Acceptable Level Of Safety Research Articles

Methodology for Determining the Frequency of Diagnostics of Reactors During Power Generation According to the Acceptable Level of Safety

Methodology for Determining the Frequency of Diagnostics of Reactors During Power Generation According to the Acceptable Level of Safety

Indicators of air transport sustainable development

World leaders gathered at the United Nations (UN) and adopted the 2030 Agenda for Sustainable Development. It is a plan of action aimed at achieving global sustainable development in economic, social and environmental areas, which ensures that no UN member state is left behind. The 17 sustainable development goals on the 2030 Agenda can be used as benchmarks for the coordinated development of UN member states. Aviation safety is an important component of the concept of general national security, the system of personal security, ecological and public safety and transport safety from external and internal threats. Maintaining an acceptable level of national aviation safety is a priority for the industry. The aviation transport is a part of the transport complex of Ukraine, which is an important component in the structure of the national economy and a link between all components of economic security to ensure the basic conditions of life and development of the state and society. The assessment of economic, technological, safety, social and ecological hazards is an integral part of all the logical blocks of the structural and functional scheme of strategic management of aviation safety in terms of sustainable development of the national economy. The task of the article is to determine and substantiate the main indicators of economic and technological development, safety, social and environmental components of air transport and assess their level. In the article the authors propose and present the dynamics in the period from 2010 to 2020 of 29 indicators of sustainable development of air transport of Ukraine, such us share of aviation transport in the gross value added (transport and communications); level of investment in aviation transport; level of export services of air transport; level of import services of aviation transport; level of shadowing of aviation transport; coefficient of manufacturability of aviation transport; capital utilization coefficient; level of shadow capital load; level of use of passenger capacity of aircraft and helicopters; level of renewal of fixed assets; cargo transport capacity of GDP by aviation transport; passenger transport capacity of GDP by aviation transport; average distance of cargo aviation transportation; average distance of passenger aviation transportation; ratio of domestic and international aviation transportation; catastrophes, accidents, serious coefficients for regular commercial/irregular commercial/non-commercial flights and execution of aviation works/training flights; level of wages in the production of aviation transport; level of employment in air transport; coefficient of population mobility; level of official GVA created by shadow wages; level of shadow employment; level of CO2 emissions of aviation transport of Ukraine to GDP; level of emissions of pollutants into the atmosphere; level of environmental costs of aviation transport. Authors determine their threshold and optimal values. Indicators are given in groups in the above areas. Indicators are divided into stimulants (indicators that contribute to the sustainable development of air transport and the national economy) and disincentives (indicators that hinder the sustainable development of air transport and the national economy). The solution of this problem will make it possible to conduct a comprehensive assessment of the current state of air transport in Ukraine on the basis of a systematic approach

The Learning Curves for Laser Application in Urology Procedures: Review of the Literature.

Introduction: Currently, a laser is a popular technology in urological surgeries. The important laserrelated issue is the time when a surgeon reaches an acceptable level of safety and efficacy using laser technology. Methods: In this review, we aimed to assess the learning curves of three types of surgeries in urology, including photoselective vaporization of the prostate (PVP), holmium laser enucleation of the prostate (HoLEP) and retrograde intra-renal surgeries (RIRSs). Here, we searched Medline, Web of Science, Google Scholar, EMBASE, and Scopus for such keywords as Urology, laser, laser vaporization, prostate, nephrolithiasis, benign prostatic hyperplasia (BPH), and learning curve. Results: We evaluated 14 studies about PVP, 17 about RIRS, and 29 studies about HoLEP. Also, we separately discussed the learning curves of these three kinds of surgeries in detail. Conclusion: All the urologists, even expert surgeons, should attend a formal training course and have a skilled tutor present at their first cases.

