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Sunday, June 17, 2007

The National Transportation Safety Board (NTSB), the agency responsible for investigating transportation accidents in the United States, released updates on three major investigations on June 14.

The NTSB, well known publicly for its involvement in the investigation of aviation incidents which involve harm or loss of human life, is also an agency that oversees the transportation of refined petroleum and gas products, chemicals and minerals.

The agency determined the cause of a natural gas pipeline explosion that killed six. It also detailed the cause of an accidental release of 204,000 gallons of anhydrous ammonia from a pipeline in an environmentally sensitive area, and released preliminary information involving two commercial aircraft coming within 30-50 feet of each other on a runway.

In the gas explosion disaster, the towing vessel Miss Megan, which was of specifications that did not require inspection by the United States Coast Guard, was being operated in the West Cote Blanche Bay oil field in Louisiana by Central Boat Rentals on behalf of Athena Construction on October 12, 2006. The Miss Megan was pushing barge IBR 234, which was tied along the starboard side of barge Athena 106, en route to a pile-driving location. Athena Construction did not require its crews to pin mooring spuds (vertical steel shafts extending through wells in the bottom of the boat and used for mooring) securely in place on its barges and consequently this had not been done. During the journey, the aft spud on the Athena 106 released from its fully raised position. The spud dropped into the water and struck a submerged, high-pressure natural gas pipeline. The resulting gas released ignited and created a fireball that engulfed the towing vessel and both barges. The master of the towing vessel and four barge workers were killed. The Miss Megan deckhand and one barge worker survived. One barge worker is officially listed as missing.

The NTSB blames Athena Construction for the disaster, citing in the final report that Athena Construction’s manual contained no procedures mandating the use of the safety devices on the spud winch except during electrical work. It was found that if the Athena 106 crew had used the steel pins to secure the retracted spuds during their transit, a pin would have prevented the aft spud from accidentally deploying. Furthermore, the spud would have remained locked in its lifted position regardless of whether the winch brake mechanism, the spud’s supporting cable, or a piece of connecting hardware had failed.

The NTSB also found that contributing to the accident was the failure of Central Boat Rentals to require, and the Miss Megan master to ensure, that the barge spuds were securely pinned before getting under way. The Board noted that investigators found no evidence that the Miss Megan master or deckhand checked whether the spuds had been properly secured before the tow began. While Central Boat Rentals had a health and safety manual and trained its crews, the written procedures did not specifically warn masters about the need to secure spuds or other barge equipment before navigating. The NTSB stated that the company’s crew should have been trained to identify potential safety hazards on vessels under their control.

NTSB Chairman Mark Rosenker said of the investigation’s results, “Having more rigorous requirements in place could have prevented this accident from occurring. Not only do these regulations need to be put in place but it is imperative that they are enforced and adhered to.”

The NTSB has made a number of safety recommendations as a result of this accident and the subsequent investigation. Recommendations were made to Athena Construction and Central Boat Rentals to develop procedures and train the employees of its barges to use the securing pins to hold spuds safely in place before transiting from one site to another.

The most major of the other recommendations are:

To the Occupational Safety and Health Administration:

• Direct the Maritime Advisory Committee for Occupational Safety and Health to issue the following documents document to the maritime industry: (1) a fact sheet regarding the accident, and (2) a guidance document regarding the need to secure the gear on barges, including spud pins, before the barges are moved, and detailing any changes to your memorandum of understanding with the Coast Guard.

To the U. S. Coast Guard

• Finalize and implement the new towing vessel inspection regulations and require the establishment of safety management systems appropriate for the characteristics, methods of operation, and nature of service of towing vessels.
• Review and update your memorandum of understanding with the Occupational Safety and Health Administration to specifically address your respective oversight roles on vessels that are not subject to Coast Guard inspection.

The NTSB also released the result of its investigation into an environmental disaster in Kansas on October 27, 2004 in which 204,000 gallons (4,858 barrels) of anhydrous ammonia was spilled from a ruptured pipeline in Kingman into an environmentally sensitive area. Chemicals from the pipeline entered a nearby stream and killed more than 25,000 fish, including some fish from threatened species.

