Fatalities:
After several years of decline,
the overall number of transportation fatalities grew from 1992 to 1996, then
trended downward through 1998. Based
on projections from preliminary data for 2000, transportation fatalities rose
slightly from 2000 (44,164) to 44,208. (Preliminary
estimates for 2001 are available only for the number of fatalities and the
number of injured persons. Data for
transportation-wide fatality and injury rates and for transportation incidents
will be available by the end of 2002.)
A slight rise in highway fatalities
in 2001 of 44 (with highway fatalities accounting for approximately 94% of
all transportation fatalities) explains the direction of overall fatalities. The increase is small, but it is in the wrong
direction.
Economic growth and changing mobility
needs have fueled growth in passenger-miles traveled. Deaths per 100 million passenger-miles have shown a downward trend
from 1996 through 1998, following a relatively constant level from 1992 to
1995. Again, this aggregate measure
is significantly influenced by the highway fatality rate. The continued decrease in 2000 meets the strategic
outcome goal of reducing the rate of transportation-related fatalities, measured
against passenger-miles. Achieving further reductions in fatality rates will
require changes in personal behavior (such as seat belt use, reduction in
alcohol-related crashes, or consumer choice of the safest modes of transportation)
and improved transportation technologies.
The fatality rate per ton-mile
of freight has followed a similar pattern, and again decreased in 2000. This decrease also meets the strategic outcome
goal of reducing the rate of transportation-related fatalities, in this instance
measured per ton-miles.
Injuries:
While fatality measures tend to
receive more public attention, transportation injuries are a significant burden
on individuals and on our society as well. Although injuries rank below fatalities
in severity, they exact a societal cost in hospitalization and medical costs
and lost productivity, to say nothing of pain and suffering. Like fatalities, this trend is dominated by
trends in highway crashes, which account for 99% of the transportation-related
injuries and have an estimated cost of $150 billion annually. Over the last eleven years, the number of injured
people appears to have peaked in 1996, followed by a decrease for the last
several years. Although the number
of injured persons remained virtually the same from 1998 to 2000 (based on
preliminary data), the overall trend since 1996 meets the strategic outcome
goal of reducing the number of transportation-related injuries. Again, this was a particular challenge given
the fairly steady rise in travel.
Also like the transportation fatality
rate, the injury rate per 100 million passenger-miles has been declining for
the last several years, after a peak in 1995.
This continued downward trend in 2000 meets the strategic outcome goal
of reducing the rate of transportation-related injuries, as measured against
passenger-miles.
The transportation injury rate
per 100 million ton-miles of freight has also been generally downward in the
last decade, and based on projections from preliminary data in 2000, injuries
per ton-mile decreased from 1999 to 2000, after slightly increasing last year.
Transportation Incidents:
Transportation incidents (crashes,
system failures, spills, releases, etc.) are precursors to injuries and fatalities,
providing a key indicator for managers. Reducing
the number and rate of crashes is the best way of reducing fatalities and
injuries.
Transportation incidents have been
decreasing since 1996, after steadily increasing since 1992. From 1999 to 2000, incidents increased by about
11,400, which is a worrisome increase from the past several years’ downward
trend.
2003
Performance Plan:
Performance
measures:
Fatalities per 100
million vehicle-miles of travel (VMT).
1999 2000
2001 2002
2003
Target: 1.6 1.5
1.5 1.4 1.4
Actual: 1.6 1.5(r)
1.5#
Number and rate
(per 100 million commercial VMT) of fatalities in crashes involving large
trucks.
1999 2000
2001 2002
2003
Target:
Number: N/A 4,934 4,830 4,710 4,540
Rate: N/A N/A
N/A
2.2 2.1
Actual:
Number: 5,380 5,211(r) 5,307#
Rate: 2.7 2.5(r)
TBD
(r)
Revised; # Preliminary estimate.
External
Factors: Vehicle
travel has increased more than 2 percent per year for the last decade. The
most accident-prone population groups - older drivers and drivers ages 15
to 24 - are growing at faster rates than the overall population.
Shifts in the amount of travel, population growth, and employment status
have a large influence on traffic crashes. Competitive pressures for commercial
vehicle operators and shipping firms are likely to persist due to the continuing
productivity trends in American industry toward manufacturing materials or
inventory-in-motion, just-in-time delivery to customers, and shifting patterns
in truckload volume and travel.
