Influence of Safety Measures on the Risks of Transporting Dangerous Goods Through Road Tunnels

Quantitative risk assessment (QRA) models are used to estimate the risks of transporting dangerous goods and to assess the merits of introducing alternative risk reduction measures for different transportation scenarios and assumptions. A comprehensive QRA model recently was developed in Europe for application to road tunnels. This model can assess the merits of a limited number of "native safety measures." In this article, we introduce a procedure for extending its scope to include the treatment of a number of important "nonnative safety measures" of interest to tunnel operators and decisionmakers. Nonnative safety measures were not included in the original model specification. The suggested procedure makes use of expert judgment and Monte Carlo simulation methods to model uncertainty in the revised risk estimates. The results of a case study application are presented that involve the risks of transporting a given volume of flammable liquid through a 10-km road tunnel.     

QRA Model‐Based Risk Impact Analysis of Traffic Flow in Urban Road Tunnels

Road tunnels are vital infrastructures providing underground vehicular passageways for commuters and motorists. Various quantitative risk assessment (QRA) models have recently been developed and employed to evaluate the safety levels of road tunnels in terms of societal risk (as measured by the F/N curve). For a particular road tunnel, traffic volume and proportion of heavy goods vehicles (HGVs) are two adjustable parameters that may significantly affect the societal risk, and are thus very useful in implementing risk reduction solutions. To evaluate the impact the two contributing factors have on the risk, this article first presents an approach that employs a QRA model to generate societal risk for a series of possible combinations of the two factors. Some combinations may result in F/N curves that do not fulfill a predetermined safety target. This article thus proposes an “excess risk index” in order to quantify the road tunnel risk magnitudes that do not pass the safety target. The two‐factor impact analysis can be illustrated by a contour chart based on the excess risk. Finally, the methodology has been applied to Singapore's KPE road tunnel and the results show that in terms of meeting the test safety target for societal risk, the traffic capacity of the tunnel should be no more than 1,200 vehs/h/lane, with a maximum proportion of 18% HGVs.     

Quantitative Risk Assessment Modeling for Nonhomogeneous Urban Road Tunnels

Urban road tunnels provide an increasingly cost‐effective engineering solution, especially in compact cities like Singapore. For some urban road tunnels, tunnel characteristics such as tunnel configurations, geometries, provisions of tunnel electrical and mechanical systems, traffic volumes, etc. may vary from one section to another. These urban road tunnels that have characterized nonuniform parameters are referred to as nonhomogeneous urban road tunnels. In this study, a novel quantitative risk assessment (QRA) model is proposed for nonhomogeneous urban road tunnels because the existing QRA models for road tunnels are inapplicable to assess the risks in these road tunnels. This model uses a tunnel segmentation principle whereby a nonhomogeneous urban road tunnel is divided into various homogenous sections. Individual risk for road tunnel sections as well as the integrated risk indices for the entire road tunnel is defined. The article then proceeds to develop a new QRA model for each of the homogeneous sections. Compared to the existing QRA models for road tunnels, this section‐based model incorporates one additional top event—toxic gases due to traffic congestion—and employs the Poisson regression method to estimate the vehicle accident frequencies of tunnel sections. This article further illustrates an aggregated QRA model for nonhomogeneous urban tunnels by integrating the section‐based QRA models. Finally, a case study in Singapore is carried out.     

Does Concern‐Driven Risk Management Provide a Viable Alternative to QRA?

This article discusses a concept of concern-driven risk management, in which qualitative expert judgments about whether concerns warrant specified risk management interventions are used in preference to quantitative risk assessment (QRA) to guide risk management decisions. Where QRA emphasizes formal quantitative assessment of the probable consequences caused by the recommended actions, and comparison to the probable consequences of alternatives, including the status quo, concern-driven risk management instead emphasizes perceived urgency or severity of the situation motivating recommended interventions. In many instances, especially those involving applications of the precautionary principle, no formal quantification or comparison of probable consequences for alternative decisions is seen as being necessary (or, perhaps, possible or desirable) prior to implementation of risk management measures. Such concern-driven risk management has been recommended by critics of QRA in several areas of applied risk management. Based on case studies and psychological literature on the empirical performance of judgment-based approaches to decision making under risk and uncertainty, we conclude that, although concern-driven risk management has several important potential political and psychological advantages over QRA, it is not clear that it performs better than (or as well as) QRA in identifying risk management interventions that successfully protect human health or achieve other desired consequences. Therefore, those who advocate replacing QRA with concern-driven alternatives, such as expert judgment and consensus decision processes, should assess whether their recommended alternatives truly outperform QRA, by the criterion of producing preferred consequences, before rejecting the QRA paradigm for practical applications.     

