CHAPTER 2: SCALE AND SEVERITY OF RAILWAY LEVEL CROSSING ... · Table 2.2: Significance of and trend in level crossing fatalities in India! Year Total fatalities in railway accidents

CHAPTER 2: SCALE AND SEVERITY OF RAILWAY LEVEL CROSSING ACCIDENT PROBLEM IN SELECTED COUNTRIES OF THE REGION

2.1 General !

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!F'G0+!3'&)0+%!$1&/,;*;!$1!)#*!'1'/.%$%!30+!$1;$-$;,'/!&0,1)+$*%!$1&/,;*<!!H$I! Level crossing safety record!J!)+*1;!;*)'$/%!30+!'4%0/,)*!1,54*+%!'1;!

+')*%!(*+!5$//$01!)+'$18K5!03!/*-*/!&+0%%$12!'&&$;*1)%>!3')'/$)$*%>!$1G,+$*%!'1;!H6#*+*!(0%%$4/*I!(+0(*+).!;'5'2*L!!

!H$$I! Level crossing characteristics and effectiveness – ;*)'$/%! '1;!

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!H$$$I! Administration of railway safety regulations J! +*%(01%$4$/$).! 30+!

*130+&*5*1)!03!%'3*).!H$1&/,;$12!/*-*/!&+0%%$12!%'3*).I!+*2,/')$01%!'1;!30+!$1-*%)$2')$01!03!'&&$;*1)%L!! !!

H$-I! Techniques used for evaluation of level crossing safety improvementsJ! )*&#1$&'/! '1;! 3$1'1&$'/! H$1&/,;$12! E,'1)$3$*;! +$%K! '1'/.%$%>! 6#*+*!'((/$&'4/*IL!

!H-I! Initiatives taken for level crossing safety improvement in recent!years

– )*&#1$&'/! '1;! 1018)*&#1$&'/! H$1&/,;$12! (*;*%)+$'1M50)0+! -*#$&/*!;+$-*+!*;,&')$01IL!'1;!

!H-$I! Impediments to safety improvement at level crossings.

2.2 Level Crossing Safety in India

2.2.1 Summary

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

!

! V!!

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&+0%%$12! )0! )#*! *33*&)! )#')! )#*! ;*&$%$01! #'%! 4**1! )'K*1! )0! 20! 30+!5'11$12! '! /'+2*!1,54*+!03!,15'11*;!2')*%!6$)#!'!#$2#!/*-*/!03!,%'2*!4.!+0';!'1;M0+!+'$/!'1;!10)!)0!&01%)+,&)!'1.!50+*!&+0%%$12%! 30+!,15'11*;!0(*+')$01:![,4G*&)! )0! )#*!'-'$/'4$/$).!03!3,1;%>! /*-*/! &+0%%$12%! 6#$&#! #'-*! +*'&#*;! '! )+'33$&! 505*1)! H)+'$1! 50-*5*1)%! X!50)0+! -*#$&/*!50-*5*1)%I! 03! TSS>SSS! (*+! ;'.! 0+!50+*! '+*! 4*$12! +*(/'&*;! 4.! )#*!&01%)+,&)$01!03!+0';!0-*+!0+!,1;*+8('%%*%:!!Z06*-*+>!)#*%*!'+*!-*+.!&0%)/.!'1;!01/.!RS! (*+! &*1)! 03! )#*! &0%)! 03! )#*$+! &01%)+,&)$01! $%! 4*$12! 3,1;*;! ;$+*&)/.! 4.! )#*! %)')*!20-*+15*1)!+0';!',)#0+$)$*%:!

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2.2.2 Level crossing safety record

(a) Accidents

]*-*/! &+0%%$12! '&&$;*1)%! &05(+$%*! '! %5'//! 4,)! 2+06$12! (+0(0+)$01! 03! '//!+'$/6'.!'&&$;*1)%!$1!?1;$':!?1!)#*!/'%)!.*'+!30+!6#$&#!;')'!6*+*!'-'$/'4/*!HTQQYMQWI!)#*!)0)'/! 1,54*+! 03! +'$/6'.! '&&$;*1)%! $1! ?1;$'! 6'%! POS! '1;! )#*! 1,54*+! 03! +*&0+;*;!'&&$;*1)%!')!/*-*/!&+0%%$12%!NR:!"#*!)+*1;!$1!/*-*/!&+0%%$12!'&&$;*1)%!'%!'!(+0(0+)$01!03!'//!+'$/6'.!'&&$;*1)%!$%!%#061!$1!"'4/*!O:T:!

!Table 2.1: Significance of and trend in level crossing accidents in India Year Total railway accidents

(No.)Accidents at level crossings

(No.)Level crossing

accident %TQWW8WQ! RPR! RR! TS:T!TQWQ8QS! RPT! PO! !!Y:W!TQQS8QT! RVO! VY! !!Y:S!TQQT8QO! YPO! PW! !!N:R!TQQO8QV! YPN! YT! !!Q:R!TQQV8QP! NYR! YT! TS:R!!!TQQP8QR! NSP! YP! TO:V!TQQR8QN! PPS! NQ! TR:Y!TQQN8QY! PON! NN! TR:R!TQQY8QW! POS! NR! TR:R!

Source: Indian Railways Country Paper.

! P!!

C*'+/.! )60! )#$+;%! 03! )#*! )0)'/! 1,54*+! 03! /*-*/! &+0%%$12! '&&$;*1)%! 0&&,+! ')!unmanned /*-*/! &+0%%$12%! '1;! )#$%! (+0(0+)$01! #'%! 4**1! $1&+*'%$12! 0-*+! )#*! ('%)!;*&';*!'%!$%!%#061!$1!A$2,+*!O:T:!!!

Figure 2.1: Level crossing accidents in India, by type of crossing!

0

10

20

30

40

50

60

70

80

Numberofaccidents

Unmanned crossings

Manned crossings

All crossings

Linear (Unmannedcrossings )

��Linear (Manned crossings)

Linear (All crossings)

Unm anned crossings 36 29 21 39 44 58 54 53 45 49

M anned crossings 19 13 16 9 27 13 20 16 21 16

All crossings 55 42 37 48 71 71 74 69 66 65

1988/8

9

1989/9

0

1990/9

1

1991/9

2

1992/9

3

1993/9

4

1994/9

5

1995/9

6

1996/9

7

1997/9

8

��

! !! Source: Indian Railways Country Paper.

(b) Fatalities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which would explain why the relatively low incidence of level crossing accidents results in adisproportionately high number of fatalities.

! R!!

!Table 2.2: Significance of and trend in level crossing fatalities in India

!Year Total fatalities

in railway accidents (No.)Fatalities in level crossing

accidents (No.)Level crossing

fatality %TQWW8WQ! OVT! RO! OO:R!TQWQ8QS! OVQ! RT! OT:V!TQQS8QT! VOO! YR! OV:V!TQQT8QO! OVR! TSP! PP:V!TQQO8QV! OWO! TTN! PT:T!TQQV8QP! VNQ! TNW! PR:R!!!TQQP8QR! OQN! TWY! NO:W!TQQR8QN! RWQ! TVW! OV:P!TQQN8QY! VRV! OOT! NO:N!TQQY8QW! VTN! TVP! PO:P!


(c) Injuries

\$)#! )#*!*X&*()$01!03! )#+**!.*'+%!HTQQTMQO>!TQQVMQP!'1;!TQQNMQYI>!0-*+! )#*!('%)!;*&';*! /*-*/! &+0%%$12! $1G,+$*%!#'-*!&05(+$%*;!'! +*/')$-*/.! &01%)'1)!(+0(0+)$01!H'40,)!OS!(*+!&*1)I!03!'//!$1G,+$*%!$1!+'$/6'.!'&&$;*1)%!$1!?1;$':!

!

Table 2.3: Significance of and trend in level crossing injuries in India

Year Total injuries in railway accidents (No.)

Injuries in level crossing accidents (No.)

Level crossinginjury %

TQWWMWQ! YVN! TVP! TW:O!TQWQMQS! QQO! TQO! TQ:P!TQQSMQT! WWW! TYR! TQ:Y!TQQTMQO! WQN! VSO! VV:Y!TQQOMQV! QSW! OOO! OP:P!TQQVMQP! QSN! VTO! VP:P!TQQPMQR! NYN! TRQ! OV:R!TQQRMQN! QVP! TQT! OS:P!TQQNMQY! NTS! ONP! PV:V!TQQYMQW! QYY! TYQ! TW:V!


(d) Accident, Fatality and Injury Rates

?1! &05501!6$)#! '//! ).(*%! 03! +'$/6'.! '&&$;*1)%>! '&&$;*1)%! ')! /*-*/! &+0%%$12%!'1;!)#*!;*')#%!'1;!$1G,+$*%!)#*.!&',%*!&'1!4*!*X(+*%%*;!$1!)*+5%!03!'!+')*!(*+!,1$)!03!+'$/6'.!)+'33$&:!!"#*!+'$/6'.!)+'33$&!,1$)!50%)!&05501/.!,%*;!30+!)#$%!(,+(0%*!$%!)#*!)+'$1! K$/05*)+*! H*X(+*%%*;! $1! )*+5%! 03! 5$//$01! )+'$1! K$/05*)+*%! 01! '! %.%)*586$;*!4'%$%I:! !"#$%!,1$)! $%!'/%0!'!5*'%,+*!03! risk exposure! 30+!50)0+! -*#$&/*%!,%$12! /*-*/!&+0%%$12%:!

!A$2,+*!O:O!%#06%!)#*!/*-*/!&+0%%$12!'&&$;*1)>!3')'/$).!'1;!$1G,+.!+')*%!30+!?1;$'!

;,+$12! )#*! ('%)! ;*&';*:! ! "#*%*! $1;$&')*! %)'4$/$).! $1! )#*! '&&$;*1)! '1;! $1G,+.! +')*%!

! N!!

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

!!

Figure 2.2: Level crossing accident, fatality and injury rates in India !

S : S S

S : T S

S : O S

S : V S

S : P S

S : R S

S : N S

Ra

te (

nu

mb

er)

pe

r m

illi

on

tra

in

] : _ : ! ?1 G , +. ! @ ' ) *

] : _ : ! 7 & & $; * 1 ) ! @ ' ) *

] : _ : ! A ' ) ' / $ ) . ! @ ' ) *

] : _ : ! ?1 G , +. ! @ ' ) * S : O O S : O Y S : O W S : R S S : V P S : P W S : O P S : O W S : P S S : O W

] : _ : ! 7 & & $; * 1 ) ! @ ' ) * S : S Q S : S N S : S N S : S W S : T T S : T T S : T T S : T S S : T S S : T S

] : _ : ! A ' ) ' / $ ) . ! @ ' ) * S : S Q S : S Y S : T O S : T Y S : T W S : O N S : O W S : O S S : V V S : O T

T Q W W M W Q T Q W Q M Q S T Q Q S M Q T T Q Q T M Q O T Q Q O M Q V T Q Q V M Q P T Q Q P M Q R T Q Q R M Q N T Q Q N M Q Y T Q Q Y M Q W

Source: Indian Railways Country Paper:!!

2.2.3 Level crossing characteristics and effectiveness

(a) General characteristics

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

!

! Y!!

Table 2.4: Level crossings on the Indian Railways network, by type!!Class of L.C. Type of L.C. No on system Brief description

[(*&$'/! OQN! F'1,'//.!&01)+0//*;!3,//!6$;)#!/$3)$12!4'++$*+:!7//!&+0%%$12%! $1! &')*20+.! '+*! %$21'//*;:! @0';!+*2,/'+/.! 0(*1:!_'++$*%! +0';!03!5$1$5,5!Y:R!5*)+*!6$;)#:!

7! T>PSN! F'1,'//.! &01)+0//*;! 3,//! 6$;)#! /$3)$12! 4'++$*+:!!7//!&+0%%$12%! $1!&')*20+.!'+*!%$21'//*;:!@0';!+*2,/'+/.! 0(*1:!_'++$*%! +0';!03!5$1$5,5!R:R!5*)+*!6$;)#:!

=! V>WRW! F'1,'//.! &01)+0//*;! 3,//! 6$;)#! /$3)$12! 4'++$*+M!5*&#'1$&'/! 3,//!6$;)#! %6$12$12!4'++$*+:! T>QTW!&+0%%$12%! $1! &')*20+.! HRSÌ! '+*! %$21'//*;:!@0';!+*2,/'+/.!&/0%*;:!

_! TS>RSQ! F'1,'//.! &01)+0//*;! 3,//! 6$;)#! /$3)$12! 4'++$*+M!5*&#'1$&'/! 3,//!6$;)#! %6$12$12!4'++$*+:! T>WYQ!&+0%%$12%! $1! &')*20+.! HTWÌ! '+*! %$21'//*;:!@0';!+*2,/'+/.!&/0%*;:!

_'1'/! NV! F*&#'1$&'/! 3,//! 6$;)#! %6$12$12! 4'++$*+:! @0';!+*2,/'+/.!&/0%*;:!

Manned

Sub-total,manned

16,132 !

OS! \'+1$12! %$21'/:! U(*1! &+0%%$12! 6$)#0,)!4'++$*+:!

_!!

OS>RSW! U(*1!&+0%%$12!6$)#0,)!4'++$*+:!_'1'/! QPW! U(*1!&+0%%$12!6$)#0,)!4'++$*+:!D! O>WVY! U(*1!&+0%%$12!6$)#0,)!4'++$*+!'1;!6$)#0,)!

&#*&K!+'$/%!H&'))/*!&+0%%$12I:!

Unmanned

Sub-total,unmanned

24,313 !

Total 40,445 !


![(*&$'/>!_/'%%!7!'1;!_/'%%!=!/*-*/!&+0%%$12%!*%%*1)$'//.!#'-*!)#*!%'5*!).(*!

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a%!(*+%(*&)$-*!*'&#! $1)*+/0&K*;!/*-*/!&+0%%$12! $%!(+0)*&)*;!4.!'!bc')*![)0(d!%$21'/!6$)#!'!4/'&K!bcd!01!'!.*//06!;$%&:!!\#*1!'!/*-*/!&+0%%$12!4*&05*%!04%)+,&)*;>!)#*!2')*K**(*+! $%!+*E,$+*;!)0!(+0)*&)!)#*!2')*!6$)#!;*)01')0+!%$21'/%:!!7!(+04/*5! 6#$&#! *X$%)%! )#+0,2#0,)! )#*! ?@! %.%)*5! $%! )#')! ;*)01')0+%! H6#$&#! #'-*! '!/$3*%('1!03!TS!.*'+%I!'+*!03)*1!/$3*8*X($+*;!'1;!,1%*+-$&*'4/*:!

!7)! 1018$1)*+/0&K*;>! 4,)! 5'11*;>! /*-*/! &+0%%$12%! 6'+1$12! 03! )#*! $5(*1;$12!

'++$-'/!03!'!)+'$1!$%!(+0-$;*;!4.!)*/*(#01*!)0!)#*!&+0%%$12!K**(*+!4.!)#*!%)')$01!5'%)*+!03!)#*!1*'+*%)!%)')$01:!!"#*!&+0%%$12!K**(*+!6$//!)#*1!*X&#'12*!'!(+$-')*!1,54*+!6$)#!

! W!!

)#*! %)')$01! 5'%)*+! )0! $1;$&')*! )#')! #*! #'%! &/0%*;! )#*! 4'++$*+! '1;! )#')! )#*! %)')$01!5'%)*+!5'.!106!;$%(')&#!)#*!)+'$1:!

!_'1'/! &+0%%$12%! '+*! /*-*/! &+0%%$12%! (+0-$;*;! '&+0%%! &'1'/! %*+-$&*! +0';%>!

,%*;!4.! ?++$2')$01!7,)#0+$)$*%! 30+! $1%(*&)$01!'1;!5'$1)*1'1&*!03!&'1'/%:! !"#*!2')*%!'&+0%%!)#*%*!%*+-$&*!+0';%!'+*!0(*+')*;!'1;!/0&K*;!4.!?++$2')$01!7,)#0+$)$*%!6#0!'/%0!K**(!)#*!K*.%:!!

[$21$3$&'1)! 3*'),+*%! 03! )#*! /*-*/! &+0%%$12! $1-*1)0+.! ;')'! (+0-$;*;! $1! )#*!_0,1)+.!9'(*+!30+!?1;$'!'+*!)#')!)#*!*X$%)*1&*!03!b,1033$&$'/d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e,+0(*! 6#*+*! 4.! 3'+! )#*! 2+*')! 5'G0+$).! 03! '&&$;*1)%!0&&,+!')!/*-*/!&+0%%$12%!*E,$((*;!6$)#!',)05')$&!4'++$*+!(+0)*&)$01!H%**!_#'()*+!VI:!!

7%!5'.!4*!04%*+-*;!$1!"'4/*!O:R>! ?@!%'3*).!%)')$%)$&%! $1;$&')*!)#')!#'/3!03!'//!'&&$;*1)%!')!5'11*;!/*-*/!&+0%%$12%!6*+*!&',%*;!4.!b0(*1!0+! $5(+0(*+/.!&/0%*;!0+!%*&,+*;! 2')*%d:! ! "#*! 0)#*+! 5'$1! 3'&)0+%! &01)+$4,)$12! )0! )#*%*! '&&$;*1)%! 6*+*!1*2/$2*1&*>! $++*%(01%$4$/$).!0+! $1&'('&$).!01! )#*!('+)!03!50)0+!-*#$&/*!;+$-*+%:! ! ?1!'1!*330+)! )0! (+*-*1)! '&&$;*1)%! &',%*;! 4.! )#$%! 3'&)0+>! ?@! #'%! ';0()*;! '! (/'1! )0! *E,$(!T>SNV!/*-*/!&+0%%$12%!6$)#!+*/'.!$1)*+/0&K$12%!4*)6**1!106!'1;!)#*!.*'+!OSSV:!

Table 2.5: Causes of accidents at manned level crossings,1993-94 to 1997-98

C0!! _',%*%! QV8QP! QP8QR! QR8QN! QN8QY! QY8QW! "0)'/!T! D,*!)0!0(*1!0+!$5(+0(*+/.!&/0%*;!0+!

%*&,+*;!2')*%:!W! W! TT! Q! Y! PV!

O! @0';!-*#$&/*%!&05$12!0-*+!)#*!/*-*/!&+0%%$12%!6#*+*!4'++$*+%!01!)#*!0)#*+!%$;*!#';!4**1!&/0%*;:!!

O! T! S! O! S! R!

V! @0';!-*#$&/*%!&+'%#$12!$1)0!)#*!/$3)$12!0+!%6$12!).(*!2')*%!0+!4+*'K$12!)#*!/0&K!'1;!0(*1$12!$):!

T! P! R! R! P! TQ!

P! @0';!-*#$&/*%!4+*'K$12!0+!0(*1$12!)#*!&#'$1%!')!/*-*/!&+0%%$12%!&/0%*;!4.!&#'$1%:!!

S! T! S! S! T! O!

R! @0';!-*#$&/*%!/*3)!')!/*-*/!&+0%%$12%!0+!$13+$12$12!)+'&K:!

S! S! S! S! S! S!

N! D$%+*2'+;!03!%$21'/%!4.!;+$-*+%:! O! P! S! O! P! TO!Y! C018$%%,*!03!&',)$01!0+;*+!)0!;+$-*+!6#*1!

2')*!)*/*(#01*!$%!0,)!03!0+;*+:!!S! S! S! S! S! S!

W! U)#*+!_',%*%:!! S! O! S! V! S! R!"0)'/! ! TV! OS! TN! OT! TN! WN!


710)#*+!,1$E,*!3*'),+*!03! /*-*/!&+0%%$12%!01!)#*!?@!%.%)*5!$%! )#')!1*'+/.!QS!(*+!&*1)!03!'//!(+0)*&)*;!H$:*:!5'11*;I!/*-*/!&+0%%$12%>!&05(+$%$12!)#0%*!$1!_/'%%*%!=!'1;!_>!'+*!10+5'//.!&/0%*;!'2'$1%)!+0';!)+'33$&!J!)#')!$%>!)#*!4'++$*+%!'+*!01/.!0(*1*;!6#*1!)#*+*!$%!'!%$21$3$&'1)!4,$/;8,(!03!+0';!)+'33$&!'1;!'+*!)#*1!&/0%*;!'2'$1!6#*1!)#*!+0';! )+'33$&! 4,$/;8,(! $%! &/*'+*;:! ! "#$%! (+0&*;,+*! $%! +'+*/.! '((/$*;! $1! 0)#*+! &0,1)+$*%!

