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Risk management experiences of the Korean Seoul-Pusan high-speed railway (KTX) project since the planning stage are evaluated. One can clearly see the interplay of engineering and construction risks, financial risks and political risks in the development of the KTX project, which is the peculiarity of large-scale new railway system projects. A brie...
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... In urban environments, underground transit networks are also among the most critical infrastructures (Santos-Reyes et al. 2015Chopra et al. 2016;Deng et al. 2017;Strandh 2017;Meesit and Andrews 2021) playing a significant role in the commuting demand (Skoog et al. 2004;Toubin et al. 2015;He et al. 2016;Deloukas and Apostolopoulou 2017;Bešinović 2020;Ahmed and Dey 2020). However, this type of infrastructure is affected by several hazard sources (Suh 2000;Li et al. 2017;Koks et al. 2019). Therefore, various studies have been conducted on hazard, risk, and resilience assessment of these networks (Jin et al. 2014;Matsika et al. 2016;Zhang et al. 2018b). ...
The quest to answer the longstanding question of how safe is safe enough has led to an evolution of design philosophies. The traditional philosophy has been based on ensuring that system capacity exceeds demand. This philosophy has been manifested in such design methods as allowable stress design (ASD) and load and resistance factor design (LRFD). The level of safety in these methods is commonly calibrated to the acceptable practice using structural reliability methods. Such an approach to design aims to balance life safety and construction costs and works relatively well for service loads under which strength is nearly always a sufficient representative of system capacity. Under extreme loads, however, not only do factors such as ductility or energy-dissipation capacity come into play, but also the consequences of failure are vastly larger and may go beyond the failure site. For this reason, the more modern design philosophy of performance-based design emerged. According to this philosophy, a system is designed to meet a target performance, defined by limits on its performance metrics. These metrics were initially defined on structural responses, such as deformations and accelerations, and later evolved into risk measures based on monetary loss, downtime, and casualties. This philosophy is gradually making its way into modern design codes. Typical performance-based criteria focus primarily on what transpires during extreme loads. The need to incorporate the recovery of the system after such events has prompted the design philosophy to make another leap into resilience-based design (RBD). Resilience is defined herein as the ability to recover, within a predetermined period of time, in the aftermath of extreme events. Resilience transcends risk, i.e., a resilience analysis incorporates not only a risk analysis but also a recovery analysis. This paper provides a review of RBD in continuation of PBD and further introduces various applications of RBD into the design and assessment of civil infrastructure. The review covers the state of the art in resilience quantification approaches and associated computational platforms.
... Construction project risks can also be classified as internal and external risks [30], construction risk, design risk, payment risk, client risk, and subcontractor risk [31], and economic, political, law, physical site, construction, designing, materials, financial and human resource risks for railway construction project [2]. Moreover, Suh [32] categorized project risks as technical risk, financial risk, social risk, and political risks, and Patil et al. [33] also categorized railway construction project risks as financial, design, political, legal, management, material, site, environmental, cultural, construction, external, organizational risks, contractual risks, and human resource-related risks. ...
Effective risk assessment is critical to the success of construction projects. This study developed a risk assessment model to analyze the effect of project risks on delays and cost overruns in Addis-Djibouti railway construction project. The project risks were identified, and structured questionnaires were distributed to respondents to rate the likelihood and impact of risks. A modified fuzzy synthetic evaluation approach was employed to evaluate the impact of the risks on project objectives. The results of the study showed that design changes, right-of-way, construction errors, incomplete contract details, poor site management, and lack of coordination were the significant factors that have the greatest impact on project delays and cost overruns. The proposed risk assessment model is reliable and practical for railway construction projects that can handle uncertainty, vagueness of expert opinions, limited data, multiple attributes, and levels of risks, and helps managers to understand the significant factors and assess their impact on project objectives. Future research should further analyze risks by examining the combined effects of dependency and the dynamic effects of risks on railway construction projects.
