prompt_front: You are given two reports by the government agency.



Question: Write a one-page summary of the report 1.



Report 2: Grade-crossing safety has improved significantly since 1975, but since 2009, the number of crashes and fatalities at grade crossings has plateaued (see fig  1)  The yearly number of grade-crossing crashes declined from 12,126 in 1975 to 2,117 in 2017  In that time frame, fatalities dropped from 917 to 273  The most significant reductions in grade-crossing crashes and fatalities were achieved from 1975 to 1985, when states closed or improved the most dangerous crossings  Grade- crossing safety continued to improve until the mid-2000s, though at a slower rate  Since 2009, the number of grade-crossing crashes and fatalities remains at around 2,100 crashes and 250 fatalities a year  These fatalities typically make up less than one percent of all highway- related fatalities  The decrease in crashes and fatalities occurred as the volume of train and highway traffic generally increased over the years  FRA expects the traffic volumes to continue to increase and has expressed concern that grade-crossing crashes and fatalities may also increase  As a set-aside portion of FHWA’s much larger Highway Safety Improvement Program (HSIP), the Section 130 Program provides funds to state DOTs for the elimination of hazards at highway-rail grade crossings  States determine what improvements need to be made at grade crossings  FHWA has oversight responsibilities regarding the use of federal funds as part of its administration of federal-aid highway programs and funding, including HSIP funds  FHWA uses a statutory formula to distribute to states Section 130 Program funds, which averaged $235 million per year during the last 10 years (fiscal years 2009 through 2018)  Section 130 Program projects are funded at a 90 percent federal share, with the state or the roadway authority funding the remaining 10 percent  States have 4 years to obligate their program funds before they expire, meaning that in any given fiscal year, states can obligate funds appropriated in that year as well as any unobligated funds from the previous 3 fiscal years  In addition, states may choose to combine funds from multiple years to fund relatively expensive projects  The Section 130 Program’s requirements direct states to establish an implementation schedule for grade-crossing-safety improvement projects that, at a minimum, include warning signs for all public grade crossings  Grade crossings are generally categorized as “active” or “passive” depending on the type of traffic control devices that are present  As of July 2018, according to FRA’s National Highway-Rail Crossing Inventory, there were approximately 68,000 public grade crossings with electronic, or active, traffic control devices in the United States  Another approximately 58,000 public grade crossings have passive traffic-control devices, which include signs and supplementary pavement markings  The requirements also specify that at least 50 percent of Section 130 Program funding must be dedicated to the installation of protective devices at grade crossings, including traffic control devices  States can use remaining program funds for any hazard elimination project  States may also use program funds to improve warning signs and pavement markings or to improve the way the roadway aligns with the tracks (e g , to ensure low-clearance vehicles do not get stuck on the tracks)  In addition, states can use up to 2 percent of the funds to improve their grade-crossing inventories and to collect and analyze data  See figure 2 for examples of the types of projects eligible for Section 130 Program funds and graphical depictions of grade crossings before and after safety improvements have been made  FHWA and FRA are the primary agencies responsible for safety at grade crossings, and they both play key—yet distinct—roles  FHWA oversees the Section 130 Program and monitors states’ uses of program funds through 52 division offices located in each state, the District of Columbia, and Puerto Rico and through headquarters staff in Washington, D C  In addition, FHWA’s division staff reviews states’ processes for prioritizing and selecting grade-crossing-safety improvement projects  FHWA does not evaluate the appropriateness of individual grade-crossing projects, but instead helps states determine that projects meet program eligibility requirements  Division staff assists in the implementation of Section 130 Program state-administered projects, and they may participate in state- DOT-led, on-site reviews of grade crossings under consideration for Section 130 Program projects  FHWA headquarters staff is responsible for FHWA-wide initiatives, such as working with stakeholders to establish standards for traffic control devices and systems at grade crossings and for engineering oversight of state-administered safety improvement projects  FRA provides safety oversight of both freight and passenger railroads by: collecting and analyzing data; issuing and enforcing numerous safety regulations, including on grade-crossings’ warning systems; conducting focused inspections, audits, and accident providing technical assistance to railroads and other stakeholders  Specifically, FRA oversees rail safety through eight regional offices and through headquarters staff in Washington, D C  Regional staff monitor railroads’ compliance with federal safety regulations through inspections and provide technical assistance and guidance to states  In 2017, FRA created a new discipline for grade-crossing safety and is hiring new grade-crossing inspectors  These inspectors conduct field investigations, identify regulatory defects and violations, recommend civil penalty assessments when appropriate, and may participate in state- DOT-led teams that conduct on-site reviews of grade crossings to evaluate potential safety improvements  According to FRA documentation, FRA’s new inspectors will also work with a variety of stakeholders to institute new types of training, explore new safety concepts and technologies, and assist in the development of new or modified highway-rail grade-crossing-safety regulations, initiatives, and programs  The inspectors will also work with FHWA and other DOT operating administrations in a cooperative effort to improve grade- crossing safety  FRA regional staff also investigates select railroad crashes, including those at grade crossings, to determine root causation and any contributing factors, so that railroads can implement corrective actions  FRA headquarters staff develops analytical tools for states to use to prioritize grade-crossing projects  In addition, headquarters staff manages research and development to support improved railroad safety, including at grade crossings  FRA’s Office of Railroad Safety maintains the National Highway-Rail Crossing Inventory database and the Railroad Accident/Incident Reporting System on grade-crossing crashes  Both states and railroads submit information to FRA’s crossing inventory, which is designed to contain information on every grade crossing in the nation  Railroads submit information such as train speed and volume; states submit information such as highway speed limits and average annual daily traffic  The Rail Safety Improvement Act of 2008 added requirements for both railroads and states to periodically update the inventory; however, the Moving Ahead for Progress in the 21st Century Act (MAP-21) repealed a provision providing DOT authority to issue implementing regulations that would govern states’ reporting to the inventory  According to FRA officials, while FRA’s regulations do not require states to report the information, FRA encourages them to do so  FRA regulations require railroads to report and update their information in the inventory every 3 years or sooner in some instances, such as if new warning devices are installed or the grade crossing is closed  FRA’s accident system contains details about each grade-crossing accident that has occurred  In addition to submitting immediate reports of fatal grade-crossing crashes, railroads are required to submit accident reports within 30 days after the end of the month in which the accident occurred and describe conditions at the time of the accident (e g , visibility and weather); information on the grade crossing (e g , type of warning device); and information on the driver (e g , gender and age)  In its role overseeing grade-crossing safety, FRA has sponsored a number of research efforts to better understand the causes of grade- crossing crashes and identify potential ways to improve engineering, education, and enforcement efforts  For example, FRA sponsored an in- depth data analysis of grade-crossing crashes to better identify which crossing characteristics increase the risk of an accident  The report, issued in 2017, found that the volumes of train and vehicle traffic at a crossing are the biggest predictors of grade-crossing crashes  Changes in vehicle and train traffic therefore affect the annual number of grade- crossing crashes  For example, as highway traffic decreased in 2008, possibly due to the economic recession and higher gas prices, so too did the number of grade-crossing crashes  As previously noted, FRA expects that the number of grade-crossing crashes will likely grow with anticipated increases in future train and highway traffic  As discussed below, vehicle and train volume are included in the U S  DOT Accident Prediction Model, which some states use to select grade-crossing improvement projects  According to FRA officials, FRA is using the results of this recent in-depth data analysis to, in part, evaluate whether additional risk factors, such as the number of male drivers or trains carrying toxic materials, should be added to the model  FRA has targeted other research into understanding driver behavior at grade crossings, which is the leading cause of crashes  According to FRA’s accident data, in 2017, 71 percent of fatal crashes at public grade crossings occurred at those with gates  In 2004, the DOT Inspector General (IG) reported that 94 percent of grade-crossing crashes from 1994 to 2003 could be attributed to risky driver behavior or poor judgement  State officials we spoke with explained that drivers may become impatient waiting at a grade crossing and decide to go around the gates  Drivers may also line up over the grade crossing in heavy vehicular traffic, and be unable to exit before the gates come down  See figure 3 for examples of risky driver behavior at grade crossings  To better understand driver behavior, FRA sponsored a John A  Volpe National Transportation Systems Center (Volpe Center) study that recorded and analyzed drivers’ actions as they approached grade crossings  The researchers found that almost half of drivers were doing another task, such as eating, and over a third did not look in either direction while approaching passive grade crossings  We have previously reported, and many stakeholders we interviewed agreed, that in light of inappropriate driver behavior, technological solutions alone may not fully resolve safety issues at grade crossings  In addition, public-education and law-enforcement efforts can augment the effectiveness of technological solutions  According to FRA officials, they shared information on driver education with DOT’s National Highway Traffic Safety Administration (NHTSA) as NHTSA works more closely with states on driver education manuals  According to DOT officials, NHTSA updates its driver education materials every 2–3 years and plans to consider including grade-crossing-safety materials in the next versions  FRA is also working with states and localities to research and develop new protective devices and other safety measures targeted at improving driver behavior at grade crossings  As most fatal crashes happen at grade crossings already equipped with gates, FRA and state and local agencies are exploring whether additional safety measures can improve safety at those locations  For example, in 2016 and 2017, FRA’s Grade Crossing Task Force worked with the Volpe Center and the City of Orlando to test whether photo enforcement at grade crossings could reduce risky driver behavior  The City of Orlando installed automated photo-enforcement devices at a grade crossing, and instead of issuing fines to drivers who had violated its warning devices, sent drivers a warning notice and educational safety materials  Eight months after the photo-enforcement system was installed, grade crossing violations decreased by 15 percent  While FRA judged these enforcement efforts successful at changing driver behavior, a 2015 FRA whitepaper noted that photo enforcement equipment is costly—on average costing over $300,000 per crossing to install and operate for 2 years—and may not be cost-effective for most grade crossings  FRA found that due to costs and state laws prohibiting photo-enforcement, only two photo- enforcement cameras were currently in operation at grade crossings across the country  States, localities, and FHWA are also exploring whether new types of pavement markings at grade crossings can improve driver behavior  According to DOT officials, FHWA is working with two states to develop new cross-hatch pavement markings for grade crossings that would comply with the Manual on Uniform Traffic Control Devices, similar to the “don’t block the box” type pavement markings used in intersections  FHWA also worked with a city to test the use of in-roadway lights to delineate the crossing  (See fig  4)  FRA and state DOTs are also trying to improve pedestrian safety at grade crossings by developing new safety measures  Grade-crossing accidents involving pedestrians are less frequent than those involving automobiles at grade crossings but have a higher fatality rate  While pedestrians were involved in only 9 percent of accidents at public crossings in 2017, almost 40 percent of fatal grade-crossing accidents involved pedestrians  To try to improve pedestrian safety, in 2012 the Volpe Center worked with New Jersey Transit to study whether adding additional pedestrian gate skirts— hanging gates that further block a crossing (see fig  5)—would prevent people from ducking under the gates  The Volpe Center reported that these new gates had mixed success  While incidents of people going under and around the gates decreased, more people chose to cross the tracks in the street rather than at the sidewalk  Finally, FRA is exploring new automated and connected vehicle technologies that could reduce risky driver behavior at grade crossings  FRA, FHWA, and officials from one state we interviewed said they anticipate that such technology will be critical to further improving safety  Specifically, FRA and FHWA are coordinating with DOT’s Intelligent Transportation Systems Joint Program Office to develop pilot technology that would enable crossing infrastructure or trains to communicate wirelessly with vehicles  Vehicles can use this information to warn the driver that a crash or violation is imminent, or integrate with onboard active safety systems  According to FRA officials, they completed a proof of concept in 2013 and completed and tested a prototype of the technology in 2017  DOT officials said that DOT does not have a time frame for when automakers might begin incorporating such connected vehicle technologies and noted that retrofitting older cars with new equipment will likely make this a long-term effort  FRA shares information on its research in various ways with state DOTs, because states are responsible for deciding which safety measures to install at grade crossings  Specifically, FRA and FHWA jointly hold quarterly webinars with stakeholders, including state DOT officials, and conduct presentations at highway-rail safety workshops  Information on safety measures such as grade-crossing devices, signs, and markings are also included in the Railroad-Highway Grade Crossing Handbook  According to DOT officials, the handbook was developed jointly by FHWA and FRA  The last version of the handbook was updated in 2007 and includes some out of date information  FRA and FHWA officials said they began working on an update in 2017, but missed the July 2018 target completion date  According to FHWA officials, updating the handbook is a complex undertaking that has taken more time than they anticipated due to the extensive collaboration required among stakeholders  FHWA officials said they anticipate completing the update during the spring of 2019  The risk of crashes at public grade crossings within a state factors into states’ selection of over 1,000 new Section 130 Program projects nationally each fiscal year  FHWA requires states to develop a grade crossing program that considers relative risk  FHWA officials said they review the