Quantitative Risk Assessment of the New York State Operated West Valley Radioactive Waste Disposal Area

This article is based on a quantitative risk assessment (QRA) that was performed on a radioactive waste disposal area within the Western New York Nuclear Service Center in western New York State. The QRA results were instrumental in the decision by the New York State Energy Research and Development Authority to support a strategy of in‐place management of the disposal area for another decade. The QRA methodology adopted for this first of a kind application was a scenario‐based approach in the framework of the triplet definition of risk (scenarios, likelihoods, consequences). The measure of risk is the frequency of occurrence of different levels of radiation dose to humans at prescribed locations. The risk from each scenario is determined by (1) the frequency of disruptive events or natural processes that cause a release of radioactive materials from the disposal area; (2) the physical form, quantity, and radionuclide content of the material that is released during each scenario; (3) distribution, dilution, and deposition of the released materials throughout the environment surrounding the disposal area; and (4) public exposure to the distributed material and the accumulated radiation dose from that exposure. The risks of the individual scenarios are assembled into a representation of the risk from the disposal area. In addition to quantifying the total risk to the public, the analysis ranks the importance of each contributing scenario, which facilitates taking corrective actions and implementing effective risk management. Perhaps most importantly, quantification of the uncertainties is an intrinsic part of the risk results. This approach to safety analysis has demonstrated many advantages of applying QRA principles to assessing the risk of facilities involving hazardous materials.     

A GIS-Based Framework for Hazardous Materials Transport Risk Assessment

This article presents a methodology for assessment of the hazardous materials transport risk in a multicommodity, multiple origin-destination setting. The proposed risk assessment methodology was integrated with a Geographical Information System (GIS), which made large-scale implementation possible. A GIS-based model of the truck shipments of dangerous goods via the highway network of Quebec and Ontario was developed. Based on the origin and destination of each shipment, the risk associated with the routes that minimize (1) the transport distance, (2) the population exposure, (3) the expected number of people to be evacuated in case of an incident, and (4) the probability of an incident during transportation was evaluated. Using these assessments, a government agency can estimate the impact of alternative policies that could alter the carriers' route choices. A related issue is the spatial distribution of transport risk, because an unfair distribution is likely to cause public concern. Thus, an analysis of transport risk equity in the provinces of Quebec and Ontario is also provided.     

Hypothetical Fears and Quantitative Risk Analysis

Hypothetical fears are concepts, not quantities. Their conceptual nature makes impractical conventional quantitative risk analyses (QRA) based on benefit/cost/risk, so they become an unmeasured influence in national decision making. The decision process involves two steps, the Analytic Stage (QRA based) and the Priority Stage (resource allocation competition). This article suggests that a quantitative estimate of the social cost of fear reduction to acceptable levels be used as a surrogate QRA input to the Priority Stage.     

How Useful Is Quantitative Risk Assessment?

This article discusses the use of quantitative risk assessment (QRA) in decision making regarding the safety of complex technological systems. The insights gained by QRA are compared with those from traditional safety methods and it is argued that the two approaches complement each other. It is argued that peer review is an essential part of the QRA process. The importance of risk-informed rather than risk-based decision making is emphasized. Engineering insights derived from QRAs are always used in combination with traditional safety requirements and it is in this context that they should be reviewed and critiqued. Examples from applications in nuclear power, space systems, and an incinerator of chemical agents are given to demonstrate the practical benefits of QRA. Finally, several common criticisms raised against QRA are addressed.     

Limitations on the Usefulness of Risk Assessment

Quantitative risk assessment (QRA) is now regarded as an essential component in the analysis of risks arising from installations classified as major hazards. The purpose of this paper is to discuss the value of the results in decision-making in practical situations. The use made of QRA in three contrasting cases which came to extensive public attention in the U.K. is examined. The first concerned an extension of domestic development near a chemical factory; the second an extension to a large petrochemical complex; and the third to a proposal to build a pressurized water reactor. The two public inquiries concerned with the chemical industry accepted standards of individual risk which were comparable to the risks from everyday accidents; the evidence of societal risk that could arise from major accidents at the petrochemical complex was compared with that of a local natural hazard — flooding. Higher standards of individual safety were set in the inquiry into the PWR proposal, and the definition of societal risk was debated at length. The QRA results were analyzed to show that risks arising from accidents were lower than those from normal operations, but they were used explicitly as a check on the overall safety of the design and of the operational and licensing organization. Such qualitative examination will always be required in addition to QRA. All these inquiries were faced with considerable technical argument. There is a need for the full details of risk calculations to be clear. The usefulness of QRA as an input to decision-making would be much enhanced if the technical points at issue could be clarified outside a formal public inquiry. In addition, there are some technical questions which apply to many installations. There should be better mechanisms of technical debate to achieve a measure of agreement on the optimum methods of calculation in these cases, and some possibilities are explored.     