!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!T!Report of the Railway Safety Review Committee 1998, C*6!D*/#$>!7,2,%)!TQQQ:!

! Q!!

'1;!5'.! '/%0! ('+)/.! %*+-*! )0! *X(/'$1! )#*! +*/')$-*/.! 200;! %'3*).! (*+30+5'1&*! 03! ?@!/*-*/!&+0%%$12%:!!

!7!1*2')$-*!3*'),+*!03!/*-*/!&+0%%$12!0(*+')$12!(+0&*;,+*%!01!)#*!?@!%.%)*5!$%!

)#')!4'++$*+!&/0%,+*!)$5*!01!%05*!/*-*/!&+0%%$12%!$%!,1,%,'//.!/012:!!71!$1%(*&)$01!03!/*-*/!&+0%%$12%!$1!)#*!72+'!'+*'!;,+$12!)#*!e[_79!5$%%$01!)0!?1;$'!$1!U&)04*+!TQQQ!+*-*'/*;! )#')! ')! 01*! b_/'%%! 7d! /*-*/! &+0%%$12! )#*!5'X$5,5! )$5*! 03! &/0%,+*! 03! )#*!&+0%%$12!4'++$*+%!6'%!W!5$1,)*%>!6$)#!'1!'-*+'2*!03!R!5$1,)*%:!![,&#!&/0%,+*!)$5*%!'+*!5,&#! /012*+! )#'1! )#0%*!6#$&#!60,/;! 10+5'//.! 4*! )0/*+')*;! 4.! +0';! ,%*+%! '1;!&0,/;! 6*//! +*%,/)! $1! 4'++$*+! 4+*'K)#+0,2#%! 4.! 50)0+! -*#$&/*%! '1;! (*;*%)+$'1%:!!eX&*%%$-*/.!/012!4'++$*+!&/0%,+*!)$5*%!)*1;!)0!4*!'!3*'),+*!03!)#*!74%0/,)*!=/0&K$12!'1;! "'4/*)! %.%)*5%! 03! %'3*! 60+K$12! $1! )#')! )#*%*! %.%)*5%! +*E,$+*! 4'++$*+%! )0! 4*!&/0%*;!$55*;$')*/.!'3)*+!'!)+'$1a%!;*('+),+*!3+05!'!1*$2#40,+$12!%)')$01:!!=.!&01)+'%)>!).($&'/!4'++$*+!&/0%,+*!)$5*%!*1&0,1)*+*;!')!5'$1/$1*!/*-*/!&+0%%$12%!$1!"#'$/'1;!'1;!$1!B$*)!C'5!6*+*!01/.!03!)#*!0+;*+!03!O!5$1,)*%:!

!"#*!(0/$&.! 03! )#*! ?1;$'1!@'$/6'.%! )0! +*(/'&*!74%0/,)*!=/0&K!6$)#!7,)05')$&!

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

(b) Characteristics by zonal railway!

"#*! -'%)1*%%! 03! )#*! &0,1)+.! '1;! $)%! +'$/6'.! 1*)60+K! #'%! 5';*! +*2$01'/!',)0105.!$1!)#*!5'1'2*5*1)!03!)#$%!1*)60+K!*%%*1)$'/:!!_01%*E,*1)/.>!)#*!1*)60+K!$%! ;$-$;*;! $1)0! 1$1*! 0(*+')$12! +*2$01%! 0+! ^01*%>! *'&#! 01*! #'-$12! &05(/*)*! &01)+0/!0-*+! '//! '%(*&)%! 03! +'$/6'.! 0(*+')$01%! 01! $)%! )*++$)0+.>! $1&/,;$12! %'3*).:! ! "#*!&#'+'&)*+$%)$&%!'1;!*33*&)$-*1*%%!03!)#*!/*-*/!&+0%%$12!%.%)*5%!$1!0(*+')$01!01!*'&#!^01'/!+'$/6'.!5'.!4*!2',2*;!3+05!"'4/*!O:N!4*/06:!!

?)! 5'.! 4*! 04%*+-*;! 3+05! )#$%! )'4/*! )#')! '&&$;*1)! 0&&,++*1&*%! '+*! 5,&#!2+*')*+!01! )#*![0,)#*+1!@'$/6'.! )#'1!01!'1.!0)#*+!^01'/! +'$/6'.>!.*)! )#*![0,)#*+1!@'$/6'.! $%!10)!%$21$3$&'1)/.!;$%';-'1)'2*;! $1! )*+5%!03!#'-$12!'!#$2#*+!(+0(0+)$01!03!,15'11*;! /*-*/! &+0%%$12%!0+!'! /06*+!(+0(0+)$01!03! $1)*+/0&K*;! /*-*/! &+0%%$12%! )#'1!'1.!0)#*+!^01'/! +'$/6'.:! !"#*!*X(/'1')$01!03! )#$%!;$33*+*1&*!5$2#)! /$*! $1! )#*!-0/,5*!'1;!&05(0%$)$01!03!)#*!)+'33$&!&'++$*;!01!)#$%!+'$/6'.:!!

! TS!!

!Table 2.6: Level crossing characteristics and performance, by zonal railway

!f01'/!@'$/6'.! C0!03!

]*-*/!_+0%%$12%!

9+0(0+)$01!03!?1)*+/0&K*;!]*-*/!_+0%%$12%!!!!!!!!!!HÌ!

C0:!03!,15'11*;!]*-*/!_+0%%$12%!

9+0(0+)$01!03!,15'11*;!]*-*/!_+0%%$12%!!!!!!!!HÌ!

7&&$;*1)%!')!]*-*/!_+0%%$12%!

7&&$;*1)%!')!]:_:M!TSSS!]:_:!

7&&$;*1)%!')!]:_:MTSSS!,15'11*;!]:_:!

_*1)+'/!@:! V>TOR! TQ! T>OQP! PT! TW! R:YN! TV:QP!e'%)*+1!@:! O>ONP! OO! QWY! PV! TS! V:SN! TS:TV!C0+)#*+1!@:!! N>YPW! TW! V>RTY! RO! YR! TT:TT! OT:VO!C0+)#!e'%)*+1!@:! P>SVW! !!Y! O>RWR! NP! PO! TS:PS! TN:OP!C0+)#*'%)!A+01)$*+!@:! T>QPV! TV! T>OPY! NP! TT! R:NN! W:WO![0,)#*+1!@:! P>PWP! TQ! O>OQS! RT! YV! TN:OW! VT:WW![0,)#!_*1)+'/!@:! !V>PPV! TY! T>QPY! RY! PO! TO:OS! OT:RY![0,)#!e'%)*+1!@:! P>VVW! TP! V>VQP! YW! OR! R:YN! Y:VY!\*%)*+1!@:! !Y>SQW! TS! P>TOW! RW! PQ! N:QS! TT:WY!"0)'/! VY>PWTg! TR! OS>VWQ! RP! VPR! Q:OS! TN:QO!!!

Source: Indian Railways Country Paper.* Note that this total does not include cattle crossings (unlike the total shown in Table 2.4).!

!2.2.4 Administration of railway safety regulations: role of the CRS

"#*! ?1;$'1!@'$/6'.%!7&)!'%%$21%! +*%(01%$4$/$).! 30+!'1.!'&&$;*1)!0&&,++$12!')!,15'11*;!/*-*/!&+0%%$12%!)0!)#*!+0';!,%*+:!!"#$%!$%!'/%0!'%!(*+!)#*!(+0-$%$01%!03!)#*!F0)0+! B*#$&/*! 7&)%! $%%,*;! 4.! )#*! [)')*! c0-*+15*1)%:! ! ?@! #'%! )+';$)$01'//.! 10)!&01%$;*+*;!'1.!3,1;'5*1)'/!(0/$&.!&#'12*%!6$)#!+*2'+;!)0!,15'11*;!/*-*/!&+0%%$12%!6#*+*!)#*!;*1%$).!03!)+'33$&!#'%!4**1!/06:!!"60!03!)#*!#$2#!/*-*/!@'$/!7&&$;*1)%!?1E,$+.!_055$))**%>!1'5*/.>! )#*!h,1^+,!_055$))**!'1;!\'1&#00!_055$))**>!#'-*! $1! )#*!.*'+%! TQNO! '1;! TQNW! +*%(*&)$-*/.>! 10)! +*&055*1;*;! '1.! 3,1;'5*1)'/! (0/$&.!&#'12*%!'1;!#'-*!'/%0!10)!+*&055*1;*;!)#')!?@!)'K*%!0-*+!+*%(01%$4$/$).:!

!Z06*-*+>!'!%.%)*5!30+!$1;*(*1;*1)!$1-*%)$2')$01!03!+'$/6'.!'&&$;*1)!#'%!4**1!

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!?1! *%%*1&*>! )#*! 3,1&)$01%! 03! )#*! _@[! '+*! %$5$/'+! )0! )#0%*! 03! )#*! @'$/6'.!

?1%(*&)0+')*! 03! )#*!Z*'/)#! '1;!['3*).!eX*&,)$-*! $1! )#*!i1$)*;!h$12;05! $1! )#')! )#*!(0%)! (+0-$;*%! '1! $1;*(*1;*1)! %0,+&*! 03! $1E,$+.! '1;! ';-$&*! &01&*+1$12! '//! +'$/6'.!%'3*).!5'))*+%:!"#*!_@[!#'%!)#+**!5'$1!3,1&)$01%>!1'5*/.<!

!H$I! $1%(*&)$01!'1;!0(*+')$01'/!&*+)$3$&')$01!03!1*6!+'$/6'.!/$1*%L!H$$I! 0(*+')$01'/!&*+)$3$&')$01!03!'//!1*6!50)$-*!(06*+!'1;!+0//$12!%)0&KL!'1;!H$$$I! &01;,&)!03!$1E,$+$*%!$1)0!+'$/6'.!'&&$;*1)%:!

!"#*! /'%)! 03! )#*%*! 3,1&)$01%! &05(+$%*%! QS! (*+! &*1)! 03! )#*! 60+K/0';! 03! )#*!

_@[a%:! ?1! 2*1*+'/>! )#*! _@[! 6$//! $1-*%)$2')*! '1! '&&$;*1)! $3! $)! $1-0/-*%! 3')'/$)$*%>!(+0(*+).!;'5'2*!2+*')*+!)#'1!O:R!5$//$01!+,(**%!H0+!'((+0X$5')*/.!i[j!RY>SSSI>!0+!$3!)#*! $1)*++,()$01! )0! )+'33$&! $%! /012*+! )#'1! OP! #0,+%:! "#*! ;*&$%$01! '%! )0! 6#*)#*+! )0!&01;,&)! '1! $1E,$+.! +*%)%! 6$)#! )#*! _@[! 6#0! 5'.! ;*&$;*! )0! ;*/*2')*! '1! $1E,$+.! )0!

! TT!!

+'$/6'.!033$&*+%:! ?3! '! G,;$&$'/! $1E,$+.! $%! %,4%*E,*1)/.! 0+;*+*;>! )#*!_@[! $%! 04/$2*;! )0!%,%(*1;!#$%!061!$1E,$+.:!

!\#$/*!)#*!_@[!#'%!)#*!(06*+!)0!&01;,&)!'1!$1E,$+.>!)0!6+$)*!'!+*(0+)!'1;!)0!

5'K*! +*&055*1;')$01%! 01! *'&#! '&&$;*1)! $1-*%)$2')*;>! )#*! *X*&,)$-*! ',)#0+$).! 30+!%'3*).! +*2,/')$01! +*%$;*%!6$)#! )#*! 0(*+')$01'/!5'1'2*5*1)%! 03! *'&#! ^01'/! +'$/6'.:!"#,%>! )#*%*!5'1'2*5*1)%!5'.!;*&$;*! )0!'&&*()! )#*!+*&055*1;')$01%!03! )#*!_@[!*$)#*+!$1!3,//!0+!$1!('+)>!0+!'/)*+1')$-*/.!)0!+*G*&)!)#*5!&05(/*)*/.:!?1!(+'&)$&*>!#06*-*+>!)#*!_@[!60+K%!&/0%*/.!6$)#!)#*!eX*&,)$-*!D$+*&)0+!['3*).!')!)#*!/*-*/!03!)#*!@'$/6'.!=0'+;!'1;!6$)#!_#$*3!['3*).!U33$&*+%!')!)#*!/*-*/!03!)#*!^01'/!+'$/6'.%:!!

!D$%&,%%$01%!6$)#!)#*!_@[!'))'&#*;!)0!)#*!C0+)#*+1!@'$/6'.!$1;$&')*;!)#')!)#*!

+0/*! 03! )#*! _@[! #'%! 4**1! *33*&)$-*! $1! $;*1)$3.$12! '! 1,54*+! 03! (+04/*5%! +*/')*;!%(*&$3$&'//.!)0!/*-*/!&+0%%$12!%'3*).:!"#*%*!$1&/,;*<!

!H$I! '! /'&K! 03! $130+5')$01! $1! 033$&$'/! %'3*).! %)')$%)$&%! '40,)! '&&$;*1)%!

$1-0/-$12! (*;*%)+$'1%>! ')! /*-*/! &+0%%$12%! 0+! */%*6#*+*! H$)! 6'%!*%)$5')*;!)#')!$1!)#*!C0+)#*+1!@'$/6'.!)#*%*!'50,1)*;!)0!'40,)!R8TS!(*+!;'.IL!

!H$$I! (00+! 5'$1)*1'1&*! 4.! )#*! +'$/6'.%! 03! )#*! +0';! '((+0'&#*%! )0! /*-*/!

&+0%%$12%! &'++$*%! 6$)#! $)! )#*! +$%K! 03! -*#$&/*%! 4*$12! 2+0,1;*;! 01!&+0%%$12%! '1;! %,4%*E,*1)/.! 4*$12! %)+,&K! 4.! )+'$1%! H%,&#! '&&$;*1)%!6*+*!&01%$;*+*;!)0!4*!-*+.!3+*E,*1)!01!)#*!C0+)#*+1!@'$/6'.IL!

!H$$$I! )#*! $1';*E,'&.! 03! 5'1,'//.! 0(*+')*;! %6$12! 2')*%! 01! ;0,4/*! )+'&K!

/$1*%!H;,*!)0!)#*!)$5*!)'K*1!)0!&/0%*!)#*%*!2')*%!+0';!,%*+%!&'1!*1)*+!)#*!&+0%%$12!3+05!)#*!b0(*1!%$;*d!'1;!+$%K!4*$12!&',2#)!$1!)#*!5$;;/*IL!'1;!

!H$-I! (00+! )+'$1$12! '1;! /'&K! 03! (+03*%%$01'/! &05(*)*1&*! '5012! /*-*/!

&+0%%$12! %)'33! H)#*! _@[a%! #'-*! 4**1! '&)$-*! $1! (+050)$12! )#*!+*&021$)$01! 03! &+0%%$12! K**(*+%! '%! '1! 0&&,(')$01'/! 2+';*! 6$)#! '!&'+**+!(')#!'1;!'!(+0(*+!)+'$1$12!%.//'4,%I:!

!!

2.2.5 Level crossing system evaluation techniques

![.%)*5')$&!*-'/,')$01!03!/*-*/!&+0%%$12!%'3*).!(*+30+5'1&*!'1;!03!G,%)$3$&')$01!

30+!,(2+';*;!&+0%%$12!(+0)*&)$01! $%!&'++$*;!0,)!4.! )#*! ?1;$'1!@'$/6'.%:! ! ?1!2*1*+'/>!)#*! "+'$1! B*#$&/*! i1$)! H"BiI! $%! ,%*;! '%! )#*! &+$)*+$01! 30+! $;*1)$3.$12! 6#$&#! /*-*/!&+0%%$12%!6$//!#'-*!(+$0+$).!30+!,(2+';$12:!!"#*!"Bi!'%!$)!$%!K1061!$1!?1;$'!$%!$;*1)$&'/!)0! )#*!"+'33$&!F05*1)! H"FI! $1;$&')0+%!'%!'((/$*;! $1!0)#*+!&0,1)+$*%! $1! )#')! $)! +*%,/)%!3+05!)#*!5,/)$(/$&')$01!03!)#*!;'$/.!+0';!)+'33$&!-0/,5*!')!'!/*-*/!&+0%%$12!4.!)#*!;'$/.!1,54*+!03!)+'$1%!('%%$12!)#+0,2#!)#')!&+0%%$12:!!"#*!"Bi!&+$)*+$'!'((/$*;!$1!?1;$'!'+*!'%!%#061!$1!"'4/*!O:Y:!

! TO!!

Table 2.7: TVU criteria for level crossing type!Item Daily traffic density/ traffic movement Type of crossing indicatedT! "Bi!!!N>SSS! i15'11*;!/*-*/!&+0%%$12!O! N>SSS!k!"Bi!l!TS>SSS! 7//!,15'11*;!/*-*/!&+0%%$12%!)0!4*!

5'11*;!01!(+02+'55*;!4'%$%!V! TS>SSS!k!"Bi!l!TSS>SSS! F'11*;!/*-*/!&+0%%$12%!!P! "Bi!"!TSS>SSS! @0';!3/.0-*+!M!0-*+('%%!

Source: Indian Railways Country Paper.!!

B$%$4$/$).! $%! '/%0! '! &+$)*+$01! ,%*;! $1! 0+;*+! )0! $;*1)$3.! )#0%*! unmanned H'1;!#*1&*!,1(+0)*&)*;I /*-*/! &+0%%$12%!6#$&#!'+*! )0! 4*!2$-*1!(+$0+$).! 30+!5'11$12:! !7//!,15'11*;!/*-*/!&+0%%$12%!'+*!+*E,$+*;!)0!#'-*!'!&/*'+!-$%$4$/$).!30+!+0';!,%*+%!03!NSS!5*)+*%!'%!04%*+-*;!4.!)#*5!')!R!5*)+*%!3+05!)#*!&*1)+*!03!)#*!+'$/6'.!)+'&K:!!]*-*/!&+0%%$12%! 10)! #'-$12! -$%$4$/$).! )0! +0';M+'$/! )+'33$&! ,(! )0! )#*! (+*%&+$4*;! ;$%)'1&*! '+*!&01%$;*+*;! #'^'+;0,%! '1;! '+*! 5'11*;! 4.! )#*! ?1;$'1! @'$/6'.%! ')! $)%! &0%):! ! "#*!&054$1*;! "Bi! '1;! -$%$4$/$).! &+$)*+$'! ,%*;! )0! *%)'4/$%#! (+$0+$)$*%! 30+! 5'11$12! 03!,1(+0)*&)*;!/*-*/!&+0%%$12%!'+*!%*)!0,)!$1!"'4/*!O:W:!!"#+0,2#0,)!)#*!1*)60+K>!'!)0)'/!03!P>PPQ!/*-*/!&+0%%$12%!#'-*!4**1!$;*1)$3$*;!'%!#'-$12!(+$0+$).!30+!5'11$12:!!

Table 2.8: Criteria for manning of unprotected level crossings!!PriorityCategory!

Description Number onsystem

T! ]*-*/!&+0%%$12%!#'-$12!50+*!)#'1!TS>SSS!"Bi! TOV!O!!

]*-*/!&+0%%$12%!#'-$12!50+*!)#'1!N>SSS!"Bi>!4,)!6#$&#!'+*!#'^'+;0,%!01!'&&0,1)!03!+*%)+$&)*;!-$%$4$/$).!

!RY!

V!!

]*-*/!&+0%%$12%!6#*+*!)+'33$&!;*1%$).!$%!/*%%!)#'1!N>SSS!"Bi!4,)!6#*+*!4,%*%!'1;!0)#*+!50)0+!-*#$&/*%!(/.!+*2,/'+/.:!

!RQT!

P!!

]*-*/!&+0%%$12%!6$)#!"Bi!/*%%!)#'1!N>SSS!'1;!+*%)+$&)*;!-$%$4$/$).>!4,)!6#*+*!50)0+!-*#$&/*%!;0!10)!(/.!

!O>RVY!

R!!

]*-*/!&+0%%$12%!6#*+*!-$%$4$/$).!$%!';*E,')*!4,)!)+'33$&!;*1%$).!*X&**;%!N>SSS!"Bi!

!T>TPT!

"0)'/! P>PPQ!


!710)#*+!&+$)*+$01!,%*;!)0!*%)'4/$%#!(+$0+$)$*%!30+!5'11$12!03!,1(+0)*&)*;!/*-*/!