Strategies
and Initiatives to Achieve 2003 Target: DOT resources attributable to these performance measures are depicted
below:
NHTSA’s safety programs
include research and rulemakings to prevent and mitigate effects of automobile
crashes, consumer information educational and other outreach activities, and
grants to States to ensure
that post-crash response efforts are more effective.
FMCSA
conducts research aimed at reducing crashes involving large trucks and buses,
sets standards and oversees State commercial driver licensing programs, inspects
motor carriers and individual trucks for compliance with safety rules and
carries out a wide-ranging motor carrier safety grant program to help States
conduct their motor carrier safety programs.
FHWA
conducts research on safer highway infrastructure design, and undertakes outreach
efforts with States to share best design and operational practices for pedestrian,
bicycle, highway, and at-grade rail crossing safety.
Research, regulatory
and data programs:
NHTSA rulemakings
will address upgraded side impact
protection; child safety, school bus and motor bus safety; rear impact protection;
crash test dummy improvements; glare from headlamps and daytime running lights,
heavy truck tires and braking systems, and implementation of new child restraint
and dynamic rollover consumer ratings.
FMCSA will:
▪
continue
the comprehensive crash causation study to determine factors contributing
to commercial motor vehicle crashes and countermeasures to prevent future
crashes.
▪
continue the Information
Systems and Safety Strategies Initiatives (ISSSI) which include: development
of the Unified Carrier Register and New Entrant requirements; improving collection
and distribution of commercial vehicle safety data to Federal and State offices;
Commercial Vehicle Analysis Reporting System (CVARS), which provides data
on all truck and bus crashes involving a fatality, injury, or towed vehicle;
and the Performance Registration Information and Systems Management (PRISM)
program, which provides States with a direct link between carrier safety performance
and vehicle registration information.
Compliance and enforcement:
FMCSA’s new Border Enforcement
Program will maintain a strong Federal and State safety enforcement presence
at the U.S.-Mexico border to ensure Mexican trucks entering the U.S. are in
compliance with both Federal Motor Carrier Safety and Hazardous Materials
regulations. The program will support comprehensive Federal and State inspections
of Mexican trucks at the border, to ensure no compromise to motor carrier
safety as the Administration maintains its commitment to the North American
Free Trade Agreement (NAFTA).
NHTSA will support the biannual
Operation ABC (America Buckles Up Children)
Mobilizations. The number of law enforcement agencies supporting this
effort has also grown dramatically: from 1,000 agencies in 1997 to over 10,000
agencies during the November 2001 Mobilization.
A DOT rule mandating
drug testing for transportation service providers is another important element
of the national effort to reduce both the demand for illegal substances, and
the inappropriate use of a legal substance (alcohol) that are precursors to
impaired driving.
Education and outreach:
NHSTSA will focus
on: 1) publicizing the dangers of
drunk and impaired driving and the benefits of using seat belts; 2) reducing
fatalities and injuries associated with drowsy or distracted drivers by developing
and deploying educational programs on the safe use of in-vehicle technology;
3) developing and implementing educational programs and material for older
drivers and their health care professionals; 4)
reducing motorcycle, bicycle and pedestrian accidents (which account
for 13 percent of fatalities) in concert with FHWA and other partners to integrate
pedestrian and bicyclist safety considerations in highway planning and design;
and 5) educating motorists about blind spots around large trucks and buses.
Impaired driving: Studies indicate
that performance results for alcohol-related fatalities should improve as
additional States implement new .08
BAC laws. Due to the DOT FY 2001
Appropriations Act provision establishing a sanction if States fail to adopt a
standard of .08 BAC, the number of States with .08 laws has increased from
19 to 29 in addition to the District of Columbia and Puerto Rico. With State
and local partners, DOT will implement countermeasures targeting high-risk
drivers, including youth 21-34 year olds, and repeat offenders. NHTSA’s impaired
driving counter-measures operations and research programs ($11.5 million)
will focus on reducing alcohol and drug use associated with driving.
Seat belts: NHTSA will continue its seat belt use outreach to high-risk
populations – African-Americans, Hispanics, rural and youth populations --
those having traditionally lower than average seat belt use rates and higher
fatality rates – and continue to encourage States to embrace “Click It or
Ticket” as the message or theme for their Buckle Up Campaigns. Focus group
testing has shown that “Click It or Ticket” resonates well with the hard-core
non-user of seat belts.
