A letter report issued by the General Accounting Office with an abstract that begins "The Tennessee Valley Authority (TVA) relied on its 11 coal-burning plants to supply 60 percent of its electric power in fiscal year 2001. These plants account for almost all of TVA's emissions of two key air pollutants--sulfur dioxide (SO2), which has been linked to reduced visibility, and nitrogen oxides (NOx), which contribute to the formation of harmful ozone. To meet an increase in demand of 1.7 percent annually through 2010, TVA estimates that it will need to expand its current generating capacity of 30,365 megawatts by 500 megawatts annually. Building new generating capacity can produce more emissions, which raises environment concerns. To lessen the need for new capacity, TVA and other electricity suppliers promote the efficient use of electricity through "demand-side management" programs, which seek to reduce the amount of energy consumed or to change the time of day when it is consumed. Even though TVA intends to increase its capacity to generate electricity through 2005, it also expects to reduce its SO2 and NOx emissions during the same time period, primarily by burning lower-sulfur coal, installing devices to control emissions at its existing plants, and …

A letter report issued by the General Accounting Office with an abstract that begins "Each day, nearly two million passengers on 25,000 flights depend on the Federal Aviation Administration's (FAA) Air Traffic Control (ATC) system to safely reach their destinations. Because the ATC system requires thousands of controllers, each of whom typically manages just a section of airspace or one aspect of an aircraft's takeoff or landing, FAA depends on supervisors to monitor air traffic operations and controllers' workload and performance to ensure that the system is operating safely. In negotiating its 1998 collective bargaining agreement with its controllers' union, FAA agreed to a national plan that would reduce by attrition the number of supervisors who oversee air traffic controllers. To avoid compromising safety, FAA will increasingly have its controllers performing supervisory duties as Controllers-in-Charge (CIC) when supervisors are not present. Nationwide, FAA has selected 8,268 controllers to serve as CICs, which is about 55 percent of its air traffic controller workforce. GAO found that the materials for FAA's CIC training program were through and comprehensive, but FAA has little assurance that the training was effectively presented and achieved its objectives. Although FAA assessed training at a few facilities, the …

A chapter report issued by the General Accounting Office with an abstract that begins "Thousands of the Federal Aviation Administration (FAA) controllers will soon be eligible to retire because of extensive hiring in the 1980's to replace striking air traffic controllers. Although the exact number and timing of the controllers' departures has not been determined, attrition scenarios developed by both FAA and GAO indicate that the total attrition will grow substantially in both the short and long term. As a result, FAA will likely need to hire thousands of air traffic controllers in the next decade to met increasing traffic demands and to address the anticipated attrition of experienced controllers, predominately because of retirement. FAA has yet to developed a comprehensive human capital workforce strategy to address its impending controller needs. Rather, FAA's strategy for replacing controllers is generally to hire new controllers only when current, experienced controllers leave. This does not take into account the potential increases in future hiring and the time necessary to train replacements. In addition, there is uncertainty about the ability of FAA's new aptitude test to identify the best controller candidates. Further, FAA has not addressed the resources that may be needed at its …

Testimony issued by the General Accounting Office with an abstract that begins "The Federal Aviation Administration's (FAA) air traffic control modernization (ATC) efforts are designed to enhance the safety, capacity, and efficiency of the national airspace system through the acquisition of a vast network of radar, navigation, communications, and information processing systems, as well as new air traffic control facilities. Since 1981, when these efforts began, FAA's ATC modernization projects have consistently experienced cost, schedule, and performance problems that GAO and others have attributed to systemic management issues. As a result, FAA's cost estimates have grown and planned improvements have been delayed. Initially FAA estimated that its ATC modernization efforts would cost $12 billion and could be completed over 10 years. Now, two decades and $35 billion later, FAA expects to need another $16 billion through 2007 to complete key projects, for a total cost of $51 billion. This testimony (1) provides an overview of the systemic management issues that GAO and others have identified in FAA's ATC modernization efforts over time, (2) discusses key actions that FAA and others have taken to address these issues, and (3) identifies the challenges that lie ahead for FAA."

