A letter report issued by the Government Accountability Office with an abstract that begins "The Staggers Rail Act deregulated the freight rail industry, relying on competition to set rates, and allowed for differential pricing (charging higher rates to those more dependent on rail). The act gave the Surface Transportation Board (STB) authority to develop remedies for shippers "captive" to one railroad and set a threshold for shippers to apply for rate relief. GAO was asked to review (1) changes in the railroad industry since the Staggers Rail Act, including rates and competition; (2) STB actions to address competition and captivity concerns and alternatives that could be considered; and (3) freight demand and capacity projections and potential federal policy responses. GAO examined STB data, conducted interviews, and held an expert panel."

Testimony issued by the Government Accountability Office with an abstract that begins "The decennial census is a constitutionally mandated activity, with immutable deadlines. It produces data used to allocate about $200 billion yearly in federal financial assistance, reapportion the seats of the House of Representatives, and provide a profile of the nation's people to help guide policy decisions. The U.S. Census Bureau (Bureau) estimates the 2010 Census will cost $11.3 billion, making it the most expensive census in the nation's history, even after adjusting for inflation. Based primarily on GAO's issued reports, this testimony addresses the extent to which the Bureau has (1) developed detailed and timely cost data for effective oversight and cost control, (2) reduced nonresponse mail follow up costs, and (3) produced risk mitigation plans to address identified challenges."

A letter report issued by the Government Accountability Office with an abstract that begins "To install positive train control (PTC)--a communications-based system designed to prevent certain types of train accidents caused by human factors-- almost all railroads are overlaying their existing infrastructure with PTC components; nonetheless, most railroads report they will miss the December 31, 2015, implementation deadline. Both the Association of American Railroads (AAR) and the Federal Railroad Administration (FRA) have reported that most railroads will not have PTC fully implemented by the deadline. Of the four major freight railroads included in GAO's review, only one expects to meet the 2015 deadline. The other three freight railroads report that they expect to have PTC implemented by 2017 or later. Commuter railroads generally must wait until freight railroads and Amtrak equip the rail lines they operate on, and most of the seven commuter railroads included in this review reported that they do not expect to meet the 2015 deadline. To implement PTC systems that meet the requirements of the Rail Safety Improvement Act of 2008 (RSIA), railroads are developing more than 20 major components that are currently in various stages of development, integrating them, and installing them across the rail …

A letter report issued by the Government Accountability Office with an abstract that begins "The National Railroad Passenger Corporation (Amtrak) and commuter rail agencies often share rights-of-way with each other and with freight railroads. Negotiating agreements that govern the shared use of infrastructure can be challenging, especially on issues such as liability and indemnity. As requested, this report discusses (1) the liability and indemnity provisions in agreements among passenger and freight railroads, and the resulting implications of these provisions; (2) federal and state court opinions and Surface Transportation Board (STB) decisions related to contractual liability and indemnity provisions of passenger and freight railroad agreements; (3) factors that influence the negotiations of liability and indemnity provisions among passenger and freight railroads; and (4) potential options for facilitating negotiations of liability and indemnity provisions. GAO obtained information from all existing and proposed commuter rail agencies, Amtrak, and major freight railroads through site visits or telephone interviews. GAO analyzed the liability and indemnity provisions in agreements between commuter rail agencies, Amtrak, and freight railroads. GAO also reviewed federal and state laws, STB decisions, and court cases related to liability and indemnity provisions. The Department of Transportation and STB had no comments on the …

Testimony issued by the General Accounting Office with an abstract that begins "Although most of the attention following the September 11 terrorist attacks focused on airport security, an increasing emphasis has since been placed on ports. Ports are inherently vulnerable to terrorist attacks because of their size, generally open accessibility by water and land, metropolitan area location, the amount of material being transported through ports, and the ready transportation links to many locations within the country's borders. Since September 11, federal, state, and local authorities, and private sector stake holders have addressed vulnerabilities in the security of the nation's ports. The Coast Guard has acted as a focal point for assessing and addressing security concerns, anticipating many of the requirements that Congress and the administration are contemplating or have already put into place. Although the proposal to consolidate the federal agencies responsible for border security may offer some long-term benefits, overcoming three challenges will be key to successfully enhancing security at the nation's ports: standards, funding, and collaboration."