The incident reached the scale that it did due to operator error after the initial rupture. The 8 5/8-inch diameter steel pipeline, which was operated by Enterprise Products Operating L.P., burst at 11:15 a.m. in an agricultural area about 6 miles east of Kingman, Kansas. A drop in pipeline pressure, indicating abnormal conditions or a possible compromise in pipeline integrity, set off alarms displayed on the computerized pipeline monitoring system. Shortly after the first alarm the pipeline controller, in an attempt to remedy the low pressure, increased the flow of anhydrous ammonia into the affected section of pipeline. A total of 33 minutes elapsed between the time when the first alarm indicated a problem with the pipeline and the initiation of a shutdown.

In its initial report to the National Response Center (NRC), the pipeline operator’s accident reporting contractor reported a release of at least 20 gallons of ammonia, telling the NRC that an updated estimate of material released would be reported at a later time. No such report was ever made. Because of the inaccurate report, the arrival of representatives from the Environmental Protection Agency was delayed by a full day, affecting the oversight of the environmental damage mitigation efforts.

The cause of the rupture itself was determined to be a pipe gouge created by heavy equipment damage to the pipeline during construction in 1973 or subsequent excavation activity at an unknown time that initiated metal fatigue cracking and led to the eventual rupture of the pipeline.

“We are very fortunate that such highly toxic chemicals of the size and scope involved in this accident were not released in a populated area,” commented Rosenker. “Had this same quantity of ammonia been released near a town or city, the results could have been catastrophic.”

As a result of this accident, the NTSB made the following safety recommendations:

To the Pipeline and Hazardous Materials Safety Administration:

• Require that a pipeline operator must have a procedure to calculate and provide a reasonable initial estimate of released product in the telephonic report to the National Response Center.
• Require that a pipeline operator must provide an additional telephonic report to the National Response Center if significant new information becomes available during the emergency response.
• Require an operator to revise its pipeline risk assessment plan whenever it has failed to consider one of more risk factors that can affect pipeline integrity.

To Enterprise Products Operating L.P.:

• Provide initial and recurrent training for all controllers that includes simulator or noncomputerized simulations of abnormal operating conditions that indicate pipeline leaks.

“The severity of this release of dangerous chemicals into the community could have been prevented,” said Rosenker. “The safety recommendations that we have made, if acted upon, will reduce the likelihood of this type of accident happening again.”

As well as concluding their investigation of the above accidents, the NTSB also released preliminary information regarding a serious runway incursion at San Francisco International Airport between two commercial aircraft on May 26, 2007.

At about 1:30 p.m. the tower air traffic controller cleared SkyWest Airlines flight 5741, an Embraer 120 arriving from Modesto, California, to land on runway 28R. Forgetting about the arrival airplane, the same controller then cleared Republic Airlines flight 4912, an Embraer 170 departing for Los Angeles, to take off from runway 1L, which intersects runway 28R.

After the SkyWest airliner touched down, the Airport Movement Area Safety System (AMASS) alerted and the air traffic controller transmitted “Hold, Hold, Hold” to the SkyWest flight crew in an attempt to stop the aircraft short of runway 1L. The SkyWest crew applied maximum braking that resulted in the airplane stopping in the middle of runway 1L. As this was occurring, the captain of Republic Airlines flight 4912 took control of the aircraft from the first officer, realized the aircraft was traveling too fast to stop, and initiated an immediate takeoff. According to the crew of SkyWest 5741, the Republic Airlines aircraft overflew theirs by 30 to 50 feet. The Federal Aviation Administration has categorized the incident as an operational error.

The NTSB sent an investigator to San Francisco, who collected radar data, recorded air traffic control communications, and flight crew statements, and interviewed air traffic control personnel prior to the NTSB making the preliminary release.

Sunday, January 27, 2019

In findings published earlier this month in Ecological Applications, scientists from the University of Washington and Center for Ecosystem Sentinels examine the reason for the plummeting numbers of female Magellanic penguins, Spheniscus magellanicus, that have been reported at the birds’ breeding sites in South America over the past twenty years and more. Wikinews caught up with postdoctoral researcher and study co-author Natasha Gownaris to learn more.

