European Railway Agency 2010 Railway Safety Performance in the European Union
Railway Safety Performance in the European Union 2010
Dec 21, 2015
Statistical data about railways safety
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European Railway Agency
2010
Railway Safety Performance in the European Union
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Railway Safety Performance in the European Union
2010
European Railway Agency
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2
Foreword
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3
This is the third report that the Agency has published on the development of railway safety in Europe. The editing was fi nished only
a few weeks after the train collision in Buizingen near Halle in Belgium on 15 February 2010. As a matter of fact, we have had two
major serious accidents in Europe in less than a year — in Viareggio in June 2009 and the recent one in Buizingen. Around 50 people
have been killed in the two accidents and numerous persons have been seriously injured. This reminds us that rail transport is a risky
activity and that all possible diligence must be exercised to try to avoid accidents like these. The investigation reports are still not
available and it would be premature to draw conclusions on the causes of the accidents.
Experience shows that catastrophes, like the Viareggio and Buizingen accidents, never have a single and simple cause. There is
always a complex chain of events and defi ciencies that lead to these kinds of accidents. Causes can almost always be traced back
to managerial, organisational and human interface factors. A catastrophe is an accident of the organisation. In addition, there
are always precursors that, correctly interpreted, should have rung the alarm bell to the management, if it takes care to properly
manage safety.
The Railway Safety Directive (2004/49/EC) requires railway undertakings and infrastructure managers to implement a safety
management system — actually a pre-condition to obtain a certifi cate to operate. The key element of such a safety management
system is always the commitment from top management, in particular the CEO. He or she must understand that responsibility for
managing safety remains at the top level of the company and that it cannot be passed on to operational staff or contractors. If this
commitment does not exist the safety management system is more or less void and merely a binder of documents.
Further on in the report the reader may fi nd more information about the concept of safety management and the proposals
developed by the Agency to arrive at a common approach to assessment of the safety management systems.
4
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Contents2 Foreword8 Summary, commentary and analysis 9 The development of safety 10 The risk profi le of the railways 11 Level crossing accidents 11 Suicides on railway premises14 Safety reporting and coordination 14 Safety performance 14 Reporting of accident statistics and indicators 14 Revision of Annex I to the Railway Safety Directive 15 Data quality 15 Serious accidents 15 Reporting of serious accidents and accident investigations16 Safety performance 17 Accident types 17 Fatalities and injuries 19 Suicides 20 Precursors to accidents 21 Accident costs and other CSIs 21 Infrastructure 23 Traffi c volumes24 Serious accidents in Europe 25 Reporting by the investigation bodies 26 NIB annual reports 26 Historical archive of accidents 28 Accidents in Europe 28 Zoufftgen accident, France 28 Passenger train fi re, Bulgaria 29 Collision with sheep and derailment, Germany 29 Bridge collapse, Czech Republic 29 Tunnel fi re, Channel Tunnel 29 Train collision, Hungary 30 Derailment and dangerous goods accident, Viareggio, Italy 30 Bridge collapse, Ireland 31 Suicides, Germany 31 Train collision, Belgium
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6
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32 Managing safety 33 Assessing safety management systems 34 Safety certifi cates issued 34 Common safety targets 34 Safety regulation 35 Further studies on freight train derailments 35 Network of safety authorities36 Challenges and changes: the future of railway safety 37 Development of safety reporting 37 Development of common safety targets 37 Migration to a single safety certifi cate 37 The future role of the Railway Agency 39 Looking forward41 Annex 1 — Common safety indicators54 Annex 2 — Serious accidents with fi ve or more fatalities since 199058 Annex 3 — List of national safety authorities and national investigation bodies60 Key documents and references
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8
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Summary commentary and analysis
9
The development of safety
Railways remain a safe form of transport but further analysis of
trends based on common safety indicator (CSI) data cannot be done
yet. Even though both the number of accidents and the total number
of fatalities fell compared to 2007, there are still a substantial
number of unauthorised persons and level crossing users killed and
the total reported number of fatalities was higher than in 2006.
The national investigation bodies (NIBs) have notifi ed the Agency
of 146 accidents that occurred during 2009. The Agency also
received 210 investigation reports during 2009 covering accidents
dating from 2006 and onwards. In January 2010, the Agency set up
a safety information system which enables the Member States and
the industry to disseminate information on safety-critical issues.
The issuing of safety certifi cates according to the Railway Safety
Directive is not proceeding as expected. A review of the annual
reports from the national safety authorities (NSAs) shows that
a number of countries have not yet issued any certifi cates and
some use a combination of the new and old legislation. The use of
dual or old legislation will not be possible as from 1 January 2011,
when all railway undertakings (RUs) are required to have a
certifi cate issued according to the Railway Safety Directive.
The Agency has concerns as to whether all pending applications
for safety certifi cates will be processed in time before the
deadline of 1 January 2011. Up unt il now, over 300 certifi cates
hav e been issued. There are, though, three Member States that
have not yet issued any part A certifi cates and that have a large
number of pending applications.
Transparency of national safety rules, particularly during this
period of change towards the open market, is one of the key
conditions for safe operation of the railways. The Agency has
evaluated how some of the requirements contributing to
transparency of the rules have been implemented in the Member
States. We have concluded that a more systematic and common
approach is necessary to ensure the comprehensiveness of the
national systems of safety rules and their accessibility.
During 2009 the Agency made available a historical archive of
fatal accidents in Europe. The accident data were collected in a
research project and the information is stored in our database.
The archive contains data on 384 serious accidents which
occurred between 1990 and 2005. In this report we present the
archive and some of the trends that emerge from the data.
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Chart 1. Fatalities on European railways 2006-2008
10
of 4 472 persons killed (1). Most of the passenger fatalities occur
when passengers try to embark or disembark trains that are
moving. However, there were a number of serious accidents in
2008 that caused a larger number of passenger fatalities. The
accidents are described on page 28. The fl uctuations in reported
number of level crossing fatalities and unauthorised persons
killed can be explained by changes in how the Member States
classify the victims. Viewed together, the reported numbers are
at a stable level during the mentioned period.
The risk profi le of the railways
The railways are generally safe for passengers and employees
and this is confi rmed by the 2008 data. Single fatality accidents,
i.e. unauthorised persons being hit by rolling stock in motion or
level crossing accidents, form the major part of the number of
fatalities. Railway accidents, collisions, derailments and fi res,
only cause less than 2 % of the fatalities.
The total number of passengers killed for the period 2006-2008 is
243, a comparatively small fi gure compared to the total number
(1) Figures according to CSI data as reported by the NSAs.
1 000
900
800
700
600
500
400
300
200
100
0Passengers Employees Level crossing users Unauthorised
personsOthers
• 2006 • 2007 • 2008
84
38 38 38
366
940
4370
507
764
141
89
414
861
79
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Level crossing accidents
The number of level crossing accidents constitutes a
substantial share of the total number of accidents.
The NSAs have reported a total of 3 774 level
crossing accidents and 1 287 level crossing users
killed during the three years 2006-2008.
The reported total number of level crossings fell
by 6 % from 2006 to 2007; however, there is a
less than 1 % reduction between 2007 and 2008.
This indicates changes in reporting p rocedures
and that the fi gures are not yet fully reliable. The
total number of level crossings was over 125 000
for 2008. There is a potential for reductions in the
number of fatalities through structured and focused
work with level crossing safety.
Suicides on railway premises
The majority of fatalities in the railway system are suicides. The consequences are not only trauma for the other parties involved, but
also signifi cant for the cost of delays and costs to the rescue services, police investigations, etc. There is a need for a discussion on the
possibilities of reducing the numbers through preventative measures.
Media attention and reporting can adversely affect the number of suicides. As an example, Chart 2 shows the number of suicides per
six months in a metro in Austria, where an agreement with the local media dramatically reduced suicides. The number of suicides
dropped immediately after the agreement (the red line) and stabilised on a third of the number before the agreement (2). This is the
so-called ‘Werther effect’ (3) and has been shown in several studi es. Further, there are indications that simple measures, such as
increased lighting in station areas can have a signifi cant effect on reducing the number of suicides (4).
The railways face an even more diffi cult problem than the metros because of the size of the network. However, identifi cation of ‘hot-
spots’ has proved possible. Some studies indicate that up to 75 % of all suicides occur in the vicinity of psychiatric institutions, and
measures such as fencing etc. in strategic places can prove effective.
(2) G Sonneck, 2003.
(3) After the novel The sorrows of young Werther, by Goethe, where a suicide described in the book led to a series of copycat suicides throughout Europe.
(4) Effects have been seen in the Berlin and Tokyo metros but so far not scientifi cally studied.
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12
measures of different kinds, analyse them and identify the
most effective and cost-effi cient counteractions to prevent
suicides and trespasser fatalities.
A research project on suicides and trespasser fatalities is expected
to be included in the seventh framework programme (5). This
project will be supported by the Agency and will aim at identifying
the pract ices that could be applied to introduce mitigation
(5) European Commission’s research programme.
12
10
8
6
4
2
0
Chart 2. Number of suicides before and after an agreement with local media. Example from Austria.
1980
-l
1981
-l
1982
-l
1983
-l
1984
-l
1985
-l
1986
-l
1987
-l
1988
-l
1989
-l
1990
-l
1991
-l
1992
-l
1993
-l
1994
-l
1995
-l
1996
-l
1997
-l
1998
-l
1999
-l
2000
-l
2001
-l
2002
-l
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Safety reporting andcoordination Accident statistics
Railway accidents and incidents reporting is required in two separate EU legislative acts.
• The Eurostat regulation ((EC) No 2003/91) requires reporting data to Eurostat.
• The Railway Safety Directive (2004/49/EC) requires reporting data to the Railway Agency.
The Railway Safety Directive requires the NSAs to report signifi cant accidents as defi ned in Regulation (EC) No 2003/91. According to this regulation, the Member States may use national defi nitions of the indicators during the fi rst fi ve years.
‘“Signifi cant accident” means any accident involving at least one rail vehicle in motion, resulting in at least one killed or seriously injured person, or in signifi cant damage to stock, track, other installations or environment, or extensive disruptions to traffi c. Accidents in workshops, warehouses and depots are excluded’ (91/2003/EC).
14
Safety performance
Reporting of accident statistics and indicators
The third set of common safety indicators (CSIs) was largely
reported on time and with less need for corrections than previous
years’ submissions.
The common safety indicators to be reported to the Agency
are laid down in Annex I to the Railway Safety Directive with
defi nitions to be found in the Eurostat regulation. Member
States are also required to report accident data to Eurostat.
Revision of Annex I to the Railway Safety Directive
A revised Annex I to the Railway Safety Directive was published
on 27 November 2009. This new annex provides, for the fi rst time,
a set of safety indicators to be reported according to common
defi nitions and calculation methods.
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National investigation bodies
According to Article 21 of the Railway Safety Directive, each Member State is required to set up a permanent investigation body with responsibility for investigating serious accidents and incidents.
The NIBs should investigate serious accidents, defi ned as an accident with at least one fatality, or fi ve seriously injured persons, or with an immediate estimated monetary cost of at least EUR 2 million.
The investigation bodies should notify the Agency within one week of the opening of an investigation into a serious accident and should send a full investigation report normally within one year, after the occurrence of a serious accident.
The accident report should ‘contain, where appropriate, safety recommendations’. The recommendations should be addressed to the safety authorities, which must report back to the investigation body on actions taken.
15
Data quality
The work on improving data quality has continued using the same
approach developed for the previous years’ submissions. All the
indicators have been checked for consistency and fl uctuation,
and a comparison with the Eurostat data has been carried out.
There are continuous improvements in data quality; this year it
has also been possible to update the data reported in previous
years. Therefore, the CSI tables in the annex to this report replace
the tables published in previous reports.
Serious accidents
Reporting of serious accidents and accident investigations
Independent accident investigation is a key element of learning
lessons from accidents and incidents. Even though all Member
States except one have established an independent investigation
body, the Agency still has concerns as to whether the
organisation and the procedures in some Member States comply
with the requirements of the directive.
The Railway Safety Directive requires the Member States to set
up an independent accident investigation body that shall notify
the Agency of any investigations opened as well as to sen d
the full investigation report wh en the investigatio n is closed.
In 2009, the national investigation bodies notifi ed the Agency
of 190 investigations opened and submitted 210 investigation
reports. The information is publicly available in the Agency’s
database ERADIS.
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Safety Performance
17
Accident types
Accidents to persons caused by rolling stock in motion and level crossing accidents constitute around 75 % of the total number of
accidents on the railways, suicides excluded (6). The gra ph below presents the number of accidents per accident type. The emerging
pattern, a big decrease in the reported number of accidents from 2006 to 2007, can be explained by the reporting of two countries.
Germany reported all collisions of trains in 2006, because signifi cant accident s could not be extracted. Similarly, Bulgaria reported all
accidents in 2006, specifi cally 1 630 ‘Other’ accidents. Excluding these non-signifi cant Bulgarian ‘Other’ accidents and the German
collisions from the dataset, gives 4 726 accidents in 2006 in total; this is closer to the totals for 2007 and 2008.
The chart illustrates that the reporting was developing in 2006 and that it takes time to establish a reporting regime. The situation had
improved in 2007 and was confi rmed by the fi gures reported for 2008.