... Construction project risks can also be classified as internal and external risks [30], construction risk, design risk, payment risk, client risk, and subcontractor risk [31], and economic, political, law, physical site, construction, designing, materials, financial and human resource risks for railway construction project [2]. Moreover, Suh [32] categorized project risks as technical risk, financial risk, social risk, and political risks, and Patil et al. [33] also categorized railway construction project risks as financial, design, political, legal, management, material, site, environmental, cultural, construction, external, organizational risks, contractual risks, and human resource-related risks. ...
The purpose of this paper is to develop a risk assessment model to prioritise the risks of railway construction projects. A fuzzy analytic network process (FANP) is employed to rank project risks based on the likelihood of project risks and their impact on cost and time. Fuzzy set theory is used to represent the vagueness in each expert's judgment, while ANP is used to deal with interdependence and feedback effects of risks. The data for this study was collected through literature reviews, interviews, and questionnaires. According to the study results, the right‐of‐way corresponds to the top risk that has highest impact on time and cost. Construction errors and incomplete contract details were found to rank second and third in terms of risk severity. Similarly, design changes and lack of coordination among parties are ranked fourth and fifth, respectively. The study results help practitioners and decision‐makers understand the main risks of the Ethiopian railway construction projects and take proactive actions accordingly. Furthermore, this paper can help researchers' model project risks and analyse their impact on project objectives considering uncertainty, interdependence, and feedback.
... Minimization of the source of disputes requires, among other things, identification of hazards resulting from the specificity of investments undertaken, including railways. This is indicated by research in Poland [5][6][7] as well as in other countries [8][9][10][11][12]. To this end, the authors attempted to identify and indicate the most likely of them. ...
The article contains information on identified hazards during the implementation of railway investments in Poland. The study covered investments that were carried out on the basis of the FIDIC Contractual Conditions – Red Book. In recent years, railway investments in Poland have been largely implemented in the Design and Build formula. Unfortunately, this formula is fraught with many hazards, both for the contractor and the contracting entity. The aim of leveling the difficult-to-predict hazards (especially those occurring at the stage of investment implementation), whose effects negatively affect the implementation of investments, contracting entities more and more often decide to implement investments according to the FIDIC Red book. This procedure transfers most of the risk to the contractor, but according to the authors, it is also burdened with numerous hazards, which is demonstrated in the presented results. The research was carried out with the participation of a large group of selected experts and developed statistically. The paper presents a list of hazards with an indication of the frequency of their possible occurrence on future railway investments. The analyses were limited to risk factors resulting exclusively from the specificity of railway investments, omitting classical hazards associated with traditional construction. Statistical analyses were performed using the IBM SPSS Statistics 23 package. It was used to test χ2 and a one-way analysis of variance in the intergroup scheme.
Effective emergency material allocation is critical for mitigating the impact of critical incidents. This paper proposes a decision-making model for emergency material allocation based on the Backpropagation (BP) Neural Network algorithm. The model is designed to learn from historical emergency incidents and optimize resource allocation in real-time. The study includes a comprehensive case study, comparing the performance of the BP Neural Network model with traditional allocation methods. Results indicate superior response times, resource utilization efficiency, and overall effectiveness of the BP Neural Network model. Challenges and limitations in implementing the model are discussed, and recommendations for future research, including algorithm exploration and real-time adaptability enhancements, are presented. This research contributes to the advancement of intelligent decision-making models for emergency management.
Since March 2020, most countries around the globe have taken a variety of restrictive measures to prevent the spread of COVID-19. This has significantly affected the travel sector, including rail travel. The new digitalized era imposes the adoption of technology-led platforms to decode users’ online behaviors and achieve brand awareness. The purpose of this study is to track the online attitude and interaction of rail customers prior to and during the pandemic. The results clearly show that the railway ecosystem demands brand recovery. The research suggests that if the railway industry wants to stay competitive post-pandemic, it is imperative to allocate resources to tracing user engagement metrics. This will lead to the development of an effective brand position strategy, based on crowdsourcing marketing, as a risk mitigation tool for brand recovery and performance optimization.