基于语言评价信息的快速集结方法研究

针对具有语言评价信息的多指标群决策问题,研究了基于二元语义的快速集结方法。把各决策者的语言评价信息转化为二元语义矩阵;依据各决策者的判断偏好,提出方案属性权重求解的规划模型;通过集结和比较各决策者偏好和总体偏好的差异,提出决策者权重确定模型;定义决策者判断一致度及决策者偏差的查找算法,快速辨别偏差较大的决策者并对其提供偏好调整建议;文后例子将其应用于某危险品的救险应急方案的选择。     

The Effects of Urban Form on Ambient Air Pollution and Public Health Risk: A Case Study in Raleigh,North Carolina

Since motor vehicles are a major air pollution source, urban designs that decrease private automobile use could improve air quality and decrease air pollution health risks. Yet, the relationships among urban form, air quality, and health are complex and not fully understood. To explore these relationships, we model the effects of three alternative development scenarios on annual average fine particulate matter (PM_2.5) concentrations in ambient air and associated health risks from PM_2.5 exposure in North Carolina's Raleigh‐Durham‐Chapel Hill area. We integrate transportation demand, land‐use regression, and health risk assessment models to predict air quality and health impacts for three development scenarios: current conditions, compact development, and sprawling development. Compact development slightly decreases (?0.2%) point estimates of regional annual average PM_2.5 concentrations, while sprawling development slightly increases (+1%) concentrations. However, point estimates of health impacts are in opposite directions: compact development increases (+39%) and sprawling development decreases (?33%) PM_2.5‐attributable mortality. Furthermore, compactness increases local variation in PM_2.5 concentrations and increases the severity of local air pollution hotspots. Hence, this research suggests that while compact development may improve air quality from a regional perspective, it may also increase the concentration of PM_2.5 in local hotspots and increase population exposure to PM_2.5. Health effects may be magnified if compact neighborhoods and PM_2.5 hotspots are spatially co‐located. We conclude that compactness alone is an insufficient means of reducing the public health impacts of transportation emissions in automobile‐dependent regions. Rather, additional measures are needed to decrease automobile dependence and the health risks of transportation emissions.     

Optimal location and capability of oil-spill response facilities for the south coast of Newfoundland

The south coast of Newfoundland (Canada) includes both open sea and semi-enclosed waterways which collectively account for over 20,000 vessel movements annually. Every such movement poses the risk of an oil spill which can endanger the fragile marine life and tourism locales in the region, and is a source of concern to the communities. In an effort to analyze the problem, we present a two-stage stochastic programming approach which tackles both the location and stockpile of equipment at the emergency response facilities. The proposed optimization program was tested on realistic data collected from publicly available reports and through personal communications with emergency response personnel. These data were then varied to solve a number of scenarios which account for the stochastic nature of the problem parameters. Although only two response facilities seem to be appropriate for almost all scenarios, the size of equipment stockpile is a function of both the societal disutility factor and the trade-off between environmental cost and facility and equipment acquisition cost.     

Flood Risk Assessment in the Netherlands: A Case Study for Dike Ring South Holland

Large parts of the Netherlands are below sea level. Therefore, it is important to have insight into the possible consequences and risks of flooding. In this article, an analysis of the risks due to flooding of the dike ring area South Holland in the Netherlands is presented. For different flood scenarios the potential number of fatalities is estimated. Results indicate that a flood event in this area can expose large and densely populated areas and result in hundreds to thousands of fatalities. Evacuation of South Holland before a coastal flood will be difficult due to the large amount of time required for evacuation and the limited time available. By combination with available information regarding the probability of occurrence of different flood scenarios, the flood risks have been quantified. The probability of death for a person in South Holland due to flooding, the so‐called individual risk, is small. The probability of a flood disaster with many fatalities, the so‐called societal risk, is relatively large in comparison with the societal risks in other sectors in the Netherlands, such as the chemical sector and aviation. The societal risk of flooding appears to be unacceptable according to some of the existing risk limits that have been proposed in literature. These results indicate the necessity of a further societal discussion on the acceptable level of flood risk in the Netherlands and the need for additional risk reducing measures.     