A chapter report issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO reviewed the Federal Aviation Administration's (FAA) modernization investment management approach as carried out through the Acquisition Management System (AMS), focusing on the extent to which FAA, through AMS: (1) has established a structured approach for selecting and controlling its investments; (2) incorporates all investments, including those in operation, in the agency's portfolio; and (3) selects, controls, and evaluates its investments with complete and reliable information."

A letter report issued by the General Accounting Office with an abstract that begins "In fiscal year 2001, the Federal Aviation Administration (FAA) spent more than $15 million to move air traffic controllers and their managers to new permanent duty locations. FAA classifies the funds that it spends for these moves as permanent change of station (PCS) benefits. In 1998, as part of a broader effort to reform its personnel policies, FAA changed its policies on PCS benefits. Instead of fully reimbursing the costs of all PCS moves and prohibiting unfunded PCS moves, as it once did, FAA now determines the amount of PCS benefits to be offered on a position-by-position basis and allows employees and managers to move at their own expense. Under its new polices, FAA can fully reimburse the costs of a move if it determines that he move is in the interest of the government, or it can offer partial fixed relocation benefits if it determines that the agency will derive some benefit from the move. FAA's policies on eligibility for PCS benefits are the same for air traffic controllers and their managers, but the amounts of the benefits vary. According to these policies, eligibility depends …

A statement of record issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO discussed the Federal Aviation Administration's (FAA) Air Traffic Control Modernization Program, focusing on: (1) the causes of the problems that have plagued FAA's modernization program for nearly two decades; (2) recent agency efforts to overcome these problems; and (3) the readiness of FAA and others to meet year 2000 requirements."

Testimony issued by the General Accounting Office with an abstract that begins "This testimony discusses the Federal Aviation Administration's (FAA) efforts to modernize the nation's air traffic control (ATC) system and its relationship to other initiatives to address the escalating crises of insufficient capacity facing the aviation industry. Specifically, GAO reviews the (1) extent of the delay and congestion problems and the contribution of the ATC system to them, (2) progress and problems encountered in FAA's ATC modernization program, and (3) importance of a continued focus on delivering ATC equipment and on human capital issues as policymakers seek to address delays and congestion. GAO found that the national airspace system (NAS) is facing significant capacity problems. Last year, more than 25 percent of nationwide flights were canceled, delayed or diverted. These actions affected 163 million passengers who, on average, were delayed almost an hour. Inefficiencies in the ATC system contribute to the delays and congestion. Modernizing equipment, along with other changes in the ATC system, is expected to help increase the capacity of NAS between 5 and 15 percent. However, improvements from FAA's modernization program have fallen short so far. Although FAA has installed new equipment to provide the necessary …

Testimony issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO discussed the status of the Federal Aviation Administration's (FAA) implementation of the Display System Replacement (DSR) project, focusing on: (1) the status of FAA's overall modernization program; (2) FAA's progress in implementing DSR, with particular emphasis on events surrounding Boston's implementation; and (3) opportunities for continued success by FAA in completing its modernization projects."

Testimony issued by the General Accounting Office with an abstract that begins "In May 2000, United Airlines proposed acquiring US Airways and divesting part of those assets to create a new airline to be called DC Air. More recently, American Airlines has proposed buying Trans World Airlines (TWA), along with certain assets from United. These proposals have raised questions about how such consolidation within the airline industry could affect competition in general and consumers in particular. Congress, the Department of Justice, and the Department of Transportation need to answer several questions in evaluating the proposed mergers. For example, questions remain about whether American's purchase of financially-strapped TWA represents the last anticompetitive means to preserve its assets. The proposals by American, TWA, United, US Airways, and DC Air constitute the most significant recent changes that have occurred in the airline industry, and the outcome of these decisions could have both positive and negative effects for consumers for years to come. This testimony summarizes a December report (GAO-01-212)."