The Transportation Recall Enhancement, Accountability,
and Documentation (TREAD) Act requires NHTSA to implement child restraint
education initiatives for the public, including the following: provide consumer
information on the physical compatibility of child restraints and vehicles,
establish a child restraint safety rating consumer information program, initiate
and complete a booster seat effectiveness study, and develop a five-year booster
seat education plan to reduce deaths and injuries in the four-to-eight-year-old-age-group
by 25 percent. NHTSA developed a comprehensive internet application
that shows common compatibility problems between vehicles and child restraints
and provides solutions to obtain the best fit. NHTSA began implementing the five-year strategic
booster seat education plan during FY 2002.
Run-off-road
crash reduction: FHWA will distribute an Interactive Highway
Design Model for two-lane rural roads; develop a four-lane model; complete
a final rule on retroreflectivity; and continue developing crashworthy roadside
hardware designs.
Intersection
safety: With States,
FHWA will develop a road safety audit program for intersections, provide best
practices and guidance for intersection safety, and conduct research including
the Intelligent Vehicle Initiative, to improve intersection safety.
Work
zone safety and speed-related crashes:
FHWA will develop user guides to aid in States’ use of variable speed limits
in work zones, rational speed zoning, and expert systems for setting speed
limits.
Reducing car-truck crashes: FMCSA will work with
the FHWA, NHTSA, and State highway safety authorities on the Share the
Road Safely and No-Zone campaigns, which educate motorists about
blind spots around large trucks and buses.
Grants:
$99.4 million is
available to States that enact and enforce .08 BAC laws; an additional $40
million are available to States that implement strong laws and programs to
combat alcohol-impaired driving. On
October 1, 2002, a State that has not enacted and is not enforcing an Open
Container or Repeat Offender law will have 3 percent of certain of its Federal-aid
highway funds transferred to its State and Community Highway Safety grant
program for each non-complying law. The funds thus transferred must be used
for impaired driving programs or hazard elimination.
$101.2 million
is available for incentive and innovative grants to increase seat belt use.
An additional $20 million is available
for incentive grants to States that implement stringent occupant protection
laws and programs. Mini-grants will be provided to State/local affiliates of key organizations
to implement programs that support law enforcement initiatives.
The Motor
Carrier Safety Assistance Program (MCSAP) makes available $165 million in
grants to fund State-conducted motor carrier inspections and compliance reviews,
hazardous materials training, State enforcement efforts including border crossing
programs, drug interdiction, public education, and the maintenance of an enforcement
data collection and reporting system.
Other
Federal Programs with Common Outcomes: NHTSA works with agencies and organizations with complementary
goals -- HHS, Center for Disease Control and Prevention (CDC), the Office
of National Drug Control Policy, and the Justice Department -- to reduce societal
demand for alcohol and illegal drugs, and to reduce the incidence of drinking
and driving crashes. NHTSA and HHS
work together on several public health issues, such as drinking and driving,
child safety, and emergency medical services.
A CDC effort to develop a community injury prevention guide will features
impaired driving and occupant protection programs. NHTSA will continue to work
with a large number of Federal agencies to ensure that seat belt use increases.
FMCSA coordinates border control efforts with the U.S. Border Patrol,
U.S. Customs, and Immigration and Naturalization Service. With the Customs Service, INS, and the Food
and Drug Administration, FMCSA is developing and pilot testing the ITDS (International
Trade Data System) to consolidate information on motor carrier border crossings
to serve safety, commercial, law enforcement, and national security missions.
FHWA coordinates safety programs
with the National Park Service and the Bureau of Indian Affairs.
The National Academy of Sciences,
primarily through the Transportation Research Board, supports key programs
through the use of expert panels and committees that offer essential perspective
and advice.
Both DOT and NTSB
strive to understand the causes of transportation incidents and to reduce
the number of highway-related fatalities and injuries.
NTSB investigates significant crashes, helps provide
information on causes and potential solutions, helps identify infrastructure
enhancements to improve highway safety, and provides recommendations on program
improvements.
Performance Report:
NHTSA and FMCSA supplementary performance measures*:
Injured persons
per 100 million vehicle-miles of travel.