Assessing Potential Human Health Hazards and Benefits from Subtherapeutic Antibiotics in the United States: Tetracyclines as a Case Study

Many scientists, activists, regulators, and politicians have expressed urgent concern that using antibiotics in food animals selects for resistant strains of bacteria that harm human health and bring nearer a “postantibiotic era” of multidrug resistant “super‐bugs.” Proposed political solutions, such as the Preservation of Antibiotics for Medical Treatment Act (PAMTA), would ban entire classes of subtherapeutic antibiotics (STAs) now used for disease prevention and growth promotion in food animals. The proposed bans are not driven by formal quantitative risk assessment (QRA), but by a perceived need for immediate action to prevent potential catastrophe. Similar fears led to STA phase‐outs in Europe a decade ago. However, QRA and empirical data indicate that continued use of STAs in the United States has not harmed human health, and bans in Europe have not helped human health. The fears motivating PAMTA contrast with QRA estimates of vanishingly small risks. As a case study, examining specific tetracycline uses and resistance patterns suggests that there is no significant human health hazard from continued use of tetracycline in food animals. Simple hypothetical calculations suggest an unobservably small risk (between 0 and 1.75E‐11 excess lifetime risk of a tetracycline‐resistant infection), based on the long history of tetracycline use in the United States without resistance‐related treatment failures. QRAs for other STA uses in food animals also find that human health risks are vanishingly small. Whether such QRA calculations will guide risk management policy for animal antibiotics in the United States remains to be seen.     

Diesel Engine Exhaust and Lung Cancer Mortality: Time‐Related Factors in Exposure and Risk

To develop a quantitative exposure‐response relationship between concentrations and durations of inhaled diesel engine exhaust (DEE) and increases in lung cancer risks, we examined the role of temporal factors in modifying the estimated effects of exposure to DEE on lung cancer mortality and characterized risk by mine type in the Diesel Exhaust in Miners Study (DEMS) cohort, which followed 12,315 workers through December 1997. We analyzed the data using parametric functions based on concepts of multistage carcinogenesis to directly estimate the hazard functions associated with estimated exposure to a surrogate marker of DEE, respirable elemental carbon (REC). The REC‐associated risk of lung cancer mortality in DEMS is driven by increased risk in only one of four mine types (limestone), with statistically significant heterogeneity by mine type and no significant exposure‐response relationship after removal of the limestone mine workers. Temporal factors, such as duration of exposure, play an important role in determining the risk of lung cancer mortality following exposure to REC, and the relative risk declines after exposure to REC stops. There is evidence of effect modification of risk by attained age. The modifying impact of temporal factors and effect modification by age should be addressed in any quantitative risk assessment (QRA) of DEE. Until there is a better understanding of why the risk appears to be confined to a single mine type, data from DEMS cannot reliably be used for QRA.     

蓄冷式多温集配路径优化模型

现实中,由于配送中心选址对占地面积、土地成本等要求较高,加之物流企业资金有限或交通拥堵等限制,配送中心的设置通常会远离市中心。为了减少集货与配送车辆往返配送中心的次数以及车辆行驶距离,本文以总成本最小化,包括车辆派遣成本、行驶成本、碳排放成本、违背时间窗的惩罚成本、保温柜/箱成本、非整箱货物的配送成本,构建了1个配送中心由大型车辆为m个供应商采用蓄冷柜/蓄冷箱集货,由1个虚拟接驳点(中型车辆)结合小型车辆为n个零售门店采用蓄冷箱多温共配的路径优化模型,并设计了基于蚁群算法的混合更新信息素策略。以20个零售门店与6个海鲜供应商的三种品温海鲜品为仿真算例,验证了模型的有效性。实例分析发现：引入虚拟接驳点的配送线路数低于单纯的配送线路数;时间窗限制越宽松,引入虚拟接驳点的优越性越突出;具有虚拟接驳点的多温集配总成本低于自配送中心的集配总成本;具有虚拟接驳点的蓄冷式多温集配尤其利于低碳环保的冷链系统构建。     