In a press release, Gownaris said, “Two decades ago, there were about 1.5 adult male Magellanic penguins for every adult female at Punta Tombo[…] Today, it’s approaching three males for every female.” The findings suggested a disparity in the death rate of juvenile and adult penguins, rather than differences in chick survival, account for this difference.

Punta Tombo is one of the annual breeding sites for the species; it is in Argentina. The penguins travel thousands of miles each year to reach these sites.

The work involved building population models out of over thirty years of data collected by tagging individual penguins. Findings also suggested the pronounced sex disparity might make population models used to predict survival among other birds with a more even gender balance inappropriate for use on Megallanic penguins.

According to the data, since 1987, overall population of Magellanic penguins in Punta Tombo at one of their annual breeding sites in Argentina has declined 40%, while the male-to-female ratio has greatly increased.

Since 1983, the research team has been putting stainless steel bands on tens of thousands of chicks hatched at the Punta Tombo breeding site in Argentina, noting which juvenile and adult birds make it back to the site the next year and extrapolating how many lived and died. Among juveniles, there was a 17% survival rate for males and 12% for females. Among adults, it was 89% and 85%. These effects became compounded every year, reaching as high as six males to one female among older penguins.

The researchers noted implications for penguin conservation: Gownaris remarked, “Over the years, this team has helped preserve the land and waters around breeding colonies like Punta Tombo[…] But now we’re starting to understand that, to help Magellanic penguins, you have to protect waters where they feed in winter, which are thousands of miles north from Punta Tombo.”

Gownaris answered a series of questions for our correspondent.

((Wikinews)) What prompted your curiosity about Magellanic penguins?

Natasha Gownaris: I’ve wanted to be a marine scientist since I was a child, when I would collect sand crabs (Emerita talpoida) from local beaches in New York. I studied fish as a graduate student, but I have a pair of adopted parrots and I am generally fascinated by birds. Plus, penguins eat fish! Studying penguins seemed like a great way to merge my love for the ocean and my love for birds. Penguins and other seabirds are also important to study because they tell us something about the health of the ocean ecosystems they feed in, similar to the use of canaries to test air quality in coal mines. Unfortunately, the decline of many seabird species worldwide is yet another warning sign of the negative and widespread impacts humans are having on the ocean.

((WN)) How did you approach putting together such a large-scale study?

NG: This study started in 1982, long before my joining the lab in March of 2016. Dr. Dee Boersma began this study as a response to a Japanese company’s interest in harvesting penguins for their skin, meat, and oil. Although the project has evolved over time, Dr. Boersma had the foresight to start banding chicks in 1983 and to set up a standard protocol that we follow each year. Since then, over 44,000 chicks have been banded at Punta Tombo. We’ve been able to follow some individuals for 30+ years, collecting detailed information on things like how often they breed and how many mates they’ve had.

((WN)) How much time did you end up spending in Argentina? What was it like at the breeding site?

NG: Members of the Boersma lab and volunteers spend approximately six months each year at Punta Tombo. I was fortunate enough to spend nearly four months at the colony between 2015 and 2017. It’s an incredible, otherworldly place. Magellanic penguins nest in burrows or bushes, and some areas of the colony are so dense with burrows that you feel like you’re on a different planet. The colony has declined by over 40% since the study started…so I can’t even imagine what it was like in the 1980s. My favorite time of the day is around 8PM, when (hopefully fat) penguins are returning to the colony en masse after a foraging trip. They are also most vocal in the morning and evening, making their characteristic braying sound— the related African penguin earned the name “jackass penguin” because they sound a bit like donkeys. The colony is also full of other beautiful and interesting creatures, including a llama-like species called the guanaco and an ostrich-like species called the rhea.

((WN)) Do you have any theories on why more female juveniles die at sea? You mention starvation; what might be the causes of that, and are there other possible explanations you can think of?