Effects of Single-Dose Interleukin-12 Exposure on Interleukin-12–Associated Toxicity and Interferon-γ Production

AbstractInterleukin-12 (IL-12) is a key regulator of cell-mediated immunity that has therapeutic potential in cancer and infectious disease. In a previous Phase 1 dose escalation study of a single test dose of recombinant human IL-12 (rhIL-12) followed 14 days later by cycles of five consecutive daily intravenous injections every 3 weeks, we showed that a dose level up to 500 ng/kg could be administered with acceptable levels of safety. Based on these results, a Phase 2 study was conducted. In the Phase 2 study, however, administration of rhIL-12 at this same dose level resulted in severe toxicities with some patients unable to tolerate more than two successive doses. Of the 17 patients receiving rhIL-12 in the Phase 2 study, 12 patients were hospitalized and two patients died. A thorough scientific investigation to determine the cause of this unexpected toxicity failed to identify any difference in the drug products used or the patient populations enrolled in the Phase 1 and Phase 2 studies that could have accounted for the profound difference in toxicity. The focus of the investigation therefore shifted to the schedule of rhIL-12 administration. We determined that a single injection of rhIL-12 2 weeks before consecutive dosing included in the Phase 1 study, but not in the schedule of administration in the Phase 2 study, has a profound abrogating effect on IL-12–induced interferon-γ (IFN-γ) production and toxicity. This observation of schedule-dependent toxicity of IL-12 has been verified in mice, as well as nonhuman primates. In this regard, a single injection of IL-12 before consecutive daily dosing protected mice and cynomolgus monkeys from acute toxicity including mortality and was associated with an attenuated IFN-γ response. Because of this unique biologic response, careful attention to the schedule of administration is required to assure safe and effective clinical development of this highly promising cytokine.

Dissipation kinetics and biological degradation by yeast and dietary risk assessment of fluxapyroxad in apples

The aim of this study was to investigate the dissipation kinetics of fluxapyroxad in apples, the influence of biological treatment with yeast, and the estimation of dietary exposure for consumers, both adults and children. The gas chromatography technique with the electron capture detector was used to analyse the fluxapyroxad residues. Samples of apples were prepared by the quick, easy, cheap, effective, rugged and safe (QuEChERS) method. The average fluxapyroxad recoveries in apple samples ranged from 107.9 to 118.4%, the relative standard deviations ranged from 4.2 to 4.7%, and the limit of quantification was 0.005 mg/kg. The dissipation half-lives in Gala and Idared varieties were 8.9 and 9.0 days, respectively. Degradation levels of the tested active substance after application of yeast included in a biological preparation Myco-Sin were 59.9% for Gala and 43.8% for Idared. The estimated dietary risk for fluxapyroxad in apples was on the acceptable safety level (below 9.8% for children and 1.9% for adults) and does not pose a danger to the health of consumers.

Design of fixed-ended octagonal shaped steel hollow sections in compression

In recent years, octagonal steel hollow sections (OctHSs) have attracted significant interests from researchers and engineers, and OctHSs have been employed in civil engineering applications. However, designs of OctHSs are not included in structural steel design codes. This paper therefore presents comprehensive numerical analyses on the stub column behaviour of OctHSs. A database of 46 stub column tests reported in 6 sources were collected. Different fabrication routes, steel grades and cross-sectional slenderness were covered. Finite element (FE) modelling was carried out to replicate the test observations. The validated FE models were subsequently adopted to conduct an extensive parametric study to supplement the test database. Existing design methods in North American specifications, ASCE standard, Eurocode, Australian code and recently published literature were thoroughly discussed and evaluated. It was found that existing design methods are not applicable to the design of OctHSs. New cross-sectional slenderness limits and modifications to the existing design methods were then proposed. The cross-sectional resistance obtained from different design methods were compared with test and FE results. The applicability of the modified design methods was confirmed by statistical analyses. The reliability of the modified design methods was finally verified through reliability analyses. Results indicate that the modified design methods can be used to accurately predict the resistance of OctHSs with accepted safety levels.