methods that states use to select projects to ensure that risk is considered  According to a 2016 academic study of 50 states, most states use mathematical formulas, or “accident prediction models,” to help assess risk and identify grade crossings for potential projects  More specifically, these accident prediction models use factors such as grade crossing characteristics and accident history to rank grade crossings by risk  DOT provides one such model—the Accident Prediction Model—and some states have developed their own models  The study reported that 19 states used DOT’s model and 20 states used a different model  It also found that the DOT and commonly used state models include some similar grade-crossing characteristics to predict accident risk  For example, the selected models reviewed all considered vehicle- and train- traffic volume, which FRA has found to be the strongest predictors of grade-crossing crashes  FRA makes its Accident Prediction Model available to states online through its Web Accident Prediction System  This system is an online tool that uses FRA’s crossing inventory, crossing collision history, and the DOT Accident Prediction Model to predict accident risk for grade crossings in each state  Only one of the eight states in our review used the system as its primary source for ranking grade-crossing risk  Most of the other states perform their own calculations to rank grade crossings  Officials from two states said that they believe their state-maintained data are more reliable than FRA’s crossing inventory and explained that they go directly to their contacts at railroads to get updated information on factors such as train volume  Accident prediction models are only one source of information states use when selecting Section 130 Program projects  According to the state officials we spoke with, a variety of other considerations can also influence their decisions, including the following: Proximity of projects together along a railroad “corridor” in order to gain efficiencies and reduce construction costs  Requests from local jurisdictions or railroads  These stakeholders may have information on upcoming changes at a grade crossing, such as higher train volume or new housing developments nearby, which would increase risk but would not be reflected yet in the accident prediction model  Availability of local funding to provide the required 10 percent match for Section 130 Program projects, while trying to spread the funds fairly across the state  States may also consider grade crossings that have had close calls in the past, such as where a car narrowly avoided being hit by a train  FRA does not require railroads to report on these close calls, or “near misses;” however, according to state officials, railroads sometimes provide this information to states on an ad-hoc basis  State officials from four of the eight states we spoke with said they considered near misses when selecting Section 130 Program projects  A 2004 Volpe Center report noted that studying close calls was a proactive way to improve safety  According to the report, FRA sponsored a workshop to learn about the benefits of collecting and analyzing close calls  However, stakeholders we interviewed noted challenges formalizing near-miss reporting  For example, Volpe Center officials said these reports are subjective in nature—what one engineer considers a close call, others may not  FRA developed another online tool—GradeDec—to allow states to compare the costs and benefits for various grade-crossing improvement projects  GradeDec uses models to analyze a project’s risk and calculate cost-benefit ratios and net present value for potential projects  FRA provides state DOTs with on-site GradeDec workshops upon request  While FRA officials noted that many state and local governments have registered to use the program, none of the state officials we spoke with identified GradeDec as a tool that they use to conduct cost-benefit analysis  Officials from two state DOTs we spoke with said that cost- benefit analyses could help them better identify and select the most cost- effective crossing safety projects in the future  According to the academic study of 50 states noted above, because of limited funding for grade-crossing improvements, states should consider the life-cycle costs of the projects as well as net present value to help select projects  As discussed later in this report, the small number of crashes at grade crossings can make it challenging to distinguish between different projects in terms of their effectiveness in reducing accidents  Finally, after they have considered risk factors and created a list of potential grade crossings for improvement, state officials, along with relevant stakeholders from railroads and local governments, conduct field reviews of the potential projects  According to state officials, these reviews help identify grade-crossing characteristics that may not be included in the accident prediction models, such as vegetation that would obstruct drivers’ views  In 2008, legislation was enacted mandating reporting by states and railroads to the National Highway-Rail Crossing Inventory  However, the fact that reporting to the inventory remained voluntary until 2015 has had lingering effects on the completeness of the data in the inventory  In 2015, as mandated by statute, FRA issued regulations requiring railroads to update certain data elements for all grade crossings every 3 years  However, our analysis of FRA’s crossing inventory found that 4 percent of grade crossings were last updated in 2009 or earlier  In addition, because MAP-21 repealed DOT’s authority to issue regulations that would govern state reporting to the inventory, state reporting of grade-crossing data remains voluntary, according to FRA officials, and all state-reported information is not complete  Our analysis of state-reported data in FRA’s crossing inventory found varying levels of completeness  For example, while some state-reported data fields were almost entirely complete, 33 percent of public grade crossings were missing data on posted highway speed  We also found that of the crossings for which states reported the year when the highway-traffic count was conducted, 64 percent of the highway-traffic counts for public grade crossings, another important risk factor, had not been updated since 2009, or earlier  According to the 2015 final rule, FRA will continue to evaluate whether additional regulations to address state reporting are needed to maintain the crossing inventory’s accuracy  FRA officials told us that improving inventory data will help them better deploy their limited resources, particularly their grade-crossing inspectors, and said that they have taken steps to help improve the data  In 2017, FRA regional officials conducted field reviews to verify the latitude and longitude data for grade crossings in the inventory, data that states are responsible for updating
Report 2:  PLCY officials stated that PLCY makes tradeoffs and rarely chooses to work on self-initiated projects over its other three categories of effort  According to the officials, PLCY’s work on the other three higher-priority categories is sufficient to ensure that the office is effectively leading, conducting, and coordinating strategy and policy across the department  Given its organizational position and strategic priorities, PLCY is uniquely situated to identify opportunities to better harmonize or enhance departmentwide and crosscutting policy, a role that is in line with its strategic priority to build departmental policymaking capacity and foster Unity of Effort  In the absence of clear articulation of the department’s expectations for PLCY in this role, it is difficult for PLCY and DHS leadership to make completely informed and deliberate decisions about the tradeoffs they make across any available resources  In addition to statutory authority that PLCY received in the NDAA, PLCY officials stated that a separate, clear delegation of authority—a mechanism by which the Secretary delegates responsibilities to other organizational units within DHS—is needed to help confront the ambiguous roles it has experienced in the past  PLCY officials stated that past efforts to finalize a delegation of authority have stalled during leadership changes and that the initiative has been a lower priority, in part, due to where PLCY is in its maturation process and DHS is in its evolution into a more cohesive department under the Unity of Effort  As of May 2018, the effort had been revived, but it is not clear whether and when DHS will finalize it  According to a senior official in the Office of the Under Secretary for Management, a delegation of authority is important for PLCY  He described the creation of a delegation of authority as a process that does more than simply delegate the Secretary’s authority  He noted that defining PLCY’s roles and responsibilities in relation to other organizational units presents an opportunity to engage all relevant components and agree on appropriate roles  He said that, earlier in the organizational life of the Office of the Under Secretary for Management, it went through a process like this, which has been vital in it being able to carry out its mission  He said now that PLCY has a deputy undersecretary in place, this is a good time to restart the process to develop the delegation of authority  Until the delegation or a similar process clearly and fully articulates PLCY’s roles and responsibilities, PLCY and the operational components are likely to continue to experience limitations in collaboration on crosscutting and departmentwide policy  PLCY determines its workforce needs through the annual budget process, but systematic identification of workforce demand, capacity gaps, and strategies to address them could help ensure that PLCY’s workforce aligns with its and DHS’s priorities and goals  To determine its workforce needs each year, PLCY officials told us that, as part of the annual budget cycle, they work with PLCY staff and operational components to determine the scope of activities required for each PLCY area of responsibility and the associated staffing needs  PLCY officials said there are three skill sets needed to carry out the office’s responsibilities: policy analysis, social science analysis, and regional affairs analysis  PLCY officials explained that the office’s priorities can change rapidly as events occur and the Secretary’s and administration’s priorities shift  Therefore, according to PLCY officials, their staffing model must be flexible  They said that, rather than a defined system of full-time equivalents with set position types and levels, PLCY officials start with their budget allotment and consider current and potential emerging needs to set position types and levels, which may fluctuate significantly from year to year  In addition, PLCY officials stated that PLCY staff are primarily generalists and, given the versatility in skill sets of their workforce, PLCY has a lot of flexibility to move staff around if there is an emerging need  For example, if there is an emerging law enforcement issue that affects all law enforcement agencies, PLCY may be tasked with developing a policy to ensure the issue is addressed quickly and that the resulting policy is harmonized across the department and with other law enforcement agencies, such as the Department of Justice  While PLCY completes some workforce planning activities as part of its annual budgeting process, PLCY does not systematically address several aspects of the DHS Workforce Planning Guide that may create more efficient operations and greater alignment with DHS priorities  According to the DHS Workforce Planning Guide, workforce planning is a process that ensures the right number of people with the right skills are in the right jobs at the right time for DHS to achieve the mission  This process provides a framework to: align workforce planning to the department’s mission and goals, predict, then assess how evolving missions, new processes, or environmental conditions may impact the way that work will be performed at DHS in the future, identify gaps in capacity, develop and implement strategies and action plans to address capacity and capability gaps, and continuously monitor the effectiveness of action plans and modify, as necessary  The DHS Workforce Planning Guide stipulates that an organization’s management should not only lead and show support during the workforce planning process, but ensure alignment with the strategic direction of the agency  Moreover, Standards for Internal Control in the Federal Government states that management should use quality information to achieve the entity’s objectives  For example, management uses an entity’s operational processes to make informed decisions and evaluate the entity’s performance in achieving key agency objectives  According to PLCY officials, the current staffing paradigm involves shifting the office’s staff when new and urgent issues arise from the Secretary or White House, and adding these unexpected tasks to staff’s existing responsibilities  However, this means that tradeoffs are made, resulting in some priority items taking longer to address or not getting attention at all  PLCY officials stated that they have been caught off-guard at times by changes in demands placed on PLCY and had to scramble to address the new needs  Additionally, PLCY officials said they have a number of vacancies, which hamper the office’s ability to meet certain aspects of its mission  For example, PLCY’s Office of Cyber, Infrastructure, and Resilience was created in 2015  According to PLCY officials, PLCY has had some resources to address cyber issues, however, there has not been funding to staff this office and an assistant secretary has not been appointed to lead it  Therefore, PLCY officials stated that PLCY has not been able to address its responsibilities for infrastructure resilience  Similarly, PLCY has limited capacity for risk analysis  A provision of the NDAA provides that PLCY is to: develop and coordinate strategic plans and long-term goals of the department with risk-based analysis and planning to improve operational mission effectiveness, including consultation with the Secretary regarding the quadrennial homeland security review under section 707 [6 U S C  § 347]  However, PLCY officials acknowledged that their focus on identifying needs for risk analyses and conducting them has been limited, in part, because DHS disbanded the risk management office  Officials from one component told us that they contribute to a report that PLCY coordinates, called Homeland Security National Risk Characteristics, which is prepared as a precursor to the DHS Strategic Plan  PLCY officials stated that, outside of these foundational documents and some risk-based analyses completed as part of specific policy development efforts, PLCY does not have the capacity to complete any additional risk analysis activities  Although PLCY officials said they conduct some analysis of potential demands as a starting point for how to allocate PLCY’s annual staffing budget, these efforts are largely informal and internal and have not resulted in a systematic analysis that provides PLCY and DHS management with the information they need to understand the effects of resource tradeoffs  Also, PLCY officials said they track accomplishments toward PLCY’s strategic priorities as part of a weekly meeting and report, however, officials acknowledged they do not analyze what role workforce decisions have played in achieving or not achieving strategic priorities  Moreover, although PLCY officials stated that they have intermittent, in- person, informal communication about resource use, they have not used the principles outlined in the DHS Workforce Planning Guide to systematically identify and communicate workforce demands, capacity gaps, and strategies to address workforce issues  According to PLCY officials, they have not conducted such analysis, in part, because the Secretary’s office has not requested it of them or the other DHS offices that are funded in the same part of the DHS budget  Regardless of whether the Secretary expects workforce analysis as part of the budgeting process, the DHS Workforce Planning Guide could be used within and outside of the budgeting process to help inform resource decision making throughout the year  PLCY officials stated that at the PLCY Deputy Under Secretary’s initiative, they recently began a review of all relevant statutory authorities, which they will map against the current organizational structure and day- to-day operations  The Deputy Under Secretary plans to use the results of the review to enhance PLCY’s efficiency and effectiveness, and the results could serve as a foundation for a more holistic