&+0%%$12%!$%!)#*!+*/')$-*!$5(0+)'1&*!03!)#*!+'$/6'.!/$1*!$1!)*+5%!03!)+'33$&!;*1%$).!'1;!5'X$5,5! )+'$1! %(**;%:! ! [*-*1! &/'%%$3$&')$01%! #'-*! 4**1! ;*-$%*;!6$)#! ;*%&*1;$12!5'11$12!(+$0+$)$*%>!3+05!c+0,(!7!)0!c+0,(!e!'%!%#061!$1!"'4/*!O:Q:!

! TV!!

!Table 2.9: Measures of the importance of railway lines used to establish

level crossing manning priorities!!c+0,(!7! [(**;%!03!,(!)0!TNSK5M#!c+0,(!=! [(**;%!03!,(!)0!TVSK5M#!c+0,(!_! [,4,+4'1!%.%)*5%!$1!=054'.!'1;!_'/&,))'!!c+0,(!D8[(*&$'/!!

"+'33$&!;*1%$).!$%!-*+.!#$2#!0+!/$K*/.!)0!2+06!%,4%)'1)$'//.!$1!3,),+*!'1;!)#*!%'1&)$01*;!%(**;!$%!TSSK5M#!')!(+*%*1)!

c+0,(!D! [(**;!$%!TSSK5M#!')!(+*%*1)!!c+0,(!e8[(*&$'/!!

"+'33$&!;*1%$).!$%!-*+.!#$2#!0+!/$K*/.!)0!2+06!%,4%)'1)$'//.!$1!!3,),+*!'1;!(+*%*1)!%'1&)$01*;!%(**;!$%!/*%%!)#'1!TSSK5M#!!

c+0,(!e!!

[*&)$01%!'1;!4+'1&#!/$1*%!6$)#!'!(+*%*1)!%'1&)$01*;!%(**;!03!/*%%!)#'1!TSS!K5M#:!

!Source: Indian Railways Country Paper.

!2.2.6 Level crossing safety initiatives

(a) Manning of unprotected level crossings

"#*! &,++*1)! 3$-*8.*'+! (/'1! H&0-*+$12! )#*! (*+$0;! TQQQMOSSS! )0! OSSVMOSSPI!(+0-$;*%! 30+! )#*! (+02+*%%$-*! &01-*+%$01! 03! ,15'11*;M,1(+0)*&)*;! &+0%%$12%! )0!5'11*;M(+0)*&)*;!%)'),%:!!D*(*1;$12!,(01!)#*!'%%$21*;!&')*20+.!03!*'&#!&+0%%$12>!)#$%!6$//! $1-0/-*! $1%)'//')$01! 03!6'+1$12! %$21%! 0+! /$2#)%! '1;!4005!4'++$*+%! 03! -'+$0,%!).(*%! '%! 6*//! '%! &01%)+,&)$01! 03! '! &+0%%$12! '))*1;'1)a%! 60+K%)')$01! ')! (+$0+$)$%*;!/0&')$01%:!!D*)'$/%!03!)#$%!(+02+'55*!'+*!2$-*1!$1!"'4/*!O:TS:!

!!

Table 2.10: Annual plan of level crossing conversion to manned status

m*'+! C0!03!/*-*/!&+0%%$12%!(+0(0%*;!30+!5'11$12!

@0,)*!c+0,(! 9+$0+$).!_')*20+.!

TQQQnOSSS! VQT! 7>!=o_! ?n?B!OSSSnOSST! T>SSS! D8[(*&$'/! ?n?B!OSSTnOSSO! QRS! e8[(/>!Doe! ?n?B!OSSOnOSSV! QNY! e! ?nB!OSSVnOSSP! T>TPT! 7>!=>!_>!!D8[(/>D>!e8[(/>!e! B!

"0)'/! P>PPQ! ! !

Source: Indian Railways Country Paper.!!

(b) Other level crossing upgrading measures

?1!';;$)$01!)0!&01-*+%$01!03!,1(+0)*&)*;!/*-*/!&+0%%$12%!)0!5'11*;!%)'),%>!)#*!?1;$'1!@'$/6'.%!#'%!'!(/'1!)0!2+';*!%*('+')*!0+!)0!+*/'.!$1)*+/0&K!%05*!03!)#*!50+*!;*1%*/.!)+'33$&K*;!&+0%%$12%!01!$)%!1*)60+K:!!

!D,+$12! )#*! &,++*1)! 3$-*8.*'+! (/'1! HTQQQMOSSS8OSSVMOSSPI>! $)! $%! (+0(0%*;! )0!

$1)*+/0&K! '! )0)'/! 03! T>SNV! /*-*/! &+0%%$12%>! 6#$/*! +0';! ,1;*+! 0+! 0-*+8('%%*%! '+*!&,++*1)/.! ,1;*+! &01%)+,&)$01! ')! VVQ! /0&')$01%! )#+0,2#0,)! ?1;$':! ! U6$12! )0! )#*! #$2#!&0%)! 03! )#*%*! $1$)$')$-*%! '1;! H$1! )#*! &'%*! 03! 2+';*! %*('+')$01I! )0! )#*! 1*&*%%$).! 03!

! TP!!

%#'+$12!)#*!&0%)!6$)#!+0';!',)#0+$)$*%!'1;M0+!(+$-')*!;*-*/0(*+%>!(+02+*%%!#'%!4**1!%/06:!

!

(c) Road user education

"#*!?1;$'1!@'$/6'.%!#'%!01/.!'!-*+.!%5'//!4,;2*)!30+!+0';!,%*+!*;,&')$01!4,)!;0*%!5'K*!,%*!03! )#*!5'%%!5*;$'! H5'$1/.! )*/*-$%$01!'1;!1*6%('(*+%I! )0!(+050)*!(,4/$&!'6'+*1*%%!03!)#*!1**;!30+!&',)$01!6#*1!,%$12!/*-*/!&+0%%$12%:!!U1*!*33*&)$-*!5*'1%!03!;$%%*5$1')$12!)#$%!5*%%'2*!$%!)#*!,%*!03!10)$&*!40'+;%!$1!punjayat!H0+!/0&'/!-$//'2*I! 033$&*%! )0! ;$%(/'.! %'3*).! (0%)*+%:! [$1&*! +*%$;*1)%! 03! +,+'/! '+*'%! )*1;! )0!+*2,/'+/.! -$%$)! )#*$+!punjayat! 033$&*%>! )#$%! $1$)$')$-*!#'%! )#*!(0)*1)$'/! )0! +*'&#!'!6$;*!%*&)$01!03! )#*!&055,1$).:! !U1*!%,&#!(0%)*+!,%*;! )0!(+050)*!&',)$01!4.! )#*!(,4/$&!6#*1!,%$12!/*-*/!&+0%%$12!$%!%#061!#*+*'3)*+:!

!!

! TR!!

2.2.7 Level crossing safety impediments

7('+)! 3+05!'! /'&K!03! ';*E,')*! &'($)'/! 3,1;%! )0!,(2+';*! /*-*/! &+0%%$12%>! )#*!5'$1! 3'&)0+%! &01%$;*+*;! )0! 4*! 60+K$12! '2'$1%)! '1! $5(+0-*5*1)! $1! /*-*/! &+0%%$12!%'3*).!$1!?1;$'!'+*<!

!H$I! the lack of priority!2$-*1!4.!+0';!',)#0+$)$*%!)0!$5(+0-$12!/*-*/!&+0%%$12!

%'3*).! H10! ;0,4)! *X(/'$1*;! 4.! )#*! 3'&)! )#')! /*-*/! &+0%%$12! '&&$;*1)%!+*(+*%*1)! '1! $1%$21$3$&'1)! (+0(0+)$01! 03! '//! +0';! )+'33$&! '&&$;*1)%! $1!?1;$'IL!

!H$$I! )#*! lack of funding! priority! $1! )#*! ?1;$'1! @'$/6'.%! 4,;2*)! 30+! /*-*/!

&+0%%$12!$5(+0-*5*1)M,(2+';$12!H,1/$K*!)#*!%$),')$01!6#$&#!'((/$*%!$1!0)#*+!&0,1)+$*%!03!)#*!+*2$01>!/*-*/!&+0%%$12!'&&$;*1)%!'&&0,1)!30+!01/.!'! %5'//! (+0(0+)$01! J! 01/.! TR! (*+! &*1)! $1! TQQYMQW! J! 03! '//! +'$/6'.!'&&$;*1)%!$1!?1;$'IL!!

!H$$$I! increasing disposable incomes and motorization! $1! ?1;$'>! /*';$12!

('+)$&,/'+/.! )0! '1! $1&+*'%$12! $1&$;*1&*! 03! /*-*/! &+0%%$12! '&&$;*1)%! $1!+,+'/! '+*'%!6#*+*! 2*1*+'/! /*-*/%! 03! *;,&')$01!'1;! %'3*).! '6'+*1*%%!'+*!(00+L!'1;!

!H$-I! )#*! predominance of Absolute Block and Tablet systems of safe

working! 01! )#*! /*%%!;*1%*/.! )+'33$&K*;! +'$/6'.! +0,)*%! $1! ?1;$'!5*'1%!)#')! /*12)#.! ;*/'.%! )0! +0';! )+'33$&! ')! /*-*/! &+0%%$12%! 6$//! (*+%$%)! 30+!%05*! )$5*! $1)0! )#*! 3,),+*>! ';;$12! )0! )#*! (0%%$4$/$).! 03! '1! $1&+*'%$12!$1&$;*1&*!03!4'++$*+!4+*'K)#+0,2#%!')!5'11*;!/*-*/!&+0%%$12%:!

!!

2.3 Level Crossing Safety in the Islamic Republic of Iran

2.3.1 Summary

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

!"#*!+*2$01!6$)#!)#*!2+*')*%)!/*-*/!&+0%%$12!;*1%$).!$%!)#*![#05'/!+*2$01!)0!)#*!

*'%)!03!"*#+'1!6$)#!VWT!+0,)*8K5!'1;!WR!/*-*/!&+0%%$12%>!0+!01*!30+!*-*+.!P:R!+0,)*8K5:!!7)!)#*!0)#*+!*X)+*5*!$%!)#*!p0104*%#'+2!+*2$01!$1!)#*!%0,)#*'%)!03!)#*!&0,1)+.>!6$)#!NWR!+0,)*8K5!'1;!01/.!TP!/*-*/!&+0%%$12%>!0+!01*!30+!*-*+.!PQ!+0,)*8K5:!

!U3! )#*! VPP! 033$&$'/! /*-*/! &+0%%$12%! $1! )#*! 1*)60+K>! OTY! H0+! NV! (*+! &*1)I! '+*!

*E,$((*;!6$)#!+0';!6'+1$12! /$2#)%!'1;!4'++$*+!(+0)*&)$01!'1;!)#*!+*5'$1$12!TOY!HVY!(*+! &*1)I! '+*! %$5(/*! 0(*1! &+0%%$12%! 6$)#! 10! 30+5! 03! +0';! 6'+1$12%! '1;! 4'++$*+!(+0)*&)$01!6#')*-*+:!

!"0!'!/'+2*!*X)*1)!/*-*/!&+0%%$12!%'3*).!$%!'!3,1&)$01!03!)#*!1,54*+!'1;!;*1%$).!

03! /*-*/!&+0%%$12%!01!'!+'$/!%.%)*5:! !"#*!+*/')$-*/.! /06!;*1%$).!03! /*-*/!&+0%%$12%!01!)#*! +'$/6'.! %.%)*5!03! )#*! ?%/'5$&!@*(,4/$&! 03! ?+'1! $%! +*3/*&)*;! $1! %5'//! 1,54*+%! 03!'&&$;*1)%>!3')'/$)$*%!'1;!$1G,+$*%!01!)#$%!%.%)*5:!!?1!TQQW>!'&&$;*1)>!3')'/$).!'1;!$1G,+.!+')*%! 30+! )#*!%.%)*5!+*%(*&)$-*/.!%)00;!')!S:NP>!S:TT>!'1;!S:TY!(*+!5$//$01! )+'$18K5>!

! TN!!

;*501%)+')$12! )#')! )#*! ?%/'5$&!@*(,4/$&!03! ?+'1!#'%!01*!03! )#*!4*))*+! /*-*/!&+0%%$12!%'3*).! +*&0+;%! $1!7%$'!'1;!01*!6#$&#! $%! $1;**;!%,(*+$0+! )0! )#')!03!50+*! )#'1!'! 3*6!;*-*/0(*;!&0,1)+$*%:!

!"#*! ?+'1$'1! ?%/'5$&!@*(,4/$&!@'$/6'.%!#'%!'!(0/$&.! )0!*/$5$1')*!'%!5'1.!03!

)#*!/*-*/!&+0%%$12%!'%!(0%%$4/*!)#+0,2#!grade separation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


(a) Accidents

9+$0+!)0!TQQY>!;')'!01!+'$/6'.!'&&$;*1)%! $1!)#*!?%/'5$&!@*(,4/$&!03!?+'1!6*+*!10)!'-'$/'4/*:! !e'&#!+*2$01!&0//*&)*;!'&&$;*1)! $130+5')$01! $1!'! 30+5!6#$&#!%,$)*;! $)%!061!+*E,$+*5*1)%:!!Z06*-*+>!;')'!'((*'+!)0!4*!'-'$/'4/*!01!'!&01%$%)*1)!4'%$%!0-*+!)#*!(*+$0;!TQQT8TQQW:!

!U-*+!)#$%!(*+$0;>!'&&$;*1)%!')!/*-*/!&+0%%$12%!'((*'+*;!)0!+*(+*%*1)!01/.!N8W!

(*+!&*1)!03!'//!+'$/6'.!'&&$;*1)%:!!7%!5'.!4*!04%*+-*;!$1!A$2,+*!O:V>!)#*!1,54*+!03!/*-*/!&+0%%$12!'&&$;*1)%!;,+$12!)#$%!(*+$0;!3*//!3+05!PO!$1!TQQT!)0!VS!$1!TQQW>!'1;!)#*!'&&$;*1)!+')*!3+05!T:N!)0!S:NP!'&&$;*1)%!30+!*-*+.!5$//$01!)+'$18K$/05*)+*%!+,1:!

!Figure 2.3: Level crossing accidents in the Islamic Republic of Iran

S

R

T S

T R

O S

O R

V S

V R

P S

P R

No

. L

.C.

ac

cid

S :S S

S :O S

S :P S

S :N S

S :W S

T :S S

T :O S

T :P S

T :N S

T :W S

No

.ac

cid

en

ts p

er

mil

l.t

] :_ : ! ' & & $; * 1 ) %

] :_ : ! ' & & $; * 1 ) ! + ' ) *

] $1 * ' + ! H ] :_ : ! ' & & $; * 1 ) ! + ' ) * I

] $1 * ' + ! H ] :_ : ! ' & & $; * 1 ) % I

] :_ : ! ' & & $; * 1 ) % P O P S P S O N V V V P V Y V S

] :_ : ! ' & & $; * 1 ) ! + ' ) * T : N S T : P Y T : V V S : W N S : W V S : Y O S : Y V S : N P

T Q Q T T Q Q O T Q Q V T Q Q P T Q Q R T Q Q N T Q Q Y T Q Q W

Source: Country Paper for Islamic Republic of Iran.

! TY!!

=.! 3'+! )#*! 2+*')*%)! (+0(0+)$01! HWS8QS! (*+! &*1)I! 03! )#*! )0)'/! 1,54*+! 03! /*-*/!&+0%%$12! '&&$;*1)%! 01! )#*! %.%)*5! 0&&,++*;! ')! ,1(+0)*&)*;! /*-*/! &+0%%$12%>! '%! $%!%#061!$1!A$2,+*!O:P:!

Figure 2.4: Number of accidents by type of level crossing in the Islamic Republic of Iran

S

R

T S

T R

O S

O R

V S

V R

P S

P R

Nu

mb

er

of

ac

cid

e

7 & & $; * 1 ) % ! ' )( +0 ) * & ) * ; ! ] :_ : %

W Y T S R P P V O

7 & & $; * 1 ) % ! ' ), 1 ( +0 ) * & ) * ; ! ] :_ : q%

V P V V V S O T O Q V S V P O W


!Source: Country Paper for Islamic Republic of Iran.

(b) Fatalities and injuries

i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

! TW!!

Figure 2.5: Level crossing fatalities in the Islamic Republic of Iran

S

O

P

N

W

T S

T O

T P

No

. L

.C.

fata

lit

S :S S

S :S R

S :T S

S :T R

S :O S

S :O R

S :V S

No

.L.C

.fa

tali

tie

s p

er

mil

l.tr

a

] :_ : ! 3 ' )' /$) $* %

] :_ : ! 3 ' )' /$). ! + ' )*

] $1 * ' + ! H ] :_ : ! 3 ' )' /$). ! + ' )* I

] $1 * ' + ! H ] :_ :! 3 ' )' /$) $* % I

] :_ : ! 3 ' )' /$) $* % R R Y N Q T O W R

] :_ : ! 3 ' )' /$). ! + ' )* S :T Q S :T W S :O V S :O S S :O V S :O N S :T N S :T T


Source: Country Paper for Islamic Republic of Iran.

Figure 2.6: Level crossing injuries in the Islamic Republic of Iran

S

T S

O S

V S

P S

R S

N S

Y S

No

. L

.C.

inju

r

S :S S

S :O S

S :P S

S :N S

S :W S

T :S S

T :O S

T :P S

No

.L.C

.in

juri

es

pe

r m

ill.

tra

] :_ : $1 G, + $* %

] :_ : ! $1 G, + . ! + ' )*

] $1 * ' + ! H ] :_ : ! $1 G, + . ! + ' )* I

] $1 * ' + ! H ] :_ : $1 G, + $* % I

] :_ : $1 G, + $* % T R P T N T P T N N S T T W

] :_ : ! $1 G, + . ! + ' )* S :R Y S :T R S :R V S :P N S :P S T :O W S :O O S :T Y


!Source: Country Paper for Islamic Republic of Iran.

!!2.3.3 Level crossing characteristics and effectiveness

9+0)*&)*;! /*-*/! &+0%%$12%! 01! )#*! %.%)*5! 03! )#*! ?+'1$'1! ?%/'5$&! @*(,4/$&!@'$/6'.%!'+*!*E,$((*;!*X&/,%$-*/.!6$)#!5*&#'1$&'//.!0(*+')*;!4'++$*+%:!!"#*%*!'+*!03!)60!).(*%<!3,//!6$;)#!'1;!#'/3!6$;)#!/$3)$12!4'++$*+%!H%**!"'4/*!O:TTI:!

!?1!)*+5%!03!)#*!/*-*/!03!(+0)*&)$01!)#*.!'330+;>!)#*%*!4'++$*+!$1%)'//')$01%!&'1!4*!

%'$;!)0!4*!%'3*>!%$1&*!'&&$;*1)%!0&&,++$12!')!(+0)*&)*;!/*-*/!&+0%%$12%!'+*!&/*'+/.!-*+.!

! TQ!!

3*6!$1!1,54*+!H01/.!O!$1!TQQWI:!!Z06*-*+>!&01&*+1!6'%!+'$%*;!$1!)#*!&0,1)+.!+*(0+)!)#')!5*&#'1$&'/! 4'++$*+%!5'.! 4*! $1&05(')$4/*! 6$)#! &+0%%$12! &/0%,+*! )$5*%! 03! %#0+)!;,+')$01>! %$1&*! %)'33! +*E,$+*!50+*! )$5*! )0! 0(*+')*!5'1,'//.! ;*(/0.*;! 4'++$*+%! )#'1!)#*.!5$2#)!$3!)#*!4'++$*+%!6*+*!*/*&)+$&'//.!;*(/0.*;:!!C0!$130+5')$01!6'%!(+0-$;*;!01!'-*+'2*!&+0%%$12!&/0%,+*!)$5*!30+!)#*!%.%)*5:!

!

Table 2.11: Level crossing installations by type, Islamic Republic of Iran

Class Type Brief Description Numberonsystem

AssociatedRailSignalling

AssociatedRoadSignalling

F'1,'/! [$12/*! ='++$*+!H3,//!6$;)#I!

F*&#'1$&'/! 3,//!6$;)#!/$3)$12!4'++$*+!

OSS! A$X*;!+'$/!/*-*/!&+0%%$12!6'+1$12!40'+;!

A$X*;!+0';!/*-*/!&+0%%$12!6'+1$12!40'+;L!3/'%#$12!+*;!/$2#)!'2'$1%)!+0';!,%*+%:!

F'1,'/!! D0,4/*!='++$*+%! H#'/386$;)#Ig!

F*&#'1$&'/! #'/3!6$;)#!/$3)$12!4'++$*+!