Process Safety Approach to Identify Opportunities for Enhancing Rail Transport Safety in Canada

The amount of dangerous goods (DG) transported by rail within Canada has increased by an average of approximately 25% since 2004, with a 42.5% increase in transported fuels and chemicals between 2011 and 2017. Further, movement of DG by rail is forecasted to continue increasing. Sustainable growth in the transport of dangerous goods (TDG) by rail will require acceptable safety levels. This study provides insight into key occurrence types for TDG and their causes, to better focus on risk control strategies, including measurement and control of leading and lagging safety indicators. This work also reviews current safety performance and Canadian railway incident occurrence databases. The results of the analyses suggested that the performance against lagging indicators currently being reported is adequate, including derailments and collisions (main and nonmain track), serious injuries (including fatalities), DG leakers, and releases. Furthermore, a list of the rail accidents with the greatest number of fatalities was used to calculate a crude estimate of societal risk associated with rail transportation. According to UK Health and Safety Executive (HSE) recommendations, this analysis indicated that the estimated rail transport risks would be considered acceptable when assessed at a milepost scale. However, there are opportunities for further enhancing safety reporting, management, and performance.

Design of square and rectangular CFST cross-sectional capacities in compression

Eurocode EN 1994-1-1 currently covers design of concrete-filled steel tubular (CFST) columns using normal strength materials with nominal steel yield strength (fy) not more than 460 MPa and concrete characteristic cylinder strength less than 50 MPa. As high strength materials have been increasingly used in construction, this paper aims to extend current design equation for square and rectangular CFSTs in EN 1994-1-1 to incorporate high strength materials. A comprehensive experimental database consisting of 443 square and rectangular CFST stub column test results was developed. Statistical evaluations were undertaken and the results indicate that the current cross-section slenderness limit for square and rectangular CFSTs is too conservative and can be safely relaxed from 52235/fy to 68235/fy. The design equation could be extended to incorporate high strength materials). Then, a reliability analysis in accordance with EN 1990 was performed to evaluate the applicability of the proposed design method. It was found that the current partial factors are safe for the design of square and rectangular CFSTs with normal strength materials even after relaxation of the cross-section slenderness limit. However, modification should be applied to the existing design equation for the design of high strength materials to yield an acceptable safety level. Finally, an experimental investigation on 10 stub column tests was carried out to further verify the applicability of the proposed design recommendation. It was found that the proposed design recommendation yields satisfactory predictions when compared to test results.

Identification of air transport ecological component level in the context of ensuring sustainable development of the national economy

”. Aviation safety is an important component of the concept of general national security, the system of personal security, ecological and public safety and transport safety from external and internal threats. Maintaining an acceptable level of national aviation safety is a priority for the industry. In the context of globalization, ecological safety is becoming especially important. World leaders gathered at the United Nations (UN) and adopted the 2030 Agenda for Sustainable Development. It is a plan of action aimed at achieving global sustainable development in economic, social and environmental areas, which ensures that no UN member state is left behind. The 17 sustainable development goals on the 2030 Agenda can be used as benchmarks for the coordinated development of UN member states. One of the most important goals for the global survival of humankind is Goal 13 “Climate Change”. In order to find an adequate answer to this challenge, the International Civil Aviation Organization (ICAO) has identified the following areas that can contribute to the attainment of the global aspirational goal: aircraft related technology and standards; improved air traffic management and operational improvements, development and deployment of sustainable aviation fuel and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). The implementation of CORSIA is carried out not only at the global level, the initiative requires the search for effective management solutions at the national level. Statistics on the activities of the aviation industry of Ukraine indicate its stable development. However, unfortunately, the dynamic growth of air traffic entails an increase in emissions of chemical elements into the atmosphere, which are a real threat to the environment and can contribute to climate change processes. The main tool for ensuring ecological safety tasks is proactive risk management. The development of proactive tools for environmental risk management is relevant and has practical implications for sustainable development, both in the industry in particular and for the state as a whole. The articles offer the author's approaches to the identification of air transport ecological component level.