and systematic analysis of workforce demand, any capacity gaps, and strategies to address them  Employing workforce planning principles—in particular, systematic identification of workforce demand, capacity gaps, and strategies to address them—consistent with the DHS Workforce Planning Guide could better position PLCY to use its workforce as effectively as possible under uncertain conditions  Moreover, using the DHS guide would help PLCY to systematically communicate information about any workforce gaps to DHS leadership, so there is transparency about how workforce tradeoffs affect PLCY’s ability to support DHS goals  As discussed earlier, officials from PLCY and DHS operational components praised existing mechanisms to coordinate and communicate at the senior level, especially about strategy  However, component officials identified opportunities for PLCY to better connect at the staff level to identify and respond to emerging policy and strategy needs  Leading practices for collaboration that we have identified in our prior work state that it is important to ensure that all relevant participants have been included in a collaborative effort, and positive working relationships among participants from different agencies or offices can bridge organizational cultures  These relationships build trust and foster communication, which facilitate collaboration  Also, as previously stated, PLCY has mechanisms like the S&P ESC to communicate and coordinate with operational components and other DHS stakeholders at the senior level (e g , Senior Executive Service officials)  However, PLCY does not have a mechanism to effectively engage in routine communication and collaboration at the staff level (e g , program and policy specialists working at operational components to oversee or implement policy and strategy functions)  Specifically, officials with responsibility for policy and strategy at 6 of 8 operational components told us that they did not have regular contact with or know who to contact at PLCY for questions about policies or strategies, or that the reason they knew who to contact was because of existing working relationships, not because of efforts PLCY had undertaken to facilitate such contacts  In addition, some component officials noted that, when they tried to use the PLCY website to coordinate, they found it to be out of date and lacking sufficient information  PLCY officials acknowledged that the website needs improvement  They stated that the office has developed improved content for the website, but does not have the necessary staff to update the website  According to the officials, the needed staff should be hired soon and improved content should be on the website by the end of summer 2018  Although officials at 5 of the 8 operational components we interviewed stated that the quality of PLCY’s coordination and collaboration has improved in the past 2 years or so, component officials offered several suggestions to enhance PLCY’s coordination and collaboration, especially at the staff level  Among these were: conduct routine information sharing meetings with staff-level officials who have policy and strategy responsibilities at each operational component, clearly articulate points of contact, their contact information, and their portfolios at PLCY as well as at other policy and strategy stakeholders, ensure the PLCY website is up-to-date with contact information for PLCY and components that work in strategy and policy areas, and with relevant information about crosscutting strategy and policy initiatives underway, host a forum—such as an annual conference—to bring together policy and strategy officials from PLCY and DHS components to share ideas and make contacts, and prepare a standard briefing for component officials with strategy and policy responsibilities to help ensure that staff at all levels understand what PLCY does, how it works, and opportunities for engagement on emerging policy and strategy needs or identified harmonization opportunities  For example, officials from one component told us that they would like PLCY officials to have in-person meetings with component staff to discuss what PLCY does, who to contact in PLCY, where to find information about policies and strategies, and other relevant information to ensure a smooth working relationship between the component and PLCY  According to PLCY officials, the office recognizes the value of creating mechanisms to connect staff, who work on policy and strategy at all levels in DHS  PLCY officials said they have historically done a better job in coordinating at the senior level, but are interested in expanding opportunities to connect other staff with policy and strategy responsibilities  PLCY officials stated that they are considering creating a working group structure that mirrors existing organizational mechanisms to coordinate at the senior level, but have not taken steps to do so  Routine collaboration among PLCY, operational components, and other DHS offices at the staff level is important to ensure that PLCY is able to carry out its functions under the NDAA, including the effective coordination of policies and strategies  A positive working relationship among these stakeholders can build trust, foster communication, and facilitate collaboration  Such enhanced communication and collaboration across PLCY and among component officials with policy and strategy responsibility could help the department more quickly and completely identify emerging, crosscutting strategy and policy needs and opportunities to enhance policy harmonization  PLCY’s efforts to lead, conduct, and coordinate departmentwide and crosscutting policies have sometimes been hampered by the lack of clearly-defined roles and responsibilities  In addition, PLCY does not have a consistent process and procedures for its strategy development and policymaking efforts  Without a delegation of authority or similar documentation from DHS leadership clearly articulating PLCY’s missions, roles, and responsibilities—along with defined processes and procedures to carry them out in a predictable and repeatable manner—there is continuing risk that confusion and uncertainty about PLCY’s authority, missions, roles, and responsibilities will limit its effectiveness  PLCY employs some workforce planning, but does not systematically apply key principles of the DHS Workforce Planning Guide to help predict workforce demand, and identify any workforce gaps and design strategies to address them  Without this analysis, PLCY faces limitations in ensuring that its workforce is aligned with its and DHS’s priorities and goals  Moreover, the results of this analysis would better position PLCY to communicate to DHS leadership any potential tradeoffs in workforce allocation that would affect PLCY’s ability to meet priorities and goals  PLCY could enhance its use of mechanisms for collaboration and communication with DHS stakeholders at the staff level  Implementation of additional mechanisms at the staff level for regular communication and coordination, including providing up-to-date information to stakeholders about the office, could help PLCY and operational components to better connect in order to identify and address emerging policy and strategy needs  We are making the following four recommendations to DHS: The Secretary of Homeland Security should finalize a delegation of authority or similar document that clearly defines PLCY’s mission, roles, and responsibilities relative to DHS’s operational and support components  (Recommendation 1) The Secretary of Homeland Security should create corresponding processes and procedures to help implement the mission, roles, and responsibilities defined in the delegation of authority or similar document to help ensure predictability, repeatability, and accountability in departmentwide and crosscutting strategy and policy efforts  (Recommendation 2) The Under Secretary for Strategy, Policy, and Plans should use the DHS Workforce Planning Guide to help identify and analyze any gaps in PLCY’s workforce, design strategies to address any gaps, and communicate this information to DHS leadership  (Recommendation 3) The Under Secretary for Strategy, Policy, and Plans should enhance the use of collaboration and communication mechanisms to connect with staff in the components with responsibilities for policy and strategy to better identify and address emerging needs  (Recommendation 4) We provided a draft of this report for review and comment to DHS  DHS provided written comments, which are reproduced in appendix I  DHS also provided technical comments, which we incorporated, as appropriate  DHS concurred with three of our recommendations and described actions planned to address them  DHS did not concur with one recommendation  Specifically, DHS did not concur with our recommendation that PLCY should use the DHS Workforce Planning Guide to help identify and analyze any gaps in PLCY’s workforce, design strategies to address any gaps, and communicate this information to DHS leadership  The letter described a number of actions, including actions that are also described in the report, which PLCY takes to help ensure alignment of its staff with organizational needs  In the letter, PLCY officials pointed to the workforce activities PLCY undertakes as part of the annual budgeting cycle  We acknowledge that the actions described to predict upcoming priorities and resource needs as part of the annual budgeting cycle are in line with the DHS workforce planning principles  However, as we noted, there are opportunities to apply the workforce planning principles outside the annual budgeting cycle to provide greater visibility and awareness of resource tradeoffs to management inside PLCY and in the Secretary’s office  In the letter, PLCY officials made note of the dynamic and changing nature of its operational environment, stating that it often required them to shift resources and priorities on a more frequent or ad hoc basis than many organizations  We acknowledged in the report that PLCY’s operating environment requires it to maintain flexibility in its staffing approach  However, PLCY has a number of important duties, including helping foster Unity of Effort throughout the department and helping to ensure the availability of risk information for departmental decision making, that require longer-term, sustained attention and strategic management  During interviews, PLCY officials acknowledged that striking a balance between these needs has been difficult and at times they have faced significant struggles  The report describes some areas where, during the time we were conducting our work, it was clear that some tasks and functions, such as risk analyses, lacked the resources or focus necessary to ensure they received sustained institutional attention  It is because of PLCY’s dynamic operating environment, coupled with the need for sustained institutional attention to other key responsibilities, that we recommended PLCY undertake workforce planning activities that would help generate better information for PLCY and DHS management to have full visibility and awareness of gaps and resource tradeoffs  Finally, the letter stated that because PLCY is a very small and flat organization, it is able to identify capacity gaps and develop action plans without obtaining all of the data collected through each recommended element, worksheet, form, and template of the model proposed in the DHS Workforce Planning Guide  We acknowledge that it would be counterproductive for PLCY to engage in data collection and analysis that are significantly more elaborate than its planning needs  Nevertheless, we continue to believe that PLCY could use the principles more robustly, outside the annual budgeting process, to help ensure that it identifies and communicates the effect that resource tradeoffs have on its ability to accomplish its multifaceted mission  We are sending copies of this report to the appropriate congressional committees and the Secretary of Homeland Security  In addition, the report is available at no charge on the GAO website at http://www gao gov  If you or your staff have any questions concerning this report, please contact me at (404) 679-1875 or CurrieC@gao gov  Contact points for our Offices of Congressional Relations and Public Affairs may be found on the last page of this report  GAO staff who made significant contributions to this report are listed in Appendix II  In addition to the contact named above, Kathryn Godfrey (Assistant Director), Joseph E  Dewechter (Analyst-in-Charge), Michelle Loutoo Wilson, Ricki Gaber, Dominick Dale, Thomas Lombardi, Ned Malone, David Alexander, Sarah Veale, and Michael Hansen made key contributions to this report 

ground_truth: More than 4 decades ago, Congress authorized the creation of the SPR to reduce the impact of disruptions in supplies of petroleum products. DOE manages the SPR. As a member of the International Energy Agency, the United States is obligated to maintain reserves equivalent to at least 90 days of the previous year's net imports (imports minus exports). The SPR's storage and related infrastructure is aging, and DOE has plans to modernize these facilities. Since 2015, Congress has mandated crude oil sales. As of March 2018, the SPR held about 665 million barrels of crude oil. GAO was asked to examine the SPR's ability to meet U.S. energy security needs. This report examines, among other things, the extent to which (1) DOE has identified the optimal size of the SPR, and (2) DOE's plans for modernizing the SPR take into account the effects of congressionally mandated crude oil sales. GAO reviewed DOE's plans and studies, and interviewed agency officials and nine experts selected based on prior work, referrals, and a literature review. The Department of Energy (DOE) has not identified the optimal size of the Strategic Petroleum Reserve (SPR). In 2016, DOE completed a long-term strategic review of the SPR after its last comprehensive examination conducted in 2005. The 2016 review examined the benefits of several SPR sizes, but it did not identify an optimal size and its review was limited in several ways. In particular, DOE did not fully consider recent and expected future changes in market conditions, such as the implications of falling net imports, or the role that increased levels of private reserves (reserves held by private companies for their own purposes) may play in responding to supply disruptions. These changes have contributed to SPR and private reserves reaching historically high levels on a net imports basis (see figure). These changes are expected to continue to evolve—according to government projections, the United States will become a net exporter in the late 2020s before again becoming a net importer between 2040 and 2050. GAO has found that agencies should reexamine their programs if conditions change. Without addressing the limitations of its 2016 review and periodically performing reexaminations in the future, DOE cannot be assured that the SPR will be sized appropriately into the future. DOE has taken steps to take into account congressionally mandated sales of SPR crude oil in its $1.4 billion modernization plans for SPR's infrastructure and facilities. The SPR is projected to hold 405 million barrels of oil by the end of fiscal year 2027. However, DOE's current plans are based on information analyzed prior to recently mandated sales. According to DOE officials, the agency began a study in March 2018 to assess the effects of these sales on the SPR's modernization. However, this study is not examining all options for handling any excess SPR assets that may be created by currently mandated sales or any additional sales that may be mandated in the future, inconsistent with an agency order on real property asset management that calls for identifying excess assets. For example, DOE does not plan to examine the potential to lease unused SPR storage capacity to the private sector because DOE is not currently authorized to enter into such leases, according to agency officials. If authorized, leasing capacity could generate revenues that could help offset the costs of modernization. By not examining a full range of options, DOE risks missing beneficial ways to modernize the SPR while saving taxpayer resources. GAO is making four recommendations, including that DOE (1) supplement the 2016 review by conducting an additional analysis, (2) ensure that the agency periodically reexamines the size of the SPR, and (3) consider a full range of options for handling potentially excess assets as it conducts its study, among other things. DOE agreed with two, partially agreed with one, and disagreed with another recommendation on refined product reserve studies. GAO maintains that the recommendations are valid.