1999 2000
2001 2002
2003
Target: 127 116
113 111 *
Actual: 120 116(r)
116#
Number (000s) and
rate (per 100 million commercial VMT) of injured persons in crashes involving
large trucks.
1999 2000
2001 2002
2003
Target:
Number: N/A 125 122
121 118
Rate: N/A N/A
N/A
56 52
Actual:
Number: 142 140(r) 142#
Rate: 70(r)
68(r) TBD
Percentage of highway
fatalities that are alcohol-related.
1999 2000
2001 2002
2003
Target: 36% 35% 34%
33%
*
Actual: 38%
40%(r) TBD
Percentage of front occupants
using seat belts.
1999 2000
2001 2002
2003
Target: 80%
85% 86%
87%
*
Actual: 67%
71% 73%
(r)
Revised; # Preliminary Estimate;
*
After 2001, these goals will be operating administration performance goals
and will continue to be tracked by NHTSA and FMCSA. Results will be discussed
in the context of this performance goal. Alcohol-related fatalities will be
measured after 2001 by the rate per 100 million VMT.
2001
Results: Based on
preliminary information, DOT met the highway fatality rate target, and did
not meet the highway injury rate, truck-related fatality and injury, and seat
belt usage rate targets. Alcohol-related fatality data
is not yet available for 2001. While DOT is making
some progress in achieving long-term performance goals, substantial progress
still needs to be made.
Seat
belt use in 2001 increased to 73 percent. This was well below the target of
86 percent for 2001. Over the past several years, NHTSA has been converting
approximately 8.5 percent of the non-seat belt users each year to seat belt
users. Following the success of the Click it or Ticket initiative in North
Carolina, a similar campaign involving media saturation and highly visible
enforcement was implemented in South Carolina in November 2000. As a result, seat belt use increased from 66
percent to 74 percent during the campaign. Similar campaigns were implemented
in the Southeast (NHTSA Region IV) in spring 2001, with encouraging results.
Kentucky, for example, experienced a 10-percentage point increase (from
60 to 70 percent) during its campaign in May 2001.
Seat
belt use targets have been based on an overly ambitious goal of 90 percent
by 2005, which appears unattainable by then, but can be attained by 2008.
Therefore, the 2003 seat belt use target has been adjusted to 78 percent.
Although this target is lower than the one set for 2001, in view of
performance trends and an analysis of individual State seat belt goals for
2003, this is a reasonable target. Current seat belt use saves 12,900 lives and
prevents 290,000 injuries every year. For each percentage point increase in
seat belt use, 2.8 million more people buckle up, saving approximately 265
lives and preventing over 6,400 injuries each year. Achieving the 2003 target
will result in 13 million more people buckling up, save 1,193 more lives,
and prevent 48,100 additional injuries.
In 2000 (the last year for which NHTSA has alcohol
data), the rate of alcohol-related fatalities was 0.61 fatalities per 100
million VMT (16,653 people were killed in alcohol-related crashes).
NHTSA
published Notices of Proposed Rulemaking (NPRM's) for: an upgrade to head
restraint requirements for passenger cars, multipurpose vehicles, light trucks
and buses; a tougher standard to reduce the chance of post-crash vehicle fires;
a new requirement for tire pressure monitoring systems (TPMS); and improvements
in tire labeling. Final rules were
published to require that all passenger cars with trunks have a release or
other automatic system inside to allow children or adults to escape; to streamline
the regulatory process for modifiers who adapt passenger vehicles for use
by people with disabilities; and to improve radiator cap performance.
A final rule also was published that established safety requirements
for electric-powered vehicles.
FHWA continued its safety efforts
in technology, awareness, public involvement, and regulatory guidance. It
developed:
▪
an improved
quantitative model for planning and design of roadside safety features that
brings State DOT’s quicker highway engineering and design results at a smaller
expense than through crash testing;
▪
The Safer Journey – an interactive pedestrian
safety awareness CD-ROM, which takes the user through various everyday pedestrian
safety scenarios;
▪
new
guidance on improved highway
signage to address the needs of an aging population.
FHWA undertook several awareness
and outreach efforts such as Stop on
Red Week to increase awareness of red light running at intersections,
National Work Zone Awareness Week to promote
highway work zone safety and awareness among new drivers, and Put the Brakes on Fatalities Day to promote
a reduction in crash-related roadway fatalities and increase driver awareness.