NG: We are not yet certain why females are more likely to die, but we think it must be related to their smaller body size. Because the mortality is most uneven in juveniles, higher mortality doesn’t seem to be related to greater costs of breeding for females than for males. Female Magellanic penguins are about 17% lighter than males and have smaller bills. We think that, because of this size difference, females have a lower storage capacity, can’t dive as deep, and can’t take as wide a range of prey as males — all disadvantages when faced with limited and unpredictable food resources. These disadvantages hit juvenile females even harder, as juveniles are still learning how to forage and often travel further than adults do in the non-breeding season. Counts of carcasses in the species’ migration range support starvation as the main cause of female-biased mortality; while oiled carcasses have a sex ratio of 1:1, females outnumber males in carcasses of starved birds. The only other possibility is that females are moving to other colonies at higher rates than are males, but this species is known to almost always return to its natal colony to breed.

((WN)) You suggest conservation efforts should look at protection of feeding grounds. What sort of measures do you think might be beneficial?

NG: Because penguins migrate such long distances over the non-breeding season, a mixture of tools (including no-take marine protected areas and traditional fisheries management tools, like catch limits) is likely to be needed. Although there is currently some spatial protection surrounding the species’ breeding colony, this protection does not extend to their migratory route. And, of course, everyone can contribute to penguin conservation by reducing their plastic waste, making more sustainable food choices, and reducing their carbon footprint.

((WN)) What do you think might be causing pressure on food sources for the penguins?

NG: The two main threats to the food sources of this colony are climate change, which cause shifts in primary productivity and fish stocks, and fisheries. Fisheries compete with penguins for fish species such as hake and anchovy.

((WN)) Have you noticed differences in behavior among the penguins as the ratios become increasingly skewed?

NG: In a separate study currently under review, we have shown that aggression between males of Magellanic penguins is higher when the sex ratio at the colony is more skewed towards males. We also showed that nearly all females at the colony breed but that, over time, fewer and fewer males find mates. Single male penguins sometimes intrude [on] nests of mated pairs and interrupt the incubation of eggs or feeding of chicks, leading to mortality. In some cases, they will even attack and kill chicks.

((WN)) Your release mentioned sexing the penguins was problematic; how did you achieve it with confidence?

NG: We have some methods of sexing penguins that we feel confident about — using genetics or measures of cloaca size around egg laying, for example. However, these methods are time intensive, so we have also developed visual cues for sex penguins (bill size, behavior, forehead shape). We looked at individuals that had been sexed using both a certain method (e.g. genetics) and visual methods to calculate how often we got it right based on visual cues alone and found that we have very high accuracy. We also used statistical tools to help to deal with uncertainty in the sex of some individuals.

((WN)) How well can you extrapolate population trends at Punta Tombo based on the birds you tagged? More broadly, how well do you think this work represents global populations?

NG: It is likely that females have higher mortality than males at other colonies of this species and in other penguin species. We unfortunately do not have enough information from other colonies of this species (e.g. sex ratio and population trends) for an accurate global assessment of population trends. We do know that some colonies of the species are growing but that, at the global level, the species is still in decline.

((WN)) In your opinion, for how much longer are penguin populations sustainable without intervention?

NG: This is nearly impossible to answer without more information on other colonies of the species, but the Punta Tombo colony is declining rapidly. We estimate declines of at least 43% since 1987 from our annual surveys at the colony, but it is likely that actual declines are higher because of the increasingly skewed sex ratio.

((WN)) What are your next plans moving forward with your work?

NG: We are currently studying the sex ratio in Magellanic penguin chicks (at hatching and at fledging) to determine how this influences the sex ratio in adults. There are two priorities moving forward — 1) estimating sex ratio at other colonies of this species and determining whether females are more likely to leave Punta Tombo for other colonies than are males and 2) determining the mechanisms underlying lower female survival, e.g. by studying the foraging behavior and diet of males and females and the individual characteristics (like body size) that correlate with survival.

Thursday, October 22, 2020

2020 Melbourne Lord Mayor candidate Wayne Tseng answered some questions about his campaign for the upcoming election from Wikinews. The Lord Mayor election in the Australian city is scheduled to take place this week.

Tseng runs a firm called eTranslate, which helps software developers to make the software available to the users. In the candidate’s questionnaire, Tseng said eTranslate had led to him working with all three tiers of the government. He previously belonged to the Australian Liberal Party, but has left since then, to run for mayorship as an independent candidate.