prompt_front: You are given two reports by the government agency.



Question: Write a one-page summary of the report 2.

Report 1: Oil and petroleum products markets have changed substantially in the years since the establishment of the SPR  Specifically, U S  domestic crude oil production has generally been increasing, consumption has been relatively stable, and crude oil and petroleum products markets have become increasingly global  Additionally, U S  crude oil production is projected to rise further in the future, according to EIA and IEA projections, further reversing a decades-long decline  Recent technological improvements have made onshore production from shale formations economically viable, and domestic crude oil production began to rise in about 2008  The combination of increasing production and relatively stable consumption has resulted in declining net crude oil and petroleum products imports, from a high of about 12 million barrels per day in 2005 to fewer than 4 million barrels per day in 2017  Since these trends are expected to continue, the IEA and EIA both project net U S  crude oil and petroleum products imports will decline to zero sometime in the late 2020s and the United States will become a net exporter shortly thereafter  Since the IEA 90-day reserve obligation is based on a country’s net imports, there is no such obligation for net exporters; therefore, the United States would have no 90-day reserve obligation as long as it is a net exporter, though it would still be obligated to release reserves in response to supply disruptions  Over the longer term, EIA’s projections show U S  net exports peaking in 2037 and the United States again becoming a net importer between 2040 and 2050  At the time of the Arab oil embargo, price controls in the United States prevented the prices of oil and petroleum products from increasing as much as they otherwise might have, contributing to a physical oil shortage that caused long lines at gasoline stations throughout the United States  In addition, in the 1970s, oil prices were often set in long-term contracts, which meant that prices would not automatically rise in the face of greater scarcity  This generally reduced incentives for producers to expand production and sales as well as for consumers to reduce consumption in the face of greater scarcity caused by a supply disruption  Now that crude oil and petroleum product markets are global, the prices of these commodities are determined in the world market, primarily on the basis of supply and demand  In the absence of long-term contracted prices or price controls, scarcity from a supply disruption is generally expressed in the form of higher prices, as purchasers are free to bid as high as they are willing to pay to secure oil supply  In a global market, a large enough supply disruption anywhere in the world raises prices everywhere  This creates incentives for producers unaffected by the disruption to increase their production and release existing inventories and for consumers everywhere to reduce consumption in the ways they find most efficient and least disruptive  While it can take time for some of these actions to affect crude oil and petroleum product markets—according to DOE officials, it can take approximately 6 months from when a producer drills an oil well until oil production comes on line—all these actions tend to mitigate the effects of supply disruptions  The Energy Policy and Conservation Act of 1975 authorized the creation of the SPR, partly in response to the Arab oil embargo of 1973-1974 that caused a shortfall in the international oil market  The purposes of the SPR are, among other things, to reduce the impact of disruptions in supplies of petroleum products and to carry out obligations of the United States under the international energy program  Specifically, the 1974 International Energy Program Agreement, a joint strategy and treaty, established the IEA to address oil security issues on an international scale  The SPR is owned by the federal government, managed by DOE’s Office of Petroleum Reserves, and maintained by Fluor Federal Petroleum Operations LLC  The SPR stores crude oil in underground salt caverns along the Gulf Coast in Louisiana and Texas  The SPR currently maintains four storage sites—Bayou Choctaw, Big Hill, Bryan Mound, and West Hackberry—with a design capacity of 713 5 million barrels  Under conditions prescribed by the Energy Policy and Conservation Act, as amended, the President has discretion to authorize the release of petroleum products from the SPR to minimize significant supply disruptions  When oil is released from the SPR, it is distributed through commercial pipelines or on waterborne vessels to refineries, where it is converted into gasoline and other petroleum products, and then transported to distribution centers for sale to the public  According to DOE documents, well-functioning infrastructure is fundamental to the SPR’s ability to maintain operational readiness and meet mission requirements  However, most of the critical infrastructure for moving SPR oil has exceeded its serviceable life, which has led to increasing maintenance costs and decreasing system reliability  Specifically, the reserve relies on a complex system of salt caverns, pipelines, wells, and pumps, with other infrastructure and equipment  Any failures, such as ruptured pipelines, could affect the readiness of a site for an oil release  According to DOE officials, a growing backlog of major maintenance needs raises concerns about the ability of the system to operate as designed  In addition, there have been equipment failures that have rendered parts of the system temporarily inoperable  For example, the SPR has experienced at least five major equipment failures since fiscal year 2013, including the Big Hill site pipe failure shown in figure 1  The United States has two regional petroleum product reserves—the Northeast Home Heating Oil Reserve and the Northeast Gasoline Supply Reserve  The Northeast Home Heating Oil Reserve, which is not part of the SPR, holds 1 million barrels of ultra low sulfur distillate, a petroleum product essentially equivalent to diesel fuel but that is also used for heating oil  The Northeast United States is heavily dependent on the use of heating oil in winter months  The distillate is stored in leased commercial tank storage in terminals in Connecticut, Massachusetts, and New Jersey  In 2000, the President directed the creation of the reserve to hold approximately 10 days of inventory, the time required for ships to carry additional heating oil from the Gulf of Mexico to New York Harbor  The Northeast Gasoline Supply Reserve, a part of the SPR, holds 1 million barrels of gasoline for consumers in the northeastern United States  According to DOE’s website, this region is particularly vulnerable to gasoline disruptions as a result of hurricanes and other natural events  For example, Hurricane Sandy caused widespread gasoline shortages in the region in 2012  DOE conducted a test sale of the SPR in 2014 and used a portion of the proceeds from the sale to create the reserve  The gasoline is stored in leased commercial tank storage in terminals in Maine, Massachusetts, and New Jersey  The SPR helps the United States meet its IEA obligation to hold the equivalent of 90 days of net imports of crude oil and petroleum products  In order to meet the IEA 90-day reserve obligation, countries, including the United States, can count existing private reserves of crude oil and petroleum products in addition to public reserves (in the United States, the SPR)  In most years, the United States has met its 90-day reserve obligation with a combination of SPR and private reserves  The days of import protection may vary based on actual net U S  crude oil and petroleum products imports as well as the inventory levels of the SPR and private reserves  As discussed previously, because the IEA 90-day reserve obligation is based on a country’s net imports, there is no such reserve obligation for countries that are net exporters of crude oil and petroleum products  The United States also relies on the SPR to meet its IEA obligation to release reserves in the event of a collective action to respond to a supply disruption  Countries contribute to an IEA collective action based on their share of IEA oil consumption, and they can meet their obligation by whatever measure they choose, including release of public or private reserves, or demand restraint  IEA collective actions are designed to mitigate the negative effects of sudden supply shortages by making additional crude oil and petroleum products available to the global market through a combination of emergency response measures, which include increasing supply and reducing demand  In the event of a global market disruption, IEA member countries can call for a collective action after reaching consensus on whether a response is needed  DOE stated that the collective action IEA obligation is more relevant to the SPR’s mission of protecting the U S  economy from severe petroleum supply interruptions than the 90-day reserve obligation  The United States has participated in each of the three IEA collective actions  In 1991, with the commencement of Operation Desert Storm, DOE released 17 3 million barrels of SPR crude oil  After Hurricane Katrina in 2005, DOE released 11 million barrels of SPR crude oil  Most recently, in June 2011, in response to crude oil supply disruptions driven by hostilities in Libya, DOE released 30 6 million barrels of crude oil from the SPR  The Libya collective action is an example of how, in practice, member countries participate according to national circumstances  After consultations with IEA member countries, all IEA member countries agreed to the Libya collective action, under which 12 of the 28 members at that time contributed to the action  In addition to the three IEA collective actions, the SPR has been used 10 times in response to U S  domestic supply disturbances that were not IEA collective actions, most notably in response to severe weather events  In terms of how they meet their IEA obligations, most other IEA members differ from the United States in two basic ways  Specifically, as of December 2017, most IEA members rely at least in part on private rather than public reserves to meet their obligations, and most hold significant proportions of these reserves as petroleum products rather than as crude oil  In December 2017, before Mexico joined the IEA in early 2018, there were 29 member countries  Of these 29 countries, 25 IEA members had two common attributes: (1) as net importers, they had a 90-day reserve obligation and met that obligation, and (2) they had formal processes for holding and releasing these reserves  As of December 2017, 18 of these 25 members relied entirely or in part on private reserves to meet their reserve obligations  Specifically, based on IEA data as of December 2017, these 18 countries met their 90-day reserve obligation through private reserves and either had no public reserves or had public reserves of less than 90 days  According to a 2014 IEA report, some of these countries require industry to hold reserves and, when needed, release them  For example, according to a 2014 IEA report and documentation provided by government officials, the United Kingdom meets its entire obligation by requiring private industry to hold reserves  In contrast, New Zealand had publicly held reserves amounting to 26 days of net imports, according to IEA data as of December 2017  According to a 2014 IEA report, New Zealand relied on industry reserves held for commercial purposes to meet the rest of its 90-day reserve obligation, although New Zealand does not formally require industry to hold reserves specifically for this purpose  Unlike the 18 countries that rely at least in part on private reserves, as of December 2017, the United States and 6 other IEA members met the 90- day reserve obligation exclusively through public reserves  Specifically, according to IEA data on member reserves, Estonia, Finland, Germany, Hungary, Ireland, Japan, and the United States held public reserves equal to 90 days or more of net imports  Although the United States currently meets its IEA 90-day reserve obligation solely with public reserves, for most of the SPR’s existence, public reserves were insufficient to meet this obligation, so the United States also had to rely on private reserves  Specifically, according to EIA data, the United States has relied, at least in part, on private reserves together with the SPR to meet the 90-day reserve obligation with the exception of two time periods (1984-1987 and 2012-present), when the United States has relied solely on the SPR  The United States does not require industry to hold reserves for the purposes of meeting IEA obligations  Figure 2 compares the United States’ reserves in days of net imports to the IEA’s 90-day reserve obligation  According to a 2014 IEA report, most IEA members hold at least a third of their reserves as petroleum products, such as gasoline and diesel fuel, rather than as crude oil  Holding petroleum products can be advantageous during certain disruptions because such reserves can be directly distributed to consumers, whereas crude oil must first be refined and turned into products, adding response time  According to the IEA’s 2014 report, Germany’s stockholding agency holds 55 percent of its reserve as petroleum products  Similarly, France holds only petroleum products that are distributed geographically across the country so that the reserves can be used quickly in the event of a supply disruption  In contrast, more than 99 percent of the SPR (665 5 million barrels as of March 2018) is held as crude oil, all of which is stored at the four storage sites in Louisiana and Texas  The exception is the Northeast Gasoline Supply Reserve, which, as mentioned previously, is a 1 million barrel gasoline reserve in terminals in Maine, Massachusetts, and New Jersey that was established in 2014 after Hurricane Sandy and that is considered part of the SPR  According to DOE officials, there are several reasons the SPR holds predominantly crude oil, including that it is more costly to store petroleum products than crude oil and that the United States has the largest refining capacity of any IEA member country  Because of the large U S  refining sector, crude oil from the SPR can be domestically refined into petroleum products to meet demand  Some IEA member countries store some of their reserves abroad, though the United States does not  According to a 2014 IEA report, some IEA member countries allow part of their reserves to be stored abroad to leverage spare storage capacity or more cost-effective storage by utilizing available storage space or excess private reserves in other countries  For example, approximately 30 percent of Ireland’s reserves are held in other European Union countries  In some of these cases, countries use short-term contracts, also known as tickets, instead of directly acquiring and storing oil and petroleum products  For example, according to documents provided by government officials, since 1995 the United Kingdom has increased its reserves held under ticket agreements outside of the country from around 10 percent of its total reserves to more than 25 percent  In addition, unlike the United States, some IEA countries specify the size of their public or private reserves in terms of net imports or consumption, rather than a specific volume  In the United States, the total volume of crude oil and petroleum products held in the SPR is the result of amounts historically purchased to fill the reserve and subsequent sales as mandated by Congress or released in response to a supply disruption  According to DOE, it cannot otherwise reduce or increase volumes held in reserve without congressional action—either through requirements to purchase additional oil or laws authorizing or mandating sales  On the other hand, some IEA countries have tied their reserves’ volumes of crude oil and petroleum products to a metric such as days of net imports or a percent of consumption  For example, according to documentation provided by