http://www.oig.dot.gov/rss.jsp?agency=6 The 10 most recent releases on the U.S. DoT OIG web site ... FRA en-US webmaster@oig.dot.gov (OIG Webmaster) http://www.oig.dot.gov/images/dot.gif http://www.oig.dot.gov/rss.jsp?agency=6 http://www.oig.dot.gov/item.jsp?id=2547 On October 6, 2009, we issued our report on the Department of Transportation Operating Administrations plans for ensuring Recovery Act fund recipients submit accurate, complete, and timely data on the use of these funds, as required by Section 1512 of the Recovery Act. Office of Management and Budget (OMB) guidance states that starting October 22, 2009, Federal agencies are to perform a limited data quality review of recipient information and notify the recipients of two key data problemsmaterial omissions and significant reporting errors. Our audit objective was to determine whether the Departments Operating Administrations have established processes to perform such reviews and notify recipients of the need to make appropriate and timely changes. We found that the Departments Operating Administrations overseeing the implementation of the Recovery ActFederal Aviation Administration (FAA), Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and Maritime Administration (MARAD)have taken steps to ensure that Recovery Act recipients comply with Section 1512 reporting requirements. These steps range from conducting outreach to recipients regarding the specific reporting requirements to drafting processes for performing limited data quality reviews. Each Operating Administration aims to have a process in place before conducting the reviews, and as of September 25, 2009, two of five Operating AdministrationsFAA and FTAhave drafted processes. However, it is too early to determine whether these processes will adequately identify omissions and significant reporting errors. As we continue to conduct our Recovery Act work, we will monitor the Operating Administrations progress, and may conduct additional work of the adequacy of Operating Administrations and recipients internal control procedures for ensuring data quality. Tue, 06 Oct 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2547 http://www.oig.dot.gov/item.jsp?id=2520 On July 31, as mandated by the FY 2009 Consolidated Appropriations Act, we issued our quarterly report to the House and Senate Appropriations Committees on Amtraks savings from operational reforms and yeartodate financial performance. Amtraks operating loss through June 2009 was $367.2 million, 0.6 percent more than budgeted as declining passenger revenues were largely offset by declining fuel and employee benefit costs. Amtraks financial performance is expected to continue to erode through the remainder of the fiscal year, resulting in a forecasted yearend operating loss of $16.0 million more than budgeted. Thus far, Amtrak has not yet identified the measures it will take to close this funding gap.Amtrak expects to end the year with a cash balance of $192.8 million, well above the minimum yearend level the OIG believes is necessary. These funds could be used to close the funding gap if Amtrak can not implement sufficient operating efficiencies. Fri, 31 Jul 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2520 http://www.oig.dot.gov/item.jsp?id=2490 Pursuant to Sections 3(d)(e) of the Presidential Memorandum For Heads of Executive Departments and Agencies dated March 20, 2009, entitled Ensuring Responsible Spending of Recover Act Funds, we are publishing this notification of communication with a registered lobbyist from the Offshore Marine Service Association. Thu, 11 Jun 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2490 http://www.oig.dot.gov/item.jsp?id=2488 On June 5, Marcus Schrenker plead guilty in US District Court, Pensacola, FL, to willfully wrecking an aircraft, and causing the United States Coast Guard to attempt to save his life and property when no help was needed. Mr. Schrenker had been indicted in Pensacola, Florida on January 20, 2009. On January 11, 2009, Mr. Schrenker, while enroute to Destin, Florida, made several false distress calls to the Atlanta Air Route Traffic Control Center (AARTCC) stating his windshield was cracking and he was injured. In response to the call, the United States Coast Guard launched a search and rescue effort in anticipation of a potential crash. Subsequent search and rescue efforts discovered no body at the scene of the crash and no damaged to the aircrafts windscreen. It was later determined that Mr. Schrenker set the plane on autopilot and parachuted out of the aircraft. Mr. Schrenker subsequently admitted to making the false distress calls and that it was his intention to crash the aircraft in the Gulf of Mexico. Sentencing is currently set for August 19, 2009. This investigation was conducted jointly with the United States Coast Guard Investigative Service, with outstanding assistance from the Federal Aviation Administration, the United States Coast Guard, the United States Marshals Service, the Santa Rosa Sheriffs Department, The Gadsden County Office, the United States Air Force, the United States Air Force 84th Radar Evaluation Squadron McChord Air Force Base, the Louisiana Air National Guard, the Tallahassee Police Department, the Harpersville Police Department, the Talladega Police Department, the Childersburg Police Department, the Vincent Police Department, the Escambia County Sheriffs Office, and the Federal Bureau of Investigation. Fri, 05 Jun 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2488 http://www.oig.dot.gov/item.jsp?id=2489 On June 3, 2009 as mandated by the fiscal year (FY) 2008 Consolidated Appropriations Act, we issued our quarterly report to the House and Senate Appropriations Committees on Amtraks savings from operational reforms and yeartodate financial performance. Amtraks operating loss through March 2009 was $259.9 million, 6.9 percent less than budget as declining passenger revenues were largely offset by declining fuel and employee benefit costs. Amtraks financial performance is expected to continue to erode through the remainder of the fiscal year, resulting in a forecasted yearend operating loss of $25.8 million. Thus far, Amtrak has not yet identified the measures it will take to close this funding gap.Amtrak has shifted $24 million in costs from general operating to capital and now expects to end the year with a cash balance of $182 million, well above the minimum yearend level the OIG believes is necessary. These funds could be used to close the funding gap if Amtrak can not