Tseng is of Chinese descent, having moved to Australia with his parents from Vietnam. Graduated in Brisbane, Tseng received his PhD in Melbourne and has been living in the city, he told Wikinews. Tseng also formed Chinese Precinct Chamber of Commerce, an organisation responsible for many “community bond building initiatives”, the Lord Mayor candidate told Wikinews.

Tseng discussed his plans for leading Melbourne, recovering from COVID-19, and “Democracy 2.0” to ensure concerns of minorities in the city were also heard. Tseng also focused on the importance of the multi-culture aspect and talked about making Melbourne the capital of the aboriginals. Tseng also explained why he thinks Melbourne is poised to be a world city by 2030.

Tseng’s deputy Lord Mayor candidate Gricol Yang is a Commercial Banker and works for ANZ Banking Group.

Currently, Sally Capp is the Lord Mayor of Melbourne, the Victorian capital. Capp was elected as an interim Lord Mayor in mid-2018 after the former Lord Mayor Robert Doyle resigned from his position after sexual assault allegations. Doyle served as the Lord Mayor of Melbourne for almost a decade since 2008.

Saturday, January 11, 2014

The cabinet of the island nation of Nauru endorsed rise of the cost of an application for single-entry three-month media visa from AU$200 to $8,000 last Thursday.

The rise followed a scandal last weekend involving 60 Lebanese asylum seekers voluntarily deciding to return home from the Nauru offshore processing facility, an Australian immigration detention facility, after facing harsh physical conditions and disorientation.

Nauru’s Government Information Office Director Joanna Olsson appeared to be unaware that the new visa fee had yet to take effect, writing an email to a visa applicant about the new fee last Tuesday: “Sorry for the late response but yes we are granting media visas. The fee is $8000 per visa, single entry valid for 3 months. The visa fee is not refundable if the application is not successful.” She also claimed the new fee had been implemented “a couple [of] months ago”, The Sydney Morning Herald reported.

On the contrary, on Thursday during a meeting, Nauru’s Principal Immigration Officer Ernest Stephen said the price change was “not official” and the price rise had not yet passed into law through the Parliament. Stephen said only three or four Nauru media visas were granted last year.

A member of Nauru Opposition Group, Mathew Batsiua, claimed the move was an oppression of journalistic freedom. “They [the Nauru authorities] certainly bully our local media in terms of what they can show, who they can interview, and this is another illustration of that kind of behaviour in terms of bullying media and avoiding accountability. … This hiking up of fees for journalists coming in to Nauru is a step in that direction, and we think that it’s the wrong move and we’re certainly opposing it.”

The rise of the visa fee followed a recent scandal involving the majority of 60 Lebanese asylum seekers, targeted by people smugglers, deciding to return home from the Nauru and neighbouring Manus Island detention centres after a discussion with Australian government adviser Jamal Rifi on the weekend of January 4.

The United Nations High Commissioner for Refugees (UNHCR) reviewed the detention centre in December 2012, reporting poor physical conditions:

The conditions at the closed and congested detention centre [are] harsh, with little natural shelter from the heat during the day. These conditions are aggravated by noise and dust from the construction of the permanent facility.

The UNHCR has also cited delays processing the refugee applications, lack of legal counseling, health issues including trauma and mental health cases, and responsibility of both Australia and Nauru for the treatment. In another review in November last year, UHCR reported improved physical conditions while criticizing progress on reception conditions and refugee applications processing.

Yesterday Australian officials told a Pakistani refugee living in Australia that a refugee application could take up to ten years to process, while he was applying for refuge for his brothers following death of his parents and wife in Pakistan.

Sunday, December 11, 2005

A series of large explosions have occurred close to Hemel Hempstead Hertfordshire, UK. The source of the explosions has been confirmed as the Hertfordshire Oil Storage Terminal (HOSL), Hemel Hempstead, known locally as the Buncefield complex. Up to 150 fire fighters are reported to be at the scene with 10 fire appliances and 1 specialist foamer.

