trid.trb.org/view/1263036
ER  - 

TY  - RPRT
AN  - 00968307
AU  - Mead, K M
AU  - Department of Transportation
TI  - DEPARTMENT OF TRANSPORTATION TOP MANAGEMENT CHALLENGES
PY  - 2003/12/05
SP  - 32 p.
AB  - This paper describes ten of the top challenges to management at the U.S. Department of Transportation for fiscal year 2004, and also lists the measures being considered to meet those challenges.  The challenges are as follows: 1) Highway Safety; 2) Aviation Safety; 3) Hazardous Materials Safety and Security; 4) Protecting Taxpayer Investments in Highway and Transit Infrastructure Projects; 5) Improve Fiscal Discipline at the Federal Aviation Administration; 6) Intercity Passenger Rail; 7) Maritime Administration (MARAD) Load Guarantee Program; 8) Financial Accountability; 9) Disadvantaged Business Enterprise Program; and 10) Information Technology Management.
KW  - Aviation safety
KW  - Disadvantaged business enterprises
KW  - Financial accountability
KW  - Government guaranty
KW  - Hazardous materials
KW  - Highway safety
KW  - Highways
KW  - Information management
KW  - Information technology
KW  - Infrastructure
KW  - Intercity transportation
KW  - Investments
KW  - Loans
KW  - Passenger transportation
KW  - Public transit
KW  - Railroads
KW  - Security
KW  - U.S. Department of Transportation
KW  - U.S. Federal Aviation Administration
KW  - U.S. Maritime Administration
KW  - Water transportation
UR  - http://www.oig.dot.gov/show_pdf.php?id=1217
UR  - https://trid.trb.org/view/679166
ER  - 

TY  - ABST
AN  - 01494919
TI  - First Major Improvements to the Two-curve Fracture Arrest Model
AB  - The proposed program has the objectives to make the first major improvements to the most commonly analysis for ductile fracture arrest toughness requirements for gas pipeline applications, as well as to develop experimental data that could be used for validation of more fundamental analyses in the future.
KW  - Ductility
KW  - Fracture properties
KW  - Gas pipelines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=127
UR  - https://trid.trb.org/view/1264153
ER  - 

TY  - ABST
AN  - 01492384
TI  - Alternate Welding Processes for In-service Welding
AB  - Conducting weld repairs and attaching hot tap tees onto pressurized pipes has the advantage of avoiding loss of service and revenue. However, the risks involved with in-service welding need to be managed by ensuring that welding is performed in a reproducible and consistent manner within an optimal heat input window. The optimal heat input window avoids burn-through (upper limit of heat input) and weld faults or hydrogen induced cold cracking (lower limit of heat input).  Welding on live pipelines has been successfully performed for years, using mainly the shielded metal arc welding (SMAW) process. Over the past 25 years, failures have occurred in welds deposited on in-service pipelines, and these failures have been attributed to weldment hydrogen cracking, and inconsistent bead size or penetration profile. Numerous investigations have been completed to address the most significant in-service welding hazards, namely burn-through and hydrogen-induced cracking. Weld procedures designed to avoid burn-through and hydrogen cracking consider primarily the thermal cycle, while pipe chemistry and internal pressure are additional influencing parameters for delayed cracking and burn-through, respectively. The thermal cycle itself depends on the welding heat energy input, heat sink capacity of the pipeline (pipe wall thickness, fluid type and flow rate), and any preheat or post heat applied.
KW  - Cracking
KW  - Electric arc welding
KW  - Hydrogen
KW  - In-service evaluation
KW  - Pipelines
KW  - Shielded metal arc welding
KW  - Thickness
KW  - Weldments
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=131
UR  - https://trid.trb.org/view/1261577
ER  - 

TY  - ABST
AN  - 01573227
TI  - Digital Mapping of Buried Pipelines with a Dual Array System
AB  - This purpose of this research is to detect all underground utilities, including plastic pipelines.
KW  - Detection and identification
KW  - Digital mapping
KW  - Pipelines
KW  - Plastic pipe
KW  - Underground structures
KW  - Underground utility lines
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=109
UR  - https://trid.trb.org/view/1365877
ER  - 

TY  - ABST
AN  - 01492385
TI  - Airborne LIDAR Pipeline Inspection System (ALPIS) Mapping Tests
AB  - The Airborne LIDAR Pipeline Inspection System (ALPIS) is an airborne remote sensing system for detecting leaks associated with natural gas and hazardous liquid pipelines. ALPIS uses differential LIDAR, (Light Detection and Ranging), to detect the presence and concentration of hydrocarbons in the atmosphere. The system employs a digital camera and a global positioning system (GPS) to provide visual, cartographic representations of surveyed areas. Data collected with ALPIS can be incorporated into a geographic information system (GIS) to create mapping databases. Project goals are to achieve survey speeds of up to 150 miles per hour and cost equal to or less than much slower survey methods currently available.  Once ALPIS is completed, pipeline operators will have at their disposal a fast, efficient, and accurate tool for detecting and mapping natural gas and hazardous liquid pipeline leaks. ALPIS will also allow operators to survey their pipelines much more quickly than is possible with conventional technologies. In addition, cost per mile of pipeline surveyed is also expected to be comparable to or below that associated with currently available technologies.  Future activity in the ALPIS project is aimed at moving the technology from an engineering research prototype to a commercialized leak detection and mapping system that the pipeline industry can use. Therefore, a major objective is to determine the system's reliability and accuracy in locating and mapping leaks associated with natural gas pipelines. This requires the LIDAR sensor to locate a high percentage of leaks that can be verified by ground surveys while minimizing false positive detection. To accomplish these goals, future work will involve upgrading some of the hardware and software associated with ALPIS and performing flight tests in coordination with the pipeline industry.
KW  - Aerial surveying
KW  - Data collection
KW  - Global Positioning System
KW  - Inspection
KW  - Laser radar
KW  - Pipelines
KW  - Remote sensing
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=93
UR  - https://trid.trb.org/view/1261578
ER  - 