Fatalities and injuries
The majority of the reported fatalities are for unauthorised persons and level crossing users. The most common type of accident is
trespassers hit by rolling stock in motion. Passenger fatalities account for only 5 % of the total number of deaths.
In Chart 5, showing the reported number of fatalities per victim type and year, there are big fl uctuations in the reported numbers for
fatalities to level crossing users and unauthorised persons. However, by adding together the number of level crossing fatalities and
fatalities of unauthorised persons, year by year, we obtain a series of 1 306, 1 271 and 1 275, which are remarkably stable fi gures. This
clearly indicates that the Member States are still in a learning process on how to classify fatalities and it is probable that this applies
(6) Calculation based on corrected fi gures for ‘Other accidents’ for BG and Collisions for DE, as explained in the text, using 4 726 as total number of accidents 2006.
Chart 3. Reported number of accidents per accident type 2006-2008
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
0
• 2006 • 2007 • 2008
673317 300
499366 333
1 355 1 2951 124
2 017
1 640 1 710
257 122 105
1 962
259 322673
317 300499
366 333
1 355 1 2951 121 4
2 017
111 640 1 7101 710
257 122 105
1 962
259 322
6 763
3 999 3 894
Collisions of trains
Derailmentsof trains
Level crossingaccidents
Accidents to persons caused by rolling stock in motion
Fires in rolling stock
Other accidents Total number of accidents
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Chart 4. Fatalities per victim type 2006-2008
Chart 5. Reported number of fatalities per victim type 2006-2008
• Passengers 5 %
• Employees 3 %
• Level crossing users 29 %
• Unauthorised persons 57 %
• Others 6 %
Fatalities in percentage(2006-2008 data)
18
for all indicators. The total number of employee fatalities has remained at 38 for all three years. This is a coincidence as there is some
variation in the fi gures reported by the Member States, as can be seen in Table 1 in Annex 1.
A number of NSAs have reported changes in reporting procedures or defi nitions applied in the data collection. This can also be seen
in Chart 6. For serious injuries, the reported numbers of injured passengers and unauthorised persons show large variations beyond
what might be expected from natural fl uctuation.
The graph shows a rather large drop in the number of passenger injuries from 2006 to 2007. There is no single value that can
explain this, a number of countries have reported a reduction in t he number of passen ger injuries that together account for the total
reduction. The majority of the countries show variation in the reporting for 2006-2008 for all victim types. A better understanding of
the trends and patterns will come when the 2009 data is reported.
1 600
1 400
1 200
1 000
800
600
400
200
0
• 2006 • 2007 • 2008
84 70 8938 38 38
366
507
414
940
764
861
43
141
79
1 4711 520
1 4811 47111 1 481 1
84 70 8938 38 38
366366
507
414
940940
764764764
861
43
141141
79
1 471111
•
Passengers Employees Level crossing users Unauthorised persons
Other persons Total persons
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Suicides
Suicides are reported separately from accident fatalities. Suicides represent 62 % of the casualties and, together with the unauthorised
persons, constitute 83 % of the fatalities occurring within the railway system. The Member States use different ways of classifying the
fatalities. The revised Annex 1 and its guidance will lead to a more harmonised approach to classifying suicides.
1 600
1 400
1 200
1 000
800
600
400
200
0
• 2006 • 2007 • 2008
420
269 282
126 110 131
363
457 458
512
387437
38
151
75
1 459
1 3741 419
420
269 282
126 110 131131
363363363
457 458
512
387437
38
151151
75
111 37444444444
Chart 6. Reported number of serious injuries per victim type 2006-2008
Passengers Employees Level crossing users Unauthorised persons
Other persons Total persons
Chart 7. Suicides and total deaths 2006-2008
4 500
4 000
3 500
3 000
2 500
2 000
1 500
1 000
500
02006 2007 2008
• Suicides • Other
1 471
1 520
1 476
1 885
2 6302 430
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Precursors to accidents
‘Precursors to accidents’ refers to indicators measuring incidents that under other circumstances would have led to an accident. There
are indicators for broken rails, track buckles, signals passed at danger, wrong-side signalling failures, broken wheels and broken axles.
The reported number of track buckles has reduced from 7 803 in 2006 to 835 in
2008, and the reported number of signals passed at danger (SPADs) has increased
threefold. The differences are mainly accounted for by Italy and Poland which
have changed defi nitions during the period, as is apparent in Table 1.
Following the accident in Viareggio in Italy in 2009, the Agency has established
a task force on freight wagon maintenance in cooperation with the Member
States. Among the objectives of the task force are the review, exchange and
analysis of information relating to problems with broken axles/fatigue and
relevant testing methods, the proposal or development of appropriate controls
and monitoring tools, the proposal of measures to review the different maintenance regimes existing across Europe and the drawing
up of a programme for further harmonisation. Within this scope, the Agency has also conducted a survey among the NSAs on the
number of broken axles and wheels. The aim of the survey was to review the fi gures reported to the Agency and the defi nitions used.
The survey showed that most NSAs only reported cracks in wheels and axles that led to an accident. Only one country, Germany,
included cracks detected during regular maintenance, which is in accordance with the guidance for the revised Annex I to the Railway
Safety Directive. Germany reported three cracks that led to accidents in 2008, and a total of 752 cracks. This means that the fi gures
reported for broken wheels and axles, displayed in Chart 8, only show a part of the situation. The survey also showed that problems
with hot boxes are of more concern than cracks in wheels and axles.
Chart 8. Precursors to accidents
9 000
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
0
5 804 5 813 5 699
7 803
3 820
835
3 820 3 757
4 178
2 823
7 364
5 804
242 170 90 78 103 104
5 804 5 813 5 6995 699
3 820
835
3 820 3 75777777
4 178
2 82333
7 364
5 804
242 170 90 78 103 104
Broken rails Track buckles Wrong-side signalling failures
Signals passed at danger
Broken wheels Broken axles
IT Track buckles
PLSPADs
2006 6 743 No data
2007 3 113 4 113
2008 41 2 653
Table 1. Italian track buckles and Polish SPADs 2006-2008
• 2006 • 2007 • 2008
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Automatic train protection
Defi nition:‘Automatic Train Protection (ATP)’ means a system that enforces obedience to signals and speed restrictions by speed supervision, including automatic stop at signals.
Guidance:Systems where track signalling information is substituted and/or supplemented by cab signalling are included.
The part of the defi nition relating to ‘automatic stop at signals’ is intended to include also automatic stops at confl ict points between clearance gauges.
21
Accident costs and o ther CSIs
The data on the cost of accidents show wide variation and it is
evident to the Agency that the Member States have problems
in establishing reporting regimes for accident cost data. The
revised Annex I to the Railway Safety Directive will require the
NSAs to use the willingness-to-pay approach using estimates
of the Value for Preventing a Fatality (VPF). They can either
estimate a national value or use the reference values given in
the Agency’s guidance. It is foreseen that this will simplify the
work for the Member States and will lead to a consistent and
harmonised approach. The Agency will start analysing data on
the cost of accidents starting when the 2010 accident indicators
are submitted.
Infrastructure
Three CSIs concern railway infrastructure, one is a measure of
the coverage of automatic train protection systems on the lines;
the other is the number of level crossings, normalised by the length of the network expressed in track km and the third gives
information on the level of protection at level crossings.
(7) CT is the abbreviation for Channel Tunnel.
Chart 9. Percentage of tracks equipped with automatic train protection (ATP) (7)
100 %
90 %
80 %
70 %
60 %
50 %
40 %
30 %
20 %
10 %
0 %
66
8 8 7
15
14
11
100
100
16 17
88 9
0
28
53
53
24
23
96 97 98
72
75 7
7
56
59 60
34
5 5 5
57
90 91
25
25
25
33
44
39
98 99
99
70 7074
50 51 51
49 50 5
2
7166
72
64
54
67
15
15
18
4 4 4
7 98
98 9 9
66
88 88 7
15
14
111111111111
16 17
88
88888888890
28
28
28
28
53
53
24
23
222
96
999999997
97
999999999
72
72
72
722
72
75
75
75
75
75
7777777
77
566
56
56
56
5666666
59
555555560
34
5 5 5
57
57
57
577777
90
99999991
25
25
25
33
33
33
33
44
39
9999 9 9
70 7070707074
50
5555 51 51
49
4444450
50
50
50
50
5555555552
7166
66
66
66
72
64
54
54
54
54
54
67
15
15
155555
155
15
18
4 4 4
66
66
54
54
AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
• 2006 • 2007 • 2008
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22
(9) CT is the abbreviation for Channel Tunnel.
(8) CT is the abbreviation for Channel Tunnel.
Chart 10. Number of level crossings per track km 2006-2008 (8)
1.2
1
0.8
0.6
0.4
0.2
0AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
• 2006 • 2007 • 2008
Chart 11. Percentage of level crossings with automatic or manual protection (9)
100 %
90 %
80 %
70 %
60 %
50 %
40 %
30 %
20 %
10 %
0 %
79
29
81
28
81
29
42
41
54
61 62
42
25
57
66
59
57
25
59
72
59
57
55
47 4
9
35
39
35
3435
34
19
19 20
74
73
1719 20
75
82 8
3
76
74 7
5
64
64
60
68
68
76
100
100
100
39
38
37
30 31
29
34
33
31
34 3
533
47
47
49
23 24 2
5
79
777777777
29
81
28
81
29
42
41
54
54
54
54
54
54
54
54
54
5555
61616161 62
42
42
42
42
25
57
57
57
57
555555557
66
66
66
66
66
599999
577
25
59
72
59
577
55
55555
47
444444447 4
9
35
39
35
34
34
34
3435
34
19
19 20
74
73
17
11111111177719 20
75
75
75
75
82 8
3
676
74
74
74
74
7777775
64
64
60
68
68
68
68
68
676
39
338
37
3337
30 31
29
229
29
29
22222
34
33
333313333333
34
333335
33
33
33
3333333
477
47
47
47
44444447
49
23
22 24
22222225
2
5555
66
AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
• 2006 • 2007 • 2008
0.8
20.8
30.8
8
0.3
3 0.3
50.3
4
0.1
60.1
60.1
6
0.7
4
0.7
40.7
5
0.3
70.3
9
0.3
5
0.4
3
0.4
2
0.3
9
0.4
1
0.4
1
0.4
1
0.1
50.1
5
0.1
70.1
60.1
5
0.5
00.4
90.4
8
0.5
4
0.7
5
0.4
9
0.5
6
0.5
0
0.5
6
0.5
50.5
30.5
2
0.4
60.4
00.3
0
0.2
0 0.2
40.2
4
0.1
60.1
50.1
4
0.4
2
0.6
0
0.4
1
0.5
0
0.4
0
0.5
0
1.0
50,9
20.9
8
0.3
70.3
60.3
5
0.2
70.2
80.2
8
0.6
90.7
00.7
1
0.6
20.4
30.6
2
0.5
00.6
40.6
3
0.2
30.2
40.2
1
kg007657Int_b.indd 22 7/09/10 15:16
Traffi c volumes
23
(10) CT is the abbreviation for Channel Tunnel.
(11) CT is the abbreviation for Channel Tunnel.