A statement of record issued by the General Accounting Office with an abstract that begins "In May 2000, United Airlines proposed to acquire US Airways and divest part of those assets to create a new airline to be called DC Air. More recently, American Airlines has proposed buying Trans World Airlines (TWA), along with certain assets from United. These proposals have raised questions about how such consolidation in the airline industry could affect competition in general and consumers in particular. Congress, the Department of Justice, and the Department of Transportation need to answer several questions in evaluating the proposed mergers. The proposals by American, TWA, United, US Airways, and DC Air constitute the most significant recent changes that have occured in the airline industry, and the outcome of these decisions could have both positive and negative effects for consumers for years to come. This testimony summarized a December GAO report (GAO-01-212)."

Testimony issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO discussed changes in airfares and service quality at Buffalo Niagara International Airport since deregulation."

Testimony issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO discussed the changes in airfares and service quality since deregulation, focusing on the: (1) changes in airfares and service quality at airports serving Charleston and other communities in South Carolina; and (2) differences in airfares charged to business and leisure passengers travelling to and from Charleston."

A letter report issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO reviewed and updated its previous work on airfares and service and reexamined the effect that certain barriers have had on these measures, focusing on: (1) how airfares have changed since 1990 for travel to and from 171 airports serving various U.S. communities; (2) how the quality of air service has changed since 1978 for travel to and from these airports; and (3) the extent to which certain barriers to entry--restrictive gate-leasing arrangements, controls on the number of allowable takeoffs and landings at some airports, and the limits on the distance that flights from some airports can be--influence competition at affected airports."

A letter report issued by the General Accounting Office with an abstract that begins "Labor negotiations in the airline industry fall under the Railway Labor Act. Under this act, airline labor contracts do not expire, but instead, become amendable. To help labor and management reach agreement before a strike occurs, the act also provides a process--including possible intervention by the President--that is designed to reduce the incidence of strikes. Despite these provisions, negotiations between airlines and their unions have sometimes been contentious, and strikes have occurred. Because air transportation is such a vital link in the nation's economic infrastructure, a strike at a major U.S. airline may exert a significant economic impact on affected communities. Additionally, if an airline's labor and management were to engage in contentious and prolonged negotiations, the airline's operations--and customer service--could suffer. GAO was asked to examine trends in airline labor negotiations in the 25 years since the industry was deregulated in 1978, the impact of airline strikes on communities, and the impact of lengthy contract negotiations and nonstrike work actions (such as "sickouts") on passengers."

A letter report issued by the General Accounting Office with an abstract that begins "In 2002, when major U.S. airlines posted net operating losses of almost $10 billion, they paid over $7 billion to distribute tickets to consumers. Of these total distribution expenses, airlines paid hundreds of millions of dollars in booking fees to global distribution systems--the companies who package airline flight schedule and fare information so that travel agents can query it to "book" (i.e., reserve and purchase) flights for consumers. Each time a consumer purchases an airline ticket through a travel agent, the global distribution system used by the travel agent charges the airline a set booking fee. Concerns have been raised that the global distribution systems may exercise market power over the airlines because most carriers are still largely dependent on each of the global distribution systems for distributing tickets to different travel agents and consumers and therefore must subscribe and pay fees to each. Market power would allow global distribution systems to charge high, noncompetitive fees to airlines, costs that may be passed on to consumers. GAO was asked to examine changes in the airline ticket distribution industry since the late 1990s and the effects on …

A letter report issued by the General Accounting Office with an abstract that begins "The multibillion dollar Airport and Airway Trust Fund (Trust Fund) provides most of the funding for the Federal Aviation Administration (FAA). The Trust Fund relies on revenue from 10 taxes, including passenger ticket, fuel, and cargo taxes. Concerns about the financial outlook of the Trust Fund have emerged recently given the downturn in passenger air travel, requests from the airlines to suspend some of the Trust Fund taxes, and the need to reauthorize FAA's major programs in 2003. GAO was asked to determine (1) the projected financial outlook of the Trust Fund and (2) how a 1- year suspension of various taxes accruing to the Trust Fund (i.e., a tax holiday), would affect its financial status. We were asked to assess five potential tax holidays that would have begun on April 1, 2003, and ended on April 1, 2004. GAO used a model developed by FAA that made financial projections for the Trust Fund using expenditure assumptions that were based on (1) the Senate Committee on Commerce, Science, and Transportation's May 2, 2003, and the House Subcommittee on Aviation's May 15, 2003, reauthorization proposals authorizing over …

