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NTSB

National Transportation Safety Board. 1971. Highway Accident Report Liquefied Oxygen tank truck explosion followed by fires in Brooklyn, New York, May 30, 1970. NTSB-HAR-71-6. [Pg.44]

National Transportation Safety Board. 1972. Railroad Accident Report—Derailment of Toledo, Peoria and Western Railroad Company s Train No. 20 with Resultant Fire and Tank Car Ruptures, Crescent City, Illinois, June 21, 1970. NTSB-RAR-72-2. [Pg.45]

National Transportation Safety Board. 1973. Highway Accident Report—Propane Tractor-Semitrailer overturn and fire, U.S. Route 501, Lynchburg, Virginia, March 9, 1972. NTSB-HAR-73-3. [Pg.45]

National Transportation Safety Board. 1973. Railroad Accident Report—Hazardous materials railroad accident in the Alton and Southern Gateway Yard in East St. Louis, Dlinois, January 22, 1972. NTSB-RAR-73-1. [Pg.45]

National Transportation Safety Board. 1979. Pipeline Accident report—Mid-America Pipeline System—Liquefied petroleum gas pipeline rupture and fire, Donnellson, Iowa, August 4, 1978. NTSB-Report NTSB-PAR-79-1. [Pg.45]

Although the blast effects of the East St. Louis tank-car accident (NTSB 1973) were found to be highly asymmetric, average TNT equivalencies of 10% on an energy basis and 109% on a mass basis were found. These equivalencies were calculated based on the assumption of a full tank-car inventory (55,000 kg) of a mixture of propylene and propane. [Pg.116]

Another tank car was punctured at Decatur (NTSB report 1975). TNT equivalencies of 4.3-10.2% and 47-111% were calculated on energy and mass bases, respectively. These equivalencies were calculated based upon a full tank car inventory (152,375 lb, 68,000 kg) of isobutane. [Pg.116]

National Transportation Safety Board. 1972. Pipeline Accident Report, Phillips Pipe Line Company propane gas explosion, Franklin County, MO, December 9, 1970. National Transportation Safety Board, Washington, DC, Report No. NTSB-PAR-72-1. [Pg.142]

A very complete description of the accident, originating from internal as well as external, independent qualified documents or public investigation reports available from renowned institutes or companies such as CSB, NTSB, OSHA, TNO, INERIS, DNV, etc. Many recommendations and lessons to be learned are available. The coding has been done in an extensive way and an extensive abstract is available. [Pg.49]

The National Transportation Safety Board (NTSB) states the railroad brakeman at Graniteville the evening before the tragedy could not remember setting the track switch in a safe position when he quit work about 7 p.m. on January 5,2005. [Pg.7]

Strength There was good coordination with Avondale plant officials in developing recovery plans. GVW representative attended daily NTSB (National Transportation Safety Bureau) briefings. [Pg.10]

The National Transportation Safety Board (NTSB) has found much evidence to indicate the probable cause of the January 6, 2005, collision and derailment of Norfolk Southern train 192 in Graniteville, South Carolina, was the failure of the crew of Norfolk Southern train P22 to return the main line switch to the normal position after the crew completed work at an industry track. Contributing to the severity of the accident was the puncture of the ninth car in the train, a tank car containing chlorine, which resulted in the release of poison gas. [Pg.19]

Collision of Norfolk Southern Freight Train 192 With Standing Norfolk Southern Local Train P22 With Subsequent Hazardous Materials Release at Graniteville, South Carolina January 6, 2005, Railroad Accident Report NTSB/RAR-05/04. Washington, D.C. National Transportation Safety Board. [Pg.477]

A truck driver arrived at the facility to deliver a load of sodium hydrosulfide solution. The delivery took place on the night shift. During prior deliveries on this shift, the shift supervisor had received only pickle acid. (The material commonly known onsite as pickle acid was actually ferrous sulfate.) He assumed that the sodium hydrosulfide was pickle acid and directed the truck driver to unload at the facility s pickle acid tank. Hydrogen sulfide gas was produced when the sodium hydrosulfide solution was unloaded into the ferrous sulfate tank. The truck driver was exposed to the gas and died one Whitehall Leather employee was injured (NTSB, 2000). [Pg.307]

National Transportation Safety Board (NTSB), 2000. Hazardous Materials Accident Brief Whitehall, Michigan, Chemical Reaction During Cargo Transfer, June 4, 1999. [Pg.367]

Hazardous Materials Incident Reports National Transportation Safety Board (NTSB) Retrieved information... [Pg.401]

National Transportation and Safety Board, report number NTSB-AAR-79-17 (Dec. 21, 1979). [Pg.779]

NTSB. Factors that affect fatigue in heavy truck accidents. Safety study NTSB/SS 95/01. Washington, DC. National Transportation Safety Board, 1995. [Pg.271]

In 1990, the National Transportation Safety Board (NTSB) completed a study of 182 fatal-to-the-driver truck accidents to investigate the probable cause of the accidents. While the study was designed under the assumption that most fatal heavy truck crashes may be related to alcohol and other drugs, it was found that the most frequently determined probable cause was fatigue (12). A 1993 analysis of the Fatal Accident Report System (FARS) also suggested that truck driver fatigue is a contributing factor in about 30% of heavy truck accidents. [Pg.274]

The NTSB then initiated a study of 113 single-vehicle heavy-truck accidents in which the driver survived. Information about the 96-hr period prior to the crash was collected from 107 drivers. The analysis concluded that 58% of the accidents were fatigue-related. Eighteen percent of the drivers admitted having fallen asleep while driving (13). These data were not based on anecdotal driver reports but on a multivariate analysis of a predefined set of factors, including... [Pg.274]

As with other modes of transportation, evidence for fatigue-related accidents in aviation exists. In 1993, the NTSB concluded in its report regarding the loss of a Douglas DC-8 at Guantanamo Bay, Cuba that the impaired judge-... [Pg.278]

National Transportation Safety Board. Fatigue, alcohol, other drags, and medical factors in fatal-to-the-driver heavy truck crashes. Safety Study NTSB/SS-90/01 Washington, DC NTSB, 1990. [Pg.285]

National Transportation Safety Board. Greyhound run-off-the-road Accident, burnt cabins, Pennsylvania, June 20, 1998. Highway Accident Report NTSB/HAR-00/01. Washington, DC NTSB, 2000. [Pg.286]


See other pages where NTSB is mentioned: [Pg.567]    [Pg.57]    [Pg.128]    [Pg.62]    [Pg.269]    [Pg.288]    [Pg.50]    [Pg.110]    [Pg.358]    [Pg.358]    [Pg.460]    [Pg.39]    [Pg.292]    [Pg.311]    [Pg.246]    [Pg.275]    [Pg.276]    [Pg.279]   


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