Chart 13. Number of million train km (11)
1 200
1 000
800
600
400
200
0
158
155
152
105
104
92.9
36.1
36
6.5
335.1
5.5
4
159 175
153
1 0
49
1 0
14
1 0
44
80.5
19.1
78.7
19.9
82
21.2
12.1
7.2
3
211
217
214
50.9
52.6
53.3
508
107
530
114
541
109
18.2
16.8
16.5
377
370
367
13.8
15
15.8
17.1
18.6
19.5
133
222
140
223
139
224
47.4
47.4
46.8
39.3
41 41.8
94.9
96.3
96.1 132
134
138
19
19.2
20.1
51 5149.3
536
538 548
111111000000000000 11111111
1558
1555
1522
105
104
92.9
99999
36.1
36
6.5
335.1
5.5
4
1559 175
153
515
15
15
1111113
10
10
1000000
10
1 00
80.5
19.1
78.7
19.9
82
21.2
12.1
7.2
3
211
217
214
50.9
52.6
53.3
508
55555555
107
530
555
114
541
109
18.2
16.8
16.5
377
3 703 6
736
333
13.8
15
15.8
17.1
11 18.6
19.5
133
222
140
223
139
224
47.4
47.4
46.8
39.3
41 41.8
94.9
96.3
96.1 132
134
138
19
19.2
20.1
51 5149.3
536
538
5555555555488
001
AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
• 2006 • 2007 • 2008
Chart 12. Number of million passenger kilometres (10)
100 000
90 000
80 000
70 000
60 000
50 000
40 000
30 000
20 000
10 000
0
9 6
07
8 8
30
9 9
32
9 1
49
10 4
00
10 6
00
2 4
20
6 9
09
77 8
00
1 8
11
9 5
86
2 4
23
1.2
1
6 9
07
79 1
00
1 9
30
10 0
80
2 3
34 6 6
59
82 5
00
1 6
57
8 2
88
6 3
53
6 2
74
6 4
74
8 5
73
20 4
77
18 1
73
20 5
84
19 3
74
22 0
73
20 1
44
3 5
40
3 7
78
4 0
52
76 4
7078 7
40
87 0
00
1 8
72
2 0
071 9
76
58 6
79
49 0
90
49 4
08
430
409
397
992
983
951
15 6
00
16 4
00
16 5
00
2 8
60
2 8
60
2 8
60
3 8
76
3 9
90
4 1
54
6 7
24
6 9
56
9 7
16
10 2
95
10 8
38
11 3
7081
20.8
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2 1
94
2 1
48
2 2
79
49 7
50
47 7
9150 4
05
0 8888888
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7
8
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30
9 9
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411
91
9 1
9
9
9
0 4
1111111100
0 6
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2 4
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0
6 9
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09
7 8
00
77
77
77
77
7777777
1 8
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1
9 5
89999999999
6
2 4
222
3
1.2
1
6 9
06666
07
79
179
111179
11179 1
00
000007777
1 9
3111
0
0 0
11180
2 3
32
22
2
224 6 6
56666666
59
82 5
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1 6
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8
8888888573
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888818
18
18
18
18
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20 5
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20
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20
20
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84
1111111119 3
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22 0
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20 1
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3 5
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03 7
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84 0
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470
76 4
676
76
76
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87
87
8 7
8 7
40
40
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78
78
78
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1 8
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22 0
022222
71 9
71111
6
558 6
79
444444444449 0
4444490
4444449 4
44408
430
409
397
992
983
951
5 6
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000
6 4
616
1111100
6 5
1111111500
2 8
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02 8
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02 8
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0
3 8
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63 9
9333333333
04 1
54
4
6 7
2666666666
24
6 9
66656
9 7
19999999999
60 2
010101011111195
10 8
11111138
1 3
1111170
812
0.8
3000000 2
19
2224
2 1
42222222
82 2
7222
9
44449 7
4444450
47
47
47
47
47
47
47
44477 77 7 7 777791
50 4
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812
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47
179 1
7
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11
AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
• 2006 • 2007 • 2008
kg007657Int_b.indd 23 7/09/10 15:16
Serious accidents in Europe
24
kg007657Int_b.indd 24 7/09/10 15:17
25
Reporting by the inve stigation bodies
The Agency’s public database of safety documents includes notifi cations of investigations and reports submitted by the investigation
bodies.
Chart 14 shows the trend in the submissions of notifi cations and investigation reports. Even though the majority of the investigation
reports are submitted within one year it is also clear that a substantial number of investigations take a longer time. At the end of
2009 there were still 157 open investigations for accidents that occurred 2006-2008, which shows that the fi nal reports for 28 % of
all investigations were not submitted within 12 months. Some Member States report a lack of resources as the main reason for not
being a ble to fi nish all the notifi ed investigations.
The chart also shows that not all accident investigations are notifi ed to the Agency within a week. The Railway Safety Directive
requires the NIBs to notify the Agency of opened investigations within one week of opening an investigation. Looking only at the
notifi cations submitted during 2009, the pattern becomes even more visible.
Chart 15 shows the time span between occurrence and notifi cation. Some 48 of the 190 notifi cations received in 2009 referred to
investigations of accidents that occurred 2008 or earlier. The Agency will look further into this and the reporting procedures of the NIBs.
Chart 14. Open and completed investigations 2007-2009
200
180
160
140
120
100
80
60
40
20
02006
2007 2008 2009Status end of
2007 2006 2007 2008 2006 2007 2008 2009
•• Completed 2006 •• Completed 2007 •• Completed 2008 •• Completed 2009
•• Open 2006 •• Open 2007 •• Open 2008 •• Open 2009
107
137
4679
146
3666
55
123
55
22
124
103
15
135
127
140
19
kg007657Int_b.indd 25 7/09/10 15:17
26
NIB annual reports
The annual reports submitted by the NIBs show large variation
in the activities of the investigatio n bodies. The Agency received
23 annual reports for 2008. The number of investigations
opened during 2008 varies from 0 to over 50, and the number of
recommendations issued from 0 to over 180.
Historical archive of accidents
In a research project the Agency has collected data on serious
accidents for the period 1990–2007. The accident archive is
publicly available in our database, accessible through the Agency’s
website at the following address: http://pdb.era.europa.eu. The
criterion for including an accident in the archive was the defi nition
of a serious accident, as given in the Railway Safety Directive. For
the purpose of the project, a li st of specifi c scenarios for inclusion
or exclusion of accidents was set up.
The project identifi ed 402 accidents, of which 382 were not previously
known to ERA. The initial list of accidents was set up through a media
and news report search. The list was then completed and verifi ed by
the National Investigation Bodies. Regarding the completeness of
the data, the project concluded that the coverage and accuracy of
data was satisfactory for the following accident types:
• Fatal train collisions, derailments and fi res.
• Level crossing accidents with on-train fatalities.
• Other accidents with four or more fatalities.
Chart 15. Time span between accident occurrence and notifi cation submitted to the Agency.
Notifi cations submitted during 2009.
• < 1 week 21 %
• < 1 month and > 1 week 23 %
• < 6 months and > 1 month 42 %
• > 6 months 15 %
Table 2 lists all rail accidents in Europe with 15 or more fatalities
since 1990.
In Annex 2 there is a list of all accidents with fi ve or more fatalities.
Date Country Place Type Fatalities Injuries02/02/1990 DE Rüsselsheim station Train collision 17 3721/08/1990 PL Wlochy Train collision 16 4217/10/1991 FR Melun Station, near Paris Train collision 16 5026/09/1992 HU Agárd, Gárdony LC accident 16 002/12/1994 HU Sza jol station Derailment 31 5424/06/1995 CZ Krouna Train collision 19 431/03/1997 ES Uharte Arakil station, Navarra Derailment 18 4003/06/1998 DE Eschede Derailment 101 8705/10/1999 UK Ladbroke Grove, London Train collision 31 22704/01/2000 NO Asta Train collision 19 1808/05/2003 HU Lake Balaton LC accident 33 703/06/2003 ES Chinchilla/Navajuelos Train collision 19 607/01/2005 IT Bolognina di’Crevalcore Train collision 17 1529/06/2009 IT Viareggio Derailment 32 27 15/02/2010 BE Buizingen station Train collision 18 83 (*)
Table 2. Accidents in Europ e with more than 15 fatalities since 1990. Source: ERA historical archive of railway accidents, notifi cations submitted by NIBs and other sources. (*) The number of fatalities and serious injuries in the Halle accident as per 19 March 2010. Figures can change. LC accident means Level crossing accident.
kg007657Int_b.indd 26 7/09/10 15:17
There are several ways to analyse the data. Chart 16 shows the number of fatal accidents with at least fi ve fatalities and the number
of fatalities in these accidents. There is a slight downward trend in the number of fatal accidents per year.
The outcome, the number of fatalities per year, does not show the same trend. The accidents in Eschede, Germany, in 1998, with
101 fatalities, and the Viareggio accident in Italy in 2009, with 32 fatalities, have obvious clear impact on the totals for those years.
27
14
12
10
8
6
4
2
0
Chart 16. Fatal train accid ents with fi ve or more fatalities 1990–2009. Source: ERA Accident Archive combined with ERADIS database containing accident notifi cations submitted by the national investigation bodies.
46
86
46
86
64
121
5256
68
17
22
18
62
46
80
40
36
30
8
28
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
• Fatalities Accidents
66
Accidents
38
kg007657Int_b.indd 27 7/09/10 15:17
Accidents in Europe
Each y e ar a number of very serious accidents with passenger or
train crew fatalities occur. This section contains descriptions of
a selection of accidents and events that have been exceptionally
severe or that have implications for the management of safety
and contains information that is of interest on a European level.
More information about the accidents can be found in the
Agency’s database at the web address http://pdb.era.europa.eu.
Zoufftgen accident, France
On 11 October 2006, a freight train and a regional express train
collided head-on on the border between France and Luxembourg,
near Zoufftgen. In February 2009, the fi nal report on the train
collision was published. The accident led to the death of six people,
one seriously injured person and 15 lightly injured persons.
A t the time, only one of the two tracks was used because of
maintenance work. The investigation showed that the direct cause
of the accident was communications error: ‘the Traffi c Controller of
the Bettembourg Central Control Post mistakenly issued the driver
of the RET an order to pass through the “danger” signal protecting
the section of track on which the freight train was travelling’ (12).
A number of underlying causes for this error were identifi ed.
The investigation led to 22 recommendations addressing a range
of issues; regulations and routines for staff in command control
centres, communication and warning equipment and procedures
which focus on cross-border aspects; as well as more technical
aspects such as faults in signalling equipment.
Passenger train fi re, Bulgaria
Nine passengers were killed and 10 were seriously injured when a
sleeping coach caught fi re on 28 February 2008 on the line between
the railway stations Kunino and Cherven Briyag. Train staff tried to
evacuate passengers and fi ght the fi re using on-board extinguishers,
the train was stopped on the line and unsuccessful attempts were
made to disconnect the coach on fi re from the rest of the train.
The investigation conducted by the Bulgarian NIB concluded
that the fi re was caused by an electrical failure in the lighting of
one of the compartments. This resulted in sparking and intensive
heat, which destroyed the insulation material in the roof of
the coach and produced a fl ammable gas which ignited and
exploded, and led to the fi re in the compartment.
(12) Investigation report, English translation, Summary on page 14.
28
Image 1. Train collision, Zoufftgen, France, 11 October 2006. Photo: French NIB
Image 2. Passenger train fi re, Bulgaria, 28 February 2008. Photo: Bulgarian NIB
kg007657Int_b.indd 28 7/09/10 15:17
Collision with sheep and derailment, Germany
On 26 April 2008, 22 people were seriously injured when a high speed passenger train hit a herd of sheep at the entrance to the
Landrücken tunnel south of Fulda, and subsequently derailed and impacted against the tunnel walls.
The German investigation body issued recommendations on aspects of the design of high speed trains, communication during
operation and between the railway undertaking, infrastructure manager and the rescue services.
Bridge collapse, Czech Republic
On 8 August 2008 a motorway road bridge above the Studenka
station collapsed just in front of an approaching Eurocity train
travelling at 134 km/h. An emergency brakin g by the driver
reduced the speed to 90 km/h. The train collided with the ruins
of the bridge and derailed. Derailed carriages consequently
collided with an infrastructure works train waiting in the station.
The accident led to seven fatalities and 88 injuries. An eighth
victim subsequently died two months later. The total damage
is estimated to have been around EUR 2.5 million. The bridge
was undergoing repairs and the investigation showed that
regulations were not observed by the construction company.
Tunnel fi re, Channel Tunnel
A road vehicle on a shuttle train caught fi re during transit through the Channel Tunnel on 11 September 2008. The train crew and
passengers escaped to a sa fe place in the adjacent service tunnel and there were no injuries. The material damage was substantial as
the fi re spread to all 27 vehicles on the shuttle, damaging both the tunnel infrastructure and the train.
The French national investigation body has conducted an accident investigation, however, no investigation report has been released
at the time of editing this report.
Train collision, Hungary
A failure of the signal system on a line between Pilis and Monor
stations on 6 October 2008 led to a collision between an intercity
train and a regional passenger train. The intercity train left the
Pilis station fi rst and travelled at 15 km/hour. In the following
regional passenger train, the driver did not follow the rules to
run at the permitted speed, and accelerated the train to 100 km/
hour. Since the interlocking system was out of order and the
automatic train protection was inactivated, the passenger train
ran into the end of the intercity train and collided at a speed of
71 km/hour. The collision caused four passenger fatalities and
four persons were seriously injured.
29
Image 3. Bridge collapse, Czech republic, 8 August 2008. Photo: Czech NIB
Image 4. Train collision, Hungary, 6 October 2008. Photo: Hungarian NIB
kg007657Int_b.indd 29 7/09/10 15:17
Derailment and dangerous goods accident, Viareggio, Italy
Some 32 persons were killed and 27 persons seriously injured
by a gas explosion when a freight train derailed in Viareggio in
northern Italy on Monday, 29 June 2009. The accident occurred
at 23.48 local time on the approach to Viareggio Station.
The train involved in the accident consisted of 14 tank wagons that
carried liquefi ed petroleum gas (LPG). Following the derailment,
one of the wagons was punctured, gas leaked out and, after a few
minutes the gas cloud, which spread out over the station and a
nearby street, exploded causing severe damage to the station and
the houses and leading to fatalities in the surroundings.
The preliminary investigation showed that the cause of the
accident was a broken axle on one of the overturned cars. The
accident investigation opened by the Italian investigation body
is to be completed by mid-2010.
Bridge c ollapse, Ireland
At 18.07 on 21 August 2009, a train driver, travelling between Donabate and Malahide Stations over the Broadmeadow Estuary in
north County Dublin, reported a partial collapse of the Malahide viaduct. The viaduct is a 176-metre wide structure, with 11 stone
masonry piers, which support a pre-stressed, precast concrete deck.
The train driver immediately called the signaller, who isolated the track section on the viaduct and stopped all train services travelling
over the viaduct. A rock causeway runs between the piers of the viaduct mitigating the effects of tidal fl ow on the viaduct. When
the Irish investigation body arrived at the site, one of the middle supporting masonry piers of the viaduct had crumbled, causing a
20-metre section of the deck (track, s leepers and ballast) to collapse.