The first ‘blast’ was heard near Hemel Hempstead on Sunday 11 Dec at 6 am. Further smaller explosions followed at 6:24am , 6:26am, 6:30am. BBC News 24 reported an additional, fourth large explosion. Hertfordshire Police Constabulary are currently treating the explosion as an accident.

Reports say the explosion, which registered 2.4 on the Richter scale, was heard as far away as Oxford, and Whitehall, Central London which is 60km (38 miles) away. Eyewitness statements report that the explosion was heard from at least 160km (100 miles) away and as far away as France and The Netherlands. Pilots reported noticing the blast from the North Sea and the West Country area of the UK. The M1 motorway which runs close by has been closed in both directions near the blast which is causing travel chaos as other roads become congested.

Malcom Stewart, a BBC News24 eyewitness who is a tanker driver for the site has reported that the site supplies several oil companies and is a joint operation between Total UK and Texaco, it is also used by BP, Shell and the British Pipeline association. The complex is not a refinery but a storage facility for refined petroleum awaiting distribution to airports and filling stations. The eyewitness reports that the depot has approximately 20 tanks which can hold about 3 million gallons (11 million litres or 70,000 barrels) each. Another News24 eyewitness has just reported that he has seen at least 5 of these tanks on fire.

The depot operates on a 24 hour basis and is split into 2 parts – aviation fuel and domestic fuel. A number of eyewitnesses have reported on UK news that the aviation fuel side appears to be the part of the site that has been affected.

Local authorities were not immediately available for comment but there have been reports of casualties.

Some reports on live television state that, “Several other neighbours said they did see a plane go into the depot.” BBC News 24 were also discussing the idea a possible plane crash as the cause of the explosions. Hertfordshire police have now gone on the record to say that there is no plane involved (BBC News24).

The police have issued a contact number 0800 096 0095 and asked that people do not call the emergency services in Hertfordshire directly unless it is an emergency.

In addition to being an oil storage depot, it is a major hub on the UK oil pipeline network with pipelines to Killingholme Lindsey Oil Refinery (LOR), Humberside (10 inch), Merseyside (10 and 12 inch), Coryton on the Thames Estuary (14 inch) and Heathrow (6 and 8 inch) and Gatwick airports radiating from it.

The disaster is believed to be the worst explosion at a petrochemical plant in the UK since the Flixborough disaster of 1974.Hertfordshire’s Chief Fire Officer Roy Wilsher said: “This is possibly the largest incident of its kind in peacetime Europe.”

A firefighting press officer said that they are stock piling foam from neighboring regions for a prolonged attach which they hope will stop the spread of the fire, however, the inferno itself will have to burn out which could take between 24 hours and a few days.

Despite the authorities saying that there is no need to panic buy petrol, filling stations have had above average queues since this morning and some small garages have ran out.

Deputy Prime Minister John Prescott has visited the scene.

Friday, November 7, 2008

Hamid Karzai, president of Afghanistan, has opened a new terminal at Kabul International Airport. The US$35m (£22m) two-story structure was gifted by Japan as the old terminal building had become badly damaged by decades of war.

Speaking at the event, attended by 150 Afghan and Japanese officials, Karzai expressed his gratitude for the building, saying “Afghanistan could not have made this terminal on its own for many years or without lots of effort.” The new terminal is built next to the original sixties building, which had been considered luxurious when new but has fallen into decline, especially after the 1979 Soviet invasion and the civil war which followed.

Increasing numbers of military aircraft joined the commercial passenger planes, making Kabul International a frequent target of rocket attacks. It was in a poor state of repair, as well as outdated and in need of expansion, by the time the Taliban were ousted from Afghanistan.

Karzai implored his people to take proper care of the new terminal, which Afghan officials described as a step along the route to reconstruction after the Taliban were deposed.

“I hope, now this facility has been handed over to us, that our sisters and brothers, those in charge of the airport, the passengers passing through, the state officials and MPs using it, will look after it and they should not allow, God forbid, that we come here after a year and find its windows, doors and tiles broken,” he said.

The building will enter service next week, in time to carry passengers to Saudi Arabia for the annual pilgrimage of the Hajj. It has a capacity of one million passengers every year, and will service both domestic and international routes.

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