government officials, in 2015 Japan changed how it specifies its target reserves from a specified amount to days of net imports  In specifying the size of reserves in this way, the amount held is adjusted as market conditions change—for example, if net imports change and require more or fewer reserves to meet the IEA 90-day reserve obligation, or when other underlying factors affecting a nation’s energy security needs change  While DOE has examined a range of sizes for the SPR, it has not identified the optimal size for the SPR to meet U S  energy security needs and IEA obligations, and DOE’s analysis of SPR sizes was limited in three ways  DOE also has not identified whether additional regional petroleum product reserves should be part of the SPR in U S  regions identified as vulnerable to fuel supply disruptions  DOE has not identified the optimal size for the SPR and though the agency examined a range of SPR sizes, its analysis was limited in at least three ways  In response to direction from Congress and recommendations from GAO and the DOE Inspector General, DOE developed and published a long-term strategic review of the SPR in August 2016  In DOE’s 2016 review, the agency examined the expected economic benefits of SPR sizes ranging from 430 million to 695 million barrels of oil over a 25-year time horizon (2016 through 2040), but it did not recommend an optimal size for the reserve  DOE’s review did not identify the optimal size for the SPR because of three limitations: DOE did not fully evaluate implications of market fluctuations and estimate needs  DOE did not fully evaluate the implications of falling net imports of crude oil and petroleum products with respect to meeting IEA obligations to hold the equivalent of 90 days of net imports and to respond to collective actions  As mentioned previously, the United States is expected to become a net exporter of crude oil and petroleum products by the late 2020s  Since the IEA 90-day reserve obligation is based on a country’s net imports, this means that at that point the United States would not have a 90-day reserve obligation  However, even as a net exporter, the United States would still have to meet the IEA obligation to respond to a collective action  Yet, DOE’s analysis did not evaluate the SPR’s configuration as it relates to projected fluctuations in net imports or estimate the minimal amount of reserves needed to meet potential future collective actions  Without considering projected fluctuations in net imports or providing an analysis of how much oil is estimated to be needed to meet IEA collective actions, DOE cannot fully advise Congress on the optimal size of the SPR  DOE did not consider private-sector response  DOE’s analyses in its 2016 review focused on the publicly held reserves in the SPR as the only means to respond to oil supply disruptions and did not consider a response from the private sector or through consumers reducing demand  According to DOE’s 2016 review, the underlying analysis for the benefits of the SPR did not consider a response from the private sector for three reasons: (1) while U S  commercial stocks could conceivably address part of a supply disruption, private industry could also hold oil inventories in a crisis instead of releasing them; (2) unlike most other IEA member countries, the United States does not require private-sector response; and (3) research on the exact nature of private-sector response during a disruption is needed  DOE officials told us the agency has not studied the extent to which SPR releases of crude oil displace what would otherwise have been private releases of inventories  As we reported in September 2014, changing market conditions— most importantly the significant increase in domestic production of oil—have implications for the SPR’s size because increased production has led to increasing private reserves  According to IEA data as of December 2017, U S  private reserves held the equivalent of 194 days of net import protection coverage, up from about 59 days in 2006  Further, private reserves in the United States consist of both crude oil and petroleum products with more than half in the latter category  For example, as of January 2018, total private reserves of crude oil and petroleum products were about 1 215 billion barrels, of which about 420 million barrels were in the form of crude oil and 795 million barrels were petroleum products, according to the EIA  As of 2013, these private reserves were distributed across the entire country in more than 1,400 terminals, according to the EIA  As we reported in December 2007, international trade in oil and petroleum products has expanded significantly over the past 2 decades, making markets for gasoline and other petroleum products increasingly global in nature  In such a global oil market, higher levels of private reserves can benefit the United States and the rest of the world by helping mitigate a supply disruption  Most experts and stakeholders we interviewed generally agreed that the private sector is in a better position to respond to supply disruptions than they were when the SPR was created  With regard to demand response, DOE officials told us they do not consider this because there is no mechanism to require industry to respond to supply disruptions or consumers to reduce demand in response to a supply disruption  However, DOE has not studied how voluntary response to changes in petroleum product prices affects the need for or efficacy of strategic releases  Without conducting an analysis of how private parties respond to supply disruptions, DOE cannot advise Congress on the optimal size of the SPR because it cannot know how effective such private responses could be in mitigating supply disruptions  DOE did not fully examine costs of differently sized reserves  DOE’s review of the expected economic benefits of differently sized reserves did not fully examine the corresponding costs of those sizes  According to DOE officials, there was no requirement or need to conduct a formal cost benefit analysis of the SPR because the SPR’s oil acquisition and initial capital costs to create the reserve are sunk costs and the ongoing operational costs to maintain the reserve are minimal in comparison  However, this does not take into account the opportunity cost to the government that holding reserves represents; as Congress has mandated several times recently, crude oil from the reserve can be sold to fund other federal priorities  Without additional analysis, such as of the costs and benefits of SPR’s size, DOE cannot fully advise Congress on the optimal size of the SPR  When we reviewed the SPR in 2006 and 2014, we found that DOE had not periodically re-examined the strategic reserves  In 2006, we recommended that the Secretary of Energy reexamine the appropriate size of the SPR  In its response to our recommendation, DOE stated that its reexamination had taken the form of more “actionable items,” including not requesting expansion funding in its 2011 budget and canceling and redirecting the prior year’s expansion funding to general operations of the SPR, based on the Administration’s decision that the SPR’s current size at the time was adequate  Similarly, as previously mentioned, in 2014 we found that changing market conditions have implications for the size, location, and composition of the SPR, but DOE had not reexamined the SPR’s size since 2005  Accordingly, we recommended that the Secretary of Energy undertake a comprehensive reexamination of the appropriate size of the SPR  In response to our recommendation, the 2014 DOE Inspector General recommendation mentioned previously, and the Bipartisan Budget Act of 2015, DOE published its 2016 review  As previously mentioned and reported, crude oil and petroleum markets are constantly changing, but DOE conducted its full evaluations of the SPR more than a decade apart  According to DOE officials, there is no formal policy to periodically reevaluate the SPR  We previously found that federal programs should be reexamined if there have been significant changes in the country or the world that relate to the reason for initiating the program  In that report, we found that many federal programs and policies were designed decades ago to respond to trends and challenges that existed at the time of their creation  Moreover, the Office of Management and Budget Circular A-94 for benefit-cost analysis of federal programs includes guidelines that apply to any analysis used to support government decisions to initiate, renew, or expand programs or projects that would result in a series of measurable benefits or costs extending for 3 or more years into the future  Given changing market conditions and future projections, without conducting additional analysis to supplement its 2016 review and thereafter periodically reexamining the SPR to take into account changes in market conditions and include a thorough consideration of the costs and benefits of a wide range of SPR sizes, DOE cannot provide information to Congress to inform decisions about the appropriate size of the SPR and risks holding too much or too little in the SPR to meet the United States’ evolving energy security needs and IEA obligations  DOE has also not fully identified whether additional regional petroleum product reserves should be part of the SPR  Because the SPR stores oil nearly exclusively along the Gulf Coast, the SPR is configured primarily to respond to global oil supply disruptions  However, as we reported in November 2017, the SPR has primarily been used in response to domestic disruptions  The SPR is limited in its ability to respond to domestic disruptions because reserves are almost entirely composed of crude oil and not refined petroleum products, which may not be effective in responding to disruptions that affect the refining sector  For example, as we reported in November 2017, Hurricanes Harvey, Irma, and Maria damaged infrastructure and property, caused the loss of life, and disrupted the operations of refineries representing at least 15 percent of the nation’s refining capacity  DOE has identified regions subject to product supply vulnerabilities as shown in Figure 3  The Quadrennial Energy Review of 2015 recommended that the agency analyze the need for additional or expanded regional product reserves by undertaking updated cost-benefit analyses for all of the regions of the United States that have been identified as vulnerable to fuel supply disruptions  In response to this recommendation, DOE studied the costs and benefits of regional petroleum product reserves in the West Coast and Southeast Coast  According to DOE officials, weather events in the Southeast Coast are of higher probability but lower consequence, and events in the West Coast are of lower probability but higher consequence  DOE did not finalize its 2015 studies on regional petroleum product reserves and make them publicly available  However, the draft 2015 studies concluded that a product reserve in the Southeast would provide significant net economic benefits to the region and the United States, particularly in the event of a major hurricane, while further analyses are needed to determine the potential benefits of a reserve on the West Coast  A prior DOE study also suggests that petroleum product reserves merit consideration—in 2011, DOE carried out a cost-benefit study of the establishment of a refined product reserve in the Southeast and estimated that such a reserve would reduce the average gasoline price rise by 50 percent to 70 percent in the weeks immediately after a hurricane landfall, resulting in consumer cost savings, according to the Quadrennial Energy Review of 2015  According to DOE officials, the agency has no plans to conduct additional studies  DOE’s 2016 review of the SPR did not fully assess whether there is a need for additional regional product reserves in other U S  regions identified as vulnerable to fuel supply disruptions, as recommended by DOE’s studies and the 2015 Quadrennial Energy Review  Without completing studies on the costs and benefits of regional petroleum product reserves for all the vulnerable U S  regions and publicly releasing the results, DOE cannot ensure that it and Congress have the information they need to make decisions about whether additional regional product reserves are needed  DOE has taken steps to take into account the effects of congressionally mandated oil sales in its plans for modernizing the SPR, though DOE’s current plans are based on information largely developed prior to the most recent congressionally mandated oil sales  According to DOE, the SPR modernization program is focused on a life extension project to modernize aging infrastructure to ensure the SPR will be able to meet its mission requirements for the next several decades  The project’s scope of work has undergone several revisions since its inception in response to changing conditions and requirements, according to the agency  DOE has estimated the total cost for the SPR’s modernization at up to $1 4 billion  DOE raised about $323 million for modernization through the sale of SPR oil in fiscal year 2017, and the Consolidated Appropriations Act of 2018 provided that DOE is to draw down and sell an amount of crude oil not to exceed $350 million for modernization in fiscal year 2018  As of the end of February 2018, DOE has spent $22 million on modernization efforts and the additional funds will allow DOE to continue moving forward with the project, according to agency officials  According to DOE’s modernization plans, the first major construction is scheduled for fiscal year 2019  However, these plans are largely based on information DOE analyzed before recent congressionally mandated sales of an additional 117 million barrels of oil  Since the most recent mandated sales, DOE has taken steps to update its modernization plans and has changed its assumptions for SPR’s modernization  For example, DOE now assumes that the reserve will hold about 405 million barrels of oil and that one of the four SPR sites may close after congressionally mandated sales are completed at the end of fiscal year 2027, according to agency officials  However, DOE has not fully updated the SPR’s modernization plans based on these assumptions  According to DOE officials, in March 2018, DOE commenced a study—the SPR post-sale configuration study—to examine potential future reserve configurations  This study is to take into account the effects of congressionally mandated sales on the reserve and its modernization, and is targeted for completion in October 2018, according to agency officials  Information from the study will inform DOE’s updates to the SPR’s modernization plans, according to DOE officials  As part of its post-sale configuration study, DOE plans to examine how the agency may handle the potentially excess SPR facilities created by the mandated sales  In January 2017, the SPR had a design capacity to hold 713 5 million barrels of oil and actually held 695 million barrels  As shown in figure 4, without action by DOE to reduce the SPR’s design capacity or otherwise use SPR facilities, congressionally mandated sales will cause excess storage capacity to grow to 308 million barrels or more by the end of fiscal year 2027—meaning that about 43 percent of the SPR’s total design capacity to store oil would be unused  DOE plans to explore some options to use these potentially excess SPR assets in its ongoing post-sale configuration study  In withdrawing oil to meet congressionally mandated oil sales currently in place (290 million barrels through fiscal year 2027), DOE could close at least one SPR site based on our analysis of projected excess storage capacity  For example, if DOE were to close the smallest SPR site, Bayou Choctaw, the agency could also explore selling the connected pipeline and marine terminal, which are currently being leased to a private company  DOE could also consider leasing excess storage capacity to other countries so that they could store oil at the SPR  DOE has not entered into any such leases with other countries and has not considered such leases because, according to DOE, the SPR has historically lacked capacity to store