Initial investigations of the viaduct structure indicate that scour undermining of the pier was a causal factor to the accident. The
investigation body is continuing its investigations and a report on the accident is expected to be released within one year.
Image 6. Bridge collapse at Malahide, Ireland, 21 August 2009. Photo: Irish NIB
Image 5. Freight train derailment, Viareggio, Italy 29 June 2009.
kg007657Int_b.indd 30 7/09/10 15:17
Suicides, Germany
On 10 November 2009, a well-known German football goalkeeper committed suicide by throwing himself in front of a train. This event
triggered a wave of suicides, signifi cantly increasing the number of suicides on the railways in the weeks following the incident (13). It
is a well-known fact that tragic events like this lead to an increase in suicides. The German railways had previously managed to bring
down the number of suicides, partly as a result of agreements with the press not to publish information on suicides. However, in a
case like this, media attention and publicity were unavoidable and the following increase in suicides inevitable.
Train collision, Belgium
In the morning rush hour of 15 February 2010, two passenger
trains collided at Buizingen station, 2 km north of Halle in
Belgium. The accident forced one train to plough deep into the
front carriage of the other, ripping open and totally destroying
another carriage. There were some 300 passengers on the two
trains and the accident caused the death of 19 people and a total
of 171 injured.
The devastation at the accident scene was enormous and there
was also substantial damage to the overhead power lines, as two
of the carriages were forced up into the air by the collision.
The Belgian investigation body has started an investigation into
the causes of the accident.
(13) Information given by the German NSA.
31
Image 7. Train collision at Buizingen station, Belgium,15 February 2010. Photo: Belgian NIB
kg007657Int_b.indd 31 7/09/10 15:17
32
kg007657Int_b.indd 32 7/09/10 15:17
Managing safety
Safety management systems
A safety management system (SMS) is a documented process for managing risks and it integrates the operation of the railway, the vehicles and the infrastructure.
It is an important way of demonstrating that railway undertakings and infrastructure managers are operating and maintaining their part of the railway systems.
A harmonisation of the assessment of SMS ensures that the market is open and competitive because each Member State will be adopting a consistent and transparent process for managing safety.
33
Assessing safety management systems
The Railway Safety Directive requires n ational safety authorities
to assess the safety management systems of railway
undertakings and infrastructure managers. If the SMS meets
requirements set out in the Railway Safety Directive the NSA
can issue a safety certifi cate to a RU or an authorisation to an
infrastructure manager. This is known as part A certifi cation. The
part B certifi cate is the network-specifi c requirements relating to
the infrastructure and/or the vehicles used and operated. Part A
certifi cates for railway undertakings are valid throughout the EU
whereas the RUs will need to obtain a Part B certifi cate for each
Member State that they operate in.
The Agency issued draft assessment criteria in 2007 for NSAs
to use when assessing the safety management system relevant
for the part A certifi cate. The criteria, that together with a set of
principles for both the assessment process and the supervision
regime form the common safety method on conformity
assessment (CSM on CA), is due to become a regulation in 2010.
The use of this method will help to ensure trust between Member
States, assist railway undertakings to gain access to networks in
different Member States and form a fi rst step in the migration
towards a single certifi cate.
kg007657Int_b.indd 33 7/09/10 15:17
34
Safety certifi cates issued
Up until now, 19 NSAs have used the Railway Safety Directive to award certifi cates. The rest are either using the provisions of
previous legislation (Directive 2001/14) or a combination. NSAs have until 1 January 2011 before they are required to issue certifi cates
and authorisations according to the Railway Safety Directive. A review of the NSA annual reports also shows that only three countries,
Czech Republic, France and Norway, have issued part B certifi cates for a RU from another country, six certifi cates in total.
No HavePart A certifi cates Part B certifi cates
Issued Pending Issued Pending
19 NSAs Used RSD 2004/49 to issue certifi cates 337 50 (*) 70
2 NSAsUsed RSD 2004/49 to issue certifi catesbut did not notify the Agency
4 12 1 14
3 NSAsHave applications for certifi cates but not issued any
0 45 0 56
Total 341 57 (*) 140
Table 3. Safety certifi cates issued and pending. Source: ERA database ERADIS and NSA Annual reports. Data as per 30 January 2010.(*) The Agency has no reliable information in its database on the number of part B certifi cates issued. There is no requirement to notify the Agency when a part B certifi cate is issued.
The Agency has concerns that those Member States that have not yet issued certifi cates according to the Railway Safety Directive,
Germany, Italy and Greece, will not be able to issue certifi cates on time. If this is not achieved by the end of 2010, the railway
undertakings in these countries will not be able to provide any service.
Common safety targets
Common safety targets a re quantitative tools intended to monitor that current safety levels of the railways in the Member States
are at least maintained. In the long term, they are also intended to help in reducing the current differences in safety performance.
In 2009, a Commission Decision (2009/460/EC) entered into force and established a method for calculating common safety targets
(CSTs) and national reference values (NRVs). During the year, the Agency completed the work with Eurostat to increase data quality
and correct errors in the reporting.
The fi rst set of CSTs and NRVs was calculated, based on Eurostat data, and was included in a recommendation delivered to the
Commission in September 2009 and was published in the Offi cial Journal on 22 July 2010 as Commission Decision 2010/409/EC.
In the fi rst half of 2010, the Agency will carry out the fi rst assessment of achievement of the fi rst set of CSTs, based on four-year time
series of Eurostat data on railway accidents, covering the period 2005–08.
Safety regulation
In several Member States, the safety regulatory framework is still undergoing signifi cant development. The Agency has begun
an evaluation of the national measures implementing the Railway Safety Directive in the Member States at the request of the
Commission. The Agency also evaluates the notifi cations and registers the rules in the Agency’s public database, which now contains
the notifi ed rules of most Member States.
kg007657Int_b.indd 34 7/09/10 15:17
35
The transparency and availability of the national safety rules that should be used by the railway undertakings operating on the railway
network is important to the opening up of the market. The Directive requires Member States to notify the Commission of new and
amended rules (14). The Commission monitors and reviews the introduction of new national rules. The long-term objective of the
Railway Safety Directive is the gradual reduction of national rules in order to move to a more harmonised European approach.
During 2009, the Agency published a report on the evaluation of the way in which national safety rules are published and made
available in the Member States (15). The conclusions drawn from the evaluation listed below.
• All notifi ed national safety rules are published and made available, but are not necessarily easy to fi nd.
• The Agency has concerns that the system of national safety rules is not yet comprehensive, as the measures to establish all the
safety rules necessary for a safe railway operation have not yet been fully implemented.
• Particular attention should be paid to the infrastructure manager and railway undertaking rules in the development of the
national safety regulatory framework as in many Member States there is restricted consultation on the draft rules, and the safety
rules are not easily accessible for the stakeholders.
• A more systematic and common approach by the safety authorities is necessary to ensure accessibility to the safety rules for all
stakeholders, particularly applicants for safety certifi cation.
On the basis of these conclusions, the Agency has issued a recommendation addressed to the Commission (16).
Further studies on freight train derailments
In May 2009 the Agency recommended the Commission not to adopt, in Community
laws, a new measure for dangerous goods wagons proposed by the RID Committee of
Experts. The proposed device, giving a signifi cant share of false alarms, would increase
disturbances to freight services, and would also introduce n ew unsolved problems
both in interoperability and safety. The balance between potential advantages and
disadvantages was therefore likely to be negative for the overall railway system.
Following extensive discussions, and taking into account the case of rare but potentially
catastrophic accidents, EU Member States adopted a Community position agreeing with
the Agency’s recommendation and considered it necessary to undertake an exhaustive
analysis of potential new measures, leading to clear benefi ts for the railway system. The
new scope of analysis covers all freight trains and will allow the Agency to study the best
options for preventing derailments or reducing their consequences. The results of the study
will be available in 2012.
Network of safety authorities
A series of peer reviews has taken place, with the purpose of learning and sharing information on the methods used by the safety
authorities in assessments of applications for safety certifi cates. The peer reviews are meetings held with a limited number of
authorities where the working methods and process are presented and discussed. The reviews are seen as a good way for creating
trust, giving information on the working methods and learning from each other. The network of authorities decided in 2009 to widen
the scope of peer reviews to authorisations for placing in service because of the useful results of peer review on safety certifi cation.
(14) Article 8(2) and (4), The Railway Safety Directive 2004/49/EC.
(15) ‘Evaluation of the way in which national safety rules are published and made available’, ERA/REP/04-2009/SAF and ERA/INF/02-2009/SAF.
(16) ERA/REC/04-2009/SAF.
kg007657Int_b.indd 35 7/09/10 15:17
36
kg007657Int_b.indd 36 7/09/10 15:17
Challenges and changes: the future of railway safety
37
Development of safety reporting
The Agency is developing during 2010 the reporting tools for
the NSAs and the NIBs. In order to improve data quality and
reduce workload for the NSAs and the Agency, an automatic
data quality check of CSI data will be developed. Upon upload
of CSI data, the NSA will be presented with a data quality report
and given a possibility to check and correct their data before
submission to the Agency.
Further, a new system for notifi cations and reporting of accidents
will enable a more fl exible and rational handling of data, provide
added value and functionality for the NIBs and improve the
possibilities of dissemination of information for the Agency. A
fi rst version of the system will be developed during 2010 and put
in service during 2011.
Development of common safety targets
In 2010 the Agency starts working on the fut u re developments
of CSTs and NRVs and will evaluate th e possibility of developing
NRVs and CSTs also for parts of the railway system as well as for
accident precursors. To this end, pilot projects at national level
could be launched in this year.
The possibility of using EU funding resources to support the
Member States to achieve, in the future, more demanding safety
targets, will be evaluated with a view to preparing the ground for
the second set of CSTs and NRVs.
Migration to a single safety certifi cate
The Agency is, during 2010, evaluating the development of
safety certifi cation by the NSAs. The evaluation will form the
basis of a recommendation to the Commission on strategies for
migration towards a single Community Safety certifi cate. The
single common safety certifi cate will allow RUs to operate freely
across borders usi ng one certifi cate accepted by all NSAs.
From the information currently available (17), it is evident that
not all Member States have developed and applied the necessary
administrative procedures to ensure an effective application of
the Railway Safety Directive. Without these procedures in place
it is likely that it will take time for all Member States and NSAs to
be on an equal footing. The adoption of the CSM on conformity
assessment will help but it is likely that additional elements, like
for example the CSM on risk assessment or the develop ment of
the certifi cation of the entity in charge of maintenance, will need
to be in place before the long-term objective of a fully open and
competitive rail market will be achieved. This will come when we
have a fully mature and safe railway system which has the SMS
at the heart of its operation. The Agency will work together with
the European railway actors to achieve this.
The future role of the Railway Agency
The Agency has played a crucial role in the development of
railway safety in Europe following the implementation of
the Railway Safety Directive into national legislations. In the
beginning, the Agency had more of a regulatory role, producing
recommendations to the European Commission. This role has
been transformed to assisting the Member States in a number of
areas, from establishing the safety authorities and investigation
bodies, giving advice in the implementation process of the
Railway Safety Directive into national legislation, through
setting up networks and establishing reporting procedures
and routines, to development of recommendations, guidance,
safety targets and safety methods. The role has so far been more
focused on helping and supporting the Member States rather
than monitoring and controlling.
There is still work to be done and many Memb er States need help
in establishing a safety regime according to the Railway Safety
Directive. The Agency believes it to be important to continue the
(17) Information received in the peer reviews and impact assessments of the CSM
on conformity assessment.
kg007657Int_b.indd 37 7/09/10 15:17
38
current work and have a good working relationship between the
Agency and the national bodies and authorities.
However, the role of the Agency will change in the future. With
the fi rst set of safety targets to become EU law during this year,
and the development of a second, possibly more demanding set
under way, the role will change to more of a monitoring role,
and this is likely to affect the relationship between the national
bodies and authorities and the Agency.
The Agency and the safety authorities have also established a
refl ection group that, in a series of meetings, will work on the
future role of the Agency, of the safety authorities and of the
cooperation between the NSAs and the Agency. The refl ection
group will look at the need for more structured auditing activities
as a measure to ensure the correct application of the Railway
Safety Directive by the safety authorities when assessing the
safety management systems in the certifi cation processes and
by the investigation bodies when investigating serious accidents.
There are also requests for the Agency to take a more active role in
certain areas, recently reinforced by the tragic events at Viareggio
in Italy and Halle in Belgium. The Agency has provided support
to the Italian and Belgian investigation bodies and also, after the
Viareggio accident, developed special taskforces for freight wagon
maintenance to give a European perspective to the problems.
It will be a challenge for the Agency to manage these partly
confl icting requirements in the future. There will be a need for
a discussion on the focus of the future role of the Agency and
how it can help in the work for a safe and modern European
railway.
kg007657Int_b.indd 38 7/09/10 15:17
39
Looking forward
The year 2010 promises to be a challenging year for the railway
safety sector in Europe. The tragic events in Italy and recently in
Belgium are a clear reminder that we cannot lean back and relax.
The work for a safe modern and competitive railway sector will
continue and accelerate.
