Hazardous Materials Transportation Risk Assessment: State of the Practice (2013) / Chapter Skim
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Pages 7-30
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7 S e c t i o n 3 Current applications of risk assessments and the tools available for conducting them were explored through the literature review, organizational interview process, and an on-line survey. A summary of the results of these efforts is presented in the following section.
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8traffic. An article by Gheorghea investigates release-incident data and groups accidents into common themes based on the accident's cause.
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9 Assumptions, limitations, biases, and availability. As with many data-driven approaches, the RCRMS methodology assumes that certain data derived at the national level are appropriate to use at a more localized level.
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10 most detailed outcome when there is significant uncertainty in the other parameters. This company has examined some environmental, critical infrastructure/key resource, and economic consequences, but most of its formal distribution risk assessments have focused on human impact.
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11 to every five years. Additional reviews and special studies are performed as necessary, for example, with significant changes in the supply chain (new geographical market, new package, etc.)
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12 3.3.3 Institute of Makers of Explosives Current uses, users, modes, and decision making. Representatives from the IME and constituent member organizations indicated that there is no industry-standard methodology for route risk assessment and that such assessments are left to each individual carrier.
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13 IMESAFR could be made a more useful tool for hazmat transportation analysis by incorporating in-motion risk assessment capabilities that include transport specific elements, such as the potential for highway accidents. Implementation barriers.
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14 3.4.1.2 Savannah River Site Current uses, users, modes, and decision making. The DOE has developed and uses several complimentary riskrelated tools that inform everything from packaging and securing radioactive materials for transportation, to selecting routing methods and itineraries focused on decisions to promote regulatory compliance when transporting hazardous materials between sites.
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15 3.4.1.3 Oak Ridge National Laboratory Center for Transportation Analysis Current uses, users, modes, and decision making. The Oak Ridge National Laboratory Center for Transportation Analysis (CTA)
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16 The FAA is also moving toward using a risk ranking approach to assess shippers in the Hazmat Intelligence Portal (HIP) using thirty values and identifying those that might warrant some inspection or further investigation.
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17 modal comparisons, to at least compare rail to highway transportation. Such a comparison would allow them to examine how modal shift affects the overall hazmat transportation risk.
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18 PHMSA risk assessments are focused on very specific issues, such as the transportation of lithium batteries, particularly by air. Others are general or strategic, such as identifying the commodities that pose the greatest safety risk or understanding the outcomes that are being observed in industry.
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19 they occur in relatively small numbers, so there is a lack of explanatory value. Updates.
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20 chemical exposure, DHS for identifying the need for detectors for certain chemicals, and the National Security Council for developing communication processes. Models, tools, methodologies, approaches.
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21 given attack scenario would succeed, and the ultimate impacts of the total loss of the assets on the agency's mission."10 Consequence estimation is primarily focused on acute public health impacts. They generally do not consider critical infrastructure/key resources in their risk assessments, but these do inform their activities that directly relate to those entities.
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22 when commodity flow information tends to be an essentially shared component. Assumptions, biases, limitations, and data availability.
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23 ability of a release. Environmental consequences are rarely considered; most of their scenarios focus on human health and property damage.
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24 the largest risks discovered in the risk assessment process, but also examines some of the potential actions that can be taken to mitigate risk levels. Desired improvements.
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25 Key sources of data. Data feeding their models would vary based on the industry and client they are working for.
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26 3.7.3 Engineering Systems Inc.
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27 risk assessments on their own and integrate them into the regular project preparation process. Implementation barriers.
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28 TSA's scenario-based TSSRA is designed to identify the biggest risks and this is one of the key sources of information for some of their members. Key sources of data.
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29 ology would include data about vehicle location, shipment characteristics, and dynamic operating conditions. Assumptions, limitations, biases, and availability.
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30 critical data, such as railroad waybill information, is restricted to government or industry for security reasons. UIUC describes constraints in data for evaluating new technologies and their effects on risk, such as new railroad wayside defect detectors to reduce mechanical failures and positive train control.
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