FFAU—Framework for Fully Autonomous UAVs

Unmanned Aerial Vehicles (UAVs), although hardly a new technology, have recently gained a prominent role in many industries being widely used not only among enthusiastic consumers, but also in high demanding professional situations, and will have a massive societal impact over the coming years. However, the operation of UAVs is fraught with serious safety risks, such as collisions with dynamic obstacles (birds, other UAVs, or randomly thrown objects). These collision scenarios are complex to analyze in real-time, sometimes being computationally impossible to solve with existing State of the Art (SoA) algorithms, making the use of UAVs an operational hazard and therefore significantly reducing their commercial applicability in urban environments. In this work, a conceptual framework for both stand-alone and swarm (networked) UAVs is introduced, with a focus on the architectural requirements of the collision avoidance subsystem to achieve acceptable levels of safety and reliability. The SoA principles for collision avoidance against stationary objects are reviewed and a novel approach is described, using deep learning techniques to solve the computational intensive problem of real-time collision avoidance with dynamic objects. The proposed framework includes a web-interface allowing the full control of UAVs as remote clients with a supervisor cloud-based platform. The feasibility of the proposed approach was demonstrated through experimental tests using a UAV, developed from scratch using the proposed framework. Test flight results are presented for an autonomous UAV monitored from multiple countries across the world.

A laboratory investigation of the compaction properties of road sub-base stabilised with cement and latex copolymer.

The quality of road pavements is an important factor to ensure an acceptable level of service and safety to the road users. When flexible road pavements are to be constructed on weak sub-grade soils, it is often necessary to provide a stabilised sub-base to improve their relevant engineering properties. This paper presents the results and observations from a laboratory investigation evaluating the compaction properties of road sub-base stabilised with Type I cement (ordinary Portland cement) and styrene-butadiene latex copolymer. The proposed polymer contents were 0.5%, 0.75%, 1% and 2% and the proposed cement contents were 2%, 3% and 5%. The 2.5kg rammer compaction test was conducted on the gravelly SAND and sandy GRAVEL samples. It was found that the maximum dry densities (MDD) for the untreated soil samples were higher than the cement-polymer-treated soil samples, indicating that the MDD values decrease when cement and polymer are added. The MDD values for gravelly SAND and sandy GRAVEL treated with cement-polymer lied between 2Mg/m3+0.03Mg/m3 and 2.09Mg/m3+0.04Mg/m3 respectively. The optimum moisture contents for gravelly SAND and sandy GRAVEL treated with cement-polymer were maintained at 9%+0.5%. The air void lines for gravelly SAND and sandy GRAVEL lied between 7%+1% and 3%+1% respectively.

On the Safety Hierarchy and Hierarchy of Controls

History reveals an ever-increasing caboodle of protective measures for assuring an acceptable level of safety for both new product designs and for the remediation of man-made and natural hazards. Some seventy years ago, safety professionals began to functionally categorize these safety tools and rank the categories according to their perceived effectiveness. At first, the resulting hierarchies were designated Safety Hierarchies; later updated versions are now referred to as Hierarchies of Controls. To characterize Hierarchies, sixty-six references were surveyed that were published after 1952. Each of these design recipes begin with the admonition “Eliminate the hazards.” All of the hierarchies were created using consensus or speculation, not research. We establish that the Safety Hierarchies and the Hierarchies of Controls are merely rules of thumb, not theorems. Generally, different hierarchies give rise to different designs. The principal strength of both Hierarchies is their replacement of the myth of colloquial safety as “freedom from harm” with a realistic technical definition of safety as an “acceptable level of risk” that is systematically achievable however tortuous.

First case of glyphosate resistance in weedy sunflower (Helianthus annuus).

Weedy sunflower (Helianthus annuus L.) is a troublesome weed in row-crop production fields in South Texas. Populations with suspected resistance to glyphosate were evaluated with 1X and 4X rates (X = 868 g ae ha-1 ) of the herbicide, followed by a dose-response assay of the most resistant population. Molecular studies were conducted to determine if target-site mechanisms were responsible for resistance in these populations. Additionally, field experiments were conducted at two locations (Somerville and Granger, TX) to evaluate the effectiveness of different tank-mix combinations in controlling naturally infesting glyphosate-resistant (GR) weedy sunflower populations in GR corn. In a study conducted in the growth chamber, seven of the 11 tested populations survived up to the 4X rate of glyphosate. The most-resistant population (TX15-11) was 29-fold more resistant to glyphosate, compared to the susceptible standard. In resistant populations, 5-21 more copies of the EPSPS gene were observed compared to the susceptible standard. In the field studies, tank-mix applications of glyphosate + halosulfuron-methyl, glyphosate + prosulfuron, glyphosate + a premix of halosulfuron-methyl and dicamba or glyphosate + a premix of diflufenzopyr and dicamba effectively controlled GR weedy sunflower populations. Glyphosate-resistance was observed in 81% of the putative resistant weedy sunflower populations tested in this study. Resistance in these populations was conferred primarily by amplification of the EPSPS gene. Effective control of GR weedy sunflower can be achieved by tank-mixes tested in the current study, which provides acceptable levels of crop safety. © 2020 Society of Chemical Industry.