additional oil  DOE has not proposed any of these options or explored the revenue the agency could generate by selling or leasing these assets  According to DOE officials, the agency will examine the feasibility of such options in the ongoing SPR post-sale configuration study  As DOE takes steps to plan for the SPR’s modernization, ongoing uncertainty regarding the SPR’s long-term size and configuration have complicated DOE’s efforts  According to DOE officials, this uncertainty makes it extremely difficult to effectively perform any mid-to long-range planning efforts for the SPR’s modernization project, including the execution of major maintenance projects  Congress has generally set the SPR’s size by mandating purchases or sales of oil, and has established and amended the minimum size of the SPR as it pertains to the release of oil for emergency protection  Since 2015, Congress has, across six pieces of legislation, mandated 290 million barrels in additional oil sales  However, DOE developed its modernization plans in 2016  DOE officials told us they do not know whether additional sales will be mandated over the next 10 years or whether other changes may be required to the configuration of the reserve  Any additional congressionally mandated sales or direction to pursue additional petroleum product reserves would require DOE to again revisit its modernization plans and assessments of the potential uses of any excess SPR assets  Oil market projections also have implications for the future of the SPR  Under current projections, the United States may fluctuate between being a net importer and net exporter over the next several decades  Specifically, the United States is projected to become a net exporter by the late 2020s and would then no longer have a 90-day reserve obligation, but it is projected to return to being a net importer between 2040 and 2050  These projected fluctuations could affect the desired size of the SPR in the future  This uncertainty creates risks for DOE’s modernization plans, as DOE may end up spending funds on facilities that later turn out to be unnecessary should Congress ultimately decide on a larger- or smaller-sized SPR than DOE anticipates  Having a long-term target for the size and configuration of reserves helps other IEA member countries manage their reserves  For example, as previously discussed, unlike the United States, some other IEA members have specified in dynamic terms the amount of reserves to be held, such as days of net import protection or days of consumption, rather than specifying a specific static volume amount  Under such approaches, the amount held varies over time as entities managing the reserve acquire or sell reserves in order to meet the target  Setting a long-term target for the size and configuration of the SPR—taking into account projections for oil production, consumption, and IEA obligations—could better position DOE to ensure that funds spent on the SPR’s modernization do not modernize a system that is no longer needed and that DOE is able to adequately plan for potentially excess SPR assets  In the course of our work, we also identified other options for handling potentially excess SPR assets that DOE is not planning on examining, largely because DOE does not currently have the authority to pursue them, according to agency officials  First, DOE could explore leasing storage capacity to private industry  U S  oil production has generally increased over the last decade  As a result, the private sector may want to lease excess SPR capacity, which may be cheaper than above-ground storage, according to a representative of a private company we spoke with  Fees for doing so could help defray public reserve storage costs  However, officials told us that the Energy Policy and Conservation Act gives DOE authority to lease underutilized storage to other countries, but not to the private sector  Second, if Congress determines that the SPR holds oil in excess of that needed domestically, DOE could explore selling contracts or tickets for the excess oil rather than selling the oil outright  Australian and New Zealand officials told us that if DOE were to sell tickets for SPR oil, tickets would help these countries meet their IEA 90- day reserve obligations  Australian officials told us they have discussed this option with DOE  Currently the United States and Australia have agreed, through an arrangement, to allow Australia to contract for petroleum stocks located in the United States and controlled by commercial entities  According to DOE officials, the arrangement would permit Australia to receive credit from the IEA for tickets it purchases from the U S  private sector  While the arrangement does not cover government-owned oil in the SPR, if it did, based on our analysis, DOE could generate up to approximately $15 million annually if Australia purchased the maximum allowable amount of oil specified in an arrangement through tickets for excess SPR oil  However, although the Energy Policy and Conservation Act allows DOE to lease underutilized storage to other countries, DOE lacks the authority to sell tickets and does not plan to seek this authority, according to DOE officials  DOE officials told us that they do not plan to examine these options  According to DOE’s real property asset management order, the agency is to identify real property assets that are no longer needed to meet the program’s mission needs and that may be candidates for reuse or disposal  Once identified, the agency is to undertake certain actions, including determining whether to dispose of these assets by sale or lease  As part of its SPR post-sale configuration study, DOE plans to determine whether it is appropriate to close SPR facilities, and the relative benefit of any closures would be informed by potential lease revenues from maintaining sites so they could be leased, according to officials  However, without examining a full range of options in the post-sale configuration study, DOE risks missing beneficial ways to modernize the SPR while saving taxpayer resources  Given changing crude oil and petroleum product market conditions and the constrained budget environment, it is important that DOE ensures the SPR is effective at meeting U S  energy security needs and IEA obligations while being managed and maintained in an efficient manner  In response to congressional direction and recommendations from GAO and DOE Inspector General, DOE conducted a long-term strategic review of the SPR in 2016 after its last comprehensive examination in 2005  In its review, DOE did not determine an optimal size for the SPR, and its analysis was limited in several ways  In particular, DOE did not fully consider recent and expected future changes in crude oil and petroleum market conditions such as the implications of projected fluctuations in U S  net imports or the role that increased levels of private reserves could play in responding to supply disruptions  DOE also did not perform a full cost-benefit analysis of holding different volumes of reserves  Without supplementing its 2016 strategic review by conducting additional analysis, and periodically conducting such analyses going forward, DOE cannot provide information to Congress to inform decisions about the appropriate amounts of crude oil and petroleum products to hold in the SPR and risks holding too much or too little in the SPR to meet the United States’ energy security needs and international obligations  Such information is needed on a timely basis, to reflect the pace of change in oil and petroleum markets and other relevant factors that affect the optimal size of the SPR  Though the SPR has primarily been used in response to domestic supply disruptions, such as hurricanes, the reserve is limited in this role because it is almost entirely composed of crude oil, and not petroleum products  In this regard, the Quadrennial Energy Review of 2015 recommended that DOE analyze the need for additional regional product reserves for U S  regions that have been identified as vulnerable to fuel supply disruptions  DOE has not identified whether additional regional product reserves should be part of the SPR or completed studies of all vulnerable U S  regions, and it has no plans to do so, according to DOE officials  Without conducting or completing studies for all the vulnerable U S  regions and releasing the results, DOE cannot ensure it and Congress have the information they need to make decisions about potential additional regional product reserves  In the face of declining net U S  imports, Congress has taken repeated steps to reduce the size of the reserve  Given that net imports are projected to continue to decline through the late 2020s and fluctuate in the future, there may be additional congressionally mandated SPR oil sales  This has created long-term uncertainty regarding the future size and configuration of the SPR  Congress could address this uncertainty by identifying a long-term target for the size of the SPR—either by volume or in terms tied to factors, such as consumption or net import protection, that affect the country’s energy security needs and IEA obligations  Setting such a long-term target could better position DOE to ensure the efficiency and efficacy of federal funds spent on the reserve  DOE has recently begun to study the potential effects of congressionally mandated sales on its modernization plans  As part of its SPR post-sale configuration study, DOE plans to determine whether it is appropriate to close SPR facilities, and the relative benefit of any closures would be informed by potential lease revenues from maintaining sites so they could be leased, according to officials  However, we identified other options for handling potentially excess SPR assets that DOE is not planning to examine in its study, inconsistent with the agency’s order on real property asset management  Although DOE does not currently have the authority to implement these options, according to officials, examining their potential use, including possible revenue enhancement, could inform Congress as it examines whether it should grant such authority  Without examining a full range of options in the post-sale configuration study for handling potentially excess SPR assets, DOE risks missing beneficial ways to modernize the SPR while saving taxpayer resources  We are making the following matter for congressional consideration: Congress may wish to consider setting a long-range target for the size and configuration of the SPR that takes into account projections for future oil production, oil consumption, the efficacy of the existing SPR to respond to domestic supply disruptions, and U S  IEA obligations  (Matter 1) We are making four recommendations to DOE: The Secretary of Energy should supplement the agency’s 2016 long-term strategic review by conducting an additional analysis that takes into account private-sector response, oil market projections, and costs and benefits of a wide range of different SPR sizes  (Recommendation 1) The Secretary of Energy should take actions to ensure that the agency periodically conducts and provides to Congress a strategic review of the SPR that, among other things, takes into account changes in crude oil and petroleum product market conditions and contains additional analysis, such as the costs and benefits of a wide range of different SPR sizes  (Recommendation 2) The Secretary of Energy should conduct or complete studies on the costs and benefits of regional petroleum product reserves for all U S  regions that have been identified as vulnerable to fuel supply disruptions, and the Secretary should report the results to Congress  (Recommendation 3) The Secretary of Energy, in completing DOE’s ongoing study on the effects of congressionally mandated sales, should consider a full range of options for handling potentially excess assets and, if needed, request congressional authority for the disposition of these assets  (Recommendation 4) We provided a draft of this report to DOE for review and comment  DOE provided written comments, which are reproduced in appendix I  Of the four recommendations, DOE agreed with two, partially agreed with one, and disagreed with one  Regarding our recommendation that DOE supplement its 2016 long- term strategic review with an additional analysis that takes into account private sector response, oil market projections, and costs and benefits of a wide range of different SPR sizes, the agency partially agreed with the recommendation  DOE agreed to conduct an additional analysis to assess the purpose, goals, and objectives of the SPR, taking into account private sector response, oil market projections, and any other relevant factors, that will lead to an evaluation of possible optimal sizes of the SPR in the future  In response to taking into account the costs and benefits of a wide range of different SPR sizes, DOE stated that the agency determined the projected benefits of a wide range of different SPR sizes ranging from 430 million barrels of oil to 695 million barrels of oil in its 2016 review  However, the minimum SPR size considered by DOE is greater than the projected SPR size after congressionally mandated sales have occurred  Further, the SPR size after congressionally mandated sales is projected to be far in excess of the IEA obligation to hold a minimum of 90 days of net imports  DOE must also consider the minimum size needed to meet its IEA obligations in the event of a collective action  In conducting additional analysis, DOE should consider a smaller lower bound, in line with congressionally mandated sales, for the size of the SPR, and more fully consider the size needed to meet the IEA 90-day net import and collective action obligations  Regarding our recommendation that DOE conduct periodic reviews of the SPR, the agency agreed with the recommendation  DOE stated that a 5-year time interval between reviews would strike an appropriate balance between the need to periodically conduct a strategic assessment and evaluation of the SPR and the limitations on resources to plan and conduct such a review  Regarding our recommendation that DOE conduct or complete studies on the costs and benefits of regional petroleum product reserves, the agency disagreed  DOE stated that it is the agency's position that government owned and operated regional petroleum product reserves are an inefficient and expensive solution to respond to regional fuel supply disruptions  DOE further stated, based on studies done in 2015 that DOE officials told us were pre-decisional and therefore could not be reported, that there are additional concerns associated with government-owned and operated regional refined petroleum product reserves, including little to no storage capacity for lease in commercial terminals and high costs for government owned and operated regional product reserves  However, these same studies took these concerns into account, and concluded that a product reserve in the Southeast would provide significant net economic benefits (benefits minus costs) to the region and the United States in the event of a major hurricane  These studies also concluded that additional analyses are required to inform decisions regarding the potential benefits of a similar reserve on the West Coast  Further, the Quadrennial Energy Review of 2015 recommended that similar analyses be completed for other areas deemed by DOE to be vulnerable to fuel supply disruptions  Therefore, we continue to believe that conducting these analyses, as recommended in the Quadrennial Energy Review of 2015, will provide Congress with information needed to make decisions about regional product reserves  Regarding our recommendation that DOE consider a full range of options for handling potentially excess assets, DOE agreed with the recommendation  DOE stated that in its ongoing study, the agency will include an assessment of disposition options for any potential excess or underutilized SPR assets, to include the need for new legislative authority, as necessary, for the disposition of assets  DOE expects this study to be completed in October 2018  DOE also provided technical comments, which we incorporated, as appropriate  As agreed with your offices, unless you publicly announce the contents of this report earlier, we plan no further distribution until 30 days from the report date  At that time, we will send copies to the appropriate congressional committees, the Secretary of Energy, and other interested parties  In addition, the report will be available at no charge on the GAO website at http://www gao gov  If you or your staff members have any questions about this report, please contact me at (202) 512-3841 or ruscof@gao gov  Contact points for our Offices of Congressional Relations and Public Affairs may be found on the last page of this report  GAO staff who made key contributions to this report are listed in appendix II  In addition to the individual named above, Quindi Franco (Assistant Director), Nkenge Gibson (Analyst-in-Charge), Philip Farah, Ellen Fried, Cindy Gilbert, Greg Marchand, Celia Mendive, Patricia Moye, Camille Pease, Oliver Richard, Dan Royer, Rachel Stoiko, and Marie Suding made key contributions to this report 


