scholarly journals Review of Regulatory Emphasis on Transportation Safety in the United States, 2002-2009: Public versus Private Modes

Risk Analysis ◽  
2017 ◽  
Vol 38 (5) ◽  
pp. 1085-1101 ◽  
Author(s):  
Garrett C. Waycaster ◽  
Taiki Matsumura ◽  
Volodymyr Bilotkach ◽  
Raphael T. Haftka ◽  
Nam H. Kim
Keyword(s):  
United States ◽  
The United States ◽  
Transportation Safety ◽  
Public Versus Private

scholarly journals Helicopter Pilots Encountering Fog: An Analysis of 109 Accidents from 1992 to 2016

Atmosphere ◽  
2020 ◽  
Vol 11 (9) ◽  
pp. 994
Author(s):  
Alex de Voogt ◽  
Hilary Kalagher ◽  
Andrew Diamond
Keyword(s):  
United States ◽  
Decision Making ◽  
The United States ◽  
Meteorological Conditions ◽  
Transportation Safety ◽  
Online Database ◽  
Fatal Accident ◽  
Instrument Meteorological Conditions ◽  
High Prevalence ◽  
Helicopter Pilots

Helicopters have the ability to make maneuvers or precautionary off-airport landings to avoid flights into instrument meteorological conditions (IMC) such as fog. Flight accidents in which fog was encountered as well as inadvertent and intentional flights into fog were examined to understand their occurrence. A 25-year period in the United States using the National Transportation Safety Board online database was used to collect 109 accident reports of which 73 (67%) were fatal. Pilots flying intentionally into IMC were more likely to be a part of a fatal accident than those who did so inadvertently. Those pilots who were reported as being under pressure when encountering fog conditions were also more likely to be in an accident. The findings confirm a high prevalence and an added danger to intentional flights into IMC. In addition, decision-making under pressure when encountering IMC conditions is now linked to a higher proportion of fatalities, emphasizing that helicopter pilots should be made aware of these specific decision-making circumstances in their operations.

WHAT RECENT HHFT DERAILMENT FIRES TELL US

2017 ◽  
Vol 2017 (1) ◽  
pp. 2078-2095
Author(s):  
Wade A. Narin van Court ◽  
Michael S. Hildebrand ◽  
Gregory G. Noll
Keyword(s):  
United States ◽  
Crude Oil ◽  
Emergency Management ◽  
The United States ◽  
Transportation Safety ◽  
Crude Oils ◽  
Management Agency ◽  
News Reports ◽  
High Hazard ◽  
High Concentrations

ABSTRACT ID: 2017-145. In July 2016, TRC Environmental Corporation (TRC) and Hildebrand and Noll Associates, Inc. (HNA) were requested to develop planning guidance on train derailments involving large volumes/high concentrations of denatured ethanol for the Massachusetts Emergency Management Agency (MEMA). As part of this project, as well as similar projects conducted by HNA for other clients, TRC and HNA assessed current firefighting strategies for the release of ethanol and/or crude oil from High Hazard Flammable Trains (HHFT) and developed the planning assumptions necessary to prepare for these types of incidents. For these projects, studies and in-depth analyses of 27 HHFT derailments resulting in tank cars breaches that occurred in the United States and Canada involving denatured ethanol1 (ethanol) and/or crude oil2 from 2006 through 2015 were performed. The analyses were primarily based on the information from the National Transportation Safety Board (NTSB), Federal Railroad Administration (FRA), and/or Transport Canada (TC) databases, with supplemental information from news reports in some cases. The objective of these analyses was to identify key planning assumptions that would be used in developing appropriate firefighting strategies by focusing on the number and types of cars derailed, approximate train speeds at the time of the derailment, number of cars breached, amount of product released, and whether or not the released product caught fire. Additionally, the studies included obtaining and reviewing information on the properties and characteristics of ethanol, crude oils, and other Class 3 flammable materials, as well as information for railroad tank cars. Insights and understandings gained from these studies were used to further develop the firefighting strategies for HHFT derailment fires.

How Many Pipelines in North America Have Failed by Fatigue and Why?

2016 ◽  
Author(s):  
Andrew Cosham ◽  
Phil Hopkins
Keyword(s):  
United States ◽  
Historical Data ◽  
Mechanical Damage ◽  
The United States ◽  
Transportation Safety ◽  
Valuable Insight ◽  
Gas Pipelines ◽  
Manufacturing Defects ◽  
Failure Data ◽  
Incident Reports

