Hazmats Transportation Network Design Model with Emergency Response under Complex Fuzzy Environment

A bilevel optimization model for a hazardous materials transportation network design is presented which considers an emergency response teams location problem. On the upper level, the authority designs the transportation network to minimize total transportation risk. On the lower level, the carriers first choose their routes so that the total transportation cost is minimized. Then, the emergency response department locates their emergency service units so as to maximize the total weighted arc length covered. In contrast to prior studies, the uncertainty associated with transportation risk has been explicitly considered in the objective function of our mathematical model. Specifically, our research uses a complex fuzzy variable to model transportation risk. An improved artificial bee colony algorithm with priority-based encoding is also applied to search for the optimal solution to the bilevel model. Finally, the efficiency of the proposed model and algorithm is evaluated using a practical case and various computing attributes

Evaluation of key factors in transportation risk analysis

Pursuant to the enactment of federal legislation, the U.S. Department of Energy (DOE) is presently evaluating Yucca Mountain as a candidate site for a repository to store spent nuclear fuel (SNF) and high-level radioactive waste (HLRW). Risk analyses could be used to support transportation decisions (such as route and mode selection) pertaining to the repository program; The purpose of this study is to develop a procedure to facilitate comparative transportation risk assessment. A case study of Lincoln County, Nevada is used to discuss the significance of key input data required to support such risk analysis. A methodology was developed to estimate the population density along the transport corridors using a Geographic Information Systems (GIS) program, ARC/INFO. Accident data pertinent to individual segments of highway route for the years 1987 through 1993 were used to develop accident rates the distribution of Annual Average Daily Traffic (AADT) volumes. Accident data for the rail route were obtained directly from the Union Pacific Railroad Company; In 1984, the Department of Energy conducted a preliminary cost and risk analysis for transporting spent fuel and high level wastes to potential repository sites nationwide. This study presents a comparison of the results of the 1994 DOE study with estimates of risks obtained for Lincoln County using RADTRAN 4, the current version of the code. (Abstract shortened by UMI.)

A Risk Assessment in Natural Gas Supply

The purpose of this study is to identify the risk of natural gas supply. There are two modes of delivering the natural gas which are the pipeline system and ships. In view of this, there are risks faced by producer in dealing with the supply of natural gas. The risk can be categorized as market risk, supply risk, and transportation risk. Market risk refers to the risk of macroeconomic, supply risk refers to risk of physical distribution in gas supplies and transportation risk refers to a set of accidental leakage scenarios that happen when the delivering occur

A mathematical model for the industrial hazardous waste location-routing problem

Technology progress is a cause of industrial hazardous wastes increasing in the whole world . Management of hazardous waste is a significant issue due to the imposed risk on environment and human life. This risk can be a result of location of undesirable facilities and also routing hazardous waste. In this paper a biobjective mixed integer programing model for location-routing industrial hazardous waste with two objectives is developed. First objective is total cost minimization including transportation cost, operation cost, initial investment cost, and cost saving from selling recycled waste. Second objective is minimization of transportation risk. Risk of population exposure within bandwidth along route is used to measure transportation risk. This model can help decision makers to locate treatment, recycling, and disposal centers simultaneously and also to route waste between these facilities considering risk and cost criteria. The results of the solved problem prove conflict between two objectives. Hence, it is possible to decrease the cost value by marginally increasing the transportation risk value and vice versa. A weighted sum method is utilized to combine two objectives function into one objective function. To solve the problem GAMS software with CPLEX solver is used. The problem is applied in Markazi province in Iran

A methodology for estimating population for transportation risk analysis

In selecting a route for the shipment of hazardous materials, the primary public safety concern is that routing minimizes risk by avoiding populated areas while utilizing the shortest and safest possible routes to reduce time in-state shipments; This research presents a methodology for estimating population index which reflects density ranges for various population groupings. The population index is based on the number of tracts, tract density, and county density. The population index is initially defined for population {dollar}{dollar}8000. in the absence of more data to validate the results in the latter grouping, the index is redefined for population {dollar}\u3c{dollar}2500 and population {dollar}\geq{dollar}2500. The index is used to determine the level of analysis required in evaluating population: county, tract, or block level; Routing analysis based on minimization of risk by minimizing affected population is performed for the state of Nevada. The analysis focuses on two alternative rail routes that are being considered by the Department of Energy (DOE) for the shipment of high level wastes and spent nuclear fuels. (Abstract shortened by UMI.)

J Transp Health

Introduction:Teen motor vehicle crash fatality rates differ by geographic location. Studies assessing teen transportation risk behaviors by location are inconclusive. Therefore, we explored the role of census region and metropolitan status for driving prevalence and four transportation risk behaviors among U.S. public high school students.Methods:Data from 2015 and 2017 national Youth Risk Behavior Surveys were combined and analyzed. Multivariable models controlled for sex, age, race/ethnicity, grades in school, and school socioeconomic status.Results:Overall, 41% of students did not always wear a seat belt. Students attending schools in the Northeast were 40% more likely than those in the Midwest to not always wear a seat belt. Among the 75% of students aged 6516 years who had driven during the past 30 days, 47% texted/e-mailed while driving. Students in the Northeast were 20% less likely than those in the Midwest to text/e-mail while driving, and students attending suburban or town schools were more likely to text/e-mail while driving (20% and 30%, respectively) than students attending urban schools. Nineteen percent of students rode with a driver who had been drinking alcohol, and 7% of drivers aged 6516 years drove when they had been drinking alcohol, with no significant differences by location for either alcohol-related behavior.Conclusions:We found few differences in teen transportation risk behaviors by census region or metropolitan status. Age at licensure, time since licensure, driving experience, and the policy and physical driving environment might contribute more to variation in teen fatal crashes by location than differences in transportation risk behaviors. Regardless of location, teen transportation risk behaviors remain high. Future research could address developing effective strategies to reduce teen cell phone use while driving and enhancing community implementation of existing, effective strategies to improve seat belt use and reduce alcohol consumption and driving after drinking alcohol.CC999999/ImCDC/Intramural CDC HHSUnited States/2022-09-01T00:00:00Z35983498PMC93804281188