A letter report issued by the Government Accountability Office with an abstract that begins "With the number of airplane passengers using U.S. airports expected to grow to almost 1 billion by the year 2015, ground access to U.S. airports has become an important factor in the development of our nation's transportation networks. Increases in the number of passengers traveling to and from airports will place greater strains on our nation's airport access roads and airport capacity, which can have a number of negative economic and social effects. U.S. transportation policy has generally addressed these negative economic and social effects from the standpoint of individual transportation modes and local government involvement. However, European transportation policy is increasingly focusing on intermodal transportation as a possible means to address congestion without sacrificing economic growth. This report addresses the development of intermodal capabilities at U.S. airports, including (1) the roles of different levels of government and the private sector; (2) the extent such facilities have been developed; (3) benefits, costs, and barriers to such development; and (4) strategies to improve these capabilities. GAO provided a draft of this report to the Department of Transportation (DOT) and Amtrak. DOT generally concurred with the report, and …

Other written product issued by the Government Accountability Office with an abstract that begins "This document describes the forces that are likely to shape our nation's future, its place in the world, and the changing role of the federal government. This document is an integral part of GAO's strategic plan for serving the Congress for fiscal years 2007 through 2012. Our plan describes our proposed goals and strategies for supporting the Congress and the nation in facing the challenges of a rapidly changing world. In keeping with our commitment to update the plan every 3 years, we have identified seven key themes that provide the context for our plan. These themes are ensuring the nation's readiness to face changing security threats; addressing a range of sustainability challenges from fiscal challenges to environmental challenges; maintaining economic growth and competitiveness; recognizing global interdependencies related to people, information, goods, and capital; adapting to societal changes resulting from demographic and other shifts; maintaining U.S. citizens' quality of life; and managing advancements in science and technology."

A letter report issued by the Government Accountability Office with an abstract that begins "The Transportation Security Administration's (TSA) Transportation Security Executive Service (TSES) consists of executive-level staff serving in key agency positions just below political appointees. Committees of Congress have raise questions about the frequency of turnover within the TSES and have directed GAO to examine turnover among TSES staff. Accordingly, this report examines: (1) TSES attrition and how it compares with that of Senior Executive Service (SES) staff in other DHS components and cabinet-level departments, (2) the reasons TSES staff separated from TSA, and (3) TSA efforts to mange TSES attrition consistent with effective management practices. To answer these objectives, GAO analyzed data within the Office of Personnel Management's Central Personnel Data File, reviewed TSA human capital policies and procedures, and interviewed former TSES staff. The results of these interviews are not generalizable, but represent the views of about half the TSES staff who separated from fiscal years 2005 through 2008."

A letter report issued by the Government Accountability Office with an abstract that begins "Freight railroads account for over 40 percent (by weight) of the nation's freight on a privately owned network that was largely built almost 100 years ago and includes over 76,000 railroad bridges and over 800 tunnels. As requested, GAO provides information on this infrastructure, addressing (1) the information that is available on the condition of railroad bridges and tunnels and on their contribution to railroad congestion, (2) the federal role in overseeing railroad bridge and tunnel safety, (3) the current uses of public funds for railroad infrastructure investments, and (4) criteria and a framework for guiding any future federal role in freight infrastructure investments. GAO reviewed federal bridge safety guidelines and reports, conducted site visits, and interviewed federal, state, railroad, and other officials."

A letter report issued by the Government Accountability Office with an abstract that begins "Since 1980, the train accident rate has improved significantly, but progress has leveled off over the past 10 years. Recent serious accidents--such as one in Graniteville, South Carolina, that led to 9 deaths and 292 injuries--elevated concerns. The Federal Railroad Administration (FRA) develops safety standards and inspects and enforces railroads' compliance with these standards. This report addresses how FRA (1) focuses its efforts on the highest priority risks related to train accidents in planning its oversight, (2) identifies safety problems on railroad systems in carrying out its oversight, and (3) assesses the impact of its oversight efforts on safety. To complete this work, GAO reviewed FRA regulations, planning and policy documents, and safety data. GAO also contacted FRA officials in headquarters and three regional offices and others."

Testimony issued by the General Accounting Office with an abstract that begins "The Rail Passenger Service Act of 1970 created Amtrak to provide intercity passenger rail service because existing railroads found such service unprofitable. Amtrak operates a 22,000-mile network, primarily over freight railroad tracks, providing service to 46 states and the District of Columbia. Most of Amtrak's passengers travel on the Northeast Corridor, which runs between Boston, Massachusetts, and Washington, D.C. On some portions of the Corridor, Amtrak provides high-speed rail service (up to 150 miles per hour). Since its inception, Amtrak has struggled to earn revenues and run an efficient operation. Recent years have seen Amtrak continue to struggle financially. In February 2003, Amtrak reported that it would need several billion dollars from the federal government over the next few years to sustain operations. However, some have indicated that there needs to be a fundamental reassessment of how intercity passenger rail is structured and financed. Options raise questions about whether or not Amtrak should be purely an operating company, whether competition should be introduced for providing service, and if states should assume a greater financial role in the services that are provided."