Disease Modifying Therapies and COVID-19 Severity in Multiple Sclerosis

Background: Immunosuppressive and immunomodulatory therapies are a major issue during the current coronavirus disease 2019 (Covid-19) pandemic, and in anticipation of possible next waves. Methods: In a nationwide study we retrospectively collected data of persons with Multiple Sclerosis (PwMS) with suspected or confirmed Covid-19. We assessed the association of therapies for MS with Covid-19 by comparing their observed frequency with the one expected in non-pandemic conditions (expressing the association by Odds Ratios [OR]). We evaluated baseline characteristics and MS therapies associated to a severe Covid-19 course by multivariate logistic models. Findings: Of 784 PwMS with suspected (n=593) or confirmed (n=191) Covid-19 and a median follow-up of 84 days (range=30-135), 13 (1·66%) died: 11 of them were in a progressive MS phase, and 8 were without any therapy. Thirty-three (4·2%) were admitted to an Intensive Care Unit; 90 (11·5%) had a radiologically documented pneumonia; 88 (11·2%) were hospitalized. We found an excess of patients treated with Ocrelizumab (OR=1·84,95%CI=1·31-2·56, pInterpretation: This study showed an acceptable level of safety of therapies with a broad array of mechanisms of action. However, the study detected elements of risk and protection with respect to Covid-19 in MS. These will need to be considered in countries where the pandemic is persisting and in preparation for post-pandemic scenarios. Funding: Roche donated the web-Platform and funded a fellowship to the University of Genoa.Declaration of Interests: MP. Sormani reports grants from Roche, during the conduct of the study; personal fees from Biogen, Merck, Roche, Sanofi, Novartis, Medday, Geneuro, Celgene, Mylan outside the submitted work. N. DeRossi received speaker honoraria from Biogen Idec, Genzyme, Novartis, Sanofi-Aventis; received funding for participation in advisory board to Novartis, Biogen and Genzyme-Sanofi and for travel to scientific meetings from Biogen Idec, Teva, Sanofi-Genzyme, Roche, Almirall and Novartis. L. Moiola has received speaker’s honoraria from the following companies: Biogen, Merck, Novartis, Roche, Sanofi-Genzyme, and TEVA. M. Radaelli received speaker honoraria from Biogen Idec, Sanofi-Genzyme ,Novartis and Merck Serono and funding for travel to scientific meetings from Biogen Idec, Sanofi-Genzyme, Novartis, Merck Serono, Teva and Roche. P. Immovilli reports personal fees from Roche, personal fees from Biogen, personal fees from Merck, outside the submitted work. M. Capobianco reports personal fees and non-financial support from Biogen, personal fees and non-financial support from Merck Serono, personal fees and non-financial support from Roche, personal fees and non-financial support from Novartis, personal fees and non-financial support from Sanofi, personal fees from Almirall, outside the submitted work. M. Trojano reports grants and personal fees from Biogen, grants and personal fees from Novartis, grants and personal fees from Roche, grants and personal fees from Merck, personal fees from Sanofi, personal fees from TEVA, from null, outside the submitted work. G. Comi reports personal fees from Novartis, Teva Pharmaceutical Industries Ltd, Teva Italia Srl, Sanofi Genzyme, Genzyme Corporation, Genzyme Europe, Merck KGgA, Merck Serono SpA, Celgene Group, Biogen Idec, Biogen Italia Srl, F. Hoffman-La Roche, Roche SpA, Almirall SpA, Forward Pharma, Medday, Excemed, outside the submitted work. F. Patti reports grants from Biogen, grants from Merck, grants from FISM, grants from Onlus association, grants from University of Catania, personal fees from Almirall, personal fees from Bayer, personal fees from Biogen, personal fees from Merck, personal fees from Roche, personal fees from Sanofi, personal fees from TEVA, outside the submitted work. M. Salvetti reports grants and personal fees from Biogen, grants and personal fees from Merck, grants and personal fees from Novartis, grants and personal fees from Roche, grants and personal fees from Sanofi, grants and personal fees from Teva, grants from Italian Multiple Sclerosis Foundation, grants from Sapienza University of Rome, outside the submitted work. IS, LC, CC, PZ, GT, MAB have nothing to disclose.Ethics Approval Statement: The study was approved by the Regional Ethics Committee of Liguria (University of Genoa) (n 130/2020 – DB id 10433) and at a national level by Agenzia Italiana del Farmaco (AIFA).