Transportation Risk ANalysis tool for hazardous Substances (TRANS): a user-friendly, semi-quantitative multi-mode hazmat transport route safety risk estimation methodology for Flanders

A

A proposed risk model and a GIS framework for hazardous materials transportation

This paper presents a Geographical Information System (GIS) based risk assessment model for road transportation of hazardous materials (hazmat). Existing and proposed risk models are applied to truck shipments of hazmat through the road network of Istanbul. Our empirical analysis on the Istanbul road network points out that different risk models usually select different routes between a given origin-destination pair. In this study, we propose a new risk assessment model named as ldquotime-based risk modelrdquo for hazmat transportation. We speculate that the proposed model is the most suitable one for the city of Istanbul and alike

Transportation Risk Management Approach in a food company: A Business Continuity Plan

Transportation is an essential aspect to fast-moving consumer goods supply chains. The risks associated with transport operations are of great concern when trying to ensure business continuity of a company. The dissertation is based on the Distribution & Export Business Unit at Kraft Heinz inter-national, which ships to over 25 countries in Eastern Europe, and also to the US and Israel. The complex logistics system that goes into planning transportation for so many countries makes it so that risks within transportation are highly present. The main identified issue at the case study organization was the lack of a structured approach towards transportation risk manage-ment. Most of the contingency measures applied by the company to act on these risks are of a reactive nature instead of proactive. The goal of this research is to create such structured approach towards risk management. To achieve this goal, transportation risks were mapped within the company through semi-structured interviews with employees working in supply chain operations. Additionally, current literature was analyzed and later compared with the interview findings to learn possible strategies and solutions to manage transportation risks. Finally, the gathered knowledge was used to propose a Business Continuity Plan based, which provides insights on how to assess and prepare for current and future transportation risks. The main findings and proposed guidelines for transportation risk management relied on shifting the company's work culture from cost to consumer oriented, increasing communi-cation flows throughout the supply chain with help of cross-functional integration and stand-ardizing the way the case study organization identifies, evaluates, and acts upon transportation risks, as well as actions that can be integrated into supply chain operations, such as assessing risk key performance indicators, determining ownership of tasks and spreading awareness of transportation risks throughout the supply chain.Os transportes são um aspeto essencial nas cadeias de abastecimento de bens de consumo rápido. Os riscos associados às suas operações são de grande preocupação para as empresas que querem garantir continuidade de negócio. O estudo baseia-se na Distribution & Export Business Unit da Kraft Heinz International, que exporta para mais de 25 países na Europa Oriental, e também Estados Unidos e Israel. A complexidade da logística envolvida em exportar para tantos países diferentes leva a que a sua cadeia de abastecimento esteja altamente exposta a riscos de transporte. O principal problema identificado na empresa estudo de caso foi de não terem uma abordagem estruturada para gerir os riscos no transporte dos produtos. A maioria das medidas realizadas pela empresa, para atenuar esses riscos, têm sido de natureza reativa em vez de proativa. O objetivo deste estudo é a criação de um plano estruturado para gestão de riscos, de modo a melhorar a preparação da empresa relativamente a riscos de transporte. Com este objetivo, foram analisados os riscos de transporte da empresa estudo de caso através de entrevistas semiestruturadas com funcionários que trabalham nas operações da cadeia de abastecimento da empresa. Adicionalmente, foi analisada a literatura existente para ser posteriormente comparada com os resultados das entrevistas e concluir possíveis estratégias e soluções para a gestão de riscos. Os resultados foram utilizados para propor um Business Continuity Plan , que revela como a empresa se deve preparar para atuais e futuros riscos. As principais conclusões e diretrizes propostas para a gestão de risco, referem a necessidade de alterar a cultura da empresa de um foco em custos para um foco no cliente, melhorar as redes de comunicação em toda a cadeia de abastecimento com ajuda de uma equipa multifuncional ou equipa multidepartamental e standardizar a maneira como a empresa identifica, avalia, e age sobre possíveis riscos de transporte, bem como ações que podem ser integradas nas operações da cadeia de abastecimento, como a avaliação através de key performance indicators para riscos, definir responsabilidades e espalhar conhecimento sobre riscos de transportação por toda a cadeia de abastecimentos

Development of a reverse supply chain model for electronic waste incorporating transportation risk

The quantity of Electronic waste (E-waste) is considerably growing due to the rapid development of technology. To diminish the influences of E-waste to the environment and recover raw materials, the reverse supply chain (RSC) has been examined. Most research focuses on minimizing the total cost of the system, however, does not integrate risk factors related to RSC operation. Risks generally derive from transportation activity in E-waste RSC such as delays for pick up, breakdown of trucks, the uncertainty of dangerous materials which might lead to disruptions and higher cost. Therefore, this paper aims to develop a mathematical model for minimizing the total cost of E-waste RSC which integrates transportation risk. A mixed integer linear programming is utilized in the model and addressed by an optimization software. The results of the proposed model can determine the optimal locations and the amount of used products transported within the RSC network.  The numerical example also demonstrates that the movement of materials or components in the RSC network is considerably affected by considering transportation risk. The suggested model can assist decision makers about establishing RSC network in which risk elements are incorporated