Vietnam has two urban railway investment projects, one in Hanoi and one in Ho Chi Minh city. They are key national projects implemented with State capital and Official Development Assistance (ODA) capital of countries such as Japan, China, and Korea. Urban railway projects in Vietnam, in general, and the Ho Chi Minh City (HCMC) urban railway project, in particular, are falling behind schedule and having cost overruns. Negative reactions have been expressed from both society and the government. The main reason for the problems is the lack of experience and improper approach to project risk management. Perceptions related to the interaction and mutual influence between risks as well as their effects on the implementation of urban railway construction investment projects in Vietnam have not been modeled and explored in great detail. Therefore, this paper comprehensively seeks to identify and assess the impact of risks on the cost, schedule, and quality of the HCMC urban railway project. In particular, this is a case study of Ben Thanh-Suoi Tien Line 1 railway project. Twenty-seven risk factors affect this railway project, of which (i) seven social risk factors; (ii) seven technical risk factors; (iii) seven economic risk factors, (iv) two environmental risk factors; and (v) four political risk factors. In this analysis, Analytical Network Process (ANP) was applied to assess the priority of these risk factors. The research results showed that the economic risk group had the largest normalization risk priority index (NRPIe = 0.334), the technical risk group was ranked the second (NRPIt = 0.276), followed by social, political, and environmental risk groups with an NRPI of 0.182, 0.140, and 0.067, respectively.
Safety is one of the most critical themes in any large-scale railway construction project. Recognizing the importance of safety in railway engineering, practitioners and researchers have proposed various standards and procedures to ensure safety in construction activities. In this study, we first review four critical research areas of risk warning technologies and emergency response mechanisms in railway construction, namely, (i) risk identification methods of large-scale railway construction projects, (ii) risk management of large-scale railway construction, (iii) emergency response planning and management, and (iv) emergency response and rescue mechanisms. After reviewing the existing studies, we present four corresponding research areas and recommendations on the Sichuan-Tibet Railway construction. This study aims to inject new significant theoretical elements into the decision-making process and construction of this railway project in China.
The article presents the results of nationwide surveys on the causes of delays during the implementation of rail investments in Poland, carried out in the Design & Build formula for the design stage. The study did not examine typical causes of threats to general construction works, only those that result from the specifics of works at rail facilities. The survey was conducted with the participation of experts from various industries, representing all the key participants in the investment process. The selection of experts was limited to people who have extensive professional experience in implementing rail projects. Statistical analyzes were performed using the IBM SPSS Statistics 23 package. It was used to test χ2 and a one-way repeated measures ANOVA. The greatest threats to the deadlines for the implementation of rail investments in Poland, which were indicated by the respondents as the delay threats of a high importance are: negligence in the preparation of tender documents and problems with obtaining current maps for project purposes from rail geodesic centers. The research results can be helpful when planning future rail investments, calculating the necessary time reserves and increasing the reliability of the set dates of their completion.
Korean Train Express (KTX) of South Korea introduced high-speed commercial rail service on April 1, 2004. It currently has two lines covering 661.1 km (413.2 mi), and its trains achieve speeds of 300 km/h (186 mph). KTX's offering represents the first phase of a scheduled two-phase introduction due to be completed in 2010. This paper documents the service changes of external transportation operators during the first 3 months of KTX operation and details the initial reactions of KTX customers. KTX reduced rail travel time between major cities by almost half. By offering 128 daily services, it increased seat supply by 33% among the major cities and increased revenue by nearly 100% for the Seoul–Busan line, as compared with the same April–June period the previous year. KTX achieved one million passengers in 14 days and 10 million passengers in 142 days of operation. Although these numbers are significant, they represent only about half the demand forecasted. Three major causes of this discrepancy are an inability to provide fully implemented KTX services, low Korean economic activity, and a degraded level of service on conventional passenger rail systems. The expected service level of passengers and the initial marketing strategies used appear to have negatively affected the successful introduction of KTX. However, demand trends show continued increases after the initial response. As a whole, KTX strengthened the viability of Korean rail travel and is expected to contribute to the building of a more balanced national transportation system.
