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NTSB’s Most Wanted Improvements Reflect Major Transportation Disasters of 2018

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The National Transportation Safety Board (NTSB) unveiled its 2019-2020 Most Wanted List of Transportation Safety Improvements today. The 10-item list is associated with 267 open NTSB safety recommendations that mark critical changes needed in the next two years to reduce transportation accidents, injuries and fatalities, and longstanding safety issues that threaten businesses, professionals and the traveling public.

The list, which is now available online, was unveiled at the NTSB’s press conference in Washington, D.

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C.:

  • Eliminate Distractions.
  • End Alcohol and Other Drug Alcohol Impairment.
  • Ensure the Safe Shipment of Hazardous Materials
  • Fully Implement Positive Train Control (PTC)
  • Implement a comprehensive strategy to reduce speeding-related crashes
  • Improve the Safety of Part 135 Aircraft Flight Operations
  • Increase Implementation of Collision Avoidance Systems in All New Highway Vehicles
  • Reduce Fatigue-Related Accidents
  • Strengthen Occupant Protection
  • Require Medical Fitness – Screen for and Treat Obstructive Sleep Apnea

“We do not simply come up with these recommendations based on a whim,” NTSB chairman Robert Sumwalt said during his opening remarks. “It’s a data-driven approach based on the results of our investigation and the tragic and senseless deaths we investigate. The NTSB’s most wanted list is written in blood.”

Sumwalt said driving while distracted – from cars to trains – had risen to be one of the most prevalent transportation risks facing American roads, railways, businesses and the general population. Texting-while-driving, he said, can increase the likelihood of a crash between four and 20 times. Sumwalt said the NTSB has called for an outright ban on all mobile devices when operating a vehicle because of the distraction to a driver’s cognitive ability and has urged policymakers to regulate the use of devices like Bluetooth and hands-free phones the same as standard mobile device use.

He also said that nearly 37,000 fatalities were reported on roadways in 2017, the most recent year of data available.

The inclusion of distracted driving dovetails with a study released in January by the Insurance Institute for Highway Safety (IIHS), which highlighted the marked increase in drivers using phones in risky ways. based on an observational survey of drivers in four Northern Virginia communities drivers were 57 percent more likely to be observed manipulating their phones, like when texting or using for purposes other than phone calls.

Based on findings that fatal crash risk is 66 percent higher when manipulating a phone, IIHS researchers estimated that about 800 crash deaths in the United States in 2017 could be attributed to drivers texting or using phones for things other than talking.

PTC also received special focus during the NTSB panel discussion and press conference. Board member Jennifer Homendy said the most recent data is from the third quarter of 2018 and that, “we are closer to installation but there’s a big difference between installation and operational. We’re a ways away from that, unfortunately. The risk is the same 50 years ago as it was a year ago,” she said, referencing the PTC-preventable crash she investigated exactly one year ago in Cayce, South Carolina.

After Congress passed the PTC Enforcement and Implementation Act of 2015 it also authorized the FAST Act, which allocated $199 million in PTC grant funding and specifically prioritized PTC installation projects for Railroad Rehabilitation and Improvement Financing funding. The Association of American Railroads estimates that freight railroads will spend $10.6 billion implementing PTC, with additional hundreds of millions each year to maintain. The American Public Transportation Association has estimated that the commuter and passenger railroads will need to spend nearly $3.6 billion on PTC.

As previously reported, several major transportation providers, such as AMTRAK and the Long Island Railroad have missed critical deadlines for installing PTC.

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“In 1961 President Kennedy set a goal to put a man on the moon by the end of the decade and in July 1969 Neil Armstrong and Buzz Aldrin did that,” Homendy said. “In 1969, NTSB investigated its first PTC-preventable accident. In one decade we put a man on the moon but in five decades we haven’t implemented PTC.”

New Rail Tank Car Usage Promises Safer Crude Oil Transport

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Added capacity of pipelines used to transport crude oil and declining prices are contributing to decreasing transport of crude oil—and an almost 97% drop in the use of older, less safe transport cars between 2014 and the end of March, Gannett reported this week.

Rail tank car shipments of crude oil from the Bakken oil fields in North Dakota have declined from a peak of 498,271 in 2014 to 424,996 in 2015, according to the Association of American Railroads. An AAR official made the announcement at a rail tanker car safety forum sponsored by the National Transportation Safety Board, according to Gannett.

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In the December 2013 report “Moving Crude Oil by Rail,” the AAR noted that the rail industry has been urging federal regulators “to toughen existing standards for new tank cars” and recommended that the estimated 92,000 existing tank cars used to transport flammable liquids, including crude oil, be retrofitted with advanced safety-enhancing technologies, or phased out if they cannot be upgraded.

