chairman, Jim Hall, was quoted as saying, "All three theories—a bomb, a missile, or mechanical failure—remain." Speculation was fueled in part by early descriptions, visuals, and eyewitness accounts of the disaster that indicated a sudden explosion and trails of fire moving in an upward direction. On June 19, 2013, the NTSB acknowledged in a press release that they received a petition for reconsideration of its investigation into the July 17, 1996, crash of TWA Flight 800. In 2014, the NTSB declined the petition to reopen the investigation. In a press release, the NTSB stated: "After a thorough review of all the information provided by the petitioners, the NTSB denied the petition in its entirety because the evidence and analysis presented did not show the original findings were incorrect." Aftermath Many internet users responded to the incident; the resulting web traffic set records for internet activity at the time. CNN's traffic quadrupled to 3.9 million views per day. The website of The New York Times had its traffic increase to 1.5 million views per day, 50% higher than its previous rate. In 1996, few U.S. government websites were updated daily, but the United States Navy's crash website was constantly updated and had detailed information about the salvage of the crash site. The wreckage was moved to an NTSB facility in Ashburn, Virginia, that was custom-built for the purpose. The reconstructed aircraft was used to train accident investigators until it was decommissioned in 2021. On July 18, 2008, the U.S secretary of transportation visited the facility and announced a final rule designed to prevent accidents caused by fuel-tank explosions. The rule required airlines to pump inert gas into the tanks. The rule covered the CWT on all new passenger and cargo airliners, and passenger planes built in most of the 1990s, but not old cargo planes. The NTSB had first recommended such a rule just five months after the incident and 33 years after a similar recommendation issued by the Civil Aeronautics Board Bureau of Safety on December 17, 1963, nine days after the crash of Pan Am Flight 214. The crash of TWA Flight 800, and that of ValuJet Flight 592 earlier in 1996, prompted Congress to pass the Aviation Disaster Family Assistance Act of 1996 as part of the federal aviation appropriations bill. Among other things, the act gives NTSB, instead of the particular airline involved, responsibility for coordinating services