Genetic algorithm search techniques provide an innovative and robust means of optimization in complex, multivariate real-scale problems. In this paper we present an application of genetic algorithms to the optimization of airport operation and development for an increasing traffic situation. The approach is proven successful and much less time consuming compared to traditional what-if analysis. In addition to the base case optimization results, sensitivity analyses both with respect to the economic parameters of the fitness function, subject to the optimization, and with respect to some important genetic algorithm settings have been performed and yield consistent results.

The paper addresses basic issues associated with incorporating human and organizational factors in risk analysis of hazardous systems. A conceptual framework has been developed for systematic incorporating these factors in probabilistic models and the risk assessment to be used for the safety management. The methodology outlined in the paper is a synthesis or generalization of techniques and procedures used for performing HRA in the context of PSA, applying both the quantitative and qualitative methods. The similarities and differences of hierarchical influence diagrams (HIDs) compared with hierarchical structures of the AHP method and the influence diagrams used in the FSA methodology developed by IMO are examined. Illustrative examples are included. Finally a fuzzy extension of the proposed approach is introduced.

Modern transportation systems are complex and therefore require effective risk management decision tools. These help to help rank alternatives, allocate resources, and certify critical transportation operations. Existing methods may not accommodate the dynamics of changing environments and personnel threats. They may not handle hard-to-quantify, disparate data, and they may be unable to realistically estimate uncertainty. In this paper we discuss a coordinated set of ongoing model-development efforts to overcome such difficulties.

The opportunity of switching from road to rail or to a combination of road and rail (intermodal) transport is being considered in many countries with the objective of risk reduction in the transport of dangerous goods. This work presents a quantitative approach based on risk analysis for comparing the hazards of road, rail, and intermodal transport, aimed at defining criteria for selecting the safest transport modality. When comparing road and rail transport, the risk mainly depends on the hazardous characteristics of the product. The size of the containers is generally larger for rail transport than for road transport, and consequently the amount of product potentially released, giving rise to impact areas slightly or significantly larger for rail than for road transport. When comparing road and intermodal transport, route length plays the most significant role: the longer the distance, the safer the intermodal transport.

Decisions based on risk analysis require some form of risk acceptance criteria. Presently the International Maritime Organisation (IMO) has initiated an activity on developing a risk-based approach to safety and environmental protection regulations. Explicit risk estimates are new to the organisation. A limited number of FSA trial apllications have been presented so far. Whilst giving increased general knowledge of the risk level in the industry, the debate about risk acceptance has just started.

The objective of this paper is to outline an approach by which societal risk acceptance criteria may be established. The idea is to discriminate between activities representing different risks and importance to society. The societal risk acceptance criteria are calibrated against occupational fatality rates, and transportation fatality rate for scheduled air traffic worldwide. Examples are given for some different ship types. For the sake of discussion a societal risk acceptance for Near Earth objects colliding with the Earth is also derived. It should be noted that many other criteria would be needed in the decision process, like for example individual risks, criteria based on cost effectiveness, and criteria for environmental consequences. Normally a decision would have to be based on acceptance by all these criteria. Only one specific method to arrive at societal risk criteria is dealt with herein. The examples given for some ship types show that when the importance to the society is accounted for, the established FN acceptance curves vary within 1 to 2 orders of magnitude.

The outlined method may be considered for any type of activity above a certain size. An obvious limitation for the method is represented by activities of high economic value with low labour intensity in remote places, for example exploitation of offshore oil and gas resources.

In a nuclear processing plant, four departments were compared using a 60-item questionnaire measuring safety attitudes and beliefs including the perception of managers' attitudes and behaviour, communication and risk-taking, and attitudes to taking personal responsibility for safety. Results suggest some differences at the conceptual level in addition to departmental differences and large grade differences. It is proposed that there are certainly two and possibly more differing safety cultures within this organization. The implications of this are discussed in terms of policy.

This study investigates the relationship between expressed consumption of proteins and attitudes towards GM foods. 600 shoppers in a city centre supermarket were surveyed concerning attitudes towards GM foods and the frequency of consumption of various proteins. In addition, various demographic variables were measured. In terms of demographics, sex was the best predictor of consumption and attitudes, followed by socioeconomic status and age. Attitudes were found to correlate positively with consumption of several proteins. Explanations are offered in terms of the theories of reasoned action, cognitive dissonance and attribution and the health belief model.