While there are obvious issues with the transportation of oil by rail, the AAR has pointed out that railroads have an excellent safety record with crude, even surpassing pipelines in recent years. But the industry and federal regulators acknowledge there is much room for improvement.

The new, safer tank cars have thicker steel shells, insulating materials, full-size metal shields at each end and improved outlet valves underneath the car. Increased use of the new cars is good news for densely populated areas on the east and west coasts that have numerous trains—often of at least 100 tank cars—moving through daily.

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DOT 117 train car
A transportation law, the FAST Act, signed by President Obama in December 2015, includes new mandates for freight trains transporting crude oil through the U.S. The law requires that older tank cars be replaced by the newer, safer car for shipping flammable liquids by March 1, 2018, phasing out the older model used, according to the U.S. Department of Transportation.

A rail disaster in Lac-Mégantic, Canada, on July 26, 2013, that killed 42 people brought a heightened focus on the dangers of transporting highly flammable Bakken crude oil by train.

According to the DOT, the rule also:

  • Requires an enhanced tank car standard and an aggressive, risk-based retrofitting schedule for older tank cars carrying crude oil and ethanol.
  • Requires a new braking standard for certain trains that will offer a higher level of safety by potentially reducing the severity of an accident.
  • Designates new operational protocols for trains transporting large volumes of flammable liquids, such as routing requirements, speed restrictions, and information for local government agencies.
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  • Provides new sampling and testing requirements to improve classification of energy products placed into transport.

Oil Transportation by Rail or Pipeline? A Nation Vacillates

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Thanks to some high-profile derailments over the past several months, the zeitgeist is set against the transportation of crude oil by rail.

The latest salvo to appear in a major media outlet is Jon Bowermaster’s Op-Doc “A Danger on the Rails,” appearing in the New York Times on April 21. Bowermaster focuses on oil cars rolling along the Hudson River, but his critiques of these trains are applicable to the national debate as well.

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They are, by now, predictable: the transports are derided as “bomb trains,” and they’re creeping past schools, hospitals, and major urban centers (even within a few miles of Manhattan!).

The production values are good, but Bowermaster ventures deep into NIMBY-ism. He’s not alone: when it comes to the transportation of oil, Americans want it done quickly and cheaply so the economy can keep humming along. Just make sure it’s routed somewhere else.

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Fear of oil trains is nearing fever pitch, but the best alternative—pipelines—earn emotionally charged reactions as well. Take Politico’s thorough investigation of the Pipeline and Hazardous Materials Safety Administration, also published on April 21. Despite the great journalism it contains, editors gave it the inflammatory title “‘Pipelines Blow Up and People Die.’” The authors write:

“Oil and gas companies like to assure the public that pipelines are a safer way to ship their products than railroads or trucks. But government data makes clear there is hardly reason to celebrate.

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Last year, more than 700 pipeline failures killed 19 people, injured 97 and caused more than $300 million in damage. Two of the past five years have been the worst for combined pipeline-related deaths and injuries since 2000.”

So much for an easy decision between rail and pipeline.

If the United States is going to be a leading producer and exporter of oil and gas, we have to transport it from the interior to our ports. And as domestic production increases, the number of accidents will almost certainly increase. If we cast a risk manager’s eye on the situation, where should we invest our money?

The data on rail transportation accidents makes a strong case for pipelines. Christopher Ingraham of the Washington Post put it succinctly in his February article: “It’s a Lot Riskier to Move Oil by Train Instead of Pipeline.” His charts tell the story:

Oil trains clearly have more accidents than pipelines, and in a bad year (like 2013) the amount of oil they spill can dwarf that of pipeline accidents. Oil trains have another huge risk: security. As Bowermaster noted in his documentary, these combustible trains are essentially unguarded and travel through populated areas. A determined terrorist could do a lot of damage with that situation. Pipelines, on the other hand, are buried: out of sight and out of mind.

An April 6 article in Businessweek helps us visualize the magnitude of the risk from rail shipments. Check out the growth since 2010:

While imperfect, pipelines can mitigate much of this risk that’s now moving along the nation’s rails.

Rail transport won’t go away, of course. It’s easily scalable to demand and thus more attractive than building thousands of miles of pipeline that could, in the future, be underutilized. What’s best is a two-pronged approach: pipelines can reduce risk in the most heavily trafficked corridors, and new rail standards can improve the safety of oil trains.

To read more about improving safety requirements for oil trains, see Risk Management Magazine.