!!TY! A$X*;!+'$/!/*-*/!&+0%%$12!6'+1$12!40'+;!

A$X*;!+0';!/*-*/!&+0%%$12!6'+1$12!40'+;L!3/'%#$12!+*;!/$2#)!'2'$1%)!+0';!,%*+%:!

i1(+0)*&)*;! !!!!!!!!!8! U(*1!&+0%%$12! TOY! C01*! C01*!i1033$&$'/!! !!!!!!!!!8! U(*1!&+0%%$12! !!YP! C01*! C01*!"0)'/! ! ! PTW! ! !!

Source: Country Paper for Islamic Republic of Iran. * "#*%*! '+*! ,1;*+%)00;! )0! 4*! 03! )#*! e,+0(*'1! ;*%$21! 6#*+*4.! #'/3! 4'++$*+%! '+*! (/'&*;!!!!!!!!!!!!!!!!!!

'/)*+1')*/.!'&+0%%!)#*!+0';!&'++$'2*6'.!01!*$)#*+!%$;*!03!)#*!)+'&K:!!

2.3.4 Administration of railway safety regulations

?1! )#*!'4%*1&*!03!'1.! $1;$&')$01! )0! )#*!&01)+'+.! $1! )#*!&0,1)+.!('(*+>! $)!6'%!'%%,5*;! )#')! )#*! ?+'1$'1! ?%/'5$&!@*(,4/$&! @'$/6'.%! #'%! %0/*! +*%(01%$4$/$).! 30+! )#*!';5$1$%)+')$01!03!'//!%'3*).!+*2,/')$01%!01!$)%!%.%)*5:!

!?1! )*+5%! 03! $)%! /$'4$/$).! 30+! #,5'1! &'%,'/)$*%! '1;! (+0(*+).! ;'5'2*! +*%,/)$12!

3+05!/*-*/!&+0%%$12!'&&$;*1)%>!)#*!+'$/6'.!$%!10)!/$'4/*!30+!&05(*1%')$01!,1/*%%!%,&#!'&&$;*1)%! 0&&,+! ')! (+0)*&)*;! /*-*/! &+0%%$12%! and )#*! +'$/6'.! #'%! 4**1! ;**5*;!+*%(01%$4/*!4.!)#*!&0,+)%!%.%)*5!'%!'!+*%,/)!03!1*2/$2*1&*!01!)#*!('+)!03!$)%!%)'33!0+!03!3'$/,+*!03!$)%!*E,$(5*1):!?1!%,&#!&'%*%>!)#*!+'$/6'.!$%!+*E,$+*;!)0!('.!&05(*1%')$01!03!,(! )0!i[j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

!2.3.5 Level crossing system evaluation techniques (technical and financial)

"#*! ?+'1$'1! ?%/'5$&! @*(,4/$&! @'$/6'.%! '%%*%%*%! /*-*/! &+0%%$12! ,(2+';$12!(+$0+$)$*%!$1!+*/')$01!)0!)#*!30//06$12!&#'+'&)*+$%)$&%<!

!

! OS!!

H$I! /0&')$01!03!)#*!&+0%%$12L!H$$I! +'$/!'1;!+0';!)+'33$&!;*1%$)$*%L!'1;!H$$$I! 6$;)#!03!)#*!+0';!&+0%%$12!)#*!+'$/!)+'&K%:!

!"#,%>!$3!'!/*-*/!&+0%%$12!$%!6$)#$1!'!&$).!'1;!#'%!'!6$;*!+0';!&'++$'2*6'.!!H*:2:!

;0,4/*!/'1*>!;,'/!&'++$'2*6'.I>!$)!6$//!4*!*E,$((*;!6$)#!;0,4/*!4'++$*+%!*$)#*+!%$;*!03!)#*! )+'&K%:! ! ?3! )#*! /*-*/!&+0%%$12!&'++$*%!'!10+5'/! )60! /'1*! +0';>! $)!6$//!4*!*E,$((*;!6$)#!'!%$12/*!4'++$*+!*$)#*+!%$;*!03!)#*!)+'&K%:!!?3!)#*!/*-*/!&+0%%$12!$%!/0&')*;!0,)%$;*!'!&$).!'1;!;0*%!10)!&'++.!'!5'$1!+0';>!$)!6$//!10+5'//.!10)!4*!(+0)*&)*;>!$:*:!$)!6$//!#'-*!01/.!3$X*;!+0';!6'+1$12!40'+;%!')!$)%!'((+0'&#*%:!

!"#*! ?+'1$'1! ?%/'5$&! @*(,4/$&! @'$/6'.%! $%! $1! )#*! (+0&*%%! 03! ;*-*/0($12!

2,$;*/$1*%!30+!,%*!$1!'%%*%%$12!)#*!&'%*!30+!,(2+';$12!$)%!/*-*/!&+0%%$12!$1%)'//')$01%:!\#$/*!10!033$&$'/!)+'33$&!;*1%$).!&+$)*+$'!.*)!*X$%)!'%!'!4'%$%!30+!;*)*+5$1$12!6#*1!'1;!)0! 6#')! *X)*1)! /*-*/! &+0%%$12%! %#0,/;! 4*! ,(2+';*;>! '! +*&*1)! %),;.! 4.! %)'33! 03! )#*!@'$/6'.! @*%*'+&#! _*1)+*! #'%! $1;$&')*;! )#*! 30//06$12! "F! H"+'33$&! F05*1)! r! ;'$/.!1,54*+!03!+0';!-*#$&/*%!X!;'$/.!1,54*+!03!)+'$1%I!-'/,*%!30+!).($&'/!/*-*/!&+0%%$12%!$1!*'&#!03!)#*!)#+**!&')*20+$*%!$1!)#*!%.%)*5<!

!!H$I! Class “a” &+0%%$12%:! F$1$5,5!+0';!-*#$&/*%!(*+!#0,+<! NSS!! ! F$1$5,5!)+'$1%!(*+!;'.<! OS!! ! "F!r!NSS!X!OP!X!OS!r! 288,000!H$$I! Class “b” &+0%%$12%:! F$1$5,5!+0';!-*#$&/*%!(*+!#0,+<! PRS!! ! F$1$5,5!)+'$1%!(*+!;'.<! OS!! ! "F!r!PRS!X!OP!X!OS!r! 216,000!H$$$I! Class “c” &+0%%$12%:! F$1$5,5!+0';!-*#$&/*%!(*+!#0,+<! VSS!! ! F$1$5,5!)+'$1%!(*+!;'.<! TS!! ! "F!r!VSS!X!OP!X!TS!r! 72,000!!?)!5,%)! 4*! 10)*;! )#')! )#*! ?+'1$'1! ?%/'5$&!@*(,4/$&!@'$/6'.%! ;0*%! 10)>! '%! '!

5'))*+!03!+0,)$1*>!)'K*!&0,1)%!03!+0';!-*#$&/*%!,%$12!$)%!/*-*/!&+0%%$12%:!!C*$)#*+!'+*!)#*%*! &0,1)%! )'K*1! 4.! )#*! 20-*+15*1)! '2*1&$*%! +*%(01%$4/*! 30+! +0';! &01%)+,&)$01!'1;!5'1'2*5*1):! !"#*!'40-*!;')'!6*+*!4'%*;!01! b01*8033d! &0,1)%!03! )+'33$&!,%$12!)#*!4,%$*%)!+0';%!$1!*'&#!(+0-$1&*:!!

='%*;! 01! )#*! '40-*! +*%,/)%! 03! )#*! @*%*'+&#! _*1)+*! %),;.>! )#*! +'$/6'.!(+0(0%*%!)0!*%)'4/$%#!&+$)*+$'!30+!)#*!'%%*%%5*1)!03!/*-*/!&+0%%$12%!'%!30//06%<!

Proposed level crossing assessment criteria, Islamic Republic of Iran

TM value Indicated crossing type

"F!l!YO>SSS! C0!(+0)*&)$01!J!%$5(/*!3$X*;!+0';!6'+1$12!%$21%!')!&+0%%$12!'((+0'&#*%!01/.!YO>SSS!k!"F!k!OWW>SSS! F*&#'1$&'/! 0+! */*&)+$&'//.! 0(*+')*;! /$3)$12! 4'++$*+%L! 3$X*;! 6'+1$12! 40'+;! '1;!

3/'%#$12!6'+1$12!/$2#)%!'2'$1%)!+0';!,%*+%L!3$X*;!/*-*/!&+0%%$12!6'+1$12!40'+;!'2'$1%)!)+'$1!;+$-*+%!

"F!s!OWW>SSS! @0';!0-*+('%%!0+!,1;*+('%%!

Source: Country Paper for Islamic Republic of Iran.!!

! OT!!

?)! $%! 20-*+15*1)! (0/$&.! )0! +*(/'&*! /*-*/! &+0%%$12%! 6$)#! 2+';*! %*('+')*;!&+0%%$12%!6#*+*-*+! )#$%!5'.!4*! G,%)$3$*;! 4.! )#*! 3+*E,*1&.! 03! '&&$;*1)! 0&&,++*1&*%!'1;! )#*! &054$1*;! -0/,5*! 03! +0';! '1;! +'$/! )+'33$&! ')! )#*! &+0%%$12! /0&')$01%! ,1;*+!'%%*%%5*1):!!

@*%(01%$4$/$).!30+!;*)*+5$1$12!(+$0+$)$*%!'1;!30+!,1;*+)'K$12!2+';*!%*('+')$01!'1;!0)#*+!/*-*/!&+0%%$12!,(2+';$12!60+K%!+*%$;*%!6$)#!)#*!D*(,).!F$1$%)*+!03!@'$/6'.!_01%)+,&)$01!'1;!D*-*/0(5*1):!!

!"#*! D*(,).! F$1$%)*+a%! ;*('+)5*1)! 6$//! &'++.! 0,)! *&0105$&! *-'/,')$01%! 03!

2+';*!%*('+')$01!(+0(0%'/%!)'K$12!$1)0!'&&0,1)!)#*!30//06$12!3'&)0+%<!!#$ "#*! present annual value! HPAVI! 03! )#*! +*E,$+*;! $1-*%)5*1)! $1! )#*!

2+';*!%*('+')$01!60+K%L!#$ ['/'+.!'1;!5'$1)*1'1&*!&0%)!03!)#*!/*-*/!&+0%%$12!)0!4*!+*(/'&*;L!#$ ['-$12%! )0! +0';! ,%*+%! +*%,/)$12! 3+05! +*;,&*;! 3,*/! &01%,5()$01>!

-*#$&/*!;*(+*&$')$01!'1;!(*+%01'/!;*/'.!)$5*L!'1;!#$ ['-$12%!)0!)#*!+'$/6'.!)#+0,2#!*/$5$1')$01!03!%(**;!+*%)+$&)$01%:!

!?)!5,%)!4*!10)*;!)#')!)#*%*!*-'/,')$01%!;0!not $1&/,;*!'//06'1&*%!30+!4*1*3$)%!

'+$%$12!3+05!+*;,&*;!/0%%!03!/$3*>!$1G,+.!'1;!(+0(*+).!;'5'2*>!(0%%$4/.!4*&',%*!03!)#*!;$33$&,/).!03!$;*1)$3.$12!-'/$;!&0%)%!30+!)#*%*!*/*5*1)%:!

!?1! )#*! &'%*! 03! *-'/,')$01%! 03!5'G0+! /*-*/! &+0%%$12! (+0)*&)$01! (+0(0%'/%>! )#*!

5'G0+!4*1*3$)!'%%*%%*;!$%!)#*!+*;,&)$01!03!'&&$;*1)%!')!)#*!/*-*/!&+0%%$12%!$1-0/-*;:!72'$1>!%,&#!*-'/,')$01%!'((*'+! )0!*X&/,;*!&01%$;*+')$01!03! )#*!4*1*3$)%!'%%0&$')*;!6$)#! +*;,&*;! /0%%!03! /$3*>!(*+%01'/! $1G,+.!'1;!(+0(*+).!;'5'2*>!'1;!'+*! /$K*/.! )0!4*!/$5$)*;!)0!)#*!3$1'1&$'/!%'-$12%!'&&+,$12!)0!)#*!+'$/6'.!$1!)#*!30+5!03!+*;,&*;!(+0(*+).!;'5'2*! '1;! )+'33$&! ;$%+,()$01>! '%! 6*//! '%! /$1*! &'('&$).! *X('1%$01! +*%,/)$12! 3+05!+*50-'/!03!%(**;!+*%)+$&)$01%:!!!2.3.6 Level crossing safety initiatives

U1*! 03! )#*!5'G0+! %'3*).! )#+*')%! )0! )#*! +'$/6'.! '+$%*%! 3+05! )#*! (+*%*1&*! 03!,1033$&$'/! /*-*/! &+0%%$12%! 6#$&#! -*+.! 03)*1! )'K*! )#*! 30+5! 03! b;$%)+$4,)*;! &+0%%$12%d!'/012!'!4+0';! +$2#)80386'.! 3+01)'2*! $1! )#*!*X$)! '+*'%!03! &$)$*%:! ! "#*! ?+'1$'1! ?%/'5$&!@*(,4/$&!@'$/6'.%!#'%!'))*5()*;!)0!*/$5$1')*!)#$%!(+04/*5!4.!&01%)+,&)$12!&01&+*)*!4'++$*+%!'/012%$;*!)#*!+'$/6'.!)+'&K%!')!%05*!03!)#*!50+*!&+$)$&'/!/0&')$01%:!

!2.3.7 Level crossing safety impediments

"#*!?+'1$'1!?%/'5$&!@*(,4/$&!@'$/6'.%!#'%!105$1')*;!)#*!30//06$12!3'&)0+%!'%!5'G0+!$5(*;$5*1)%!)0!)#*!$5(+0-*5*1)!03!/*-*/!&+0%%$12!%'3*).!01!$)%!%.%)*5<!

!H$I! Limited finance.!!_01%)+,&)$01!03!2+';*!%*('+')*;!&+0%%$12%!$%!/$K*/.!)0!

&0%)!'1.6#*+*!4*)6**1!i[j!T!5$//$01!'1;!i[j!Y!5$//$01!(*+!&+0%%$12!;*(*1;$12! ,(01! )#*! /*12)#! 03! 4+$;2*! %('1%! +*E,$+*;>! 6#$/*! 4'++$*+!(+0)*&)$01! '1;! 6'+1$12! /$2#)! $1%)'//')$01! $%! *%)$5')*;! )0! &0%)! i[j!TW>SSS!(*+!&+0%%$12!H%,22*%)$12!'!)0)'/!03!'40,)!i[j!V:N!5$//$01!$3!'//!OST! 03! )#*! *X$%)$12! ,1033$&$'/! '1;! 033$&$'/>! 4,)! ,1(+0)*&)*;>! &+0%%$12%!'+*! ,(2+';*;I:! "#*! +'$/6'.! &,++*1)/.! 3'&*%! %*-*+*! +*%)+$&)$01%! 01! $)%!&'($)'/! %(*1;$12! '1;! $1;**;! #'%! 10! %(*&$3$&! 3,1;! 30+! /*-*/! &+0%%$12!$5(+0-*5*1)L!

! OO!!

H$$I! Unfavourable social environment. Z$2#!+$%K!/*-*/!&+0%%$12%!)*1;!)0!4*!/0&')*;!$1!)#*!*X$)!'+*'!03!&$)$*%!6#*+*!)#*!(00+!*;,&')$01!'1;!/'&K!03!(*+%01'/! ;$%&$(/$1*! 03! /0&'/! &055,1$)$*%! '+*! 3'&)0+%! $1! )#*! #$2#!3+*E,*1&.!03!/*-*/!&+0%%$12!'&&$;*1)%L!

H$$$I! Problem of unofficial “distributed” level crossings. 7%! (+*-$0,%/.!5*1)$01*;>!)#*!$1&+*'%$12!,%'2*!03!)#*%*!,1033$&$'/!&+0%%$12%!4.!/0&'/!&055,1$)$*%! %**K$12! )0!'-0$;!;*/'.%!')!033$&$'/! &+0%%$12%!&01)+$4,)*%!)0! )#*! #$2#! 3+*E,*1&.! 03! /*-*/! &+0%%$12! '&&$;*1)%! 01! )#*!5'+2$1%! 03!&$)$*%L!

!H$-I! Poor road signalling. ?1%)'//')$01! 03! +0';! 6'+1$12! %$21%! ')! )#*!

'((+0'&#*%! )0! /*-*/! &+0%%$12%! $%! )#*! +*%(01%$4$/$).! 03! +0';!&01%)+,&)$01M5'1'2*5*1)! ',)#0+$)$*%! %$1&*! )#*%*! %$21%! '+*! /0&')*;!0,)%$;*! 03! +'$/6'.! +$2#)%80386'.:! F'1.! 03! )#*%*! %$21%! #'-*!;*)*+$0+')*;!;,*!)0!/'&K!03!';*E,')*!5'$1)*1'1&*L!

!H-I! Inefficient and ill-trained crossing staff. !"#*!,%*!03!0/;*+>!/*%%!*33$&$*1)!

'1;! 2*1*+'//.! ,1)+'$1*;! &+0%%$12! (+0)*&)$01! %)'33! #'%! 4**1! '! 3'&)0+!&01)+$4,)$12!)0!%05*!'&&$;*1)%!01!)#*!%.%)*5:!!"#*!$1'4$/$).!)0!+*(/'&*!)#*%*!%)'33!6$)#!.0,12*+>!50+*!*33$&$*1)!'1;!)+'$1*;!(*+%011*/!$5(*;*%!%'3*).!*1#'1&*5*1)!')!%05*!&+0%%$12!/0&')$01%L!'1;!

!H-$I! Careless and negligent motor vehicle drivers.!!]'&K!03!+*%(*&)!30+!+0';!

)+'33$&! +,/*%! $%! *%)$5')*;! )0! *X(/'$1! PS! (*+! &*1)! 03! '//! /*-*/! &+0%%$12!'&&$;*1)%! $1! )#*! ?%/'5$&! @*(,4/$&! 03! ?+'1:! ! "#*! E,'/$).! 03! ;+$-*+!*;,&')$01!'1;!E,'/$3$&')$01!(+02+'55*%!'-'$/'4/*! $1! )#*!&0,1)+.!5'.!+*E,$+*!+*8*-'/,')$01!'1;!+*30+5!$3! )#$%! $%!)0!4*!*/$5$1')*;!'%!'!5'G0+!&01)+$4,)0+.!3'&)0+:!

2.4 Level Crossing Safety in the Russian Federation

2.4.1 Level crossing characteristics and effectiveness !

D')'!(+0-$;*;!4.! )#*!@,%%$'1!F$1$%)+.!03!@'$/6'.%! H%**!"'4/*!O:TO!'1;! )#*!'&&05('1.$12! ;$'2+'5I! %#06! )#')! )#*! 1,54*+! 03! /*-*/! &+0%%$12%! $1! )#*! @,%%$'1!A*;*+')$01! #'%! 4**1! ;*&/$1$12! %)*';$/.! %$1&*! TQQO:! "#*! )0)'/! 1,54*+! 03! &+0%%$12%!;*&/$1*;!4.!'1!'-*+'2*!03!O:T!(*+!&*1)!(*+!.*'+!4*)6**1!TQQO!'1;!TQQQ>!6#$/*!)#*!'11,'/! +')*%! 03! ;*&/$1*! ;,+$12! )#*! %'5*! (*+$0;! 30+! 5'11*;! '1;! ,15'11*;! /*-*/!&+0%%$12%!'-*+'2*;!O:Y!(*+!&*1)!'1;!T:Q!(*+!&*1)!+*%(*&)$-*/.:!

! OV!!

Table 2.12: Trend in level crossing numbers

1992 1993 1994 1995 1996 1997 1998 1999Manned LevelCrossings

3,443 3,425 3,370 3,273 3,171 3,062 2,921 2,844

Unmanned LevelCrossings

12,270 12,437 12,329 12,186 12,011 11,739 11,238 10,737

Total 15,713 15,862 15,699 15,459 15,182 14,801 14,159 13,581

Source: Ministry of Railways Country Paper.

4000

8000

12000

16000

1992 1993 1994 1995 1996 1997 1998 1999

Manned L.C.

Unmanned L.C.

Total

During the same period, the number of accidents at level crossings declinedby an average of 2.6 per cent per annum, with the decline in the number of accidentsat manned level crossings averaging 1.8 per cent per annum and at unmanned level crossings 2.7 per cent per annum.