Report 2:  In addition, FRA expects its grade-crossing inspectors as part of their inspections to review and identify issues with the railroad- and state-reported inventory data  According to FRA officials, FRA has begun to both transition its 19 grade-crossing managers into grade-crossing inspectors and also hire new inspectors, for an eventual total of 24 inspectors and eight regional specialists to supervise their activities  To help ensure railroads’ compliance with crossing inventory regulations, officials said that the inspectors will use spot checks to validate the inventory data by comparing grade-crossing characteristics in the field with the information railroads submitted to the inventory  In addition, FRA has incorporated information on inventory-reporting requirements into the grade-crossing inspectors’ training  Finally, FRA is currently developing guidelines for the grade-crossing inspections similar to those for other FRA safety disciplines  FRA headquarters officials acknowledged that they are still clarifying the details for the inspections that will be included in the compliance manuals that inspectors will use  Specifically, they said they are still determining appropriate inspector workloads and drafting specific guidelines that will need to be integrated into FRA’s regional inspection plans  FRA officials said they are working to develop and make available inventory inspection guidance to the grade-crossing managers and inspectors by December 31, 2018  In the meantime, FRA held training that included information on inventory-reporting requirements  In August 2018, FRA developed guidance for grade-crossing inspections specific to quiet zones in response to a recommendation we made in 2017  It is important that FRA meets its goal to issue similar guidance specific to reviewing the accuracy of the inventory data, as FRA cannot have reasonable assurance that inspections that are already under way are being conducted in such a manner that would allow them to consistently identify data reliability issues at each crossing  About 75 percent of all Section 130 Program projects states implemented in fiscal year 2016 involved installing or updating active grade-crossing equipment, including warning lights and protective gates (see fig  6)  The prevalence of this type of project is in part due to the Section 130 Program requirement that states spend at least 50 percent of funds on protective devices  Other than eliminating a grade crossing, adding protective devices has long been considered the most effective way of reducing the risk of a crash  Officials from six of eight state DOTs we interviewed told us that the numbers and types of grade-crossing projects they implement are dependent on the amount of Section 130 Program funding they receive and the cost of the projects  As previously described, funds are set aside from the Highway Safety Improvement Program and distributed to states by a statutory formula that includes factors such as the number of grade crossings in each state  Officials from six of the eight state DOTs we spoke to agreed that the set-aside nature of the program was crucial in allowing them to implement projects, many of which they said would not have been possible without Section 130 Program funds  For example, many said the formula funding ensures that grade-crossing projects are completed along with highway safety projects, particularly given the fact that fatalities resulting from grade-crossing crashes account for so few when compared to highway deaths  Overall, fatalities resulting from grade-crossing crashes account for less than 1 percent of all highway- related fatalities  In fiscal year 2018, the funds distributed ranged from a low of approximately $1 2 million for eight states and Washington, D C , to over $16 million for California and over $19 million for Texas  The number of grade crossings in the eight states and Washington, D C  ranged from 5 to 380, while California had almost 6,000 and Texas had over 9,000  Project implementation costs varied by project type and ranged widely depending on project scope  Based on 2016 DOT data, some typical project costs ranged as follows: adding signs to passive grade crossings—$500 to $1,500; adding flashing lights and two gates to passive grade crossings— $150,000 to $300,000; adding four gates to grade crossings with flashing lights—$250,000 - closing a grade crossing—$25,000 to $100,000; and separating a grade crossing from traffic (Grade Separation)—$5 million to $40 million  State officials we spoke with cited several challenges in pursuing certain types of controversial, innovative, and expensive projects that could help them address the evolving nature of risk at grade crossings and difficulty in measuring the effectiveness of their projects  First, most state DOT officials said that the cost of grade-separation projects and, at times, the controversy of eliminating grade crossings through closure reduces the number of these projects, while acknowledging that they are the most effective ways to improve safety  These types of projects made up only 3 percent of Section 130 Program projects in fiscal year 2016 (see fig  6)  Grade-separation projects are often more expensive than the annual Section 130 Program funding available to states  In 2018, only eight states received annual Section 130 Program funding sufficient to fund a $7-million grade-separation project  As discussed previously, to fund relatively expensive projects, states may choose to combine funds from multiple years  Also, states and railroads may make incentive payments to localities for the permanent closure of a grade crossing  In addition to the cost, most state DOT officials reported challenges obtaining local support for closing grade crossings  They said closures may inconvenience residents who use the road and force emergency responders to take longer routes, potentially slowing response times  Grade-separation projects address these safety concerns and may be more agreeable to residents, but they are substantially more expensive  While up to $7,500 in Section 130 Program funding can be used to help incentivize communities to close grade crossings, officials from some of our selected state DOTs said this amount is generally not enough to persuade local officials to support the closing  Second, officials from many state DOTs we interviewed also reported that the requirements of the Section 130 Program create challenges for them in implementing what they considered to be innovative projects  For example, the program requirement that 50 percent of funds be used on protective devices, combined with what one researcher described to us as the tendency by states to implement “known” projects—i e , protective devices—may impede states’ selection of new, more innovative safety projects  Officials we interviewed from many state DOTs described challenges related to the program’s requirements  They noted that they are prevented from using Section 130 Program funds for new types of safety technologies not yet incorporated into FHWA’s Manual on Uniform Traffic Control Devices  As noted previously in this report, outside the Section 130 Program FHWA is working with states and localities to explore whether new types of pavement markings at grade crossings, not in the manual, can improve driver behavior  One state DOT official we interviewed suggested changes to allow states to fund one grade- crossing pilot project per year or to use a set percentage of program funds to finance a pilot project that could help them explore promising but as yet unproven technologies  Third, state DOT officials from four of the eight selected states also said it can be difficult to find funding for the required 10 percent state match  As previously mentioned, while certain rail-safety projects are eligible for up to 100 percent federal funding, Section 130 Program projects are funded at a 90 percent federal share  According to DOT documentation we reviewed, only some states have a dedicated source for such a match, and state DOT officials from one of our selected states said their state cannot use state funds for the 10 percent match  Some state DOT officials said this situation can drive project selection  For example, they sometimes chose projects based on which localities or railroads were willing to provide matching funds or offer cost savings  Finally, many state officials cited challenges in measuring the effectiveness of grade crossing projects in reducing crashes or the risk of crashes  In particular, state officials we spoke to said it can be difficult to use before-and-after crash statistics as a measure of effectiveness because of the low number and random nature of crashes  Also, as FRA research has shown and as FHWA and FRA have noted, reporting on before-and-after grade-crossing accident statistics can be misleading, given the infrequency of crashes and crashes that are not the result of grade crossing conditions  States’ required Section 130 Program annual progress reports to the Secretary of DOT call for states to report on the effectiveness of the improvements they made  FHWA reporting guidance suggests they define effectiveness as the reduction in the number of fatalities and serious injuries after grade-crossing projects were implemented, consistent with statutory requirements  In addition, FHWA guidance states that consideration should be given to quantifying effectiveness in the context of fatalities and serious injuries  However, states often report no differences in crashes after specific projects were implemented, and there have been instances where states reported a slight increase in crashes  Such an increase does not necessarily mean that the project was not effective in reducing the overall risk of a crash  Also, not all projects are implemented at grade crossings where there has been a crash  Among other information, states also typically report information on funding and data on the numbers and types of projects implemented  In addition, the extent to which states report projects’ effectiveness varies greatly  Given states’ responsibility for implementing the Section 130 Program and the differences in the amounts of funding they receive, FHWA officials said states should determine and report on the appropriate effectiveness metrics for their programs  According to FHWA officials, during the 2017 reporting year, a few states requested examples of what to include when reporting effectiveness, and FHWA responded with examples of various methods they could use, such as a benefit-cost ratio or the percentage decrease in fatalities, serious injuries, and crashes  Regardless of the difficulty in measuring the effectiveness of specific projects, most state DOT officials we interviewed stressed the importance of the Section 130 Program in funding grade-crossing projects  FHWA’s biennial report to Congress is intended to provide information to Congress on the progress being made by the states in implementing projects to improve safety and, in addition, make recommendations for future implementation of the program  FHWA reviews states’ annual Section 130 Program reports and uses them to formulate the report to Congress every 2 years  FHWA’s 2018 report highlights that the Section 130 Program has seen great success since 1975, with a decrease of approximately 74 percent in fatalities at the same time that there was an increase in vehicle and train traffic  The report described the latest available 10-year trend, from 2007 to 2016, as showing a 31 percent decrease in fatalities  Fatalities have also decreased when adjusted for train traffic  However, FHWA officials acknowledged in interviews with us that crashes and fatalities have remained constant since about 2009, with more recent data showing a slight increase in fatalities over the last 2 to 3 years, data that are consistent with the increases in overall roadway fatalities  The officials said increased train- and vehicle-traffic volumes could be contributing to that increase, in addition to other factors, such as more bicycle riders and pedestrians using grade crossings  As described earlier, states have generally already used Section 130 Program funding to address safety at the riskiest grade crossings by adding protective measures, typically lights and gates  Yet crashes continue to occur at these improved grade crossings  Given these trends and the challenges discussed earlier related to the requirements of the Section 130 Program, it is not clear whether the program remains effective in continuing to reduce the risk of crashes and fatalities at grade crossings  As required, FHWA’s biennial report includes a section on “recommendations for future implementation” of the Section 130 Program  As part of this, FHWA reports on challenges and actions being taken to address them  FHWA’s 2018 report identified one of the same challenges we heard about from state DOT officials related to the inability or unwillingness of local agencies to provide matching funds and the relatively low amount of funding designed to incentivize localities to close crossings  FHWA reported on its efforts to address these challenges, including by providing guidance, resources, and supportive training to states and local agencies and serving as a clearinghouse for innovative methods of supporting projects  However, with the exception of the funding challenge, FHWA’s most recent report does not include the other challenges state officials identified to us related to the requirements of the Section 130 Program discussed above  These include program funding requirements that may impede innovative approaches and the difficulties of using before-and-after crash statistics to measure effectiveness  Many state DOT officials we spoke with said there may be an opportunity to more broadly assess the Section 130 Program at the national level  It could be more informative to comprehensively assess more detailed crash trends, such as those that look forward over multiple years across the more than 1,700 crashes nationwide, rather than on the approximately 35 that occur on average within a state, and identify strategies to address those trends  Doing so could help FHWA learn more about why crashes are continuing and what types of projects may be effective  There could be ways to evaluate the program in a more comprehensive way; many state DOT officials we interviewed told us such a comprehensive evaluation could help improve program effectiveness in a number of ways, including by enabling the program to better keep up with the rapid pace of technological change and re- examining eligibility requirements that limit the flexibility of states to consider other types of projects beyond engineering  Also, most state DOT officials we interviewed agreed that education and enforcement efforts are crucial to further improving safety, as did 8 out of 10 other stakeholders we spoke to, as well as officials from Volpe Center and NTSB  However, according to FHWA officials, those project types are not allowed under the Section 130 Program’s requirements  The officials said FHWA has partnered with FRA and NHTSA on research efforts, such as driver-behavior