Innovative Actuator Fault Identification Based on Back Electromotive Force Reconstruction

The ever increasing adoption of electrical power as secondary form of on-board power is leading to an increase in the usage of electromechanical actuators (EMAs). Thus, in order to maintain an acceptable level of safety and reliability, innovative prognostics and diagnostics methodologies are needed to prevent performance degradation and/or faults propagation. Furthermore, the use of effective prognostics methodologies carries several benefits, including improved maintenance schedule capability and relative cost decrease, better knowledge of systems health status and performance estimation. In this work, a novel, real-time approach to EMAs prognostics is proposed. The reconstructed back electromotive force (back-EMF), determined using a virtual sensor approach, is sampled and then used to train an artificial neural network (ANN) in order to evaluate the current system status and to detect possible coils partial shorts and rotor imbalances.

Evaluation and prioritization of technical and operational airworthiness factors for flight safety

PurposeIn this study, a multi-criteria decision-making (MCDM) approach for evaluating airworthiness factors were presented. The purpose of this study is to develop an acceptable rationale for operational activities in civil and military aviation and for design, production and maintenance activities in the aviation industry that can be used in-flight safety programs and evaluations.Design/methodology/approachIn aviation, while the initial and continuing airworthiness of aircraft is related to technical airworthiness, identifying and minimizing risks for avoiding losses and damages are related to operational airworthiness. Thus, the airworthiness factors in civil and military aviation were evaluated under these two categories as the technical and operational airworthiness factors by the analytic hierarchy process and analytic network process. Three technical and five operational airworthiness criteria for civil aviation, three technical and nine operational airworthiness criteria for military aviation were defined, evaluated, prioritized and compared in terms of flight safety.FindingsThe most important technical factor is the “airworthiness status of the aircraft” both in civil (81.9%) and military (77.6%) aviation, which means that aircraft should initially be designed for safety. The most significant operational factors are the “air traffic control system” in civil (30.9%) and “threat” in the military (26.6%) aviation. The differences within factor weights may stem from the design requirements and acceptable safety levels (frequency of occurrences 1 in 107 in military and 1 in 109 in civil aircraft design) of civil and military aircraft with the mission achievement requirements in civil and military aviation operations. The damage acceptance criteria for civil and military aircraft are different. The operation risks are accepted in the military and acceptance of specific tasks and the risk levels can vary with aircraft purpose and type.Practical implicationsThis study provides an acceptable rationale for safety programs and evaluations in aviation activities. The results of this study can be used in real-world airworthiness applications and safety management by the aviation industry and furthermore, critical factor weights should be considered both in civil and military aviation operations and flights. The safety levels of airlines with respect to our airworthiness factor weights or the safety level of military operations can be computed.Originality/valueThis is the first study considering technical and operational airworthiness factors as an MCDM problem. Originality and value of this paper are defining critical airworthiness factors for civil and military aviation, ranking these factors, revealing the most important ones and using MCDM methods for the evaluations of airworthiness factors for the first time. In civil aviation flight safety is the basic tenet of airworthiness activities in risk analysis, on the other hand in military aviation high levels of risks are to be avoided in peace training or operational tasks. However, even high risks have to be accepted during the war, if the operational requirements impose, as mission achievement is vital. The paper is one of a kind on airworthiness evaluations for flight safety.