Table 2.13: Trend in level crossing accidents

1992 1993 1994 1995 1996 1997 1998No of Accidents on Manned L.C. 67 113 86 68 60 83 59No of Accidents on Unmanned L.C. 374 402 401 346 340 350 309Total 441 515 487 414 406 433 368


200

400

600

1992 1993 1994 1995 1996 1997 1998

No. of Accidentson Manned L.C.

No. of Accidentson Unmanned L.C.

Total

However, accident rates (i.e. accidents per million train-km) are increasing as shown in Table 2.14 and the accompanying diagram. The declining traffic task as reflected in the train kilometre trend was not matched by the decrease in the number of level crossing accidents.

24

Table 2.14: Trend in level crossing accident rates

1993 1994 1995 1996 1997 1998 Million train-km 16,400 13,600 13,100 12,100 11,300 9,300Accidents per million train-km

0.031 0.036 0.032 0.034 0.038 0.040


0

0.005

0.01

0.015

0.02

0.025

0.03

0.035

0.04

0.045

Accidents/mtk

Details of the types of level crossings currently in operation on the railwaysystem of the Russian Federation are given in Table 2.15, the trend in installations of each type of manned crossing is given in Table 2.16, and the trend in the numbers of each type of unmanned crossing is given in Table 2.17.

Trends in the numbers of manned crossings by type indicate that the numbersof all types of installations except types “B” and “H” have been declining over the pastseven years. In particular, there was a steady reduction in the numbers of the most advanced “A” type crossing which, apart from being manned, is equipped withautomatically operated barriers and full warning light protection against road and rail traffic. By comparison, over the same period, there was a decline in all types ofunmanned level crossings, except type “J”, which now represents 40 per cent of all level crossings in the Russian Federation. Significantly, “B” type crossings, while equipped with automatically operated warning lights against road traffic, have nowarning signals against train drivers.

Although there is insufficient evidence available, the decline in the “A” typecrossing (averaging 3.2 per cent per annum), coupled with the increase in the “J” type crossing (averaging 2.3 per cent per annum) may have contributed to thedeteriorating trend in level crossing accidents per million train-kilometres over theseven year period reviewed. It must also be noted that accident rates have increased despite a decline (averaging 4.2 per cent per annum) in the number ofunprotected crossings on the system.

25

Table 2.15: Types of level crossings operational in 1999!

Category Numberon system

Manningstatus

Type of level crossingsignalling system forroad vehicles

Type of signalling system for railway transport

7! T>TYS! [*+-*;!4.!;,).!60+K*+!!

7,)05')$&!4'++$*+%!6$)#!',)05')$&!)+'33$&!/$2#)!%$21'/!%.%)*5:!

]*-*/! &+0%%$12! (+0)*&)$01!/$2#):![$21'/! (+0-$;*;!4,)! )#*!',)05')$&! 4/0&K$12! %.%)*5!%$21'/%! &'1! '/%0! 4*! ,%*;! '%!&+0%%$12!(+0)*&)$01!%$21'/%:!

=! T>TVR! [*+-*;!4.!;,).!60+K*+!

[*5$8',)05')$&!4'++$*+%!6$)#!',)05')$&!)+'33$&!/$2#)!%$21'/:!='++$*+%!'+*!&/0%*;!',)05')$&'//.!'1;!'+*!0(*1*;!4.!(+*%%$12!4,))01:!!

"#*! %$21'/%! 30+! '++$-'/! '1;!;*('+),+*! 03! )+'$1%! ')! %)')$01!'+*! ,%*;! 30+! /*-*/! &+0%%$12!(+0)*&)$01>! 4,)! $1! +*'%01'4/*!!&'%*%>! /*-*/! &+0%%$12!(+0)*&)$01! %$21'/%! 6$//! 4*!(+0-$;*;:!

_! OWT! [*+-*;!4.!;,).!60+K*+!

e/*&)+0!(,%#4,))01!4'++$*+%!6$)#!'11,1&$')0+!'1;!5'1,'/!/$2#)!%$21'/!%.%)*5:!

[(*&$'/! %$21'/%! 6$)#! +*;! '1;!6#$)*! '/'+5! /$2#)%! '+*!&01)+0//*;! 4.! ! )#*! 01! ;,).!60+K*+:!

D! NY! [*+-*;!4.!;,).!60+K*+!

e/*&)+0!(,%#4,))01!4'++$*+%!6$)#!'11,1&$')0+!%$21'/!%.%)*5!H10!/$2#)!%.%)*5I:!

7%!'40-*:!

e! PO! [*+-*;!4.!;,).!60+K*+!

F*&#'1$^*;!4'++$*+%!6$)#!!'11,1&$')0+!'1;!5'1,'/!/$2#)!%$21'/!%.%)*5:!

7%!'40-*:!

A! VR! [*+-*;!4.!;,).!60+K*+!

F*&#'1$^*;!4'++$*+%!6$)#!'11,1&$')0+!%$21'/!%.%)*5!H10!/$2#)!%.%)*5I:!

7%!'40-*:!

c! QQ! [*+-*;!4.!;,).!60+K*+!

F*&#'1$^*;!4'++$*+%!6$)#0,)!'11,1&$')0+!0+!/$2#)!%.%)*5%:!

7%!'40-*:!

Z! VRR! [*+-*;!4.!;,).!60+K*+!

Z0+$^01)'/!+0)'+.!='++$*+%!01/.:!

7%!'40-*:!

?! T>VPO! C0)!%*+-*;!4.!;,).!60+K*+!

7,)05')$&!)+'33$&!/$2#)!%$21'/!%.%)*5!6$)#!4/$1K$12!6#$)*!/$2#):!

?1! +*'%01'4/*! &'%*%! 01!;0,4/*!)+'&K!%*&)$01%>!%(*&$'/!(+0)*&)$01! /$2#)%! 6$//! 4*!(+0-$;*;:!!

p! R>ROO! C0)!%*+-*;!4.!;,).!60+K*+!

7,)05')$&!)+'33$&!/$2#)!%$21'/!%.%)*5:!

C0)!(+0-$;*;:!

h! VQW! C0)!%*+-*;!4.!;,).!60+K*+!

"+'33$&!/$2#)!%$21'/!%.%)*5!,%$12!%#,1)$12!%$21'/!6$)#!+*;!'1;!6#$)*!/$2#)%!'%!'!(+0)*&)$01:!

[(*&$'/! %$21'/%! 6$)#! '/'+5!/$2#)%! '+*! &01)+0//*;! 4.!%#,1)$12! 0+! /0&050)$-*! &+*6>!0+!0(*+')*!',)05')$&'//.:!

Source: Ministry of Railways Country Paper. !!!

!

! ON!!

Table 2.16: Trend in the numbers of each manned crossing type

".(*!03!&+0%%$12!

TQQO! TQQV! TQQP! TQQR! TQQN! TQQY! TQQW! TQQQ!

7! T>PYO! T>PWY! T>PNO! T>POQ! T>PTO! T>OWO! T>OTQ! T>TYS!=! T>STO! T>SVW! T>SPN! T>SRP! T>SWW! T>TVN! T>TOY! T>TVR!_! PWT! PVO! PVP! PTS! VYN! VPN! OQW! OWT!D! TOY! TVS! TTY! TSS! WS! WV! YW! NY!e! NO! RW! RY! RT! PP! VP! PW! PO!A! RY! NT! RR! PW! PR! VQ! VO! VR!c! OTQ! TQN! TQO! TRP! TNP! TVT! TSY! QQ!Z! OQN! PSP! PSR! VNS! VPT! VYO! PTW! VRR!

Source: Ministry of Railways Country Paper. !

Table 2.17: Trend in the numbers of each unmanned crossing type!".(*!03!&+0%%$12!

TQQO! TQQV! TQQP! TQQR! TQQN! TQQY! TQQW! TQQQ!

?! OVYV! OSQO! OSTV! TWNQ! TYYR! TNPO! TPSR! TVPO!p! PNWS! RPVR! RRVW! RNQR! RYYP! RYRO! RNNV! RROO!h! RTY! RNP! RNO! ROS! PRV! PRP! PPT! VQW!

C0!;*-$&*! PYSS! PVPN! POTN! PTSO! PSSQ! VWQO! VYOQ! VPYR!


!2.4.2 Level crossing evaluation system!

"#*! @,%%$'1! A*;*+')$01! @'$/6'.%! #'%! &/'%%$3$*;! $)%! /*-*/! &+0%%$12%! $1!'&&0+;'1&*!6$)#!'!5')+$X!%.%)*5>!6#$&#!+*/')*%!)#*!$1)*1%$).!03!('%%$12!+'$/!)+'33$&!)0!)#*!$1)*1%$).!03!('%%$12!+0';!)+'33$&!6$)#$1!'!OP!#0,+!(*+$0;:!!"#$%!%.%)*5!$%!;*%&+$4*;!$1!"'4/*!O:TW:!!!

Table 2.18: Level crossing classification in the Russian Federation !

?1)*1%$).!03!+0';!)+'33$&!H)0)'/!1,54*+!03!('%%$12!-*#$&/*%!(*+!;'.!$1!40)#!;$+*&)$01%I!

?1)*1%$).!03!+'$/!)+'33$&!01!5'$1/$1*!H)0)'/!1,54*+!03!('%%$12!)+'$1%!(*+!;'.!$1!40)#!;$+*&)$01%I!! ]*%%!)#'1!

OSS!$1&/,%$-*!

OST8TSSS! TSST8VSSS! VSST8YSSS! F0+*!)#'1!YSSS!

]*%%!)#'1!TN!$1&/,%$-*>!'1;!'/%0!01!'//!%)')$01!'1;!'&&*%%!)+'&K%!

P)#!_/'%%! P)#!_/'%%!! P)#!_/'%%! V+;!_/'%%! O1;!_/'%%!

TY8TSS! P)#!_/'%%! P)#!_/'%%! V+;!_/'%%! O1;!_/'%%! T%)!_/'%%!TST8OSS! P)#!_/'%%! V+;!_/'%%! O1;!_/'%%! T%)!!_/'%%! T%)!_/'%%!F0+*!)#'1!OSS! V+;!_/'%%! O1;!_/'%%! O1;!_/'%%! T%)!!_/'%%! T%)!_/'%%!!

Source: Ministry of Railways Country Paper. !!

"#*! ;$%)+$4,)$01! 03! '//! )#*! /*-*/! &+0%%$12%!6$)#$1! )#$%! &/'%%$3$&')$01! %.%)*5! $%!2$-*1!$1!"'4/*!O:TQ:!

! OY!!

Table 2.19: Distribution of all level crossings, by traffic density class!"+'33$&!;*1%$).!&/'%%! F'11*;>!(+0)*&)*;!/*-*/!

_+0%%$12%g!i15'11*;>!,1(+0)*&)*;!

/*-*/!&+0%%$12%gg!"0)'/!

T! PYP! S! !PYP!O! QSN! OPY! T>TRV!V! YNO! T>SPR! !T>WSY!P! YSY! Q>PPR! !TS>TRO!

"0)'/! O>WPQ! TS>YVY! !TV>RWN!

Source: Ministry of Railways Country Paper.g!!!?1;$&')*%!3,//!4'++$*+!(+0)*&)$01:!gg!!?1;$&')*%!10!4'++$*+!(+0)*&)$01:!!

!"#*! /*-*/! &+0%%$12! 2+';$12! &+$)*+$'! ';0()*;! 4.! )#*! @,%%$'1! A*;*+')$01!

@'$/6'.%!appear!)0!$1;$&')*!)#')!'//!&+0%%$12%!03!)#*!3$+%)!)+'33$&!;*1%$).!&/'%%!%#0,/;!$1!3,),+*!4*!5'11*;!'1;!)#')!&+0%%$12%!03!)#*!O1;!)0!P)#!)+'33$&!;*1%$).!&/'%%*%!%#0,/;!4*!,15'11*;!'1;!*E,$((*;!6$)#!-'+$0,%!).(*%!03!',)05')$&!%$21'/!6'+1$12!%.%)*5%>!4,)!without barriers:!

!"#$%!&/'%%$3$&')$01!+*(+*%*1)%!'!;*('+),+*!3+05!(+*%*1)!(+'&)$&*! $1!)#*!%*1%*!

)#')!)#*+*!$%!'!#$2#*+!(*+&*1)'2*!03!(+0)*&)*;!&+0%%$12!)#'1!60,/;!4*!$1;$&')*;!4.!)#*!)+'33$&!;*1%$).!&/'%%$3$&')$01!%.%)*5>!.*)! )#*+*!#'%!4**1!'!60+%*1$12!03! )#*!'&&$;*1)!+')*!0-*+!)#*!%*-*1!.*'+!(*+$0;!+*-$*6*;:!

!Z06*-*+>! )#*! F$1$%)+.! 03! @'$/6'.%! _0,1)+.! @*(0+)! '/%0! $1;$&')*%! )#')! ! b')!

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d:!!A+05!)#$%!$)!5$2#)!4*!$13*++*;!)#')!)#*! @,%%$'1! A*;*+')$01! @'$/6'.%! ;*&$;*! 01! )#*! ,(2+';$12! 03! /*-*/! &+0%%$12%! 3+05!,1(+0)*&)*;! )0!(+0)*&)*;!%)'),%!01!'! &'%*84.8&'%*!4'%$%!'1;!;0!10)!'&),'//.!'((/.!)#*!&+$)*+$'!$1;$&')*;!$1!"'4/*!O:TY!'40-*:!!!2.4.3 Level crossing safety impediments!

"#*!@,%%$'1!A*;*+')$01!@'$/6'.%!#'%! $;*1)$3$*;! )#*! 30//06$12! 3'&)0+%!'%! )#*!5'$1!&',%*%!03!/*-*/!&+0%%$12!'&&$;*1)%<!

!H$I! low level of public discipline!'1;>!'%!'!&01%*E,*1&*>!5'%%!-$0/')$01%!

4.!-*#$&/*!;+$-*+%!03!)#*!+,/*%!+*/')$12!)0!('%%$12!03!/*-*/!&+0%%$12%L!!

H$$I! motor vehicle driver misjudgements! &01&*+1$12! +0';! &01;$)$01%! '1;!)#*!'((+0'&#!03!)+'$1%!01!/*-*/!&+0%%$12%L!

!H$$$I! motor vehicle driver misjudgements! 03! -*#$&/*! %(**;! '1;! 4+'K$12!

&'('4$/$)$*%!;,+$12!)#*!6$1)*+!501)#%L!!H$-I! technical malfunction of road vehiclesL!!H-I! non-compliance by highway authorities! 6$)#! )#*! %)'1;'+;%! 03! +0';!

5'$1)*1'1&*!')!)#*!'((+0'&#*%!)0!/*-*/!&+0%%$12%L!!

! OW!!

H-$I! poor maintenance! 03! /*-*/! &+0%%$12! 6'+1$12! '1;! (+0)*&)$01! ;*-$&*%L!'1;!

!H-$$I! human error!01!)#*!('+)!03!/*-*/!&+0%%$12!%)'33:!

!!

?1! '&&0+;'1&*! 6$)#! )#*%*! (+$5'+.! '&&$;*1)! &',%')$01! 3'&)0+%>! )#*! @,%%$'1!A*;*+')$01!@'$/6'.%! #'%! 105$1')*;! )#*! 30//06$12! '%! )#*! +*5*;$'/!5*'%,+*%!6#$&#!%#0,/;!#'-*!(+$0+$).!30+!$5(/*5*1)')$01!$1!3,),+*!)#+0,2#0,)!$)%!+'$/6'.!1*)60+K<!

!H$I! $5(+0-*!+0';!;$%&$(/$1*!03!-*#$&/*!;+$-*+%!'1;!04%*+-'1&*!03! /'6!'1;!

0+;*+!01!/*-*/!&+0%%$12%L!!

H$$I! $5(+0-*!+*/$'4$/$).!03!;*-$&*%!0(*+')$12!01!/*-*/!&+0%%$12%L!!

H$$$I! 50;*+1$^')$01!'1;!$5(+0-*5*1)!03!)*&#1$&'/!;*-$&*%!$1%)'//*;!')!/*-*/!&+0%%$12%L!

!H$-I! $1)+0;,&)$01!03!$5(+0-*;!5*)#0;%!30+!5'$1)*1'1&*!03!/*-*/!&+0%%$12%L!

!H-I! 4*))*+!0+2'1$^')$01!03!)+'33$&!%'3*).!&01)+0/!01!/*-*/!&+0%%$12%L!

!H-$I! '&&*/*+')*;! 2+';*! %*('+')$01! 03! /*-*/! &+0%%$12%! 6$)#$1! )#*! #$2#*%)!

)+'33$&!;*1%$).!&/'%%$3$&')$01L!!

H-$$I! $5(+0-*5*1)!03!50)0+!-*#$&/*!;+$-*+!*;,&')$01!(+02+'55*%L!!

H-$$$I! *1#'1&*5*1)! 03! )+'$1$12! '1;! E,'/$3$&')$01! +*E,$+*5*1)%! 30+! 50)0+!-*#$&/*!;+$-*+%!'1;!+'$/6'.!/*-*/!&+0%%$12!(*+%011*/L!

!H$XI! +*3$1*5*1)!03!/*-*/!&+0%%$12!&/'%%$3$&')$01!%.%)*5L!

!HXI! $5(+0-*5*1)! 03! 5')*+$'/%! $130+5$12! )#*! (,4/$&! '40,)! /*-*/! &+0%%$12!

%'3*).!+,/*%L!'1;!!

HX$I! 2$-$12! 2+*')*+! (+$0+$).! )0! /*-*/! &+0%%$12! $5(+0-*5*1)! $1! &'($)'/!60+K%!4,;2*)%:!

!"#*! ;$33$&,/).! 6$)#! )#*%*! +*5*;$'/! 5*'%,+*%! $%! )#')>! 4.! '1;! /'+2*>! )#*.! '+*!

'4%)+'&)!'1;!;0!10)!30&,%!01!)#*!'(('+*1)!5'G0+!3'&)0+!&01)+$4,)$12!)0!'!60+%*1$12!03!)#*!/*-*/!&+0%%$12!'&&$;*1)!+')*>!$:*:!a reduction in the number of manned, protected level crossings:!"#$%!$%!10)!)0!%,22*%)!)#')!'//!&+0%%$12%!%#0,/;!4*!5'11*;!$1!3,),+*:!Z06*-*+>!$)!5'.!4*!'+2,*;!)#')!)#*+*!$%!'!%)+012!&'%*!30+!(+0-$;$12!4'++$*+!(+0)*&)$01!')! '//! 4,)! )#*! /*'%)! ;*1%*/.! )+'33$&K*;! &+0%%$12%:! ?)!5,%)! 4*! *5(#'%$^*;! )#')! ,1;*+!(+*%*1)! '++'12*5*1)%>! 101*! 03! )#*! 033$&$'/! ,15'11*;! /*-*/! &+0%%$12%>! +*(+*%*1)$12!50+*! )#'1!RS!(*+!&*1)!03! )#*!033$&$'/!&+0%%$12%!01! )#*!@,%%$'1!A*;*+')$01a%! +'$/6'.!1*)60+K>!#'%!'1.! 30+5!03!4'++$*+!(+0)*&)$01!6#')*-*+:! ?1!';;$)$01>! )#*+*!'+*!'10)#*+!V>PYR! &+0%%$12%! 01! )#*! 1*)60+K! 6$)#0,)! '1.! 30+5! 03! 6'+1$12! 0+! (+0)*&)$01! ;*-$&*:!"#*%*! '+*! (+*%,5'4/.! ;*%$21')*;! 4.! )#*! F$1$%)+.! 03! @'$/6'.%! '%! b,1033$&$'/d!&+0%%$12%>! 4,)! 10! $1;$&')$01! #'%! 4**1! (+0-$;*;! '%! )0! )#*! )+'33$&! ;*1%$).! 03! %,&#!&+0%%$12%!'1;!03!)#*$+!%)'),%!$1!)#*!(+02+'55*!30+!/*-*/!&+0%%$12!$5(+0-*5*1):!!

!!A$1'//.>!)#*+*!$%!10!$1;$&')$01!)#')!)#*!F$1$%)+.!03!@'$/6'.%!#'%!.*)!';0()*;!'!

('+)$&,/'+/.!*33$&$*1)! %.%)*5! 30+! +*&0+;$12!'1;!;$%%*5$1')$12! /*-*/! &+0%%$12!'&&$;*1)!

! OQ!!