TY  - RPRT
AN  - 00468425
AU  - Office of the Secretary of Transportation
TI  - INSPECTOR GENERAL SEMIANNUAL REPORT TO THE CONGRESS. APRIL 1, 1987-SEPTEMBER 30, 1987
PY  - 1987
SP  - 26 p.
AB  - This report prepared pursuant to the provisions of the Inspector General (IG) Act of 1978 summarizes the activities and accomplishments of the Office of Inspector General (OIG) during the period April 1, 1987 to September 30, 1987.
KW  - Auditing
KW  - Bid rigging
KW  - Cost accounting
KW  - Crash investigation
KW  - Fines (Penalties)
KW  - Studies
UR  - https://trid.trb.org/view/279372
ER  - 

TY  - RPRT
AN  - 00468426
AU  - Office of the Secretary of Transportation
TI  - INSPECTOR GENERAL SEMIANNUAL REPORT TO THE CONGRESS. APRIL 1, 1987-SEPTEMBER 30, 1987. APPENDIX-LISTING OF AUDIT REPORT ISSUED
PY  - 1987
SP  - 35 p.
AB  - This is the list of audit reports issued by the Office of Inspector General during the period April 1, 1987 to September 30, 1987.  It covers the operations and program of the Department of Transportation as well as audits made for other government agencies.
KW  - Auditing
KW  - Government agencies
KW  - Transportation departments
KW  - U.S. Department of Transportation
UR  - https://trid.trb.org/view/279373
ER  - 

TY  - RPRT
AN  - 00411456
AU  - Kiefner, J F
AU  - Pipeline and Hazardous Materials Safety Administration
TI  - FINAL REPORT ON GUIDELINES FOR LOWERING PIPELINES WHILE IN SERVICE
PY  - 1985/02/25
SP  - 184 PP IN
AB  - No abstract provided.
KW  - Deflection
KW  - Pipelines
KW  - Protection
KW  - Strain (Mechanics)
KW  - Stresses
UR  - https://trid.trb.org/view/228009
ER  - 

TY  - RPRT
AN  - 00468007
AU  - Office of the Secretary of Transportation
TI  - INSPECTOR GENERAL SEMIANNUAL REPORT TO THE CONGRESS. APPENDIX LISTING OF AUDIT REPORTS ISSUED. APRIL 1, 1985-SEPTEMBER 30, 1985
PY  - 1985
SP  - 32 p.
AB  - No Abstract.
KW  - Auditing
KW  - Reports
KW  - Transportation departments
KW  - U.S. Department of Transportation
UR  - https://trid.trb.org/view/279229
ER  - 

TY  - RPRT
AN  - 00471583
AU  - Office of the Secretary of Transportation
TI  - INSPECTOR GENERAL SEMIANNUAL REPORT TO THE CONGRESS. OCTOBER 1, 1984-MARCH 31, 1985
PY  - 1985
SP  - 22 p.
AB  - This report prepared pursuant to the provisions of the Inspector General (IG) Act of 1978 summarizes the activities and accomplishments of the Office of Inspector General (OIG) during the period October 1, 1984 to March 31, 1985.
KW  - Auditing
KW  - Bid rigging
KW  - Convictions
KW  - Cost accounting
KW  - Crash investigation
KW  - Fines (Penalties)
KW  - Studies
KW  - Traffic conviction
UR  - https://trid.trb.org/view/280802
ER  - 

TY  - RPRT
AN  - 00471584
AU  - Office of the Secretary of Transportation
TI  - INSPECTOR GENERAL SEMIANNUAL REPORT TO THE CONGRESS. APRIL 1, 1985-SEPTEMBER 30, 1985
PY  - 1985
SP  - 25 p.
AB  - This report prepared pursuant to the provisions of the Inspector General (IG) Act of 1978 summarizes the activities and accomplishments of the Office of Inspector General (OIG) during the period April 1, 1985 to September 30, 1985.
KW  - Auditing
KW  - Bid rigging
KW  - Cost accounting
KW  - Crash investigation
KW  - Fines (Penalties)
KW  - Studies
UR  - https://trid.trb.org/view/280803
ER  - 

TY  - ABST
AN  - 01572482
TI  - Improve and Develop ILI Tools to Locate, Size, and Quantify Complex/Interacting Metal Loss Features
AB  - This project will provide the ability to accurately locate and size individual metal loss pits within an area of large corrosion and characterization of metal loss associated with dents/gouges and the longitudinal seam are three of the remaining problems with in-line inspection (ILI) integrity assessment of metal loss defects.  The regulations address each of these type anomalies by requiring the remediation of the following: (1) metal loss with a calculated burst pressure less than the maximum operating pressure for liquid pipelines or 1.1 times maximum allowable operating pressure for gas pipelines; (2) any dent that has any indication of metal loss, cracking or a stress riser; and (3) corrosion of or along a longitudinal seam weld. The project team will use two measurement technologies and computer comparisons to investigate these three problems: a Multi-measurement ILI tool, state-of-the-art in-ditch nondestructive evaluation (NDE) measurements, and computer based comparisons of the technologies.
KW  - Corrosion
KW  - Flaw detection
KW  - Gas pipelines
KW  - Inspection
KW  - Liquefied gases
KW  - Measurement
KW  - Metals
KW  - Pressure
KW  - Seams
UR  - http://primis.phmsa.dot.gov/matrix/prjHome.rdm?prj=498
UR  - https://trid.trb.org/view/1364446
ER  -