Change-Oriented Risk Management in Civil Aviation Operation: A Case Study in China Air Navigation Service Provider

Change-oriented risk management is the key content of civil aviation safety management. Hazard identification is considered as one of the most difficult and flexible parts. To address the risk management due to changes introduced in existing systems, in this paper, a system change-oriented hazard identification (SCOHI) model is firstly proposed. The SCOHI model identifies hazards by integrating “5M” (mission-man-machine-management-medium), and hazard and operability (HAZOP) techniques specify changes in a system and the associated impacts on the surrounding environment. Compared with the traditional brainstorm process, the SCOHI model provides an explicit way for hazard identification in a dynamic environment. Then, taking an air navigation service provider (ANSP) in Northwest China as an example, a case study of system changes from nonradar control operations to radar control operations is analyzed. The effectiveness and applicability of the SCOHI model are tested with a risk assessment. The results from the preliminary evaluation show that the four key system change-oriented hazards are air traffic control (ATC) skills, staff capacity, control procedures, and airspace structure. In addition, the “Man” category accounts for around 55% of the total risk, ranking number 1, followed by “Management,” “Medium,” and “Machine” categories. Finally, a sound risk control strategy is provided to the ANSP to help in controlling the risk and maintaining an acceptable level of safety during system changes.

3DGIS representation for supporting seismic mitigation policies at urban scale: The case study of Lisbon

Abstract The structural capacity of buildings to guarantee acceptable safety levels during and after earthquakes has significant influence on community and urban resilience. The paper presents the implementation in the Geographic Information System (GIS) of the data related to the expected seismic damage scenarios for some existing residential mixed masonry-reinforced concrete buildings located in Lisbon area. At city scale, such kind of representation can effectively support the seismic risk management including the design of mitigation policies. In fact, the spatial representation of results provides clear and global overview of the area under analysis, understandable not only to scientist and engineers, but also to the city councils and population. Damage scenario are defined on basis on fragility curves computed analytically through a nonlinear static approach by focusing the attention only to the in-plane global response and considering also the aggregate effect. The application to Lisbon city shows that the expected level of the damage consequent to the code action is high for the structural typology under investigation.

Challenges in Regulatory, Experimental, and Theoretical Computational Maintenance of Safety in Hydrogen Power Engineering

The formation and development of hydrogen power engineering (HPE) as a technologically efficient and competitive part of the future with a carbon-free or low-carbon economic paradigm makes it necessary to overcome many obstacles related not only to the maturity, availability, and economic efficiency of technologies but also to a sufficient, socially acceptable level of safety in HPE. Even if most technological and economic issues are resolved, the pace of adopting scientific and engineering developments in HPE on an industrial and commercial scale may be inhibited by the level of comprehensive (analytical, theoretical and computational, experimental) scientific and engineering support for safety in HPE facilities, networks, and systems throughout their entire life cycle (from design to decommissioning) and the completeness and sufficiency of the regulatory framework for both, new reactor centers with related new technologies and infrastructural HPE safety systems. Three classes of correlated challenges in the theoretical computational, experimental, and regulatory support safety in HPE are formulated and described in brief. Their timely resolution is critical to the successful transition to the carbon-free technological paradigm.

Masonry Walls Retrofitted with Vertical FRP Rebars

The out-of-plane behaviour of the walls as a consequence of an earthquake is the main vulnerability of existing masonry structures. In the case of rigid in compression not tensile resistant material, incremental dynamic analyses may be employed to evaluate the effective strength of a rocking element. When the seismic capacity of the wall is inadequate, retrofit interventions are required to assure an acceptable safety level. Conventional seismic retrofitting techniques on masonry walls influence the seismic performance of the element, which typically is modified in an out-of-plane bending behaviour. In this paper, analytical investigations are presented to investigate the possibility of a seismic retrofitting intervention able to increase the seismic strength of the wall without modifying its seismic behaviour. The analysed retrofitting technique consists in the application of composite vertical bars either in the middle section of the wall or at its external surfaces. The seismic behaviour of the retrofitted masonry wall is analytically evaluated by means of a parametric incremental dynamic analysis, carried out with an ad hoc in-house software. The effectiveness of the intervention is analysed in terms of level of seismic improvement, defined as the ratio between the seismic capacity of the reinforced and unreinforced walls.