%)')$%)$&%:! 71! $1$)$')$-*! )0! $5(+0-*! )#*! ;$%%*5$1')$01! 03! K106/*;2*! '40,)! /*-*/!&+0%%$12! %'3*).! (*+30+5'1&*! $%! %**1! '%! '1! *%%*1)$'/! &05(01*1)! 03! '1.! (0/$&.! )0!$5(+0-*!/*-*/!&+0%%$12!%'3*).:!!!2.5 Level Crossing Safety in Viet Nam

2.5.1 Summary

"#*!+'$/6'.!%.%)*5!03!B$*)!C'5!6$)#!'!)0)'/!+0,)*!/*12)#!03!01/.!O>YTO!K5!#'%!'1!*%)$5')*;!P>WPO! /*-*/! &+0%%$12%>!0+!'1!'-*+'2*!03!01*!&+0%%$12! 30+!*-*+.!#'/3!'!K$/05*)+*! 03! +0,)*! /*12)#:! ! "#,%! B$*)! C'5! #'%! 01*! 03! )#*! ;*1%*%)! /*-*/! &+0%%$12!%.%)*5%!$1!7%$'>!6$)#!50+*!)#'1!)#+**!)$5*%!)#*!/*-*/!&+0%%$12!;*1%$).!03!?1;$':!

!U3! )#*! )0)'/! 1,54*+! 03! /*-*/! &+0%%$12%>! %05*! V>NSS! H0+! YR! (*+! &*1)I! '+*!

,1033$&$'/>!$:*:!10)!033$&$'//.!(+0-$;*;!4.!B$*)1'5!@'$/6'.%!'1;>!4.!;*3$1$)$01>!#'-*!10!30+5!03!(+0)*&)$01!'2'$1%)!$13+$12*5*1)!4.!+0';!,%*+%:!!i1033$&$'/!&+0%%$12%!&054$1*;!6$)#! 033$&$'/>! 4,)! ,1(+0)*&)*;>! &+0%%$12%! &05(+$%*! 1*'+/.! QV! (*+! &*1)! 03! '//! /*-*/!&+0%%$12%!$1!B$*)!C'5:!!"#$%!2+0,(!#'%!4**1!*%)$5')*;!)0!'&&0,1)!30+!QS!(*+!&*1)!03!'//! /*-*/!&+0%%$12!'&&$;*1)%!$1!B$*)!C'5:!!"#$%!+*(0+)! $1&0+(0+')*%!estimates!30+!B$*)!C'5! 03! '&&$;*1)>! 3')'/$).! '1;! $1G,+.! +')*%! (*+! 5$//$01! )+'$1! K$/05*)+*%:! ! ?)! 6'%!1*&*%%'+.!)0!5'K*!)#*%*!*%)$5')*%!'%!)+'$1!K$/05*)+*!%)')$%)$&%!'+*!10)!5'$1)'$1*;>!')!/*'%)!')!)#*!/*-*/!03!)#*!+'$/6'.!#*';E,'+)*+%:!!Train-kilometre estimates were basedon information supplied by the railway in respect of the number of trains and averagedistances run.

![$1&*! '&&$;*1)%! ')! /*-*/! &+0%%$12%! +*(+*%*1)! 1*'+/.! )608)#$+;%! 03! '//! +'$/6'.!

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eX&*()$01%!60,/;!4*!'! /$5$)*;!1,54*+!03!&+0%%$12%! $1!Z'10$!'1;!Z0!_#$!F$1#!_$).>!6#*+*! 40)#! +0';! '1;! +'$/! )+'33$&! -0/,5*%! '1;! (0)*1)$'/! )$5*! %'-$12%! 30+! +0';! ,%*+%!60,/;! G,%)$3.! &01%$;*+')$01! 03! ',)05')$&! (+0)*&)$01! %.%)*5%! 6$)#! ;*/'.! 5$1$5$^$12!3*'),+*%:!

!"0! '%%$%)! )#*! (+0&*%%! 03! (+$0+$)$%$12! 5*'%,+*%! )0! $5(+0-*! /*-*/! &+0%%$12!

%'3*).>!$)!6$//!4*!*%%*1)$'/!30+!B$*)1'5!@'$/6'.%!)0!$5(+0-*!)#*!%.%)*5!30+!%'3*).!;')'!&'(),+*! '1;! )0! +*8;*3$1*! )#*! &+$)*+$'! ,%*;! 30+! ;*)*+5$1$12! 6#$&#! /*-*/! &+0%%$12%!%#0,/;! E,'/$3.! 30+! 2+';*! %*('+')$01! 0+! *E,$(5*1)! ,(2+';$12:! ! "#*! (+*%*1)! b"+'33$&!F0-*5*1)d! $1;$&')0+! ,%*;! )0! $;*1)$3.! )#0%*! &+0%%$12%! 30+! 6#$&#! 2+';*! %*('+')$01!%#0,/;! 4*! (+0-$;*;! $%! 01/.! OS>SSS! (*+! ;'.>! '%! &05('+*;!6$)#! TSS>SSS! (*+! ;'.! $1!?1;$':!A,+)#*+>!+0';!)+'33$&!&0,1)%!'+*!10)!)'K*1!'%!'!5'))*+!03!+0,)$1*>!0+!$1;**;!eve+>!'1;!'&&$;*1)!%)')$%)$&%!'+*!5'1,'//.!5'$1)'$1*;!01/.!')!)#*!/*-*/!03!*'&#!03!)#*!)#+**!';5$1$%)+')$-*! ;$-$%$01%! H,%,'//.! &'//*;! bi1$01!@'$/6'.%dI:! ?)! $%! )#*+*30+*! $5(0%%$4/*!30+!#*';E,'+)*+%!%)'33! )0!;*&$;*!,(01!(+$0+$)$*%!6#*1!)#*.!#'-*!1*$)#*+!)#*!'4$/$).!)0!;*)*+5$1*!6#$&#!/*-*/!&+0%%$12%!#'-*!('+)$&,/'+/.!(00+!%'3*).!+*&0+;%>!10+!)#*!'4$/$).!)0!;*)*+5$1*!)#*!)+*1;!$1!+0';!)+'33$&!;*1%$).!30+!$1;$-$;,'/!&+0%%$12%:!

! VS!!

!2.5.2 Level crossing safety record

(a) Accidents !C0! )+*1;! $130+5')$01! $1! +*%(*&)! 03! /*-*/! &+0%%$12! '&&$;*1)%! 6'%! 5';*!

'-'$/'4/*>!4,)! 30+! )#*!(*+$0;!TQWW8TQQW! )#*!1,54*+!03! /*-*/!&+0%%$12!'&&$;*1)%!6'%!+*&0+;*;! '%! O>RQR! H+*(+*%*1)$12! NN:V! (*+! &*1)! 03! '//! +'$/6'.! '&&$;*1)%! ;,+$12! )#$%!(*+$0;I:! ! ?)! $%! /$K*/.! )#')! )#*+*! #'%! 4**1! '! +$%$12! )+*1;! 40)#! $1! )#*! 1,54*+! 03! /*-*/!&+0%%$12!'&&$;*1)%!'1;!$1!)#*$+!%#'+*!03!)0)'/!+'$/6'.!'&&$;*1)%:!!eX(+*%%*;!'%!'!+')*!(*+!5$//$01!)+'$18K5>!'&&$;*1)%!0-*+!)#*!(*+$0;!TQWW8TQQW!'-*+'2*;!TO:VP!(*+!5$//$01!)+'$18K5:!"#$%!6'%!2+*')*+!)#'1!)#*!'&&$;*1)!+')*!$1!?1;$'!4.!'!3'&)0+!03!50+*!)#'1!TSS!'1;!2+*')*+!)#'1!)#*!'&&$;*1)!+')*!$1!_'1';'!4.!'!3'&)0+!03!P:!!=.!)#*%*!5*'%,+*%>!B$*)!C'5!#'%!'!;$%),+4$12/.!#$2#!$1&$;*1&*!03!/*-*/!&+0%%$12!'&&$;*1)%:!

!?)!#'%!4**1!*%)$5')*;!)#')!NS!(*+!&*1)!03!'//!/*-*/!&+0%%$12!'&&$;*1)%!0&&,+!')!

,1033$&$'/!&+0%%$12%>!6$)#!VS!(*+!&*1)!0&&,++$12!')!,1(+0)*&)*;!033$&$'/!&+0%%$12%!'1;!TS!(*+!&*1)!')!(+0)*&)*;!&+0%%$12%:!

!!(b) Fatalities

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

Figure 2.7: Numbers and rates of level crossing fatalities in Viet Nam!

S

OS

PS

NS

WS

TSS

TOS

TPS

Nu

mb

er

of

fata

litie

s

S:SS

T:SS

O:SS

V:SS

P:SS

R:SS

N:SS

No

.fa

talit

ies

pe

r m

illio

ntr

ain

-km

L.C. fatalities 76 71 82 86 85 88 87 82 84 86 92 101 115

L.C. fatality rate 2.62 2.16 3.23 5.36 5.47 5.45 5.47 5.39 4.72 3.94 4.15 4.48 5.29

1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998

Source: Country Report for Viet Nam.

! VT!!

A$2,+*! O:Y! '/%0! $1;$&')*%! '! ;+'5')$&! $1&+*'%*! $1! )#*! +')*! 03! /*-*/! &+0%%$12!3')'/$)$*%! (*+! 5$//$01! )+'$1! K$/05*)+*%! 4*)6**1! TQWW! '1;! TQWQ! '1;! '2'$1! 4*)6**1!TQQY!'1;!TQQW:!"#$%!$%!*X(/'$1*;!4.!)#*!3'&)!)#')!)#*!1,54*+!03!3')'/$)$*%!&01)$1,*;!)0!+$%*!6#$/*!rail traffic>!5*'%,+*;!$1!)*+5%!03!)+'$1!K$/05*)+*%>!;*&/$1*;:!!C0!$130+5')$01!$1! +*%(*&)! 03! )+*1;%! $1! )#*! -0/,5*! '1;! &05(0%$)$01! 03! +0';! )+'33$&! 0-*+! )#*%*! )60!(*+$0;%!6'%!'-'$/'4/*:! !C*-*+)#*/*%%>! $)! $%! /$K*/.! )#')!0-*+! )#*%*!(*+$0;%! +0';! )+'33$&!-0/,5*%!$1&+*'%*;!%$21$3$&'1)/.>!*%(*&$'//.!$1!)#*!Z'10$!'1;!Z0!_#$!F$1#!_$).!,+4'1!'+*'%! 6#$&#! #'-*! 4.! 3'+! )#*! 2+*')*%)! &01&*1)+')$01! 03! /*-*/! &+0%%$12%! 6$)#$1! B$*)!C'5a%!+'$/6'.!1*)60+K:!

!U-*+!)#*!('%)!;*&';*>!)#*!/*-*/!&+0%%$12!3')'/$).!+')*!'-*+'2*;!'40,)!P:Q!(*+!

5$//$01!)+'$18K5>!6#$&#!6'%!2+*')*+!)#'1!)#*!&0++*%(01;$12!+')*!$1!?1;$'!4.!'!3'&)0+!03!OR!'1;!2+*')*+!)#'1!)#*!&0++*%(01;$12!+')*!$1!_'1';'!4.!'!3'&)0+!03!TT:!

!\#$/*! 10! $130+5')$01! 01! )#*! &0++*%(01;$12! )+*1;! $1! 3')'/$)$*%! $1! '//! ).(*%! 03!

+'$/6'.!'&&$;*1)%!6'%!5';*!'-'$/'4/*>!0-*+!)#*!('%)!;*&';*!/*-*/!&+0%%$12!'&&$;*1)%!'&&0,1)*;!30+!QWW!H0+!YR:O!(*+!&*1)I!0,)!03!'!)0)'/!03!T>VTV!(*+%01%!K$//*;!$1!'//!+'$/6'.!'&&$;*1)%!$1!B$*)!C'5:!!_/*'+/.> level crossing accidents claim by far the greatest loss of life in railway operations in Viet Nam.!

!!(c) Injuries

"#*! )+*1;! $1! )#*! 1,54*+! 03! $1G,+$*%! '1;! $1! )#*! $1G,+.! +')*! (*+! 5$//$01! )+'$1!K$/05*)+*%!$%!%#061!$1!A$2,+*!O:W:!

!!

Figure 2.8: Numbers and rates of level crossing injuries in Viet Nam

S

RS

TSS

TRS

OSS

ORS

Nu

mb

er

of

inju

rie

s

S:SS

O:SS

P:SS

N:SS

W:SS

TS:SS

TO:SS

No.injuries

permillion

train-km

L.C. injuries 147 138 158 146 112 123 129 108 121 137 185 180 226

L.C. injury rate 5.07 4.19 6.23 9.10 7.21 7.62 8.11 7.10 6.79 6.27 8.34 7.98 10.40

1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998


! VO!!

U-*+!)#*!(*+$0;!TQWN8TQQW>!)#*!1,54*+!03!$1G,+$*%!%,%)'$1*;!$1!/*-*/!&+0%%$12!'&&$;*1)%! +0%*! 4.! '1! '-*+'2*! 03! V:N! (*+! &*1)! (*+! .*'+>! 4,)! ;,+$12! )#*! )#+**! .*'+!(*+$0;!TQQR8TQQW! )#*!'-*+'2*!'11,'/! $1&+*'%*!6'%!TW:O!(*+!&*1):! ?1!&05501!6$)#!/*-*/!&+0%%$12!3')'/$)$*%>!$)!$%!&01%$;*+*;!)#')!$1&+*'%$12!)+'$1!%(**;%!&01)+$4,)*;!)0!)#*!+*&*1)!;+'5')$&!2+06)#!$1!/*-*/!&+0%%$12!$1G,+$*%:!eX(+*%%*;!'%!'!+')*!(*+!5$//$01!)+'$1!K$/05*)+*%>!)#*!1,54*+!03!/*-*/!&+0%%$12!$1G,+$*%!'-*+'2*;!Y:Y!0-*+!)#*!('%)!;*&';*:!"#$%!6'%!OP!)$5*%!2+*')*+!)#'1!)#*!+')*!+*&0+;*;!$1!?1;$'!'1;!'40,)!OS!)$5*%!2+*')*+!)#'1!)#*!+')*!+*&0+;*;!$1!_'1';'!0-*+!)#*!%'5*!(*+$0;:!

!!

2.5.3 Level crossing characteristics and effectiveness !

(a) General characteristics/overall density!

c+';*!%*('+')*;!$1)*+%*&)$01%!4*)6**1!+0';!'1;!+'$/!*X$%)!')!01/.!TT!/0&')$01%!)#+0,2#0,)!B$*)!C'5:![$X!03!)#*%*!'+*!/0&')*;!6$)#$1!)#*!c+*')*+!Z'10$!'+*'>!03!6#$&#!3$-*! ;')*! 4'&K! )0! )#*! *'+/.! ('+)! 03! OS)#! &*1),+.! 6#*1! )#*! A+*1&#! &0/01$'/!';5$1$%)+')$01! &01%)+,&)*;! '! +'$/6'.! -$';,&)! )0! /$1K! ,(! 6$)#! )#*! ]012! =$*1! =+$;2*!'&+0%%!)#*!@*;!@$-*+:!]*-*/!&+0%%$12%!'+*!)#*+*30+*!)#*!(+*;05$1'1)!30+5!03!+0';M+'$/!$1)*+%*&)$01!$1!B$*)!C'5!'1;!'+*!/$K*/.!)0!+*5'$1!%0!30+!%05*!)$5*!$1)0!)#*!3,),+*:!

!D*)'$/%!03! )#*!;*1%$).!'1;!1,54*+!03! /*-*/!&+0%%$12%!4.!).(*>!'%!%,((/$*;!4.!

B$*)1'5!@'$/6'.%!'+*!2$-*1!$1!"'4/*!O:OS.!

Table 2.20: Number and density of level crossings in Viet Nam

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(c) Relative efficiency of different types of crossing protection

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?1! )*+5%! 03! )#*$+! *33$&$*1&.! $1! 5$1$5$^$12! ;*/'.! )0! +0';! ,%*+%>! 04%*+-')$01%!5';*!;,+$12!)#*!&0,+%*!03!)#*!e[_79!5$%%$01!)0!Z'10$!+*-*'/*;!)#')!4'++$*+%!6*+*!&/0%*;! 01! '-*+'2*! 30+! not longer than two minutes:! [,&#! '! ;*/'.! $%! /$K*/.! )0! 4*!'&&*()'4/*! *-*1! 6$)#! )#*! #*'-.! +0';! )+'33$&! *X(*+$*1&*;! ')! %05*! $1)*+%*&)$01%! $1!Z'10$>!%$1&*!'-*+'2*!+'$/!)+'33$&!$1!)#*!%*&)$01!04%*+-*;!H4*)6**1!Z'10$!'1;!c$'!=')I>!')!'40,)!W!('$+%!03!)+'$1%!(*+!;'.>!$%!&05('+')$-*/.!/$2#):!C*-*+)#*/*%%>!$)!'((*'+%!)#')!)#*!5'1'2*5*1)!03!B$*)1'5!@'$/6'.%!#'%!';0()*;!'! 3,),+*! )'+2*)!03!'!01*!5$1,)*!;*/'.! 30+! '//! (+0)*&)*;! /*-*/! &+0%%$12%:! "#$%! $)! #0(*%! )0! '&#$*-*! 4.! $1%)'//$12! )+'$18'&),')*;!4'++$*+!(+0)*&)$01!')!&+0%%$12%!6#$&#!;0!10)!&'++.!%,33$&$*1)! )+'33$&! )0! G,%)$3.!2+';*!%*('+')$01:!!!!2.5.4 Administration of safety regulations in relation to level crossings

?1!B$*)!C'5>! )#*+*! $%!10!%,(+'8+'$/6'.!0+2'1$^')$01!6#$&#! $%! +*%(01%$4/*! 30+!';5$1$%)+')$01! 03! %'3*).! +*2,/')$01%:! B$*)1'5! @'$/6'.%! $%! $)%*/3! +*%(01%$4/*! 30+!*1%,+$12!)#')!20-*+15*1)!+*2,/')$01%!+*/')$12!)0!+'$/6'.!%'3*).!'+*!*130+&*;:!

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bc0-*+15*1)'/!D*&+**!VQM_9!*1%,+$12! %'3*).! '1;! %*&,+$).! 30+! +'$/6'.! )+'1%(0+)d! 03!R!p,/.!TQQQ:!!

A$-*!'+)$&/*%!03!)#$%!;*&+**!'+*!+*/*-'1)!)0!/*-*/!&+0%%$12!%'3*).:!"#*%*!'+*!'%!30//06%<!!

#$ Article 31>! 6#$&#! +*E,$+*%! '//! 0+2'1$^')$01%! '1;! $1;$-$;,'/%! #'-$12! '!1**;! )0! 0(*1! '! /*-*/! &+0%%$12! )0! 4*! +*%(01%$4/*! 30+! )#*! &0%)! 03!

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!#$ Article 32>! 6#$&#! +*E,$+*%! )#')! /*-*/! &+0%%$12! $1%)'//')$01! 5,%)! 4*!

b&055$%%$01*;d! '1;! &'++$*;! 0,)! $1! &0130+5$).! 6$)#! *%)'4/$%#*;!%)'1;'+;%!'1;!%(*&$3$&')$01%L!

!#$ Article 44, 6#$&#! &01)'$1%! '! 1,54*+! 03! (+0-$%$01%! +*/')$12! )0!

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

!#$ Article 45, 6#$&#!%)')*%!)#')!/*-*/!&+0%%$12!4'++$*+%!5,%)!4*!&/0%*;!')!

/*'%)!01*!5$1,)*!4*30+*!)#*!'++$-'/!03!'!)+'$1!$1!)#*!&'%*!03!'1!*/*&)+$&'/!4'++$*+!'1;!')! /*'%)!01*!'1;!'!#'/3!5$1,)*%!4*30+*! )+'$1!'++$-'/! $1! )#*!&'%*!03!'!5'1,'/!4'++$*+:![$5$/'+/.!)#$%!'+)$&/*!/$5$)%!)#*!&/0%,+*!03!/*-*/!&+0%%$12!4'++$*+%!)0!10)!50+*!)#'1!V!5$1,)*%!4*30+*!)+'$1!'++$-'/!$1!)#*!&'%*! 03!_/'%%*%! T! '1;!O! &+0%%$12%! '1;! )0! 10)!50+*! )#'1! R!5$1,)*%!4*30+*!)+'$1!'++$-'/!$1!)#*!&'%*!03!_/'%%!V!&+0%%$12%L!'1;

#$ Article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

!"#*!_0,1)+.!9'(*+!30+!B$*)!C'5!&01)'$1*;!10!%(*&$3$&!5*1)$01!)#')!,1033$&$'/!

