- Required space around occupant seating positions be maintained to afford occupants survivable space in a crash
- Requires seats, overhead luggage racks and window glazing to remain attached to their mountings during and after testing; and
- Require emergency exits to remain closed during the rollover test and operable after test.
- The prevalence of passenger use and the reasons why passengers ride on ATVs;
- Potential means of preventing passengers from being carried on ATVs not intended for that purpose;
- Potential impacts of these requirements on the utility of ATVs; and
- Possible changes to ATV design that would prevent passenger use and whether such changes would be translated into a performance standard.
- Audi A3
- Audi A4
- Audi A5
- Audi A6
- Audi A7
- Audi A8
- Audi Q3
- Audi Q5
The National Transportation Safety Board continues their investigation into the I-5 bridge collapse over the Skagit River in Mount Vernon, WA. Although the collapse occurred on May 24, 2013, to date they have only released a preliminary report, covering the circumstances and causes of this collapse. The details from PRELIMINARY REPORT HIGHWAY HWY13MH012 are as follows: On Thursday, May 23, 2013, a span of the Interstate 5 Bridge (Structure 4794A) at milepost 228.25 in Mount Vernon, Skagit County, Washington, collapsed into the Skagit River.The bridge was constructed in 1955 and the collapsed span consisted of two northbound and two southbound traffic lanes divided by a concrete barrier. Leading up to the collapse, a Kenworth truck-tractor hauling an oversize load was following a pilot vehicle southbound on I-5. Witnesses reported that as these two vehicles approached the bridge, a second southbound tractor-trailor overtook and passed the vehicle with the oversize load in the left lane. The driver of the first tractor-trailor reported to NTSB investigators that he had felt “crowded” by the other vehicle trying to pass. In reaction, he moved his vehicle over towards the right hand side of the road. As the oversize load he was hauling moved onto the bridge, it collided with the overhead portal and multiple sway braces on the far right side of the truss structure. This caused major damage to load-bearing members of the bridge’s superstructure. The result was the subsequent collapse of the bridge into the river. The height of the oversize load was a major contributing factor. The driver reported the height of the load to be 15 feet 9 inches, but the lowest portion of the sway braces was later measured at only 14 feet 8 inches. Two passenger vehicles were also on the bridge span at the time of the collapse, and wound up in the river as well. Injuries but no fatalities were reported. The second part of the NTSB’s report has yet to be issued and the investigation is still listed as ongoing and active.
The National Transportation Safety Board (NTSB) report on the Metro-North derailment in the Bronx is only in its first days, but it has already turned up some startling facts. The train derailed on the morning of Dec. 1, right outside the Spuyten Duyvil station, with four fatalities and 70 injuries as the tragic result. As is customary in NTSB investigations, as well as all kinds of accident reconstructions, two event recorders from the derailed train were examined. The train, plane, or truck’s speed is just one of the many specifics documented by the vehicle’s event recorder. According to NTSB board member Earl Weener, the train headed into the curve just ahead of the station at 82 mph, in a zone where the speed limit drops from 70 mph to 30 mph. In addition, the NTSB also found some kind of problem with the train’s brake pressure. A mere five seconds prior to the engine finally stopping, brake pressure dropped from 120 psi to 0. NTSB investigators still have more work to do to determine whether or not the brakes were functioning correctly and why the pressure went to 0. U.S. Sen. Richard Blumenthal (D-Conn.) remarked that “given this was the fifth major accident or malfunction on the Metro-North Railroad in just over six months, major questions have arisen about safety on the commuter railroad system.” As of Dec. 3, the NTSB states that it remains unclear whether human error or faulty equipment was responsible for this deadly derailment. Their investigation continues. Needless to say, this fatal accident has brought service on the line to a halt, inconveniencing thousands of commuters. N.Y. Governor Cuomo said in a statement on Monday that he expects to see Metro-North service restored toward the end of the week, though officials for the railroad itself said there was no definitive timetable for full service.
The National Transportation Safety Board (NTSB) is the independent Federal Agency tasked with investigating every civil aviation accident in the U.S. and significant accidents in other modes of transportation. This can include railroad, highway, marine and pipeline. When an accident occurs, their investigators are immediately sent to the scene. Called the “Go Team,” these experts are on call and must be ready to leave quickly during their duty shift. The team can number anywhere from three to more than a dozen specialists, depending on the nature of the accident itself. Their purpose: to begin the investigation into the causes of the accident right at the scene. Team members are sent from the NTSB’s headquarters in D.C., and they may travel to the accident scene either on a commercial airliner or on a government plane. They work under an Investigator-in-Charge. This is a senior investigator, who has many years of experience. Each investigator on the “Go Team” is an expert in a particular area and is responsible for one, clearly defined area of the investigation. Each of these experts head a “working group,” which is basically a subcommittee consisting of the representatives of many other involved parties. For example, for an aviation accident, a working group might consist of the NTSB specialist and representatives from the Federal Aviation Administration, the airline, the pilots’ and flight attendants’ unions, airframe and engine manufacturers, and the like. Aviation accidents are particularly complex, requiring bigger teams with more specialists. For surface accidents, such as the recent Dec. 1 Metro North derailment, a locomotive engineers, signal system specialists and track engineers would head the working groups, along with representatives from Metro North and any unions involved. During the on-scene investigation, only confirmed, factual information is ever released to the public. The NTSB does not ever speculate about cause. After the on-scene investigation, the second stage of the investigation continues at NTSB headquarters in Washington. One of the main roles of the Board is to issue recommendations for improving transportation safety. It might take the board a year or more from the date of the accident for the board to conclude their investigation, analyze all the data, and present a report including their recommendations. For more information on how the NTSB responds to accidents, and how their investigators move through an investigation, coming to a final conclusion, click here.