implement sufficient operating efficiencies. The OIG also found that Amtrak could do more by providing a transparent and detailed analysis of the financial risks and external factors, such as forecasted economic growth and fuel prices, impacting the companys revenues and expenses. Doing so would improve policymakers understanding of the magnitude of these risks going forward. Finally, the OIG believes that while Amtrak has enhanced its internal reporting of financial and operating measures, it will be important to integrate this reporting with the measures required under the Passenger Rail Investment and Improvement Act of 2008 to better link Amtraks actions, external risks, and its bottom line.As directed by Congress, reports requested by the House and Senate Appropriations Committees are subject to a 15 day hold before being publicly released. In compliance with that requirement, the report was withheld from public release until June 18, 2009. Wed, 03 Jun 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2489 http://www.oig.dot.gov/item.jsp?id=2466 The Office of the Inspector General plans to conduct an audit of risks associated with the Federal Railroad Administrations implementation of the new Capital Assistance for High Speed Rail Corridors and Intercity Passenger Rail Service programs, which were mandated by the American Recovery and Reinvestment Act of 2009 (ARRA). Specifically, we plan to focus on (1) the capability of states and FRA to plan and manage high speed rail projects, (2) statefreight railroad capital agreements, (3) financial forecasting best practices, and (4) intercity passenger rail service bottlenecks. Tue, 05 May 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2466 http://www.oig.dot.gov/item.jsp?id=2456 On April 30 the Inspector General testified before the Senate Committee on Appropriations, Subcommittee on Transportation, Housing and Urban Development, and Related Agencies, regarding the Department of Transportations (DOT) oversight of the American Recovery and Reinvestment Act (ARRA) and OIGs related audit and investigative strategy. In anticipation of ARRAs passage, we initiated a threephase approach to conducting related work. We completed Phase 1 with the issuance of our March 31, 2009 report on key oversight challenges facing DOT. We also identified several ongoing audits that have a direct connection to the programs funded under ARRA and related requirements. We plan to fasttrack the most timesensitive results of our work on these audits to ensure we provide DOT, Congress, and taxpayers with timely and relevant information. We have started Phase 2 of our strategy, which involves systematic reviews of the DOT agencies that received funding in ARRA. These scans will examine vulnerabilities in program management and planning that could impede DOTs ability to provide effective oversight of ARRAfunded projects and meet new statutory and Office of Management and Budget requirements. We plan to begin reporting the results of Phase 2 this summer. Phase 3 is a longterm initiative in which we will drill down on highrisk areas that emerge as a result of our agency scans. Thu, 30 Apr 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2456 http://www.oig.dot.gov/item.jsp?id=2457 The American Recovery and Reinvestment Act (ARRA) of 2009 designated $20 million to DOT OIG through Fiscal Year 2013 to conduct audits and investigations of DOT projects and activities funded by ARRA. In anticipation of ARRAs passage, we initiated a threephase approach to conducting related audit and investigative work, expanded our investigative outreach efforts, and maximized new funding and program flexibilities. The actions we have taken and plan to take will help position our Office to meet the increased workload under ARRA and protect the Federal investment over the long term. Wed, 29 Apr 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2457 http://www.oig.dot.gov/item.jsp?id=2455 On April 29 the Inspector General testified before the House Committee on Transportation and Infrastructure regarding the Department of Transportations (DOT) oversight of the American Recovery and Reinvestment Act (ARRA) and OIGs related audit and investigative strategy. In anticipation of ARRAs passage, we initiated a threephase approach to conducting related work. We completed Phase 1 with the issuance of our March 31, 2009 report on key oversight challenges facing DOT. We also identified several ongoing audits that have a direct connection to the programs funded under ARRA and related requirements. We plan to fasttrack the most timesensitive results of our work on these audits to ensure we provide DOT, Congress, and taxpayers with timely and relevant information. We have started Phase 2 of our strategy, which involves systematic reviews of the DOT agencies that received funding in ARRA. These scans will examine vulnerabilities in program management and planning that could impede DOTs ability to provide effective oversight of ARRAfunded projects and meet new statutory and Office of Management and Budget requirements. We plan to begin reporting the results of Phase 2 this summer. Phase 3 is a longterm initiative in which we will drill down on highrisk areas that emerge as a result of our agency scans. Wed, 29 Apr 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2455 http://www.oig.dot.gov/item.jsp?id=2429 Our report found that FRAs safety regulations for internal rail flaw testing did not require the railroads to report the specific track locationsmilepost numbers or track milestested during these types of inspections. We also found FRAs inspection data system did not provide adequate information for determining the extent to which FRAs track inspectors have reviewed the railroads records for internal rail flaw testing and visual track inspections to assess compliance with safety regulations.We recommended that FRA revise its track safety regulations for internal rail flaw testing to require the railroads to report all track locations (milepost numbers or track miles) covered during internal rail flaw testing. We also recommended that FRA revise its Track Safety Compliance Manual and inspection data system by including specific inspection activity codes for its track inspectors to report on whether the record reviews the inspectors conducted were for internal rail flaw testing or visual track inspections. FRA agreed with our recommendations and has either taken or planned corrective actions. Tue, 24 Feb 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2429