&+0%%$12%!6*+*!(+0#$4$)*;!4.!D*&+**!VQM_9>!4,)!'%!%,&#!&+0%%$12%!6*+*!;*%&+$4*;!'%!$//*2'/!$1!)#*!_0,1)+.!9'(*+>!)#*1!$)!5$2#)!+*'%01'4/.!4*!'%%,5*;!)#')!)#*!;*&+**!;0*%!&01)'$1!%,&#!'!(+0#$4$)$01:!!!2.5.5 Level crossing system evaluation techniques (technical and financial)

C0! %.%)*5')$&! *-'/,')$01! 03! /*-*/! &+0%%$12! %'3*).! (*+30+5'1&*! 0+! 03! )#*!1**;MG,%)$3$&')$01! 30+! ,(2+';*;! &+0%%$12! (+0)*&)$01! $%! &'++$*;! 0,)! 4.! B$*)1'5!@'$/6'.%:!!Z06*-*+>!%05*!)*&#1$&'/!*-'/,')$01!$%!,1;*+)'K*1>!'%!$%!$1;$&')*;!4.!)#*!

! VN!!

&,++*1)!(+02+'55*!)0!($/0)! )*%)! )#*!\*%)$12#0,%*!%.%)*5!03! )+'$1!'&),')*;!6'+1$12!%$21'/%!'1;!(+0)*&)$-*!4'++$*+%!01!)#*!B$*)!C'5!+'$/6'.!1*)60+K:!

!"0!'!/'+2*!*X)*1)>!)#*!'4%*1&*!03!%.%)*5')$&!*-'/,')$01!03!%'3*).!(*+30+5'1&*!

'1;! *1#'1&*5*1)! $%! ;,*! )0! )#*! /'&K! 03! '1! *33*&)$-*! $130+5')$01! %.%)*5>! 4,)! )#*!3+'25*1)')$01!03!5'1'2*5*1)!+*%(01%$4$/$).!30+!%'3*).!5,%)!'/%0!#'-*!'1!$5('&):!

!\#$/*!)#*!i1$01!@'$/6'.%!'1;!/06*+! /*-*/%!03!)#*!0+2'1$^')$01 *X*+&$%*!;'.8

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i1$01!@'$/6'.%!'1;!'+*!10)!'%!.*)!'%%*54/*;!$1)0!'!&05(,)*+$^*;!;')'4'%*!')!#*';E,'+)*+%!/*-*/:!

!D*%($)*! )#*! '4%*1&*! 03! '1.! %.%)*5')$&! '1;! +*2,/'+! *-'/,')$01! 4.! B$*)1'5!

@'$/6'.%! 03! /*-*/! &+0%%$12! %'3*).>! +,/*%! $%%,*;! 4.! )#*! F$1$%)+.! 03! "+'1%(0+)>!_055,1$&')$01! '1;! 90%)! &01)'$1! &+$)*+$'! 30+! %*))$12! /*-*/! &+0%%$12! ,(2+';$12!(+$0+$)$*%:! "#*%*! &+$)*+$'>! '%! %#061! 4*/06>! *%%*1)$'//.! ;$%)$12,$%#! 4*)6**1! )#+**!&')*20+$*%!H0+!&/'%%*%I!03!/*-*/!&+0%%$12!01!)#*!4'%$%!03!)#*$+!&054$1*;!+0';!'1;!+'$/!)+'33$&!;*1%$).>! )#*!&')*20+$*%!03! +0';%! $1-0/-*;>! )#*! /0&')$01! H$:*:! ,+4'1M1018,+4'1I>!'1;!)#*$+!-$%$4$/$).!+')$12<!

!First class /*-*/!&+0%%$12%!'+* )#0%*!6#*+*

#$ +'$/6'.! /$1*%! $1)*+%*&)! 6$)#! +0';%! 03! 3$+%)>! %*&01;! 0+! )#$+;! &/'%%!&/'%%$3$&')$01L

#$ +'$/6'.!/$1*%!$1)*+%*&)!6$)#!,+4'1!+0';%!&'++.$12!'!;*1%*!5$X!03!(+$-')*!'1;!(,4/$&!)+'1%(0+)L!'1;

#$ )#*! b"+'33$&!F0-*5*1)! ?1;$&')0+d>! 0+! "F! H1,54*+! 03! )+'$1%! (*+! ;'.! X!1,54*+!03!+0';!-*#$&/*%!(*+!;'.I!$%!2+*')*+!)#'1!OS>SSS:

Second class!/*-*/!&+0%%$12%!'+*!)#0%*!6#*+*!

#$ +'$/6'.!/$1*%!$1)*+%*&)!6$)#!+0';%!03!30,+)#!0+!3$3)#!&/'%%!&/'%%$3$&')$01L#$ +'$/6'.!/$1*%!$1)*+%*&)!6$)#!,+4'1!+0';%!&'++.$12!'!+*/')$-*/.!/*%%!;*1%*!

5$X!03!(+$-')*!'1;!(,4/$&!)+'1%(0+)L!'1;#$ )#*!"F! $%!4*)6**1!R>SSS!'1;!OS>SSS! $3! )#*+*! $%! %,33$&$*1)! -$%$4$/$).!0+!

4*)6**1!T>SSS!'1;!R>SSS!$3!)#*+*!$%!$1%,33$&$*1)!-$%$4$/$).:

Third class! /*-*/! &+0%%$12%!'+*! )#0%*!6#$&#!;0!10)! %')$%3.!'1.!03! )#*!'40-*!&+$)*+$':!

"#*!+0';!&/'%%$3$&')$01%!,%*;!'%!)#*!4'%$%!30+!)#*%*!/*-*/!&+0%%$12!&+$)*+$'!'+*!2$-*1!$1!"'4/*!O:OT:

7;;$)$01'/!&+$)*+$'!%(*&$3$*;!$1!)#*!/*-*/!&+0%%$12!+,/*%!'+*!)#')<!_/'%%!T!'1;!O!/*-*/!&+0%%$12%!#'-$12!'!+'$/! )+'33$&!;*1%$).!03!')! /*'%)!TN!)+'$1%!(*+!OP!#0,+%!+*E,$+*!4'++$*+! (+0)*&)$01L! /*-*/! &+0%%$12%! 6$)#! ')! /*'%)! TO! )+'$1%! (*+! OP! #0,+%>! 4,)! 6$)#!+*%)+$&)*;!-$%$4$/$).!+*E,$+*!4'++$*+!(+0)*&)$01L!'1;!4+'1&#!/$1*%!#'-$12!'!)+'33$&!;*1%$).!03!10)!2+*')*+!)#'1!P!)+'$1%!'1;!TRS!+0';!-*#$&/*%!(*+!OP!#0,+%!;0!10)!+*E,$+*!4'++$*+!(+0)*&)$01:!

! VY!!

Table 2.21: Road classification system in Viet Nam

A'&)0+!!!!!!!!!!!!!!!!!!!!!!!!!!!!%!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!_/'%%!&!

!?!

!??!

!???!

!?B!

!B!

!B?!

9_i!g!(*+!;'.! s!NSSS! VSSS!J!NSSS!

TSSS!J!!VSSS!

VSS!J!!TSSS!

!!RS!J!VSS!!

'!!RS!

[(**;!HK5M#0,+I!($ A/')!0+!(/')*',!'+*'%!($ F0,1)'$1M#$2#/'1;!'+*'%!

TOS!

8!

TSS!

8!

WS!

NS!

NS!

PS!

PS!

OR!

!

OR!

8!

Source: Vietnam Railways.! g!9_i!r!('%%*12*+!&'+!,1$):!!U)#*+!-*#$&/*%!'+*!&01-*+)*;!$1)0!9_ia%!,%$12!)#*!30//06$12!!! !!!!!!!!!!!!!!3'&)0+%<!4$&.&/*!S:OL!50)0+&.&/*!S:VL!4,%*%!'1;!5*;$,5!)+,&K%!O:SL!)#+**!'X/*!)+,&K%!! !!!!!!!!!!!!!!O:RL!(+$5*!50-*+%!'1;!%*5$8)+'$/*+%!V:S:!

!!

?)!$%!3,+)#*+!%)$(,/')*;!$1!)#*!/*-*/!&+0%%$12!+,/*%!)#')!Class I crossings shouldbe grade separated.!

"60! 5'$1! ;$33$&,/)$*%! '+*! '%%0&$')*;! 6$)#! )#*! (+'&)$&'/! '((/$&')$01! 03! )#*%*!&+$)*+$'!30+!)#*!,(2+';$12!03!/*-*/!&+0%%$12%:!

!"#*!3$+%)!$%!)#')!)#*!)+'33$&!;*1%$).!&+$)*+$'!'+*!10)!+*'/$%)$&:!A0+!*X'5(/*>!_/'%%!

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

!"#*!%*&01;!;$33$&,/).!$%!)#')!B$*)1'5!@'$/6'.%!;0!10)!)'K*!&0,1)%!03!)#*!+0';!

-*#$&/*%!,%$12! /*-*/!&+0%%$12%:!C*$)#*+!'+*!%,&#!&0,1)%! )'K*1!01!'!+*2,/'+!4'%$%!4.!)#*!+*%(01%$4/*!+0';!5'1'2*5*1)!',)#0+$)$*%:!"#*+*30+*>!)#*+*!$%!10!04G*&)$-*!4'%$%!,(01!6#$&#!)#*!"F!-'/,*!30+!'1.!&+0%%$12!&'1!4*!;*)*+5$1*;!'1;!,(01!6#$&#!/*-*/!&+0%%$12!,(2+';$12!(+$0+$)$*%!5'.!4*!%*):!!2.5.6 Level crossing safety initiatives

"#*!5'1'2*5*1)!03!B$*)1'5!@'$/6'.%!(+0(*+/.!'))'&#*%!2+*')*%)!(+$0+$).! )0!&01-*+)$12! ,1033$&$'/! /*-*/! &+0%%$12%! )0! 033$&$'/! &+0%%$12%!6$)#! ')! /*'%)! %05*! 30+5!03!6'+1$12!%$21'2*!3'&$12!+0';!,%*+%!'1;!6$)#!'1!';*E,')*/.!%,+3'&*;!+0';6'.!'&+0%%!)#*!)+'&K%:!

! VW!!

_01%)+,&)$01! 03! +0';! 0-*+('%%*%! $1! (/'&*! 03! )#*! 50%)! ;*1%*/.! )+'33$&K*;!&+0%%$12%!#'%!%0!3'+!4**1!4*.01;!)#*!&'('&$).!03!)#*!+'$/6'.!)0!3$1'1&*>!'/)#0,2#!)#$%!$%!&01%$;*+*;!)#*!50%)!;*%$+'4/*!0()$01!$1!)#*!/012!)*+5V:!!

?1! /')*! TQQQ>! B$*)1'5! @'$/6'.%! %,45$))*;! )0! )#*! F$1$%)+.! 03! "+'1%(0+)>!_055,1$&')$01!'1;!90%)!'! +*E,*%)! 30+! 3,1;%!'1;!'1!*X(*1;$),+*!(+02+'55*>!6$)#!)#*!30//06$12!(+$1&$('/!04G*&)$-*%:!!

#$ (+02+*%%$-*! &01-*+%$01! )0! 033$&$'/! %)'),%! '1;! ,(2+';$12! 03! )#*!*%)$5')*;!V>NPO!,1033$&$'/!/*-*/!&+0%%$12%!01!)#*!+'$/6'.!%.%)*5L!

!#$ (+02+*%%$-*!$1%)'//')$01!03!4'++$*+!(+0)*&)$01!'1;!3/'%#$12!+0';!6'+1$12!

%$21'/%!')!WVV!033$&$'/>!4,)!&,++*1)/.!,1(+0)*&)*;>!&+0%%$12%L!'1;!!

#$ $1%)'//')$01!03!5'1,'/!0+!)+'$18'&),')*;!+0';!6'+1$12!%$21'/%!')!'//!VNY!(+0)*&)*;!&+0%%$12%!01!)#*!+'$/6'.!%.%)*5:!

!?1$)$'/!(+$0+$).! $1! )#*!(+02+'55*>!6#$&#!60,/;!#'-*!'! )0)'/! &0%)!*%)$5')*;!')!!

BCD!WVT>NQS!5$//$01! Hi[j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

!D*)'$/%!03!)#*!*/*5*1)%!'1;!&0%)%!03!)#*!(+02+'55*!'+*!2$-*1!$1!"'4/*!O:OO:!!

!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!V!@*&*1)!&01%)+,&)$01!03!'!+0';!0-*+('%%!4+$;2*!01!)#*!Z'10$8Z0!_#$!F$1#!_$).!5'$1/$1*!6$)#!'! )0)'/! /*12)#! 03! ! VV:WP! 5*)+*%! 6'%! *%)$5')*;! )0! &0%)! BCD! QR>TTY! 5$//$01! Hi[j! Y:VTNY!5$//$01I:!"#$%!&0%)!$%!*E,$-'/*1)!)0!BCD!O>WTT!5$//$01!!Hi[j!OTN>OTRI!(*+!5*)+*:!

! VQ!!

Table 2.22: Proposed Level Crossing Upgrading Programme, Viet Nam !9+02+'55*!04G*&)$-*! ".(*!03!$1%)'//')$01! C,54*+! i1$)!_0%)!

BCD!F$//:!Hi[j!F$//:I!

"0)'/!&0%)!BCD!!F$//:!Hi[j!F$//:I!

Officialization/upgrading of unofficial level crossings

F'1,'/! /$3)$12! 4'++$*+!H6$)#! 3/'%#$12! +0';!6'+1$12!%$21'/%I!

!!!!!!!!VT! PTS!HS:SVTRI! TO>YTS!HS:QYYYI!

! 7,)05')$&!/$3)$12!4'++$*+! !!!!!!OTY! VSS!HS:SOVTI! NR>TSS!HR:SSYYI!

! 7,)05')$&! +0';! 6'+1$12!%$21'/%!H%)*';.!/$2#)I!

!!!V>VQP! TOY!HS:SSQWI! PVT>SVW!HVV:TRNWI!

! !!!!!!Sub-total 3,642 ! 508,848

(38.1422)

Upgrading of officialunprotected crossings

"+0//*.! 2')*%! H5'1,'/I!6$)#! 3/'%#$12! +0';!6'+1$12!%$21'/%!

!!!!!!!!OQ!!

RRS!HS:SPOVI! TR>QRS!HT:OONQI!

! F'1,'/! /$3)$12! 4'++$*+!H6$)#! 3/'%#$12! +0';!6'+1$12!%$21'/%I!

!!!!!!TVW! PTS!HS:SVTRI! RN>RWS!HP:VROVI!

!! 7,)05')$&!/$3)$12!4'++$*+! !!!!!!NNN! OTS!HS:STNOI! TVQ>WNS!

HTS:YRWRI!! !!!!!!Sub-total!

!!!!!!!833 ! 212,390

(16.3377)

Upgrading of official protectedcrossings!

@0';! &+0%%$12!+*%,+3'&$12!

!!!!!!VNY! !!VS!HS:SSOVI! TT>STS!HS:WPRQI!

! A/'%#$12! +0';! 6'+1$12!%$21'/%! H30+! 5'1,'/!/$3)$12!4'++$*+%I!

!!!!!VNY! !OTS!HS:STNOI! YY>SYS!HR:QOWRI!

! [*+-$&*! +0';%! '/012!+'$/6'.!/$1*%!

PP>YPP!H5I! !!!!S:R!! OO>OYO!HT:YOSQI!

! Sub-total!!

!!!!!367 ! 110,452(8.4963)

TOTAL PROGRAMME ! ! ! 831,690(63.9762)

Source: Vietnam Railways.

i(2+';$12! 03! )#*! $1$)$'/! )+'1&#*! 03! PVT! ,1033$&$'/! &+0%%$12%! 60,/;! 4*!,1;*+)'K*1!;,+$12!(#'%*%!?!'1;!??>!30+!'!)0)'/!&0%)!*%)$5')*;!')!BCD!TST>SRT!5$//$01!Hi[j!Y:YY!5$//$01I:!B$*)1'5!@'$/6'.%!#'%!'/%0!(+0(0%*;!'1!'/)*+1')$-*!(+02+'55*!,1;*+!6#$&#!'//!*/*5*1)%!$1!)#*!'40-*!)'4/*!60,/;!4*!,1;*+)'K*1!*X&*()!$1%)'//')$01!03!',)05')$&!+0';!6'+1$12!%$21'/%!')!,1033$&$'/!&+0%%$12%!0)#*+!)#'1!)#*!(+$0+$).!2+0,(!03! PVT:!"#*!0-*+'//! &0%)! 03! )#*!'/)*+1')$-*!(+02+'55*!#'%! 4**1!*%)$5')*;!')!BCD!POV>WQV!5$//$01!Hi[j!VO!5$//$01I>!0+!'40,)!#'/3!)#')!03!)#*!(+*3*++*;!'/)*+1')$-*:!

!?1!';;$)$01!)0!)#*!'40-*>!B$*)1'5!@'$/6'.%!+*&*1)/.!)00K!'!%*+$*%!03!)*&#1$&'/!

'1;! ';5$1$%)+')$-*! 5*'%,+*%! )0! $5(+0-*! /*-*/! &+0%%$12%! %'3*).:! ! "#,%>! RYQ! /*-*/!&+0%%$12%!#'-*!+*&*1)/.!4**1!('-*;!6$)#!&01&+*)*!('1*/%>!TYO!#'-*!4**1!4$),5*18%,+3'&*;!'1;!'10)#*+!VYP!#'-*!4**1!2+'-*//*;:!!A,+)#*+50+*>!$1!'1!*330+)!)0!$1&+*'%*!)#*! -$2$/'1&*! 03! 2')*K**(*+%>! )#*$+!60+K$12! +,/*%! #'-*! 4**1! '5*1;*;:! !\#$/*! )#*.!

! PS!!

(+*-$0,%/.!60+K*;!'!TO8#0,+!%#$3)!'1;!6*1)!033!;,).!30+!OP!#0,+%>!)#*.!106!60+K!'1!W!#0,+!%#$3)!4*30+*!20$12!033!;,).!30+!TN!#0,+%:!

!U)#*+! $1$)$')$-*%! )'K*1! 4.! )#*! B$*)1'5! @'$/6'.%! )0! $5(+0-*! /*-*/! &+0%%$12!

%'3*).! #'-*! 4**1! 30&,%*;! 01! &055,1$).! '6'+*1*%%! 4+0';&'%)%! 01! 1')$01'/!)*/*-$%$01!'1;!(+0-$%$01!03!'%%$%)'1&*! )0!*;,&')$01!',)#0+$)$*%! $1! )#*!(+*('+')$01!03!5')*+$'/%!30+!;$%%*5$1')$01!$1!%&#00/%:!Z06*-*+>!)#*!+'$/6'.!';5$1$%)+')$01!/'&K%!'1!*33*&)$-*!4,;2*)!30+!'&)$-$)$*%!03!)#$%!).(*:!!

!2.5.7 Level crossing safety impediments

?1!&05501!6$)#!0)#*+!7%$'1!&0,1)+$*%>!B$*)!C'5!%,33*+%!3+05!'!2*1*+'/! /'&K!03! '! %'3*).! *)#0%>! 0+! 03! '1! '6'+*1*%%! $1! )#*! 6$;*+! &055,1$).! 03! )#*! &+,&$'/!$5(0+)'1&*! 03! %'3*! /$-$12! '1;! 60+K$12! (+'&)$&*%:! "#$%! $%! (*+#'(%! )#*! 4$22*%)!$5(*;$5*1)! 3'&*;! 4.! )#*! +'$/6'.! $1! %**K$12! )0! +*;,&*! )#*! $1&$;*1&*! '1;!

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! PT!!

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! PO!!

Photograph 2

Photograph 3

Photograph 4

Photograph 5

2.6 Level crossing safety in Bangladesh, Philippines and Thailand


(a) Accidents

"'4/*! O:OV! %#06%! ;')'! 01! /*-*/! &+0%%$12! '&&$;*1)%! 30+! )#*! +'$/6'.!0+2'1$^')$01%!03!='12/';*%#>!)#*!9#$/$(($1*%!'1;!"#'$/'1;:!

Table 2.23: Level crossing accidents, 1988-1998

m*'+! ='12/';*%#! 9#$/$(($1*%! "#'$/'1;!TQWW! TR! ! !TQWQ! Y! ! !TQQS! TS! ! !TQQT! Y! ! !TQQO! Q! ! !TQQV! TS! ! !TQQP! TP! ! !TQQR! TR! ! !TQQN! Q! ! !TQQY! OV! ! !TQQW! TY! ! !"0)'/!! TVN! PNN! P>NWW!