In 2010 we will see results of the work in the freight wagon
maintenance task force, with possible effects on the procedures
and standards for inspection and maintenance of axles. 2010 is
also the last year that railway undertakings can provide services
under the provisions of previous legislations. From 1 January
2011 all railway undertakings must have a certifi cate issued
under the Railway Safety Directive 2004/39/EC. It will be a
challenge for certain Member States to get up to speed with the
assessment of RUs applications and issuing certifi cates. The end
goal is a better platform for a migration to a single European
certifi cate and the work will start during this year.
The key issue will be the development of the safety management
systems of the railway undertakings and the infrastructure
managers and the NSAs ability to assess and supervise their
application. A sound and systematic way of managing risks can
be achieved through the establishment of safety management
systems that comply with the requirements of the Railway
Safety Directive. For many countries, there is a lot of work still
to be done.
The revised Annex I to the Railway Safety Directive requires
the Member States to comply with harmonised defi nitions
when reporting accident and incident data. This will provide
a better platform for understanding trends and patterns in
safety performance and will, in the future, be a solid ground for
evaluation of performance against the safety targets.
The national investigation bodies will face new challenges
and new common methods and approaches will be developed.
Training courses at a European level can help in guiding
investigators in looking deeper into the underlying and root
causes of accidents, and to analyse the safety management
systems when investigating accidents. This will shed new light
on the safety performance of the railways in the European
Union.
kg007657Int_b.indd 39 7/09/10 15:17
40
41 Annex 1 — Common safety indicators
41 List of tables
42 CSI data tables
52 Comments on CSI data tables
54 Annex 2 — Serious accidents with fi ve or more fatalities sinc e 1990
58 Annex 3 — List of national safety authorities
and national investigation bodies
60 Key documents and references
Annexes
kg007657Int_b.indd 40 7/09/10 15:17
41
Anne
x 1
— C
omm
on s
afet
y in
dica
tors
List
of
tabl
es
Tabl
e nu
mbe
rN
ame
1Fa
talit
ies
by c
ateg
ory
of p
erso
n
2Se
rious
inju
ries
by c
ateg
ory
of p
erso
n
3AFa
talit
ies
by ty
pe o
f acc
iden
t and
per
son
cate
gory
— 2
006
3BFa
talit
ies
by ty
pe o
f acc
iden
t and
per
son
cate
gory
— 2
007
3CFa
talit
ies
by ty
pe o
f acc
iden
t and
per
son
cate
gory
— 2
008
4ASe
rious
inju
ries
by ty
pe o
f acc
iden
t and
per
son
cate
gory
— 2
006
4BSe
rious
inju
ries
by ty
pe o
f acc
iden
t and
per
son
cate
gory
— 2
007
4CSe
rious
inju
ries
by ty
pe o
f acc
iden
t and
per
son
cate
gory
— 2
008
5To
tal a
nd re
lativ
e nu
mbe
r of s
uici
des
6N
umbe
r of a
ccid
ents
by
type
of a
ccid
ents
7N
umbe
r of p
recu
rsor
s to
acc
iden
ts
8Co
sts
of a
ll ac
cide
nts
9H
ours
lost
due
to a
ccid
ents
10Te
chni
cal s
afet
y of
infr
astr
uctu
re a
nd it
s im
plem
enta
tion
11M
anag
emen
t of s
afet
y —
num
ber o
f aud
its p
lann
ed a
nd c
ondu
cted
kg007657Int_b.indd 41 7/09/10 15:17
42
CSI d
ata
tabl
esTa
ble
1 —
Fat
aliti
es b
y ca
tego
ry o
f pe
rson
IDVic
tim ty
pes —
fatal
ities
Years
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
talPK
00Pa
sseng
ers20
060
41
418
03
91
124
05
00
11
90
80
04
084
2007
19
20
03
00
013
09
140
50
00
09
10
00
13
7020
082
212
013
10
01
50
1010
04
00
10
83
150
02
089
SK00
Emplo
yees
2006
00
01
61
13
04
00
133
01
03
10
01
00
3820
073
31
01
90
10
01
23
03
01
00
35
00
00
238
2008
21
10
48
00
21
02
10
52
20
01
14
00
01
38LK
00Le
vel c
rossi
ng us
ers20
0622
94
3150
512
145
3822
019
84
120
3218
229
916
536
620
0733
195
023
675
65
1910
3826
116
64
190
8120
589
915
1350
720
0817
104
024
503
16
158
3842
16
66
180
3915
764
011
1441
4UK
00Un
auth
orise
d pers
ons
2006
07
3116
118
122
3017
4437
042
2326
20
263
3410
010
1281
2494
020
0714
719
01
883
013
337
2035
144
3021
12
260
3238
148
4033
764
2008
188
270
378
87
823
1344
622
4932
151
126
023
789
941
4286
1OK
00Ot
her p
erson
s20
0624
00
00
110
00
00
00
00
00
40
00
00
443
2007
10
00
013
07
00
013
21
00
20
04
090
00
17
141
2008
00
00
027
10
02
04
00
00
60
00
035
00
22
79TK
00To
tal pe
rsons
2006
4620
3652
192
1838
5623
9863
079
3430
161
311
5313
019
2210
133
1 471
2007
5238
270
2518
08
1418
6518
8280
368
3628
202
357
5818
623
1757
581 5
2020
0839
2144
044
164
128
1746
2198
115
364
4029
201
308
4220
813
956
591 4
81R0
1Nu
mber
of tr
ain km
(m
illion
)20
0615
2.19
104.9
3736
.0915
8.999
1 013
.580
.541
19.07
121
0.757
50.9
508
106.7
8718
.242
377
13.82
717
.122
133
47.39
222
1.737
39.26
494
.913
2.295
18.98
50.97
853
5.757
4 142
.266
2007
155
103.5
8736
.036.5
3315
2.89
1 048
.778
.712
.056
19.90
521
6.873
52.57
752
9.54
114
16.83
237
014
.992
18.57
814
047
.392
223.0
3140
.9896
.262
134.3
4519
.1651
.003
538.1
044 2
37.07
020
0815
8.492
.935
.075
5.54
174.9
611 0
43.5
827.2
3421
.164
214.3
4953
.259
541
109
16.49
436
6.863
15.81
719
.525
139
46.84
122
4.359
41.76
96.14
513
8.194
20.09
849
.332
548
4 260
.809
R02
Numb
er of
passe
nger
km (m
illion
)20
068 8
309 6
072 4
206 9
08.99
77 80
36 2
741 8
1120
477.5
313 5
4076
470
9 586
1 872
.067
58 67
943
099
215
600
2 859
.751
18 17
33 8
76-
9 716
11 37
02 1
9449
750
399 2
39.33
920
079 1
499 9
322 4
231.2
146 9
06.6
79 10
06 3
533.1
461 9
3020
584
3 778
78 74
010
080
2 007
.065
49 09
040
998
3.026
16 40
02 8
59.75
119
374
3 990
6 724
.110
295.9
4981
22 1
47.95
647
791
391 8
63.80
720
0810
600
10 40
32 3
34-
6 659
82 50
06 4
748 5
731 6
5722
073.5
424 0
5287
000
8 288
1 975
.786
49 40
7.951
397
951
16 50
02 8
59.75
120
144
4 154
6 955
.737
10 83
80.8
342 2
78.8
50 40
541
7 481
.401
Tabl
e 2
— S
erio
us in
jurie
s by
cat
egor
y of
per
son
IDVic
tim ty
pes —
serio
us
injur
iesYe
arsAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
PS00
Passe
ngers
2006
1263
2912
654
1422
117
260
390
08
163
828
10
61
420
2007
841
60
1820
20
511
010
370
100
12
167
56
11
413
269
2008
636
81
4030
30
93
014
280
50
20
144
626
311
51
282
SS00
Emplo
yees
2006
1914
22
183
71
310
31
43
11
25
28
19
34
126
2007
927
20
025
10
22
05
30
50
01
19
23
35
23
110
2008
1228
20
433
20
21
34
10
41
21
05
27
110
15
131
LS00
Leve
l cro
ssing
users
2006
2614
749
393
201
513
230
168
72
187
90
810
123
363
2007
3425
80
4155
213
224
27
270
47
47
210
78
418
1513
145
720
0823
166
042
322
012
21
1416
08
47
50
113
1012
41
015
545
8US
00Un
auth
orise
d pers
ons
2006
06
2325
271
1011
460
220
1614
252
075
1214
44
413
1451
220
075
417
042
346
07
91
1225
121
610
01
9318
412
817
738
720
0812
222
052
382
56
132
615
021
815
00
11120
451
2015
643
7OS
00Ot
her p
erson
s20
0619
90
10
10
00
01
00
00
00
02
02
00
338
2007
41
00
023
06
00
012
01
00
20
00
194
00
07
151
2008
01
00
123
00
00
02
01
00
50
04
131
00
24
75TS
00To
tal pe
rsons
2006
7610
661
8914
912
5135
1310
075
175
2533
134
230
3318
016
2334
251 4
5920
0760
9833
010
115
711
1936
263
4692
240
1317
105
276
3418
514
2936
311 3
7420
0853
8338
113
915
69
529
196
7660
138
1331
61
277
3923
36
4138
211 4
19R0
1Nu
mber
of tr
ain km
(m
illion
)20
0615
2.19
104.9
3736
.0915
8.999
1 013
.580
.541
19.07
121
0.757
50.9
508
106.7
8718
.242
377
13.82
717
.122
133
47.39
222
1.737
39.26
494
.913
2.295
18.98
50.97
853
5.757
4 142
.266
2007
155
103.5
8736
.036.5
3315
2.89
1 048
.778
.712
.056
19.90
521
6.873
52.57
752
9.54
114
16.83
237
014
.992
18.57
814
047
.392
223.0
3140
.9896
.262
134.3
4519
.1651
.003
538.1
044 2
37.07
020
0815
8.492
.935
.075
5.54
174.9
611 0
43.5
827.2
3421
.164
214.3
4953
.259
541
109
16.49
436
6.863
15.81
719
.525
139
46.84
122
4.359
41.76
96.14
513
8.194
20.09
849
.332
548
4 260
.809
R02
Numb
er of
passe
nger
km (m
illion
)20
068 8
309 6
072 4
206 9
08.99
77 80
36 2
741 8
1120
477.5
313 5
4076
470
9 586
1 872
.067
58 67
943
099
215
600
2 859
.751
18 17
33 8
76-
9 716
11 37
021
9449
750
399 2
39.33
920
079 1
499 9
322 4
231.2
146 9
06.6
79 10
06 3
533.1
461 9
3020
584
3 778
78 74
010
080
2 007
.065
49 09
040
998
3.026
16 40
02 8
59.75
119
374
3 990
6 724
.110
295.9
4981
22 1
47.95
647
791
391 8
63.80
720
0810
600
10 40
32 3
34-
6 659
82 50
06 4
748 5
731 6
5722
073.5
424 0
5287
000
8 288
1 975
.786
49 40
7.951
397
951
16 50
02 8
59.75
120
144
4 154
6 955
.737
10 83
80.8
342 2
78.8
50 40
541
7 481
.401
Figu
res
with
a g
reen
bac
kgro
und
have
a c
omm
ent i
n th
e lis
t of c
omm
ents
on
page
s 52
and
53.