FMCSA continued its enforcement, research, and information operations
and initiatives. These included:
▪
conducting FMCSA’s
safety enforcement program of motor carrier inspections and compliance reviews.
Nearly 14,000 compliance reviews and 2.6 million roadside inspections were
conducted by federal and State authorities in 2001.
▪
motor carrier safety research and technology aimed at reducing crashes
involving large trucks and buses.
▪
advancing the motor carrier crash data improvement program,
the commercial driver’s license improvement program, staffing FMCSA’s 24-hour
safety telephone hotline, and expediting
Federal oversight of CDL activities.
FY
2002 Performance Plan Evaluation: DOT does not expect to meet the 2002 highway fatality and injury,
seat belt use, and alcohol-related fatality performance targets, and will
be challenged to meet truck-related fatality and injury performance targets.
Management Challenge
– Motor Vehicle Safety (IG)
The IG made three
findings related to motor vehicle safety:
(1) Despite the combined efforts of Federal, State, and local governments,
seat belt use rates have remained relatively constant, ranging from 66 to
70 percent since 1993. Preliminary 2001 seat belt use rates are at 73 percent
nationwide, below the rate needed to attain 90 percent use by 2005; (2) Early identification of defects by NHTSA’s
Office of Defects Investigation (ODI) can be improved. During the hearings
on the Firestone tire recall, Congress questioned the preparedness of ODI
to handle information that may contain early warning signs of product defects;
and (3) the TREAD Act requires NHTSA to conduct 10 rulemakings in the areas
of defects, tires, rollover tests, and child restraints. Six of the 10 rulemakings
must be completed in 2001 or 2002. Since
the IG found that it takes DOT an average of 3.8 years to complete a rule,
significant management effort will be required to issue these rules in the
time frame required by the Act.
NHTSA Actions:
Strategies to increase
seat belt use and reduce alcohol-related
fatalities are discussed above. NHTSA actions to address TREAD issues include:
▪
issuing
a final rule on Standards Enforcement, Defect Investigation and Noncompliance
Reports Records Retention by June 30, 2002.
▪
issuing
a final rule to improve tire labeling by June 2002.
▪
completing
a rulemaking to revise and update tire safety standards by June 2002.
▪
completing
a rulemaking to improve the safety of child restraints and creating a child
restraint safety ratings program by November 2002.
Management Challenge
- Large Truck Safety (IG/GAO)
GAO’s concerns extend
to staffing in FMCSA; truck safety data quality and causal analysis; adequacy
of FMCSA’s resources; and safety rulemaking.
The IG identified
motor carrier safety at the U.S.-Mexico border and improving oversight of
the CDL program managing the security implications of open borders; strengthening
oversight and reducing fraud in the CDL program; and improving U.S. motor
carrier safety enforcement as major challenges.
In FY 2002-2003,
FMCSA will continue to respond to these challenges by:
▪
conducting
security sensitivity visits and implementing new commercial driver security
checks of those hauling hazardous materials.
▪
maintaining
a strong Federal enforcement presence and ensuring compliance reviews are
conducted on high-risk carriers;
▪
expanding
oversight of Mexican motor carriers, and increasing staff and improving
facilities and equipment at the border;
▪
working
on additional rulemakings related to drivers’ hours-of-service regulations,
operating authority for Mexican motor carriers, and commercial driver’s
license improvements;
▪
developing,
evaluating, and deploying advanced safety technologies;
▪
working
on additional rulemakings related to the Motor Carrier Safety Improvement
Act of 1999, including new entrants’ safety records and certifying safety
auditors;
▪
deploying
PRISM and CVISN in additional States.
▪
completing operational tests of advanced
commercial vehicle safety technologies.
▪
NHTSA will
investigate approximately 500 crashes involving large trucks in the Large
Truck Crash Causation Study (LTCSS).
▪
NHTSA will
begin pilot testing a commercial motor vehicle crash data collection system
(CVARS) with FMCSA and the States.
Performance
Plan:
Performance
measures:
Fatal aviation accidents (U.S.
commercial air carriers) per 100,000 departures.
1999 2000
2001 2002
2003
Target: .048
.045 .043 .038 .033
Actual: .059
.033 .017#
3-year
average: .051 .037
.037#
# Preliminary estimate
Number of fatal general aviation
accidents.
