Evaluation road risks

Sari and Kubat (2012) describe a model that provides an index of intervention designed to save maximum life within shortest term and with limited economic resources in case of an earthquake. In the first phase of the model, the definition of the vulnerability and calculations of the number and locations of people in danger are provided. The second phase of the process is the evaluation of the blockage risks of the roads within a network because of the collapsed buildings. Afterwards, predictions of the major routes that people use frequently to reach the city main road network and major destinations in the urban configuration are estimated with space syntax theory. The outputs of the model are the road risk and the index of intervention . Each value provides information for total risk assessment and intervention priorities against the earthquake risk. The model is applied to a case study from Istanbul, Turkey. 

Transportation is an industry that is dependent upon solvents. There is an application of fuzzy logic to the risk assessment of the transport of hazardous materials by road and pipeline in order to evaluate the uncertainties affecting both individual and societal risk estimates. In evaluating uncertainty by fuzzy logic, the uncertain input parameters are described by fuzzy numbers and calculations are performed using fuzzy arithmetic the outputs will also be fuzzy numbers. This work is an attempt to justify some of the questions the use of fuzzy logic in the field of risk analysis stimu-... 

Cadmium releases from landfills have been evaluated by the Draft Risk Assessment Report on Cadmium (DRAR 2000). They can be evaluated at less than 0.3 tonnes/y, this representing less than 0.8% of total emissions of cadmium in water in the EU countries. The major contributors to total cadmium emissions into surface waters are zinc and lead producers, fuel combustion for electricity generation, fuel combustion for road transportation, phosphate industries and non-ferrous metallurgy (DRAR 2000). 

The Transportation Research Board (TRB) of the National Academy of Sciences (NAS)-National Research Coimcil (NRC) commissioned a six-year study to develop an assessment framework that helps transportation and environmental officials make prudent decisions on suitable reuse of waste and byproduct materials in road construction. This evaluation methodology not only includes its own innovative testing and measmement components but also incorporates several important featmes of the risk assessment paradigm developed by the United States Environmental Protection Agency (US EPA) [5]. 

The location of the plant precludes any flooding. The risk of an external explosion due to road or water traffic as well as human or industrial activities has been evaluated and found negligible. 

The aim of the present study was to investigate the effectiveness of passive protections of tankers in the reduction of the overall risk due to LPG road and rail transportation. In the first part of the study (Section 2) the effect of the thermal protection on the time to BLEVE was analyzed. In the second part of the study (Section 3), the results obtained were used to investigate the potential effect on risk due to the reduction of the probability of the fired BLEVE, following the adoption of the road tanker coating. A case-study derived from actual LPG road transportation scenario in Europe was analyzed, and a Transport Risk Analysis (TRA) was performed. Thus, TRA results allowed to widen the economic aspect of this issue (Section 3). Costs were identified and assessed considering also the amortization and taxes, while benefits were assessed taking into account the risk reduction as a number for life loss reduction. Finally, the comparison between costs and benefits provided an evaluation of the economic impact connected with the adoption of passive fire protections of tankers. 

In this paper we suggest a semi-quantitative approach for evaluation of safety measures in road tunnels based on cost-effectiveness. The initial part of the risk assessment process is carried out in a... 

Another factor we used to try to explain the variance of risk perception was the house typology, which is composed by three categories apartment, isolated house and row house. The tests we performed show that in the cases of heat and cold waves, two weather-related hazards, the respondents who live in apartments show a greater concern with the possibihty of their areas of residence being affected than the ones who hve in isolated houses. The same effect is also present in the evaluation of the risk of road accidents, both at the residence and municipahty levels. These results are closely associated with the fact of respondents declaring that they Uve in rural, urban or mixed areas. 

X Assessing applicants — Seventy percent of all companies (90 percent of large carriers) use safety-related criteria to evaluate driver applicants. Ninety percent or more of carriers use drug testing, past traffic records, on-road tests for evaluating driver behavior, and license qualification checks as effective means of assessing the safety risk of driver applicants. 

Off-road test is set up in traffic-free areas such as a terminal yard. The off-road test allows you to evaluate a driver s slow maneuver and backing abihties without risk to people, property, or other motorists. If a new driver cannot demonstrate a good level of mastery of these driving situations, he or she should not be considered for hire. 

The tendency to make propositions at a very high level of generality and without fully specified mechanisms continued. Thus, Jiang, Underwood, and Howarth (1992), in their theoretical model for adaptations to change , tell us that objective risk is not the same as subjective risk and that cognition of risk depends on the possibility of perception of risk. In other words, drivers can only evaluate risks if they perceive them. They go on to state that road users responses to subjective risk will be affected by motivations that can be expressed in the form of a utility maximisation function, but they also state that road users usually have no clear quantitative description of how their actions can affect the benefit they want to maximise (p. 259). We are thus little the wiser in terms of any verifiable predictions. 

There were serious attacks on these economic evaluations. The Ombudsman wrote in his report (1997 report 47 8) From the efficiency test performed by the company it appears that there is no such project in western countries and not even a professional report about a toll road on the scale of route 6 (Cross Israel Road) in which the payments cover all the construction and operation expenses. Academics, journalists and NGOs articulated their doubts in four arguments. The first argument contested whether the road would indeed prove economically profitable. They pointed out If it (the road) were competitive there would be no need for the government to ensure risks (Rosen, 2000). They drew attention to the fact that predictions of transportation loads were based on the assumption that drivers would not be required to pay tolls. Once they will have to pay tolls, transportation loads will be lower than predicted (Zafrir, 2000b). A more comprehensive report published by the urban economist Borochov (Shir, 1994) argued that the calculations of the profitability tests were erroneous transport loads and the economic value of time savings ( 10 dollars/h) had been overestimated, whereas requisite compensations for confiscated lands had been underestimated and the loss of profit from two national parks in the vicinity of the road had not been taken into account. 

The SPF is a mathematical function which describes the relation between a normal and expected number of road accidents and the factors affecting road safety. Used in road safety management, the function helps to determine the potential for improvement, diagnose road safety problems, identify high risk sites and evaluate the effectiveness of proposed improvement countermeasures (Lord Presaud, 2004 Kononov et al., 2008). 

Spencer, M. B. (2003). The role of risk analysis in the evaluation of fitness to drive. Road Safety Research Report No. 40. Department of Transport, London. 

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