kg007657Int_b.indd 42 7/09/10 15:17
43
Tabl
e 3A
— 2
006
— F
atal
ities
by
type
of
acci
dent
and
per
son
cate
gory
IDAc
ciden
t typ
esVic
tim ty
pes —
fatal
ities
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
tal
TK01
Collis
ions o
f trai
nsTo
tal0
00
00
04
00
90
03
00
00
10
00
10
119
PK01
Passe
ngers
00
-0
00
10
04
-0
00
00
00
-0
--
-0
5
SK01
Emplo
yees
00
-0
00
10
02
-0
30
00
01
-0
-1
-0
8
LK01
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
UK01
Unau
thor
ised p
erson
s-
0-
00
02
00
3-
00
00
00
0-
0-
--
05
OK01
Othe
r pers
ons
00
-0
00
00
0-
-0
00
00
00
-0
--
-1
1
TK02
Derai
lmen
ts of
train
sTo
tal0
00
00
00
70
00
00
00
00
00
00
00
07
PK02
Passe
ngers
00
-0
00
07
0-
-0
00
00
00
-0
--
-0
7
SK02
Emplo
yees
00
-0
00
00
0-
-0
00
00
00
-0
--
-0
0
LK02
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
UK02
Unau
thor
ised p
erson
s-
0-
00
00
00
--
00
00
00
0-
0-
--
00
OK02
Othe
r pers
ons
00
-0
00
00
0-
-0
00
00
00
-0
--
-0
0
TK03
Leve
l cro
ssing
ac
ciden
tsTo
tal22
104
3150
614
145
4022
019
84
120
3518
229
017
536
7
PK03
Passe
ngers
01
-0
00
20
0-
-0
00
00
01
-0
--
10
5
SK03
Emplo
yees
00
-0
00
00
02
-0
00
00
02
-0
--
-0
4
LK03
Leve
l cro
ssing
users
229
431
505
1214
538
220
198
412
032
1822
9-
165
357
UK03
Unau
thor
ised p
erson
s-
0-
00
0-
00
--
00
00
00
0-
0-
--
00
OK03
Othe
r pers
ons
00
-0
01
00
0-
-0
00
00
00
-0
--
-0
1
TK04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
Total
2210
3221
142
1220
3318
3741
055
2626
40
257
3510
810
2135
2799
2
PK04
Passe
ngers
03
14
180
02
18
40
50
01
00
-8
--
30
58
SK04
Emplo
yees
00
-1
61
01
0-
-0
83
01
00
10
--
-0
22
LK04
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
-9
-0
9
UK04
Unau
thor
ised p
erson
s-
731
1611
81
2030
1729
370
4223
262
025
334
100
1012
3224
864
OK04
Othe
r pers
ons
220
-0
010
00
0-
-0
00
00
04
00
--
-3
39
TK05
Fires
in ro
lling s
tock
Total
00
00
00
00
00
00
00
00
00
00
00
00
0
PK05
Passe
ngers
00
-0
00
00
0-
-0
00
00
00
-0
--
-0
0
SK05
Emplo
yees
00
-0
00
00
0-
-0
00
00
00
-0
--
-0
0
LK05
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
UK05
Unau
thor
ised p
erson
s-
0-
00
00
00
--
00
00
00
0-
0-
--
00
OK05
Othe
r pers
ons
00
-0
00
00
0-
-0
00
00
00
-0
--
-0
0
TK06
Othe
r acc
ident
sTo
tal2
00
00
00
20
120
02
00
01
180
00
049
086
PK06
Passe
ngers
00
-0
00
00
0-
-0
00
00
18
-0
--
-0
9
SK06
Emplo
yees
00
-0
00
02
0-
-0
20
00
00
-0
--
-0
4
LK06
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
UK06
Unau
thor
ised p
erson
s-
0-
00
00
00
12-
00
00
00
10-
0-
-49
071
OK06
Othe
r pers
ons
20
-0
00
00
0-
-0
00
00
00
-0
--
-0
2
kg007657Int_b.indd 43 7/09/10 15:17
44
Tabl
e 3B
— 2
007
— F
atal
ities
by
type
of
acci
dent
and
per
son
cate
gory
IDAc
ciden
t typ
esVic
tim ty
pes —
fatal
ities
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
tal
TK01
Collis
ions o
f trai
nsTo
tal0
00
01
10
02
00
22
01
00
00
10
00
00
010
PK01
Passe
ngers
00
00
00
00
00
00
00
00
00
00
00
00
00
0
SK01
Emplo
yees
00
00
10
00
00
00
10
00
00
01
00
00
00
3
LK01
Leve
l cro
ssing
users
00
00
01
00
-0
00
00
00
00
00
00
00
00
1
UK01
Unau
thor
ised p
erson
s0
00
00
00
02
00
00
01
00
00
00
00
00
03
OK01
Othe
r pers
ons
00
00
00
00
00
02
10
00
00
00
00
00
00
3
TK02
Derai
lmen
ts of
train
sTo
tal0
00
00
00
00
00
00
00
00
00
03
00
00
14
PK02
Passe
ngers
00
00
00
00
00
00
00
00
00
00
10
00
01
2
SK02
Emplo
yees
00
00
00
00
00
00
00
00
00
00
20
00
00
2
LK02
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
00
00
0
UK02
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OK02
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TK03
Leve
l cro
ssing
ac
ciden
tsTo
tal33
205
023
665
65
1910
3963
116
64
190
8420
659
915
1355
5
PK03
Passe
ngers
01
00
00
00
00
00
60
00
00
01
00
00
00
8
SK03
Emplo
yees
00
00
00
00
00
01
00
00
00
02
00
00
00
3
LK03
Leve
l cro
ssing
users
3319
50
2366
56
519
1038
241
166
419
081
2039
99
1513
485
UK03
Unau
thor
ised p
erson
s0
00
00
00
0-
00
032
00
00
00
00
100
00
042
OK03
Othe
r pers
ons
00
00
00
00
00
00
10
00
00
00
016
00
00
17
TK04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
Total
1618
220
1111
28
1146
838
91
5130
241
226
435
121
148
4244
927
PK04
Passe
ngers
18
20
03
00
013
09
80
50
00
00
00
00
12
52
SK04
Emplo
yees
33
10
07
01
00
11
10
30
10
00
30
00
02
27
LK04
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
019
00
00
19
UK04
Unau
thor
ised p
erson
s12
719
01
882
011
337
200
143
3021
12
260
3228
148
4033
713
OK04
Othe
r pers
ons
00
00
013
07
00
08
00
00
20
04
074
00
17
116
TK05
Fires
in ro
lling s
tock
Total
00
00
00
00
00
00
00
00
00
00
00
00
00
0
PK05
Passe
ngers
00
00
00
00
00
00
00
00
00
00
00
00
00
0
SK05
Emplo
yees
00
00
00
00
00
00
00
00
00
00
00
00
00
0
LK05
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
00
00
0
UK05
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OK05
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TK06
Othe
r acc
ident
sTo
tal3
00
00
21
00
00
36
10
00
00
80
00
00
024
PK06
Passe
ngers
00
00
00
00
00
00
00
00
00
08
00
00
00
8
SK06
Emplo
yees
00
00
02
00
00
00
10
00
00
00
00
00
00
3
LK06
Leve
l cro
ssing
users
00
00
00
00
-0
00
20
00
00
00
00
00
00
2
UK06
Unau
thor
ised p
erson
s2
00
00
01
00
00
03
00
00
00
00
00
00
06
OK06
Othe
r pers
ons
10
00
00
00
00
03
01
00
00
00
00
00
00
5
kg007657Int_b.indd 44 7/09/10 15:17
45
Tabl
e 3C
— 2
008
— F
atal
ities
by
type
of
acci
dent
and
per
son
cate
gory
IDAc
ciden
t typ
esVic
tim ty
pes —
fatal
ities
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
tal
TK01
Collis
ions o
f trai
nsTo
tal1
00
010
10
00
30
04
01
02
00
00
00
00
022
PK01
Passe
ngers
00
00
80
00
00
00
40
00
00
00
00
00
00
12
SK01
Emplo
yees
00
00
21
00
01
00
00
00
20
00
00
00
00
6
LK01
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
UK01
Unau
thor
ised p
erson
s1
00
00
00
00
00
00
01
00
00
00
00
00
02
OK01
Othe
r pers
ons
00
00
00
00
02
00
00
00
00
00
00
00
00
2
TK02
Derai
lmen
ts of
train
sTo
tal0
00
00
10
00
00
00
00
00
00
01
10
00
03
PK02
Passe
ngers
00
00
00
00
00
00
00
00
00
00
11
00
00
2
SK02
Emplo
yees
00
00
01
00
00
00
00
00
00
00
00
00
00
1
LK02
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
UK02
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OK02
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TK03
Leve
l cro
ssing
ac
ciden
tsTo
tal17
104
025
523
17
158
4342
16
66
180
3915
384
411
1438
9
PK03
Passe
ngers
00
00
00
00
00
00
00
00
00
00
00
00
00
0
SK03
Emplo
yees
00
00
10
00
10
00
00
00
00
00
00
00
00
2
LK03
Leve
l cro
ssing
users
1710
40
2450
31
615
838
421
66
618
039
1527
4-
1114
365
UK03
Unau
thor
ised p
erson
s0
00
00
20
0-
00
40
00
00
00
00
00
40
010
OK03
Othe
r pers
ons
00
00
00
00
00
01
00
00
00
00
011
00
00
12
TK04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
Total
2011
310
911
08
710
2813
3969
257
3421
11
257
2616
59
445
4410
21
PK04
Passe
ngers
12
30
51
00
15
06
60
40
01
00
213
00
20
52
SK04
Emplo
yees
21
10
16
00
10
00
10
52
00
01
11
00
00
23
LK04
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
049
0-
00
49
UK04
Unau
thor
ised p
erson
s17
827
03
767
78
2313
3162
248
3215
01
256
2378
94
4142
833
OK04
Othe
r pers
ons
00
00
027
10
00
02
00
00
60
00
024
00
22
64
TK05
Fires
in ro
lling s
tock
Total
00
90
00
00
00
00
00
00
00
00
00
00
00
9
PK05
Passe
ngers
00
90
00
00
00
00
00
00
00
00
00
00
00
9
SK05
Emplo
yees
00
00
00
00
00
00
00
00
00
00
00
00
00
0
LK05
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
UK05
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OK05
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TK06
Othe
r acc
ident
sTo
tal1
00
00
01
00
00
160
00
00
10
120
40
10
137
PK06
Passe
ngers
10
00
00
00
00
04
00
00
00
08
01
00
00
14
SK06
Emplo
yees
00
00
00
00
00
02
00
00
00
00
03
00
01
6
LK06
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
UK06
Unau
thor
ised p
erson
s0
00
00
01
00
00
90
00
00
10
40
00
10
016
OK06
Othe
r pers
ons
00
00
00
00
00
01
00
00
00
00
00
00
00
1
kg007657Int_b.indd 45 7/09/10 15:17
46
Tabl
e 4A
— 2
006
— S
erio
us in
jurie
s by
typ
e of
acc
iden
t an
d pe
rson
cat
egor
yID
Accid
ent t
ypes
Victim
type
s — fa
talitie
sAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
TS01
Collis
ions o
f trai
nsTo
tal5
00
410
05
00
32
015
00
40
21
00
00
152
PS01
Passe
ngers
10
-1
20
20
02
20
150
04
00
-0
--
-0
29
SS01
Emplo
yees
40
-2
80
30
0-
-0
00
00
02
10
--
-1
21
LS01
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
US01
Unau
thor
ised p
erson
s-
0-
00
00
00
1-
00
00
00
0-
0-
--
01
OS01
Othe
r pers
ons
00
-1
00
00
0-
-0
00
00
00
-0
--
-0
1
TS02
Derai
lmen
ts of
train
sTo
tal1
00
00
00
140
00
00
00
10
01
00
00
017
PS02
Passe
ngers
00
-0
00
014
0-
-0
00
01
00
-0
--
-0
15
SS02
Emplo
yees
10
-0
00
00
0-
-0
00
00
00
10
--
-0
2
LS02
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
US02
Unau
thor
ised p
erson
s-
0-
00
00
00
--
00
00
00
0-
0-
--
00
OS02
Othe
r pers
ons
00
-0
00
00
0-
-0
00
00
00
-0
--
-0
0
TS03
Leve
l cro
ssing
ac
ciden
tsTo
tal26
197
4945
232
16
1325
017
87
21
979
08
1014
340
1
PS03
Passe
ngers
02
-0
10
110
0-
20
10
00
08
-0
--
-0
25
SS03
Emplo
yees
03
-0
40
10
1-
-0
00
00
02
-0
--
20
13
LS03
Leve
l cro
ssing
users
2614
749
392
201
513
230
168
72
187
90
810
123
362
US03
Unau
thor
ised p
erson
s-
0-
01
0-
00
--
00
00
00
0-
0-
--
01
OS03
Othe
r pers
ons
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
TS04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
Total
388
5236
396
1420
639
390
3817
264
175
2218
07
1320
1971
9