1999 2000
2001 2002
2003
Target: N/A
379 379 379 374
Actual: 364
341(r) 357
(r)
Revised.
Note
on data: Since the 1970’s NTSB has not
include fatal crashes caused by criminal or terrorist actions in calculating
the commercial fatal accident rate, and DOT follows NTSB methodology in quantifying
our performance in commercial aviation safety.
Therefore, the commercial fatal accident rate for FY 2001 does not
include the four fatal crashes that occurred on September 11, 2001. Obviously, if the terrorist incidents were
included, the Department would not have met this target in 2001. In 2003, DOT will begin a better way of reporting
performance against annual commercial aviation fatal accident rate performance
targets – using an average of the past three years’ accident rates.
External
Factors: As demand
for commercial air transport continues to grow back to pre-9/11 levels and
beyond, government and industry must continue to meet the new challenges present
every day to maintain and improve the current level of safety in this mode
of transportation.
General aviation (GA) aircraft
range from single-seat home-built aircraft to rotary wing craft, balloons,
and extended-range turbojets. Levels of risk are highly variable within this
aviation segment, and regulatory oversight varies considerably. Some elements of general aviation operate in
hazardous environments, such as agricultural application, external-load operations,
fire fighting, and pipeline/power line patrol.
Strategies and Initiatives to Achieve 2003 Targets: DOT resources
attributable to this performance goal are depicted below:
As part of the FAA’s Safer Skies
initiative, FAA and the aviation industry formed a Joint Steering Committee
to link safety improvement efforts, focusing on particular causal factors
common to commercial aviation: controlled flight into terrain, loss of control,
runway incursions, weather, aeronautical decision-making, and survivability.
The Committee completed accident
and incident data analysis in the categories of controlled flight into
terrain (CFIT) and weather, settled on an appropriate set of interventions,
and devised and initiated detailed implementation plans. Implementation will
continue through FY 2005.
Current
high technology aircraft, such as the Boeing B-777 and the Airbus A320, have
the capability of using advanced approach procedures. Carriers using such aircraft are developing these new procedures
at their own expense under FAA’s Special Operations Specifications. This procedure allows for a stabilized vertical
decent to all runway ends at certificated airports thus reducing the risk
of CFIT accidents. The new procedure,
called Required Navigation Performance (RNP), is unique to each airport.
The process uses information from several sources, thus preventing
one data source from confounding onboard equipment.
The increased precision will allow pilots to land even in zero-visibility
weather at airports with no instrument landing systems.
As soon as standard criteria are developed for this new approach procedure,
the FAA will take over the approach procedure and publish the criteria for
use by the operators of all aircraft equipped to use the procedure.
General
aviation is one of the four primary focus areas of the Safer Skies Initiative.
The primary strategy for improving GA safety is a collaborative working relationship
between the FAA and the GA community to identify problems and implement solutions.
FAA will continue to work with the aviation community and other government
agencies to identify causal factors of accidents and intervene accordingly
to prevent future accidents.
FAA, in concert with the
aviation industry, will:
▪
continue to identify and implement Safer Skies interventions,
monitoring progress in achieving the expected accident reduction goals in
the areas of uncontained engine failure, controlled flight into terrain, approach
and landing, loss of control, and runway incursion.
▪
develop a System Approach for Safety Oversight (SASO). This new approach will integrate safety information
systems for the purpose of enhancing the FAA surveillance program to forecast,
identify, and target areas where surveillance best addresses critical safety
issues.
▪
deploy the
production version of the Internet Airmen Certification and/or Rating Application
(IACRA) to provide timely certification service to aviation industry users
and enhancing the Online Aviation Safety Inspection System (OASIS) to provide
more accurate data, timely access, and reporting of enterprise level information
leading to improved safety-related decision-making.
▪
![Text Box: Performance Goals
Highway Safety
[With alcohol-related fatalities and seat belt usage goals in NHTSA Performance Plan.]
Aviation Safety
[With runway incursion and air traffic operational error goals in FAA Performance Plan.]
Maritime Safety
[With recreational boating fatality and passenger vessel fatality goals in USCG Performance Plan.]
Rail Safety
[With rail fatality rate goal in FRA Performance Plan.]
Transit Safety
Pipeline Safety
[With natural gas transmission pipeline failure goal in RSPA Performance Plan.]
Hazardous Materials Safety](safety/image001.gif)