Pipelines are aging: more than half of all pipelines in Europe and the United States are over 40 years old. Historically, only a small number of pipeline failures have been attributed to fatigue; however, as pipelines age, this might change. Indeed, two of the most serious pipelines failures in recent years in the United States were partly attributed to fatigue. The issue with fatigue is not so much how it should be addressed, but if or when, and where, it will become more of a problem. Historical failure data provides a valuable insight into the number and cause of failures that have been attributed to fatigue, and an indication of what might happen in the future. Historical failure data for onshore gas and liquid pipelines in the United States of America and Canada has been reviewed in order to estimate the number and cause of failures that can be attributed to fatigue; specifically, the OPS 30-day Incident Reports, the listing of pipeline rupture events compiled by the National Energy Board, and the findings of failure investigations conducted by the National Transportation Safety Board (NTSB) and the Transportation Safety Board of Canada (TSB). Failures that can (at least partly) be attributed to fatigue are not readily identifiable in the historical data, because fatigue is not listed as a secondary cause (as it is, strictly, only a growth mechanism). The narrative descriptions in historical data sets, as in the OPS 30-day Incident Reports, and the detail in the Pipeline Investigation Reports or Accident Briefs published by the NTSB, and the Pipeline Investigation Reports published by the TSB are essential for identifying the relevant failures and their causes. Failures in pipelines that can be attributed to fatigue are relatively rare, but fatigue failures have been reported in both onshore gas and liquid pipelines in both the United States and Canada, mostly originating from pre-existing mechanical damage or manufacturing defects. Corrosion-fatigue has been identified as a contributing factor in a minority of the failures. The number of failures in liquid pipelines is (as would be expected) higher than that in gas pipelines. The number of failures in onshore liquid pipelines in the United States that can be attributed to fatigue has increased, with over half of such failures having occurred in the last ten years. The increase is statistically significant. There has also been an increase, albeit smaller and not statistically significant, in the number in onshore gas pipelines. The increase in the number of failures is consistent with an ageing system.

scholarly journals ANALYSIS OF WING SEPARATION AND MID-AIR BREAKUP IN LIGHT TRAINING AIRCRAFT

Aviation ◽  
2021 ◽  
Vol 25 (4) ◽  
pp. 278-282
Author(s):  
Matthew Hirabayashi
Keyword(s):  
United States ◽  
The United States ◽  
Transportation Safety ◽  
National Transportation Safety Board ◽  
Aircraft Accident ◽  
Wing Spar

Despite increasing discussions concerning the recently published wing spar airworthiness directive (AD) that affects many training aircraft and several current ADs for wing struts, there remains limited objective literature on incidents of wing separation or mid-air breakup. This paper attempts to report and analyse instances of wing separation and mid-air breakup of light training aircraft. A careful review of the United States National Transportation Safety Board (NTSB) aircraft accident database revealed that wing separations were more likely occur as mid-air breakup in PA28s than 172s/182s (OR: 3.06, 95 % CI: 1.3682 to 6.8536, p = .008). Additionally, wing separations were less likely to occur as mid-air breakups in the strutted 172s/182s than 177s/210s that don’t have a wing strut (OR: 0.11, 95 % CI: 0.04 to 0.29, p = <.001). This implies that non-strutted wing designs may be more susceptability to mid-air breakup than the strutted design of similar aircraft.

Consummate to Reach Transaction Close

2020 ◽  
pp. 88-110
Author(s):  
Timothy Galpin
Keyword(s):  
United States ◽  
European Union ◽  
United Kingdom ◽  
National Security ◽  
The United States ◽  
Third Party ◽  
Regulatory Requirements ◽  
Public Versus Private ◽  
The Impact ◽  
Transaction Price

The period from signing a negotiated and agreed sale and purchase agreement (SPA) to actual deal close is full of hurdles, including satisfying regulatory requirements, gaining third-party approvals, and securing shareholder consent for the transaction. This chapter provides an overview of the key elements of consummating a transaction, from “signing to closing,” and covers the SPA; regulatory requirements and reviews in the United States, United Kingdom, and European Union; national security regulatory reviews; public versus private transactions; asset versus stock sales; closing and post-closing requirements; determining a final transaction price; methods of funding; break fees; earn-out provisions; and the impact of activist investors on M&A. The tools, templates, best practices, potential pitfalls, and a case example of how to move a deal from signing to closing are also addressed, along with the main participants, core activities, buyer’s and seller’s perspectives, and key cross-border considerations.

Private Prisons in a New Environment

2017 ◽  
Author(s):  
Scott D. Camp
Keyword(s):  
United States ◽  
Rapid Growth ◽  
The United States ◽  
Private Prisons ◽  
Public And Private ◽  
The Public ◽  
Current State ◽  
History Of ◽  
Prison Populations ◽  
Public Versus Private

This chapter focuses on the current state of practice, policy, and research related to privately operated prisons in the United States. I begin with a brief overview of the history of the rapid growth in the private sector in the United States, followed by a discussion of costs of public versus private prisons. While costs are easily quantified, assigning the proper costs to the public and private sectors has presented much controversy in previous studies. The issue of quality of correctional services provided by public versus private prisons is also reviewed, given that there is little agreement on the type of measures that allow for fair comparisons of public and private prisons. The chapter concludes with thoughts on issues facing public and private prisons in an era marked by stability or decline as opposed to rapid growth in prison populations.

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