PS04
Passe
ngers
102
2911
144
18
112
170
200
02
10
828
1-
61
176
SS04
Emplo
yees
140
-0
51
31
15
10
23
10
00
-8
-9
11
56
LS04
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
US04
Unau
thor
ised p
erson
s-
623
2520
010
114
2220
016
1425
20
7512
144
44
1314
464
OS04
Othe
r pers
ons
140
-0
01
00
0-
10
00
00
00
20
2-
-3
23
TS05
Fires
in ro
lling s
tock
Total
10
20
00
00
01
00
30
00
20
00
00
00
9
PS05
Passe
ngers
00
-0
00
00
0-
-0
30
00
00
-0
--
-0
3
SS05
Emplo
yees
00
20
00
00
01
-0
00
00
20
-0
--
-0
5
LS05
Leve
l cro
ssing
users
00
-0
00
-0
0-
-0
00
00
00
-0
--
-0
0
US05
Unau
thor
ised p
erson
s-
0-
00
00
00
--
00
00
00
0-
0-
--
00
OS05
Othe
r pers
ons
10
-0
00
00
0-
-0
00
00
00
-0
--
-0
1
TS06
Othe
r acc
ident
sTo
tal5
790
055
40
01
449
12
00
20
560
01
00
226
1
PS06
Passe
ngers
159
-0
480
00
03
50
00
01
055
-0
--
-0
172
SS06
Emplo
yees
011
-0
12
00
14
21
20
01
01
-0
1-
-2
29
LS06
Leve
l cro
ssing
users
00
-0
01
-0
0-
-0
00
00
00
-0
--
-0
1
US06
Unau
thor
ised p
erson
s-
0-
06
10
00
372
00
00
00
0-
0-
--
046
OS06
Othe
r pers
ons
49
-0
00
00
0-
-0
00
00
00
-0
--
-0
13
kg007657Int_b.indd 46 7/09/10 15:17
47
Tabl
e 4B
— 2
007
— S
erio
us in
jurie
s by
typ
e of
acc
iden
t an
d pe
rson
cat
egor
yID
Accid
ent t
ypes
Victim
type
s — fa
talitie
sAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
TS01
Collis
ions o
f trai
nsTo
tal4
34
01
80
02
00
24
01
00
10
10
00
00
031
PS01
Passe
ngers
12
00
13
00
20
00
30
00
00
00
00
00
00
12
SS01
Emplo
yees
21
20
04
00
00
00
10
10
01
01
00
00
00
13
LS01
Leve
l cro
ssing
users
00
00
01
00
-0
00
00
00
00
00
00
00
00
1
US01
Unau
thor
ised p
erson
s0
02
00
00
00
00
00
00
00
00
00
00
00
02
OS01
Othe
r pers
ons
10
00
00
00
00
02
00
00
00
00
00
00
00
3
TS02
Derai
lmen
ts of
train
sTo
tal0
00
00
00
01
00
00
00
00
00
12
00
00
1216
PS02
Passe
ngers
00
00
00
00
10
00
00
00
00
00
20
00
011
14
SS02
Emplo
yees
00
00
00
00
00
00
00
00
00
01
00
00
01
2
LS02
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
00
00
0
US02
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OS02
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TS03
Leve
l cro
ssing
ac
ciden
tsTo
tal34
538
042
632
1324
42
935
04
74
72
120
894
815
161
575
PS03
Passe
ngers
025
00
14
00
10
01
80
00
00
011
00
00
20
53
SS03
Emplo
yees
04
00
05
00
10
01
00
00
00
02
01
00
10
15
LS03
Leve
l cro
ssing
users
3424
80
4154
213
224
27
270
47
47
210
78
418
1513
145
5
US03
Unau
thor
ised p
erson
s0
00
00
00
0-
00
00
00
00
00
00
240
00
024
OS03
Othe
r pers
ons
00
00
00
00
-0
00
00
00
00
00
028
00
00
28
TS04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
Total
1520
210
5883
86
920
128
521
346
132
095
2390
69
2018
638
PS04
Passe
ngers
714
60
1613
20
110
09
260
100
12
00
26
11
22
131
SS04
Emplo
yees
21
00
014
00
11
01
10
30
00
04
22
30
12
38
LS04
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
00
00
0
US04
Unau
thor
ised p
erson
s4
415
042
336
07
91
1025
121
610
00
9118
172
817
735
4
OS04
Othe
r pers
ons
21
00
023
06
00
08
00
00
20
00
165
00
07
115
TS05
Fires
in ro
lling s
tock
Total
00
00
00
00
00
00
00
00
00
00
00
00
00
0
PS05
Passe
ngers
00
00
00
00
00
00
00
00
00
00
00
00
00
0
SS05
Emplo
yees
00
00
00
00
00
00
00
00
00
00
00
00
00
0
LS05
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
00
00
0
US05
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OS05
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TS06
Othe
r acc
ident
sTo
tal7
220
00
31
00
20
71
11
00
03
591
10
50
011
4
PS06
Passe
ngers
00
00
00
00
01
00
00
00
00
156
10
00
00
59
SS06
Emplo
yees
521
00
02
10
01
03
10
10
00
11
00
05
00
42
LS06
Leve
l cro
ssing
users
01
00
00
00
-0
00
00
00
00
00
00
00
00
1
US06
Unau
thor
ised p
erson
s1
00
00
10
00
00
20
00
00
01
20
00
00
07
OS06
Othe
r pers
ons
10
00
00
00
00
02
01
00
00
00
01
00
00
5
kg007657Int_b.indd 47 7/09/10 15:17
Tabl
e 4C
— 2
008
— S
erio
us in
jurie
s by
typ
e of
acc
iden
t an
d pe
rson
cat
egor
yID
Accid
ent t
ypes
Victim
type
s — fa
talitie
sAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
TS01
Collis
ions o
f trai
nsTo
tal0
155
030
280
00
02
23
00
00
00
60
00
71
099
PS01
Passe
ngers
010
00
2821
00
00
00
30
00
00
03
00
04
00
69
SS01
Emplo
yees
04
00
15
00
00
22
00
00
00
03
00
03
00
20
LS01
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
US01
Unau
thor
ised p
erson
s0
05
00
00
00
00
00
00
00
00
00
00
01
06
OS01
Othe
r pers
ons
01
00
12
00
00
00
00
00
00
00
00
00
00
4
TS02
Derai
lmen
ts of
train
sTo
tal0
00
00
10
04
10
01
00
00
00
04
40
00
015
PS02
Passe
ngers
00
00
00
00
40
00
10
00
00
00
43
00
00
12
SS02
Emplo
yees
00
00
01
00
01
00
00
00
00
00
01
00
00
3
LS02
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
US02
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OS02
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TS03
Leve
l cro
ssing
ac
ciden
tsTo
tal23
287
043
353
016
22
1416
08
47
60
104
1078
120
175
449
PS03
Passe
ngers
014
00
00
00
20
01
00
00
00
02
00
04
00
23
SS03
Emplo
yees
00
10
13
10
20
10
00
00
01
00
00
02
10
13
LS03
Leve
l cro
ssing
users
2314
60
4232
20
122
114
160
84
75
010
210
591
-15
538
0
US03
Unau
thor
ised p
erson
s0
00
00
00
0-
00
00
00
00
00
00
40
140
018
OS03
Othe
r pers
ons
00
00
00
00
-0
00
00
00
00
00
015
00
10
16
TS04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
Total
1515
211
6686
55
916
218
401
309
240
110
523
145
410
2015
686
PS04
Passe
ngers
212
31
129
30
33
013
240
50
20
10
218
31
51
123
SS04
Emplo
yees
41
10
219
00
00
00
10
41
20
00
05
03
04
47
LS04
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
065
0-
00
65
US04
Unau
thor
ised p
erson
s9
217
052
372
56
132
415
021
815
00
105
2041
16
146
401
OS04
Othe
r pers
ons
00
00
021
00
00
01
01
00
50
00
116
00
14
50
TS05
Fires
in ro
lling s
tock
Total
00
50
00
00
00
00
00
00
00
00
00
00
00
5
PS05
Passe
ngers
00
50
00
00
00
00
00
00
00
00
00
00
00
5
SS05
Emplo
yees
00
00
00
00
00
00
00
00
00
00
00
00
00
0
LS05
Leve
l cro
ssing
users
00
00
00
00
-0
00
00
00
00
00
00
0-
00
0
US05
Unau
thor
ised p
erson
s0
00
00
00
00
00
00
00
00
00
00
00
00
00
OS05
Othe
r pers
ons
00
00
00
00
00
00
00
00
00
00
00
00
00
0
TS06
Othe
r acc
ident
sTo
tal15
250
00
61
00
00
420
00
00
00
622
61
40
116
5
PS06
Passe
ngers
40
00
00
00
00
00
00
00
00
039
05
02
00
50
SS06
Emplo
yees
823
00
05
10
00
02
00
00
00
02
21
12
01
48
LS06
Leve
l cro
ssing
users
02
00
00
00
-0
00
00
00
00
011
00
0-
00
13
US06
Unau
thor
ised p
erson
s3
00
00
10
00
00
20
00
00
00
60
00
00
012
OS06
Othe
r pers
ons
00
00
00
00
00
01
00
00
00
04
00
00
00
5
48
kg007657Int_b.indd 48 7/09/10 15:17
49
Tabl
e 5
— T
otal
and
rel
ativ
e nu
mbe
r of
sui
cide
sID
Categ
ory
Years
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
tal
N07
Total
numb
er of
su
icide
s20
0678
9732
174
-21
118
942
351
128
712
60
619
011
2540
1669
649
227
1 885
2007
113
9439
015
070
632
04
188
5434
4111
513
80
1019
38
2852
2478
1448
197
2 630
2008
93-
270
160
714
241
117
452
289
1117
137
09
164
729
5029
7120
5820
32 4
30
N17
Relat
ive to
train
km.
numb
er of
suici
des
2006
0.513
0.924
0.887
1.094
-0.2
610.0
520.8
970.8
250.6
911.1
990.3
840.3
340
0.350
1.429
0.232
0.113
1.019
0.169
0.522
0.316
0.961
0.424
13.59
4
2007
0.729
0.907
1.082
00.9
810.6
730.4
070
0.201
0.867
1.027
0.650
0.974
0.297
0.373
00.5
381.3
790.1
690.1
261.2
690.2
490.5
810.7
310.9
410.3
6615
.516
2008
0.587
-0.7
700
0.914
0.684
0.293
0.138
0.047
0.812
0.976
0.534
1.018
0.424
0.373
00.4
611.1
800.1
490.1
291.1
970.3
020.5
140.9
951.1
760.3
7014
.046
R01
Train
km20
0615
2.19
104.9
3736
.0915
8.999
1 013
.580
.541
19.07
121
0.757
50.9
508
106.7
8718
.242
377
13.82
717
.122
133
47.39
222
1.737
39.26
494
.913
2.295
18.98
50.97
853
5.757
4 142
.266
2007
155
103.5
8736
.036.5
3315
2.89
1 048
.778
.712
.056
19.90
521
6.873
52.57
752
9.54
114
16.83
237
014
.992
18.57
814
047
.392
223.0
3140
.9896
.262
134.3
4519
.1651
.003
538.1
044 2
37.07
0
2008
158.4
92.9
35.07
55.5
417
4.961
1 043
.582
7.234
21.16
421
4.349
53.25
954
110
916
.494
366.8
6315
.817
19.52
513
946
.841
224.3
5941
.7696
.145
138.1
9420
.098
49.33
254
84 2
60.80
9
Tabl
e 6
— N
umbe
r of
acc
iden
ts b
y ty
pe o
f ac
cide
nts
IDAc
ciden
t typ
esYe
arsAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
N01
Collis
ions o
f trai
ns20
062
8444
1342
21
40
048
41
51
04
513
35
3-
74
673
2007
477
30
315
10
30
085
50
46
04
46
365
12
1412
317
2008
394
30
513
00
14
097
10
21
12
68
035
41
127
300
N02
Derai
lmen
ts of
train
s20
061
713
910
520
49
042
160
117
12
312
69
225
38
2249
9
2007
317
10
36
11
812
068
70
1027
00
013
23
2011
511
2036
6
2008
721
00
212
02
215
197
11
101
01
310
53
1514
06
1433
3
N03
Leve
l cro
ssing
ac
ciden
ts20
0640
5631
104
181
825
139
140
104
038
2110
122
275
2213
016
4168
91 3
55
2007
5576
100
4897
833
2219
1111
554
223
139
262
325
2718
914
3271
141 2
95
2008
3656
90
5376
512
1718
911
544
116
1910
210
278
2020
16
1563
241 1
24
N04
Accid
ents
to pe
rsons
ca
used
by ro
lling s
tock
in
motio
n
2006
5522
7210
421
618
3551
2374
244
088
3752
92
423
5529
517
2353
492 0
17
2007
2730
420
5918
410
1420
639
7792
285
3637
32
418
5621
120
1963
611 6
40
2008
3525
521
7219
313
1219
4314
5779
383
4245
12
397
4931
013
1478
581 7
10
N05
Fires
in ro
lling s
tock
2006
118
230
981
20
1762
10
50
01
35
-8
31
80
257
2007
117
00
13
01
00
137
30
51
00
17
015
40
223
122
2008
024
11
16
00
10
024
00
25
00
39
017
30
80
105
N06
Othe
r acc
ident
s20
067
016
302
144
04
365
401
50
00
186
-35
72
551
1 962
2007
140
00
114
40
04
031
11
30
50
388
434
65
410