Testimony issued by the General Accounting Office with an abstract that begins "Since Congress enacted the Wendell H. Ford Aviation Investment and Reform Act for the 21 Century (AIR-21) 3 years ago, much has changed. At that time, the focus was on reducing congestion and flight delays. Today, flights are being canceled for lack of business, two major air carriers are in bankruptcy, and attention has shifted from increasing the capacity of the national airspace system to enhancing aviation security. Furthermore, as the federal budget deficit has increased, competition for federal resources has intensified, and the costs of airport capital development are growing, especially with the new requirements for security. Nonetheless, analysts expect the demand for air traffic services to rebound. Until that time, the unexpected slump in air traffic creates a window of opportunity to improve the safety and efficiency of the national airport system."

A letter report issued by the General Accounting Office with an abstract that begins "The events of September 11, 2001 created several new challenges for the aviation industry in ensuring the safety and security of the national airport system. Chief among them is deciding to what extent Airport Improvement Program (AIP) grant funds should be used to finance the new security requirements at the nation's airports. Although many in the aviation industry believe that funding security projects has become even more important in the aftermath of September 11, they also recognize the need to continue funding other airport development projects, such as those designed to enhance capacity in the national airport system. During fiscal year 2002, the Federal Aviation Association (FAA) awarded a total of $561 million, 17 percent of the $3.3 billion available for grants, in AIP grant funds to airports for security projects related to the events of September 11, 2001. This amount is the largest amount awarded to airports for security projects in a single year since the program began in 1982. Based on data provided by FAA, all of the security projects funded with AIP grants since the events of September 11, 2001, met the legislative …

Testimony issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO discussed airport funding issues, focusing on: (1) the amount airports are spending on capital development and the sources of those funds; (2) comparing airports' plans for development with current funding levels; and (3) what effect will various proposals to increase or make better use of existing funding have on airports' ability to fulfill their capital development plans."

Testimony issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO discussed airport funding issues as they apply to smaller airports, focusing on: 1) how much funding has been made available to airports, particularly smaller airports, for their capital development and what are the sources of these funds; (2) comparing airports' plans for future development with current funding levels; and (3) what effect will various proposals to increase or make better use of existing funding have on smaller airports' ability to fulfill their capital development plans."

Correspondence issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO provided information on the use of funds for capital improvements at Chicago O'Hare International Airport, focusing on several funding sources: (1) the Airport Improvement Program (AID), a grant program administered by the Federal Aviation Administration (FAA); (2) passenger facility charges, (PFC) a per-passenger fee levied on each passenger enplaning at the airport; (3) General Airport Revenue Bonds (GARB) issued by the city of Chicago, which owns and operates the airport; and (4) other revenue bond funds that are not secured by general airport revenues, but by specific sources of airport income."

Correspondence issued by the General Accounting Office with an abstract that begins "Pursuant to a legislative requirement, GAO provided information on the Federal Aviation Administration's (FAA) Airport Improvement Program discretionary spending for fiscal years (FY) 1996-1998, focusing on: (1) the selection process that FAA used to establish priorities for allocating the Airport Improvement Program's discretionary grant awards; (2) the extent to which the highest priority projects were funded; (3) identifying the political party (Majority or Minority) of the congressional representative from the congressional district in which the airport is located; and (4) the amount of time required to release Airport Improvement Program grants to airports."

A letter report issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO determined whether the Federal Aviation Administration (FAA) must enforce grant assurance as a condition of providing noise mitigation grants to the Seattle-Tacoma International Airport."