Source: Questionnaire responses, Bangladesh, Philippines and Thailand.

]*-*/! &+0%%$12! '&&$;*1)%! +*(+*%*1)! '! %,4%)'1)$'//.! #$2#! (+0(0+)$01! 03! '//!+'$/6'.!'&&$;*1)%! $1!"#'$/'1;! HQP:N!(*+!&*1)!4*)6**1!TQWW!'1;!TQQWI>!4,)!'!5$10+!(+0(0+)$01!03!'//!+'$/6'.!'&&$;*1)%!$1!)#*!9#$/$(($1*%!HOQ:N!(*+!&*1)!4*)6**1!TQWW!'1;!TQQWI>!'1;!'1!*-*1!50+*!50;*%)!(+0(0+)$01!03!'//! +'$/6'.!'&&$;*1)%! $1!='12/';*%#!HV:W!(*+!&*1)!4*)6**1!TQWW!'1;!TQQWI:!

!\#*1!&05('+*;!6$)#!)#*!-0/,5*!03!)+'33$&>!'%!+*(+*%*1)*;!4.!)+'$18K$/05*)+*%>!

)#*!+')*!03!/*-*/!&+0%%$12!'&&$;*1)%!$1!='12/';*%#!$%!E,$)*!#$2#!HS:YP!(*+!5$//$01!)+'$18K5! 30+! )#*! %*-*1! .*'+! (*+$0;! TQWW8TQQRI>! 4,)! $%! $1%$21$3$&'1)! '%! &05('+*;! 6$)#!"#'$/'1;! HTO:Q! (*+! 5$//$01! )+'$18K5! 30+! )#*! 3$-*! .*'+! (*+$0;! TQQT8TQQRI:! C0!&05('+'4/*!;')'!6*+*!'-'$/'4/*!30+!)#*!9#$/$(($1*%:!

!(b) Fatalities

! ?1!"#'$/'1;>! 3')'/$)$*%! $1! /*-*/! &+0%%$12!'&&$;*1)%! +*(+*%*1)! )#*! -'%)!5'G0+$).!HQO! (*+! &*1)I! 03! '//! ;*')#%! $1! '//! ).(*%! 03! +'$/6'.! '&&$;*1)%! )#+0,2#0,)! )#*! +'$/6'.!1*)60+K:!?1!='12/';*%#>!3')'/$)$*%!$1!/*-*/!&+0%%$12!'&&$;*1)%!+*(+*%*1)!PN!(*+!&*1)!03!;*')#%! $1! '//! ).(*%! 03! +'$/6'.! '&&$;*1)%! J! '! 5,&#! #$2#*+! (+0(0+)$01! )#'1! )#*!(+0(0+)$01!03!/*-*/!&+0%%$12!'&&$;*1)%!$1!)0)'/!+'$/6'.!'&&$;*1)%>!(0%%$4/.!4*&',%*!03!

! PR!!

)#*!#*'-.!$1&$;*1&*!03!4,%!'&&$;*1)%!$1!)#*!+'$/6'.!'&&$;*1)!)0)'/:!?1!)#*!9#$/$(($1*%>!#06*-*+>!/*-*/!&+0%%$12!'&&$;*1)%!'&&0,1)!30+!01/.!R!(*+!&*1)!03!)#*!)0)'/!1,54*+!03!3')'/$)$*%!$1!+'$/6'.!'&&$;*1)%:!!

Table 2.24: Level crossing fatalities, 1988-1998

m*'+! ='12/';*%#! 9#$/$(($1*%! "#'$/'1;!TQWW! P! ! !TQWQ! W! ! !TQQS! R! ! !TQQT! P! ! !TQQO! TO! ! !TQQV! P! ! !TQQP! TN! ! !TQQR! OR! ! !TQQN! TN! ! !TQQY! TS! ! !TQQW! TW! ! !"0)'/!! TOO! P! PTP!


!72'$1>! 6#*1! +*/')*;! )0! )+'33$&! -0/,5*%>! )#*! /*-*/! &+0%%$12! 3')'/$).! +')*! $1!

"#'$/'1;! $%! ;$%),+4$12/.! #$2#! J! T:SR! (*+! 5$//$01! )+'$1! K$/05*)+*%! J! 4,)! *-*1! ')! )#$%!/*-*/>!)#*!"#'$!3')'/$).!+')*!$%!01/.!'40,)!01*!3$3)#!03!)#*!+')*!*X(*+$*1&*;!4.!B$*)!C'5>!6#$&#! #'%! )#*! 60+%)! /*-*/! &+0%%$12! %'3*).! +*&0+;! 03! '1.! &0,1)+.! +*-$*6*;! $1! )#$%!%),;.:! ?1! ='12/';*%#>! )#*! 3')'/$).! +')*! '-*+'2*;! S:NN! (*+! 5$//$01! )+'$1! K$/05*)+*%>!%05*6#')! /06*+! )#'1! )#*!'&&$;*1)! +')*:!C0!&05('+'4/*!;')'!6*+*!'-'$/'4/*! 30+! )#*!9#$/$(($1*%:!!

(c) Injuries

?1! "#'$/'1;>! )#*! 1,54*+! 03! (*+%01%! $1G,+*;! $1! /*-*/! &+0%%$12! '&&$;*1)%!+*(+*%*1)%! )#*! 5'G0+! (+0(0+)$01! HYN! (*+! &*1)I! 03! '//! (*+%01%! $1G,+*;! $1! '//! +'$/6'.!'&&$;*1)%!)#+0,2#0,)!)#*!%.%)*5>!6#$/*!$1!='12/';*%#!)#*!(*+&*1)'2*!$1G,+*;!$1!/*-*/!&+0%%$12!'&&$;*1)%!$%!PP!(*+!&*1)!'1;!$1!)#*!9#$/$(($1*%!VT!(*+!&*1):!!

! PN!!

Table 2.25: Level crossing injuries, 1988-1998

m*'+! ='12/';*%#! 9#$/$(($1*%! "#'$/'1;!TQWW! TQ! ! !TQWQ! TN! ! !TQQS! VY! ! !TQQT! VN! ! !TQQO! VQ! ! !TQQV! TQ! ! !TQQP! NS! ! !TQQR! NV! ! !TQQN! VS! ! !TQQY! VY! ! !TQQW! RW! ! !"0)'/!! PTP! PNO! T>SWW!


!!

"#*!&05('+')$-*!'1'/.%$%!03!/*-*/!&+0%%$12!%'3*).!(*+30+5'1&*!$1!)#*%*!)#+**!&0,1)+$*%! '1;! '/%0! $1! B$*)! C'5! #'%! )0! 4*! )*5(*+*;! 4.! )#*! 3'&)! )#')! 50)0+$^')$01!/*-*/%! $1!"#'$/'1;!'+*!5'1.! )$5*%!2+*')*+! )#'1! )#*.!'+*! $1!='12/';*%#!'1;! $1!B$*)!C'5!'1;!%*-*+'/!)$5*%!2+*')*+!)#'1!)#*.!'+*!$1!)#*!9#$/$(($1*%:!!2.6.2 Level crossing characteristics and effectiveness

(a) Number and density of level crossings

D')'! (+0-$;*;! 4.! )#*! +'$/6'.! %.%)*5%! 03! ='12/';*%#>! )#*! 9#$/$(($1*%! '1;!"#'$/'1;!$1;$&')*!)#*!30//06$12!/*-*/!&+0%%$12!(0(,/')$01%>!4.!).(*>!01!*'&#!1*)60+K<!

!Table 2.26: Density of level crossings and number, by type

Route length/type of level crossing Bangladesh Philippines Thailand

@0,)*8K5! O>YVP! PWP! P>SPT!

U33$&$'/!J!(+0)*&)*;>!10:!! PSO! PQ! PNY!U33$&$'/!J!,1(+0)*&)*;>!10:! QON! TNT! T>TPR!i1033$&$'/!H,1(+0)*&)*;I>!10:! WOT! QW! NOR!

"0)'/! O>TPQ! VSW! O>OVY!

]*-*/!&+0%%$12!;*1%$).>!10:!(*+!K5! S:YQ! S:NP! S:RR!

]*-*/!&+0%%$12!%('&$12>!01*!*-*+.!t!K5!!! T:V! T:N! T:W!


!

! PY!!

U3!)#*!)#+**!&0,1)+$*%!+*-$*6*;>!='12/';*%#!#'%!)#*!2+*')*%)!;*1%$).!03!/*-*/!&+0%%$12%!H01*!*-*+.!T:V!K5I!'1;!)#*!#$2#*%)!(*+&*1)'2*!03!,1033$&$'/!&+0%%$12%!HVW!(*+!&*1)I:!_,+$0,%/.!'1;!&01-*+%*/.!)0!6#')!5$2#)!4*!*X(*&)*;>!)#*%*!&#'+'&)*+$%)$&%!'+*!10)! +*3/*&)*;! $1!#$2#*+!'&&$;*1)>! 3')'/$).!'1;! $1G,+.! +')*%!J!6#$&#!5$2#)! %,22*%)!)#')! )#*! %'3*).! (*+30+5'1&*! ;')'! '+*! ,1;*+%)')*;:! A0+! *X'5(/*>! $)! #'%! )0! 4*!E,*%)$01*;! 6#*)#*+! +'$/6'.! %'3*).! %)')$%)$&%! &'(),+*! 3,//! ;*)'$/%! 03! )#*! 1,54*+%! 03!road users>! '%!;$%)$1&)! 3+05! +'$/6'.!('%%*12*+%>! K$//*;!0+! %*+$0,%/.! $1G,+*;! $1! /*-*/!&+0%%$12!'&&$;*1)%:!!!

!C01*!03! )#*!'40-*! )#+**! +'$/6'.!%.%)*5%!#'%!6#')!5$2#)!4*!&01%$;*+*;!'1!

'&&*()'4/*! (*+&*1)'2*! 03! (+0)*&)*;! /*-*/! &+0%%$12%:! Z06*-*+>! $)! $%! %$21$3$&'1)! )#')!"#'$/'1;!6$)#!01/.!OT!(*+!&*1)!03!$)%!/*-*/!&+0%%$12%!(+0)*&)*;!#';!,1'&&*()'4/.!#$2#!'&&$;*1)!'1;!&'%,'/).!+')*%:!! !!

!!!(b) Technical characteristics of level crossings

"'4/*!O:OY!(+0-$;*%!;*)'$/%!03!)#*!/*-*/!&+0%%$12%!03!='12/';*%#>!9#$/$(($1*%!'1;!"#'$/'1;!&/'%%$3$*;!'&&0+;$12!)0!)#*$+!*E,$(5*1)!'1;!5'11$12!%)'),%:!Nearly allprotected crossings in these countries are manned.! U1/.! "#'$/'1;! #'%! '!%$21$3$&'1)!1,54*+!03!0(*1!&+0%%$12%!*E,$((*;!01/.!6$)#! 3/'%#$12! /$2#)%!'1;!',;$4/*!6'+1$12!;*-$&*%:!!

C0! ;*)'$/%! 03! )#*! '&&$;*1)M&'%,'/).! #$%)0+$*%! 03! )#*%*! -'+$0,%! ).(*%! 03! /*-*/!&+0%%$12%!6*+*!(+0-$;*;>!%0!)#')!$)!6'%!10)!(0%%$4/*!)0!5'K*!'1.!;*3$1$)$-*!&055*1)!01!)#*$+!%'3*).!*33*&)$-*1*%%:!!

D,+$12!TQQQ>!"#'$/'1;!4+0,2#)!$1)0!%*+-$&*!)#*!3$+%)!TP!03!'!1*6!).(*!03!/*-*/!&+0%%$12! *E,$((*;! 6$)#! 4'++$*+%>! 3/'%#$12! /$2#)%! '1;! ',;$4/*! 6'+1$12! ;*-$&*%! '1;!&/0%*;! &$+&,$)! )*/*-$%$01! H__"BI! '//06$12! &01)+0/! 3+05! '! +*50)*! /0&')$01:! ?)! $%!,1;*+%)00;!)#')!)#$%!%.%)*5!$%!%$5$/'+!)0!)#*!=+$)$%#!F_=M__"B!HF'1,'//.!&01)+0//*;!4'++$*+%!6$)#!__"BI!%)./*!03!&+0%%$12:!"#*!'(('+*1)!';-'1)'2*!03!)#$%!%.%)*5!$%!)#')!$)! 60,/;! (*+5$)!manual control 03! 01*! 0+! 50+*! &+0%%$12%! 3+05! '! %$12/*! /0&')$01>!+*%,/)$12! $1! %)'33! %'-$12%! '1;! +*;,&*;! 0(*+')$12! &0%):! ?)%! ;$%';-'1)'2*!5$2#)! '+$%*!3+05! )#*! 3'&)! )#')! /*-*/! &+0%%$12! %)'33! 60,/;! 10)! 4*! 01! #'1;! )0! +*%(01;! $1! '1!*5*+2*1&.:!

! PW!!

Table 2.27: Level crossing population, by technical classification

Country/RailwaySystem

Crossing type – description Number onsystem (as atJune 1999)

='12/';*%#g! F*&#'1$&'/!3,//!6$;)#!/$3)$12!4'++$*+!!!H5'11*;I! TOV!! F*&#'1$&'/!#'/3!6$;)#!/$3)$12!4'++$*+!!H5'11*;I! OO!! e/*&)+$&'/!'1;!5*&#'1$&'/!#'/3!6$;)#!/$3)$12!4'++$*+!H5'11*;I! N!! F*&#'1$&'/!3,//!6$;)#!%6$12$12!2')*!!H5'11*;I! ORT!! Total, protected 402

9#$/$(($1*%! F*&#'1$&'/!4'++$*+!6$)#!3/'%#$12!/$2#)%>!4*//%!'1;!3$X*;!+0';!%$21%!H5'11*;I! P!! F*&#'1$&'/!4'++$*+!6$)#!4*//%!'1;!3$X*;!+0';!%$21%!!H5'11*;I! W!! F*&#'1$&'/!4'++$*+!6$)#!3/'%#$12!/$2#)%!'1;!3$X*;!+0';!%$21%!H5'11*;I! T!! F*&#'1$&'/!4'++$*+!6$)#!3$X*;!+0';!%$21%!H5'11*;I! TP!! C0!4'++$*+>!4*//%!'1;!3$X*;!+0';!%$21%!01/.!H5'11*;I! V!! A$X*;!+0';!6'+1$12!%$21%!01/.!!H5'11*;I! TW!! Total, protected 48

! A$X*;!+0';!6'+1$12!%$21%!01/.!H,15'11*;I! TVR!! 7,)05')$&!/$3)$12!4'++$*+!'1;!3$X*;!+0';!6'+1$12!%$21%!H,15'11*;I! P!! C0!4'++$*+>!',)05')$&!3/'%#$12!/$2#)%!'1;!4*//%!6$)#!3$X*;!+0';!%$21%!H,15'11*;I! T!! 7,)05')$&!4'++$*+!'1;!4*//%!01/.!H,15'11*;I! T!! C0!*E,$(5*1)!0+!%$21'2*!H,15'11*;I! TTQ!! Total, unprotected! 260

! Grand Total 308

"#'$/'1;! e/*&)+$&'/!3,//!0+!#'/3!6$;)#!/$3)$12!4'++$*+!6$)#!+*50)*!&01)+0/!'1;!__"B!H5'1,'/I! TP!! e/*&)+$&'/!3,//!0+!#'/3!6$;)#!/$3)$12!4'++$*+!H5'1,'/I! TSP!! F*&#'1$&'/!3,//!0+!#'/3!6$;)#!/$3)$12!4'++$*+!H5'1,'/I! VP!! F*&#'1$&'/!3,//!0+!#'/3!6$;)#!#0$%)$12!4'++$*+!H5'1,'/I! OVS!! [/$;$12!)+0//*.!2')*!H5'1,'/I! TN!!! 7,)05')$&!#'/3!6$;)#!/$3)$12!4'++$*+!H,15'11*;I! NP!! Total, protected PNO!! U(*1!&+0%%$12!6$)#!',)05')$&!3/'%#$12!6'+1$12!/$2#)!01/.!H,15'11*;I! VT!! A$X*;!+0';!6'+1$12!%$21%!01/.!H,15'11*;I! T>TTV!! Total, unprotected T>TPP!! Grand Total, official crossings 1,606

Source: Questionnaire responses, Bangladesh, Philippines and Thailand.* In the absence of details of unprotected level crossings in Bangladesh, it was assumed that

they are all unmanned without any form of equipment or signage.

2.6.3 Level crossing system evaluation techniques

?1! ='12/';*%#>! /*-*/! &+0%%$12! $1%)'//')$01! '1;! ,(2+';$12! (+$0+$)$*%! '+*!*%)'4/$%#*;! 01! )#*! 4'%$%! 03! )#*!assumed +0';! '1;! +'$/! )+'33$&! -0/,5*! /$K*/.! )0! ,%*!&+0%%$12%!$1!3,),+*:!"#*!='12/';*%#!@'$/6'.!;0*%!10)!)'K*!&0,1)%!03!+0';!)+'33$&!'1;!&01%*E,*1)/.! +0';! )+'33$&! ;*1%$).! ')! $1;$-$;,'/! &+0%%$12%! $%! K1061! 01/.! 3+05! /0&'/!*X(*+$*1&*:!

!! [$5$/'+/.>! $1! )#*! 9#$/$(($1*%! +'$/6'.! %)'33! ;0! 10)! )'K*! +0';! )+'33$&! &0,1)%! J!1*$)#*+! $%! )#$%! $130+5')$01! 30+)#&05$12! 3+05! )#*!#$2#6'.!',)#0+$)$*%:! !_01%*E,*1)/.>!(+$0+$)$*%!!30+!!)#*!!$1%)'//')$01!!03!!1*6!!/*-*/!!&+0%%$12%!!0+!)#*!!,(2+';$12!!03!!*X$%)$12

! PQ!!

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

!?1! "#'$/'1;>! '1! $1;*X! 03! +0';! '1;! +'$/! )+'33$&>! &'//*;! '! "+'33$&!F05*1)! H"FI!

$1;$&')0+! $%! ,%*;! )0! *%)'4/$%#! (+$0+$)$*%! 30+! /*-*/! &+0%%$12! $1%)'//')$01! 0+! ,(2+';$12:![)')*!@'$/6'.!03!"#'$/'1;!%)'33!(+*%*1)/.! )'K*! +0';! )+'33$&!&0,1)%!01!'1!'%! +*E,$+*;!4'%$%>! 4,)! 30+! )#*! 3,),+*! (/'1! )0! )'K*! &0,1)%! ')! /*'%)! 01&*! '! .*'+! 30+! )#*! 4,%$*+!+0';M+'$/! $1)*+%*&)$01%:! "#*! ;*&$%$01! &+$)*+$'! ,%*;! 4.! )#*! [@"! '1;! 4'%*;! 01! "F!$1;$&')0+%!30+!$1;$-$;,'/!&+0%%$12%!'+*!'%!30//06%<!

!

TM Range! Indicated type of crossing!! !

"F!'!TS>SSS! A$X*;!+0';!6'+1$12!%$21%!01/.!!TS>SSS!l!"F!'!TSS>SSS! F'1,'/!4'++$*+%!!TSS>SSS!l!"F! @0';!0-*+('%%!0+!,1;*+('%%!

!

?)! '((*'+%! #06*-*+! )#')! )#*%*! ;*&$%$01! &+$)*+$'! #'-*! 10)! 4**1! +$20+0,%/.!'((/$*;!;,*!5'$1/.!)0!3,1;$12!%#0+)'2*%:!"#*!;*&$%$01!)'K*1!1*'+/.!)#+**!.*'+%!'20!)0!&'1&*/!'!5'%%$-*! )+'&K!*/*-')$01!(+0G*&)! 30+!='12K0K! H)#*!Z0(*6*//!(+0G*&)I!#'%!&05(0,1;*;!)#*!(+04/*5!03!+*%0/-$12!+0';!'1;!+'$/!&013/$&)%!$1%$;*!01*!03![0,)#*'%)!7%$'a%!50%)!&012*%)*;!&$)$*%:!

! RS!!

CHAPTER 2: SCALE AND SEVERITY OF RAILWAY LEVEL CROSSING ... · Table 2.2: Significance of and trend in level crossing fatalities in India! Year Total fatalities in railway accidents

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