studies, to inform grade-crossing safety issues  However, the officials said that FHWA has not conducted a program evaluation of the Section 130 Program to consider whether the program’s funding and other requirements allow states to adequately address ongoing safety issues such as driver behavior  FHWA officials said that there is no federal requirement for them to conduct such a program evaluation  We have previously reported that an important component of effective program management is through program performance assessment, which helps establish a program’s effectiveness—the extent to which a program is operating as it was intended and the extent to which a program achieves what the agency proposes to accomplish  This type of evaluative information helps the executive branch and congressional committees make decisions about the programs they oversee  Assessing program performance includes conducting program evaluations, which are individual systematic studies that answer specific questions about how well a program is meeting its objectives  In addition, federal internal-control standards state that management should identify, analyze, and respond to significant changes in a program’s environment that could pose new risks  FHWA officials said the fact that crashes and fatalities have held steady while the volume of train and vehicle traffic has increased is an indication that grade-crossing safety has continued to improve  However, specific to fatalities per million train-miles, FHWA’s 2018 biennial report shows this rate to be fairly constant since 2009  As noted previously, FRA expects train and traffic volumes to continue to increase and has expressed concern that grade-crossing crashes and fatalities may also increase  Without conducting a program evaluation, FHWA cannot ensure that the Section 130 Program is achieving one of the national goals of the federal- aid highway program, to reduce fatalities and injuries  In addition, It is difficult to see how FHWA, in its biennial reports to Congress, could make informed recommendations for future program implementation without conducting a program evaluation to assess, among other things, whether program requirements first established some four decades ago continue to reduce fatalities and injuries  We note that as part of a program evaluation, some changes that FHWA, working with FRA, identifies as potentially having merit to improve the program’s effectiveness could require a statutory change  The continued number of crashes and fatalities at grade crossings with devices intended to warn of a train’s presence calls into question whether the Section 130 Program is structured to help states continue making progress toward the national goal to reduce fatalities and injuries  An evaluation of the program’s requirements could help determine whether Congress should consider better ways to focus federal funds to address the key factor in crashes—risky driver behavior  An FHWA program evaluation could also help determine whether, for example, states could more strategically target emerging safety problems if changes were made to the types of projects eligible for funding under the Section 130 Program  FRA’s new grade-crossing inspectors are meant to increase the effectiveness of FRA’s rail-safety oversight activities, and accordingly, these FRA inspectors, along with FRA researchers, may be well positioned to help FHWA evaluate potential changes to improve the effectiveness of the Section 130 Program  The Administrator of FHWA, working with FRA, should evaluate the Section 130 Program’s requirements to determine whether they allow states sufficient flexibility to adequately address current and emerging grade-crossing safety issues  As part of this evaluation, FHWA should determine whether statutory changes to the program are necessary to improve its effectiveness  (Recommendation 1) We provided a draft of this report to DOT for review and comment  In written comments, reproduced in appendix II, DOT concurred with our recommendation  DOT also provided technical comments, which we incorporated as appropriate  We are sending copies of this report to the appropriate congressional committees, the Secretary of Transportation, the Administrator of the Federal Highway Administration, and the Administrator of the Federal Railroad Administration  In addition, the report will be available at no charge on GAO’s website at http://www gao gov  If you or your staff have any questions about this report, please contact me at (202) 512-2834 or flemings@gao gov  Contact points for our Offices of Congressional Relations and Public Affairs may be found on the last page of this report  GAO staff who made key contributions to this report are listed in appendix III  This report examines (1) what has been the focus of Federal Railroad Administration’s (FRA) grade-crossing-safety research, (2) how states select and implement grade-crossing projects and what railroad- and state-reported data are available from FRA to inform states’ decisions, and (3) the challenges states reported in implementing and assessing projects and the extent to which the Federal Highway Administration (FHWA) assesses the program’s effectiveness  The scope of this work focused on the nation’s more than 128,000 public grade crossings  We did not include private grade crossings, as states can only use Railway- Highway Crossings Program (commonly referred to as the Section 130 Program) funds to improve safety at public grade crossings  While FRA provides safety grants to address rail issues, including for grade-crossing projects, we focused our work on the Section 130 Program because it is the primary source of federal funding directed at grade-crossing-safety improvement  For each objective we reviewed: pertinent statutes and FHWA and FRA regulations and documents; interviewed FHWA and FRA program officials in headquarters; and conducted in-depth interviews with a non- generalizable sample of organizations that included officials from 4 freight and passenger railroads, 12 state agencies from 8 states, 6 FRA regional offices, and 8 FHWA state division offices  We also spoke with representatives from relevant associations and officials from NTSB and Volpe Center  We selected these organizations based on our initial background research, prior work, and input from other stakeholders, among other things  See the paragraph below for additional selection details and table 5 for a complete list of organizations we spoke with  We selected eight states as part of our non-generalizable sample for interviews  These states included Arizona, California, Florida, Illinois, Missouri, New Jersey, North Carolina, and Pennsylvania  The states were selected to include a mix of state experiences based on a variety of factors, including the number of grade crossings and crashes at those crossings, and the amount of Section 130 Program funding they received  Specifically, we selected four states from those in the top 25 percent of all states in terms of their number of grade crossings and the amount of Section 130 Program funds they received  We selected the other four states to include a mix of these factors  We also considered geographical diversity and recommendations from FRA and FHWA officials  Within these eight states, we conducted in-depth interviews with FHWA division staff, FRA regional staff, and state officials  A variety of state agencies administer the Section 130 Program within their state; the state officials we spoke with from our eight selected states worked for agencies such as state departments of transportation, corporation commissions, and public utility commissions  We also spoke with a non-generalizable sample of four railroads: Amtrak, CSX, Norfolk Southern, and Sierra Northern  We selected railroads based on a variety of factors including geographic location and stakeholder recommendations  We also conducted additional work related to each of the objectives  To describe the focus of FRA’s grade-crossing-safety research, we examined FRA research aimed at understanding the causes of grade- crossing crashes and identifying potential improvements and described FRA efforts to test new approaches that could improve safety  We did not assess the quality of FRA’s research, as that was beyond the scope of this engagement  Instead, we described the nature of the research  We also spoke with FRA research and development staff, Volpe researchers, and state partners about this work  To describe how states select and implement grade-crossing projects, and what FRA data are available to inform their decisions, we reviewed an academic study that included a literature review and interviews with state officials to describe how states select Section 130 Program projects  We spoke with the researcher and determined the study to be reliable for the purposes of our reporting objectives  We also spoke with officials from our eight selected states, FHWA division staff, and FRA regional staff, and reviewed the states’ 2017 Section 130 Program reports  As part of this objective, we also assessed the reliability of data reported for all railroads in FRA’s National Highway-Rail Crossing Inventory data as of August 31, 2018  For public grade crossings that were not closed, we examined a selection of fields within the database to identify the frequency of missing data (see table 1), data anomalies (see table 2), relational errors, where two related data fields had values that were incompatible (see table 3), and when the data was last updated (see table 4)  Specifically, we conducted the following electronic tests on the crossing inventory data to determine if they were within reasonable ranges, were internally consistent, and appeared complete: Before conducting our analysis, we filtered the inventory data to only include open, public, at-grade crossings  To understand FRA’s efforts to improve its crossing inventory data, we interviewed FRA regional and headquarters staff and reviewed job descriptions for FRA’s new grade- crossing inspectors  Finally, to determine the challenges states reported in implementing and assessing grade-crossing safety projects and the extent to which FHWA assesses the program’s effectiveness, we reviewed program requirements and state project data and other components from FHWA’s 2016 and 2018 Section 130 Program biennial reports to Congress  We also reviewed FHWA’s summary of fiscal year 2018 program funds provided to states and federal laws and guidance related to implementing projects and measuring performance  We interviewed state DOT officials from the eight selected states and other stakeholders on the challenges states reported in implementing and assessing projects, and FHWA and FRA officials for their perspectives on managing the program, including how FHWA measures performance and assesses program effectiveness  We compared information collected from FHWA and FRA to federal internal-control standards and criteria on program evaluation identified in our previous work  In addition, we reviewed FHWA and FRA documents designed to guide states, such as the Grade Crossing Handbook, the Manual on Uniform Traffic Control Devices, the Action Plan and Project Prioritization Noteworthy Practices Guide, and other related documents  We conducted this performance audit from November 2017 to November 2018 in accordance with generally accepted government auditing standards  Those standards require that we plan and perform the audit to obtain sufficient, appropriate evidence to provide a reasonable basis for our findings and conclusions based on our audit objectives  We believe that the evidence obtained provides a reasonable basis for our findings and conclusions based on our audit objectives  Susan A  Fleming, (202) 512-2834, Flemings@gao gov  In addition to the individual named above, Maria Edelstein (Assistant Director); Gary Guggolz (Analyst in Charge); Steven Campbell; Tim Guinane; Ben Licht; Catrin Jones; Delwen Jones; SaraAnn Moessbauer; Malika Rice; Larry Thomas; and Crystal Wesco made key contributions to this report 

ground_truth: Crashes at highway-rail grade crossings are one of the leading causes of railroad-related deaths. According to FRA data, in 2017, there were more than 2,100 crashes resulting in 273 fatalities. Since 2009 crashes have occurred at a fairly constant rate. The federal government provides states funding to improve grade-crossing safety through FHWA's Section 130 Program. The persistence of crashes and deaths raises questions about the effectiveness of the federal grade-crossing-safety program. GAO was asked to review federal efforts to improve grade-crossing safety. This report examines: (1) the focus of FRA's grade-crossing-safety research, (2) how states select and implement grade-crossing projects and what data are available from FRA to inform their decisions, and (3) the challenges states reported in implementing and assessing projects and the extent to which FHWA assesses the program's effectiveness. GAO analyzed FRA data; reviewed FRA's, FHWA's, and states' documents; reviewed a study of states' selection of projects; and interviewed FRA and FHWA headquarters and field staff, and officials from a non-generalizable sample of eight states, selected to include a mix in the number of grade crossings and crashes, and geographic diversity. Research sponsored by the Federal Railroad Administration (FRA) has identified driver behavior as the main cause of highway-rail grade crossing crashes and that factors such as train and traffic volume can contribute to the risk of a crash. (See figure.) Over 70 percent of fatal crashes in 2017 occurred at grade crossings with gates. To meet the requirements of the federal grade-crossing program, states are responsible for selecting and ensuring the implementation of grade-crossing improvement projects. Most state DOT officials and other relevant transportation officials use local knowledge of grade crossings to supplement the results of models that rank grade crossings based on the risk of an accident. These states generally consider the same primary risk factors, such as vehicle and train traffic. FRA is taking steps to improve the data used in its model to help states assess risk factors at grade crossings. For example, FRA's grade-crossing inspectors will review and identify issues with railroad- and state-reported inventory data. FRA is currently developing guidelines, which it plans to finalize by the end of 2018, to implement these inspections as it has for other types of FRA inspections. Officials we spoke with in eight states reported challenges in pursuing certain types of projects that could further enhance safety, in part because of federal requirements. While safety has improved, many crashes occur at grade crossings with gates, and officials said there could be additional ways to focus program requirements to continue improving safety. States' and the Federal Highway Administration's (FHWA) reporting focuses on the program's funding and activity, such as the number and types of projects, yet the low number of crashes makes it difficult to assess the effectiveness of projects in reducing crashes and fatalities. FHWA reports the program has been effective in reducing fatalities by about 74 percent since 1975. However, since 2009, annually there have been about 250 fatalities—almost one percent of total highway fatalities. FRA expects future crashes to grow, in part, due to the anticipated increase in rail and highway traffic. An evaluation of the program should consider whether its funding and other requirements allow states to adequately address ongoing safety issues. FHWA officials said they are not required to perform such evaluations. GAO has previously reported on the importance of program evaluations to determine the extent to which a program is meeting its objectives. An evaluation of the program could lead FHWA to identify changes that could allow states to more strategically address problem areas. GAO recommends that FHWA evaluate the program's requirements to determine if they allow states the flexibility to address ongoing safety issues. The Department of Transportation concurred with GAO's recommendation.