A letter report issued by the Government Accountability Office with an abstract that begins "State and local governments provide an array of services to their residents, such as primary and secondary education, libraries, police and fire services, social programs, roads and other infrastructure, public colleges and universities, and more. These subnational governments may face fiscal stress similar to the federal government. Given the nature of the partnership among levels of government in providing services to Americans and the economic interrelationships among levels of government, understanding potential future fiscal conditions of the state and local government sector is important for federal policymaking. To provide Congress and the public with this broader context, we developed a fiscal model of the state and local sector. This report describes this model and provides (1) simulations of the state and local government sector's long-term fiscal outlook, (2) an analysis of the underlying causes of potential fiscal difficulties for the sector, (3) a discussion of the extent to which the long-term simulations are sensitive to alternative assumptions, and (4) an examination of how the state and local government sector could add to future federal fiscal challenges. The potential fiscal outcomes of the state and local government …

A letter report issued by the General Accounting Office with an abstract that begins "The U.S. surface and maritime transportation systems include roads, mass transit systems, railroads, and ports and waterways. One of the major goals of these systems is to provide and enhance mobility, that is, the free flow of passengers and goods. Mobility provides people with access to goods, services, recreation, and jobs; provides businesses with access to materials, markets and people; and promotes the movement of personnel and material to meet national defense needs. During the past decade, total public sector spending increased for public roads and transit, remained constant for waterways, and decreased for rail. Passenger and freight travel are expected to increase over the next 10 years, according to Department of Transportation projections. Passenger vehicle travel on public roads is expected to grow by 24.7 percent from 2000 to 2010. Passenger travel on transit systems is expected to increase by 17.2 percent over the same period. Amtrak has estimated that intercity passenger rail ridership will increase by 25.9 percent from 2001 to 2010. The key factors behind increases in passenger travel, and the modes travelers choose, are expected to be population growth, the aging of …

Correspondence issued by the Government Accountability Office with an abstract that begins "The nation's economic vitality and the quality of life of its citizens depend significantly on the availability, dependability, and security of its surface transportation network. Our nation has built a vast surface transportation system of roads, railways, ports, and transit systems that facilitate commerce and improve our quality of life. The flow of people and goods is enormous: The nation moved about 5 trillion ton miles of freight and 5 trillion passenger miles of people in 2004. In total, about 4 million miles of roads, 117,000 miles of rail, 600,000 bridges, 19,000 airports, 11,000 miles of transit lines, and 500 train stations make up the surface transportation network. For the past several decades, demand has outpaced the capacity of the surface transportation system, and population growth, technological change, and the increased globalization of the economy will further strain the system. For example, according to the Transportation Research Board, an expected population growth of 100 million people could double the demand for passenger travel. Moreover, this population growth will be concentrated in certain regions and states, intensifying the demand for transportation in these areas. Likewise, freight traffic is projected …

A chapter report issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO provided information on: (1) the environment within which railroad rates have been set since 1990; (2) how railroad rates have changed since 1990; (3) how railroad service quality has changed since 1990; and (4) actions taken by the Surface Transportation Board and others to address railroad service quality problems."

A letter report issued by the Government Accountability Office with an abstract that begins "Commuter rail agencies provide mobility to millions of people across the country, often using Amtrak infrastructure and services. Given these interactions, an abrupt Amtrak cessation could have a significant impact on commuter rail operations. Amtrak's chronic financial problems and recent budget proposals make such a cessation a possibility. GAO was asked to examine (1) the extent to which commuter rail agencies rely on Amtrak for access to infrastructure and services, (2) issues that commuter rail agencies would face if Amtrak abruptly ceased to provide them with services and infrastructure access, and (3) the options available to commuter rail agencies should Amtrak abruptly cease to provide them services and infrastructure access."

A letter report issued by the Government Accountability Office with an abstract that begins "The American Recovery and Reinvestment Act (Recovery Act) and subsequent appropriations have dramatically increased federal funds available for high speed intercity passenger rail from $120 million in fiscal year 2008 and fiscal year 2009 combined to $10.5 billion available in fiscal year 2010. Other issues, such as developing industry capacity to supply rail equipment and fostering multiyear public support for such systems must be resolved. As part of its efforts to assess Recovery Act initiatives, GAO reviewed (1) how states started or improved passenger rail services in the recent past, (2) rail industry plans to accommodate the increased passenger rail investments, and (3) Federal Railroad Administration (FRA) plans to oversee the use of federal intercity passenger rail funds. GAO reviewed federal legislation; interviewed state, industry and federal officials; and reviewed selected literature. GAO is not making any recommendations. The Department of Transportation did not express an overall opinion on a draft of this report. It did provide technical and clarifying comments, which GAO incorporated."

