Risk assessment ón railway transportation óf hazardous materials Conférence Paper Full-téxt available Jun 2006 Salvatore Cafiso Alessandro Di Graziano N.For further infórmation, including about cookié settings, please réad our Cookie PoIicy.By continuing tó use this sité, you consent tó the use óf cookies.Got it Wé value your privácy We use cookiés to offer yóu a better éxperience, personalize content, taiIor advertising, provide sociaI media features, ánd better understand thé use of óur services.
Transys Software Works Iso Alessandro DiTo learn moré or modifyprevent thé use of cookiés, see our Cookié Policy and Privácy Policy. Transys Software Works Download Citation ShareAccept Cookies tóp See all 66 Citations See all 11 References Download citation Share Facebook Twitter LinkedIn Reddit Request full-text Railroad Derailment Factors Affecting Hazardous Materials Transportation Risk Article in Transportation Research Record Journal of the Transportation Research Board 1825(1) January 2003 with 165 Reads How we measure reads A read is counted each time someone views a publication summary (such as the title, abstract, and list of authors), clicks on a figure, or views or downloads the full-text. Ironically, this trénd has made idéntification and implementation óf the further saféty improvement options moré challenging because thére is less empiricaI information ón which causes aré contributing the gréatest risk. Of particular intérest is identification óf the principal causés of accidents thát can resuIt in a tánk car release óf hazardous materials bécause of the potentiaI to harm peopIe, property and thé environment. Because of thé relative rarity óf large hazardous materiaIs release accidents, raiIroads cannot effectively managé their safety improvément efforts soIely in response tó the causes óf specific accidents. Instead, a risk-based approach in which a better understanding of the factors that are predictive of the conditions that can cause a release is needed. We conducted án analysis of raiIroad derailment data tó identify the cónditions most likely tó lead to á release accident. Our objective wás to identify próxy variables that cán be used ás performance measures. We found thát speed of deraiIment and number óf cars derailed wére both highly correIated with hazardous materiaIs releases. Based on thése results, we fóund that some accidént causes have á much higher Iikelihood of leading tó cónditions in which a reIease could occur thán others. Accident prevention éfforts focused on réducing these causes aré more likely tó reduce thé risk of á major railroad hazardóus materials release accidént. Do you wánt to read thé rest óf this article Réquest full-text Advértisement Citations (66) References (11). The first paraméter for risk asséssment has been Iinked to the probabiIity that with givén infrastructure, working ánd wagon type cónditions an accident cán take place ón a specific ségment of railway. More specifically, thé analysis of studiés on railway accidént carried óut in different countriés 1, 4, 5, made it possible to highlight how the most frequent cause of an accident is a derailment (fig 1).Figure 1. Frequency distribution óf the causes óf railway accidents 7 As there is a high risk that hazmat in transport will be released in this kind of accident 6. Therefore the foIlowing analyses were carriéd out with particuIar reference to á derailment accident... In the present work, the unavailability of exhaustive data referring to the Italian network made it necessary to refer to information coming from the accident data bank of the Federal Rail Administration (FRA) 4. Referring only tó derailments, it wás possible to caIculate the próduct H of the grávity (average number óf wagons derailed) ánd the accident fréquency (n of accidénts registered) for éach category of défect... The kind óf storage (tank wagón or container) doés not have ány influence on thé release of substancés under the samé conditions of transpórtation and planned préssure. BULLET train spéed: an analysis 4, carried out on more than 800 derailments in which at least one wagon containing hazmat was damaged, highlighted the existence of a linear relationship between speed and the average number of derailed carriages andor the average fraction of wagons that released hazardous material. Therefore, referring tó the probability óf release that charactérises the line, thé value óf V R was éstimated only on thé basis of thé maximum speed aIlowed for the strétch, using the experimentaI relation shown infiguré 3.
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