基于知识元的突发事件风险分析

科学地分析突发事件的风险,有利于应急管理部门正确制定应对方案,降低事件损失。突发事件风险分析中受到多因素高维数据和小样本数据信息不完备的约束,无法全面识别突发事件的风险。本文从突发事件系统观点出发,以知识元模型、投影寻踪方法和信息扩散理论为基础,提出了基于知识元的突发事件风险分析方法。该方法采用知识元模型描述了突发事件已认知的共性本体特征,通过探寻事件风险等级标准数据的最佳投影方向降低了输入元素观测数据的维数,将输入元素观测样本所包含的风险信息扩散到输出属性的风险指标论域的控制点上,从而确定了突发事件发生的风险概率。实例分析中,根据国家《地表水环境质量标准（GB3838-2002）》划分水污染风险等级,利用某湖泊8个监测点实时检测数据,分析该湖泊突发水污染事件的风险性。研究结果表明基于知识元的突发事件风险分析方法能够根据研究区域突发事件风险等级标准和观测点的样本数据,动态定量的分析和评估突发事件潜在风险,为突发事件的应急管理提供科学依据。本文提出的突发事件风险方法对于已经建立实时监测系统的危险区域分析突发事件的风险性具有一定的借鉴意义。     

Quantitative Assessment of the Health Risk for Livestock When Animal Viruses Are Applied in Human Oncolytic Therapy: A Case Study for Seneca Valley Virus

Some viruses cause tumor regression and can be used to treat cancer patients; these viruses are called oncolytic viruses. To assess whether oncolytic viruses from animal origin excreted by patients pose a health risk for livestock, a quantitative risk assessment (QRA) was performed to estimate the risk for the Dutch pig industry after environmental release of Seneca Valley virus (SVV). The QRA assumed SVV excretion in stool by one cancer patient on Day 1 in the Netherlands, discharge of SVV with treated wastewater into the river Meuse, downstream intake of river water for drinking water production, and consumption of this drinking water by pigs. Dose–response curves for SVV infection and clinical disease in pigs were constructed from experimental data. In the worst scenario (four log₁₀ virus reduction by drinking water treatment and a farm with 10,000 pigs), the infection risk is less than 1% with 95% certainty. The risk of clinical disease is almost seven orders of magnitude lower. Risks may increase proportionally with the numbers of treated patients and days of virus excretion. These data indicate that application of wild‐type oncolytic animal viruses may infect susceptible livestock. A QRA regarding the use of oncolytic animal virus is, therefore, highly recommended. For this, data on excretion by patients, and dose–response parameters for infection and clinical disease in livestock, should be studied.     

Vehicle Emission Unit Risk Factors for Transportation Risk Assessments

When the transportation risk posed by shipments of hazardous chemical and radioactive materials is being assessed, it is necessary to evaluate the risks associated with both vehicle emissions and cargo-related risks. Diesel exhaust and fugitive dust emissions from vehicles transporting hazardous shipments lead to increased air pollution, which increases the risk of latent fatalities in the affected population along the transport route. The estimated risk from these vehicle-related sources can often be as large or larger than the estimated risk associated with the material being transported. In this paper, data from the U.S. Environmental Protection Agency's Motor Vehicle-Related Air Toxics Study are first used to develop latent cancer fatality estimates per kilometer of travel in rural and urban areas for all diesel truck classes. These unit risk factors are based on studies investigating the carcinogenic nature of diesel exhaust. With the same methodology, the current per-kilometer latent fatality risk factor used in transportation risk assessments for heavy diesel trucks in urban areas is revised and the analysis expanded to provide risk factors for rural areas and all diesel truck classes. These latter fatality estimates may include, but are not limited to, cancer fatalities and are based primarily on the most recent epidemiological data available on mortality rates associated with ambient air PM-10 concentrations.     

The Risk Management of Third Parties During Construction in Multifunctional Urban Locations

Buildings above roads, railways, and existing buildings themselves are examples of multifunctional urban locations. The construction stage of those buildings is in general extremely complicated. Safety is one of the critical issues during the construction stage. Because the traffic on the infrastructure must continue during the construction of the building above the infrastructure, falling objects due to construction activities form a major hazard for third parties, i.e., people present on the infrastructure or beneath it, such as car drivers and passengers. This article outlines a systematic approach to conduct quantitative risk assessment (QRA) and risk management of falling elements for third parties during the construction stage of the building above the infrastructure in multifunctional urban locations. In order to set up a QRA model, quantifiable aspects influencing the risk for third parties were determined. Subsequently, the conditional probabilities of these aspects were estimated by historical data or engineering judgment. This was followed by integrating those conditional probabilities, now used as input parameters for the QRA, into a Bayesian network representing the relation and the conditional dependence between the quantified aspects. The outcome of the Bayesian network—the calculation of both the human and financial risk in quantitative terms—is compared with the risk acceptance criteria as far as possible. Furthermore, the effect of some safety measures were analyzed and optimized in relation with decision making. Finally, the possibility of integration of safety measures in the functional and structural building design above the infrastructure are explored.