A chapter report issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO provided information on: (1) the Surface Transportation Board's rate relief complaint process and how it has changed since the Interstate Commerce Commission (ICC) Termination Act of 1995 became law; (2) the number and outcome of rate relief cases pending or filed since 1990; and (3) the barriers that shippers face when bringing rate complaints to the Board and potential changes to the process to reduce these barriers."

A letter report issued by the Government Accountability Office with an abstract that begins "Most major U.S. airports have some degree of physical proximity to intercity passenger rail stations, though only 2 airports are currently collocated with intercity rail stations. Specifically, 42 of the nation's 60 large and medium hub airports are located within 10 miles of Amtrak stations; 21 of the 42 airports are within 5 miles of Amtrak stations. At the 2 collocated airports, passengers can access Amtrak either via an automated people mover (Newark Liberty International Airport) or by walking (Bob Hope Burbank Airport). At some airports, such as Baltimore/Washington International Thurgood Marshall Airport, passengers can take a direct shuttle between the airport and the nearby Amtrak station, while at other airports, connections to Amtrak can be made through other modes of transportation. Studies and data, while limited, suggest that relatively few passengers in the United States use intercity rail to travel to and from the airport or through more integrated travel such as code-sharing agreements, whereby airlines sell tickets for Amtrak's service. The only existing air-rail code-sharing agreement in the United States is at Newark Airport. Amtrak and states are considering projects to expand intercity rail …

A letter report issued by the Government Accountability Office with an abstract that begins "Intercity passenger rail service is at a critical juncture in the United States. Amtrak, the current service provider, requires $1 billion a year in federal subsidies to stay financially viable but cannot keep pace with its deteriorating infrastructure. At the same time, the federal government faces growing fiscal challenges. To assist the Congress, GAO reviewed (1) the existing U.S. system and its potential benefits, (2) how foreign countries have handled passenger rail reform and how well the United States is positioned to consider reform, (3) challenges inherent in attempting reform efforts, and (4) potential options for the federal role in intercity passenger rail. GAO analyzed data on intercity passenger rail performance and studied reform efforts in Canada, France, Germany, Japan, and the United Kingdom."

A letter report issued by the Government Accountability Office with an abstract that begins "The U.S. passenger rail system is a vital component of the nation's transportation infrastructure, carrying more than 11 million passengers each weekday. The Department of Homeland Security (DHS) and the Department of Transportation (DOT) share responsibility for ensuring the safety and security of rail systems. In this report, GAO addressed (1) DHS actions to assess the risks to the U.S. passenger rail system in the context of prevailing risk management principles, (2) federal actions taken to enhance the security of the U.S. passenger rail system, and (3) security practices that domestic and selected foreign passenger rail operators have implemented."

A letter report issued by the General Accounting Office with an abstract that begins "This report, part of GAO's performance and accountability series, discusses the major management challenges and program risks facing the Department of Transportation (DOT). DOT has been very successful in achieving its objectives and improving its operations, but it still must address problems in safety standards, financial management, railroad assistance, travel security, and fair competition."

Testimony issued by the Government Accountability Office with an abstract that begins "The July 2005 bombing attacks on London's subway system dramatically highlighted the vulnerability of passenger rail systems worldwide to terrorist attacks, and the need for an increased focus on security for these systems. This testimony provides information on how the Department of Homeland Security (DHS), including the Transportation Security Administration (TSA) and the Office for Domestic Preparedness (ODP), have assessed risks posed by terrorism to the U.S. passenger rail system using risk management principles; actions federal agencies have taken to enhance the security of U.S. rail systems; and rail security practices implemented by domestic and selected foreign passenger rail operators and differences among these practices."

A letter report issued by the Government Accountability Office with an abstract that begins "The Transportation Security Administration (TSA) has inconsistently overseen and enforced its rail security incident reporting requirement because it does not have guidance and its oversight mechanisms are limited, leading to considerable variation in the types and number of incidents reported. Though some variation is expected in the number and type of incidents reported because of differences in rail agency size, location, and ridership, local TSA inspection officials have provided rail agencies with inconsistent interpretations of the reporting requirement. For example, local TSA officials instructed one rail agency to report all incidents related to individuals struck by trains. However, local TSA officials responsible for another rail agency said these incidents would not need to be reported as they are most often suicides with no nexus to terrorism. Providing guidance to local TSA inspection officials and rail agencies on the types of incidents that are to be reported could improve consistency across different TSA field offices. GAO also found inconsistency in TSA compliance inspections and enforcement actions because TSA has not utilized limited headquarters-level mechanisms as intended for ensuring consistency in these activities. TSA's rail security inspection policies …