259
2008
160
00
029
50
00
363
300
30
51
092
110
66
502
322
N00
Total
numb
er of
ac
ciden
ts20
0610
618
719
3923
398
332
7077
5243
140
92
152
6663
2816
928
8949
551
7019
985
6 763
2007
104
217
560
115
319
2449
5398
2141
316
25
130
8351
3312
976
9353
456
6322
211
03 9
99
2008
9722
065
213
332
923
2640
8027
453
155
511
668
6126
1488
973
588
4636
217
105
3894
R01
Numb
er of
train
km20
0615
2.19
104.9
3736
.0915
8.999
1 013
.580
.541
19.07
121
0.757
50.9
508
106.7
8718
.242
377
13.82
717
.122
133
47.39
222
1.737
39.26
494
.913
2.295
18.98
50.97
853
5.757
4 142
.266
2007
155
103.5
8736
.036.5
3315
2.89
1 048
.778
.712
.056
19.90
521
6.873
52.57
752
9.54
114
16.83
237
014
.992
18.57
814
047
.392
223.0
3140
.9896
.262
134.3
4519
.1651
.003
538.1
044 2
37.07
0
2008
158.4
92.9
35.07
55.5
417
4.961
1 043
.582
7.234
21.16
421
4.349
53.25
954
110
916
.494
366.8
6315
.817
19.52
513
946
.841
224.3
5941
.7696
.145
138.1
9420
.098
49.33
254
84 2
60.80
9
kg007657Int_b.indd 49 7/09/10 15:17
50
Tabl
e 7
— N
umbe
r of
pre
curs
ors
to a
ccid
ents
IDPr
ecur
sors
to ac
ciden
tsYe
arsAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
I01Br
oken
rails
2006
171
115
70
124
0-
7465
1176
88
361
11
3451
3 054
4534
925
676
123
25 8
04
2007
-98
9213
2140
732
726
954
2132
365
41
430
625
3110
2 484
3931
918
757
519
25 8
13
2008
-28
167
84
536
147
223
7019
309
716
384
14
3136
2 396
3338
021
879
1017
05 6
99
I02Tra
ck bu
ckles
2006
-1
-1
721
-18
610
171
35
6 743
21
143
9680
950
8026
186
7 803
2007
-0
250
068
60
-17
17
177
41
3 113
401
1314
1740
310
211
25
3 820
2008
-0
100
040
80
110
218
319
48
041
03
817
1937
087
160
1683
5
I03W
rong
-side
sign
alling
fai
lures
2006
-1
-0
054
40
6-
290
-4
44
3-
0-
-2 3
358
-4
617
3 820
2007
71
100
00
193
00
5-
277
01
024
50
-0
00
2 456
60
655
03 7
57
2008
31
130
00
119
00
62
277
82
239
018
152
02 5
5712
163
290
14 1
78
I04Sig
nals
passe
d at
dang
er20
0615
555
60-
756
193
1835
835
2412
44
292
78-
2442
519
414
778
352
2 823
2007
1281
155
2672
756
82
193
2211
212
3115
602
275
734 0
1320
425
217
154
7932
47 3
64
2008
1697
123
2676
051
02
1111
3012
48
2220
35
240
702 6
5324
396
275
575
316
5 804
I05Br
oken
whe
els20
06-
0-
02
19-
114
-1
01
05
052
137
11
8-
-0
242
2007
21
170
06
220
10
-2
00
00
90
3966
02
20
10
170
2008
01
130
01
70
10
00
00
01
20
657
00
10
00
90
I06Br
oken
axles
2006
-0
-0
923
-0
0-
30
022
20
03
32
101
-0
78
2007
30
290
04
80
00
-0
10
128
10
022
12
30
00
103
2008
30
70
09
90
00
01
01
10
01
267
02
10
00
104
R01
Numb
er of
train
km20
0615
2.19
104.9
3736
.0915
8.999
1 013
.580
.541
19.07
121
0.757
50.9
508
106.7
8718
.242
377
13.82
717
.122
133
47.39
222
1.737
39.26
494
.913
2.295
18.98
50.97
853
5.757
4 142
.266
2007
155
103.5
8736
.036.5
3315
2.89
1 048
.778
.712
.056
19.90
521
6.873
52.57
752
9.54
114
16.83
237
014
.992
18.57
814
047
.392
223.0
3140
.9896
.262
134.3
4519
.1651
.003
538.1
044 2
37.07
0
2008
158.4
92.9
35.07
55.5
417
4.961
1 043
.582
7.234
21.16
421
4.349
53.25
954
110
916
.494
366.8
6315
.817
19.52
513
946
.841
224.3
5941
.7696
.145
138.1
9420
.098
49.33
254
84 2
60.80
9
Tabl
e 8
— C
osts
of
all a
ccid
ents
IDCa
tegor
yYe
arsAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
C00
Costs
of al
l acc
ident
s20
060
01 0
91 61
93 0
15 48
7.38
00
00
45 36
6 103
01 8
73 30
875
0 000
012
442
43 42
40
34 62
5 211
.041
4 483
573.4
852
113 9
23.37
638 6
7067
145 2
96.23
81 9
44 22
51 1
60 00
012
0 266
703
334 5
29 98
5.779
2007
00
674 6
230
3 844
692
013
740 7
120
2 119
403
035
316 4
350
16.66
811
0 000
060
001.6
833
9 308
.70
6 375
000
5 370
073.0
160
250 0
0058
0 503
.6679
530 1
22.36
60
1 990
000
189 6
81 10
139
9 981
992.0
84
2008
00
686 3
71130
000 0
0010
079 3
690
23 60
1 892
179 7
47.35
2 193
186
042
242 8
590
080
0 000
011
8 131
.93 5
45 66
0.46
91 90
06 9
75 00
02 8
55 16
6.23
47 69
6 000
1 541
907.9
155
705 7
95.05
030
1 987
2 806
375
129 2
56 68
346
0 678
030.9
00
C01
Costs
of de
aths
2006
--
-94
5 110
.87-
--
-42
270 5
04-
33 65
4-
-0
0-
0-
47 24
0 000
112
35 77
5 161
.290
-75
0 000
80 64
3 600
207 6
58 14
2.160
2007
--
00
12 62
3-
12 01
7 760
0-
-34
569 9
18-
--
-0
1 329
-0
156 2
95.74
54 96
0 000
2 125
43 30
6 774
.194
00
129 9
25 80
027
4 952
624.8
94
2008
--
16 35
2.65
052
2 252
-21
814 7
440
--
40 73
4 897
--
--
011
186
40 20
00
14 95
7.65
40 54
0 000
1 081
31 20
1 397
.849
-0
114 4
48 87
524
9 345
943.6
29
C02
Costs
of in
juries
2006
--
-47
4 372
.95-
--
-3 0
95 59
9-
559
--
095
1-
31 65
7-
3 934
062
08 7
24 08
6.022
-38
7 000
5 600
250
22 24
8 537
.232
2007
--
2 523
06 2
08-
1 722
952
0-
-74
6 517
--
--
00
-27
5 000
24 63
9.24
4 310
000
-7 4
12 47
3.118
00
6 944
310
21 44
4 622
.358
2008
--
00
99 24
9-
1 787
148
0-
-1 5
07 96
2-
--
-0
740
3 100
275 0
0063
193.0
65 0
30 00
0-
2 675
483.8
71-
04 0
73 60
415
515 4
79.82
1
C03
Costs
of re
place
ment
or
repa
ir of
dama
ged
RS an
d rail
way
instal
lation
s
2006
--
1 091
619
1 596
003.5
6-
--
--
-1 8
38 23
175
0 000
-12
442
40 03
7-
16 38
9 474
.041
4 483
573.4
8-
629 8
5821
078 7
26.56
1 944
225
20 00
016
071 4
6865
945 6
57.55
1
2007
--
572 0
840
3 724
791
--
01 9
33 25
5-
--
16.66
811
0 000
-60
001.6
833
5 235
.13-
3 000
000
5 095
911.5
7-
317 1
37.22
24 77
5 842
.796
01 8
90 00
044
406 2
1886
220 4
93.06
4
2008
--
634 3
60.86
60 00
0 000
9 410
339
--
146 1
01.85
618 4
41-
--
-80
0 000
-11
8 131
.93 3
40 83
8.84
24 30
03 6
00 00
026
7181
575
0 000
1 490
181.9
319
725 0
74.62
301 9
872 6
39 22
46 2
28 95
111
2 499
747
C04
Costs
of de
lays e
tc.20
06-
--
--
--
--
-86
4-
-0
2436
-18
204 0
80-
939 8
61.37
8 700
1 567
322.3
66-
3 000
17 95
1 385
38 67
7 648
.836
2007
--
100 0
160
101 0
70-
-0
186 1
48-
--
--
-0
2745
-3 1
00 00
093
226.4
698
0 000
261 2
41.44
4 035
032.2
580
100 0
008 4
04 77
317
364 2
51.76
8
2008
--
35 65
7.49
70 00
0 000
47 52
9-
-33
645.5
1 574
745
--
--
--
019
2 895
.2524
300
3 100
000
105 2
00.52
1 376
000
50 64
4.98
21 03
838.7
10-
167 1
514 5
05 25
383
316 8
60.45
0
R01
Numb
er of
train
km20
0615
2.19
104.9
3736
.0915
8.999
1 013
.580
.541
19.07
121
0.757
50.9
508
106.7
8718
.242
377
13.82
717
133
47.39
222
1.737
39.26
494
.913
2.295
18.98
50.97
853
5.757
4 142
.266
2007
155
103.5
8736
.036.5
3315
2.89
1 048
.778
.712
.056
19.90
521
6.873
52.57
752
9.54
114
16.83
237
014
.992
1914
047
.392
223.0
3140
.9896
.262
134.3
4519
.1651
.003
538.1
044 2
37.07
0
2008
158.4
92.9
35.07
55.5
417
4.961
1 043
.582
7.234
21.16
421
4.349
53.25
954
110
916
.494
366.8
6315
.817
2013
946
.841
224.3
5941
.7696
.145
138.1
9420
.098
49.33
254
84 2
60.80
9
kg007657Int_b.indd 50 7/09/10 15:17
51
Tabl
e 9
— H
ours
lost
due
to
acci
dent
sID
Categ
ory
Years
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
tal
W00
Total
numb
er of
ho
urs l
ost
2006
--
--
--
95 31
2-
--
--
9 039
441.2
0-
4 647
.53 9
62-
233
2 299
--
33 47
014
9 403
.7
2007
--
-0
1 189
--
05 8
40-
--
--
12 16
4.68 1
49.75
0-
9 283
25 63
5.72
-1 1
857 1
240
021
349
91 92
0.07
2008
--
-0
4 500
--
200
95 10
4-
--
--
2 572
.016
160.0
32 4
00-
1 148
16 62
5-
723
1 794
-0
38 11
516
3 341
.046
W10
Numb
er of
hour
s los
t rela
tive t
o tot
al nu
mber
of w
orkin
g ho
urs
2006
--
--
--
0.006
--
--
-0
0.000
0-
0.000
--
-0
--
00.0
06
2007
--
-0
0.000
--
-0.0
00-
--
--
00.0
000
-0.0
010.0
00-
0.000
00
-0.0
000.0
02
2008
--
-0
0.000
--
-0.0
07-
--
--
00.0
000.0
00-
0.000
0.000
-0.0
000.0
00-
-0.0
000.0
07
R04
Total
numb
er of
wo
rking
hour
s20
06-
--
102 0
00-
-16
027
--
-83
7-
145 7
90 32
218
689.3
4824
181
-11
9 890
-16
239
-15
163 1
4416
857
-18
4127
400
345 3
95 58
6.348
2007
--
-3 4
00.23
587
822.4
37-
-0
15 13
4-
--
--
131 6
20 55
418
448
22 01
0-
12 59
7.795
87 75
1.315
812
117 5
78.36
827
486 7
3916
668
018
8 624
159 6
93 13
8.935
2008
--
-3 5
14.81
91 00
0-
-0
14 60
8-
--
36 65
6-
128 88
8 731.2
718
828
20 94
7-
13 21
5.047
94 46
4.212
16 00
617
5 839
.829
36 07
0 744
16 78
80
235 7
9616
5 697
138.1
68
Tabl
e 10
— T
echn
ical
saf
ety
of in
fras
truc
ture
and
its
impl
emen
tatio
nID
Categ
ory
Years
ATBE
BGCT
CZDE
DKEE
ELES
FIFR
HUIE
ITLT
LULV
NLNO
PLPT
ROSE
SISK
UKTo
tal
T01
Perc.
of tr
ack w
ith AT
P in
opera
tion
2006
-0.0
810.1
50.1
6-
0.28
00.9
570.7
20.5
580.3
400.0
50.5
720.2
50.3
250.9
80.7
00.5
030.4
880.7
060.6
40.1
510.0
438.6
54
2007
-0.0
840.1
41
0.17
0.881
0.53
0.24
00.9
750.7
490.5
85-
0.05
0.90.2
500.4
360.9
90.7
00.5
080.5
000.6
560.5
450.1
510.0
4211
.082
2008
0.664
0.069
0.11
10.0
020.9
0.53
0.232
00.9
800.7
70.5
95-
0.05
0.915
0.250
0.387
0.99
0.74
00.5
130.5
250.7
20.6
70.1
850.0
4211
.839
T02
Perc.
of tr
ain km
using
op
eratio
nal A
TP20
06-
0.06
0.08
--
-0
0.96
0.9-
0.780
0.12
0.490
0.641
-0.9
990.9
00.9
--
-0.4
180.0
307.2
78
2007
--
0.21
--
-0.9
50
0.97
0.97
0.791
-0.1
370.6
250.6
08-
0.999
0.90
0.9-
0.932
-0
0.030
10.01
2
2008
-0.0
390.2
11
--
-0.6
840
-0.9
8-
-0.1
330.7
170.5
89-
0.999
0.90
0.9-
0.96
-0
0.030
8.141
T03
Total
numb
er of
leve
l cro
ssing
s20
066 9
772 0
3782
08 5
7620
317
1 548
1 270
2 885
4 430
16 80
45 9
811 1
718 3
8343
665
72 7
244 3
0017
011
1 297
5 534
10 54
196
52 3
227 2
1113
4 197
2007
6 776
2 180
820
08 6
2819
011
1 449
328
1 265
2 811
4 334
14 65
15 9
721 1
267 3
5053
166
02 7
203 7
6114
219
1 266
5 625
10 57
294
42 3
077 4
5612
6 762
2008
6 713
2 110
821
08 5
5118
051
1 563
329
1 265
2 699
4 218
14 64
05 9
101 0
957 6
4352
364
12 7
003 9
8714
255
1 229
5 784
11 35
295
92 2
656 6
8012
5 983
T04
Tot n
umbe
r of l
evel
crossi
ngs p
er lin
e km
2006
0.880
0.328
0.160
0.737
0.391
0.432
0.424
0.168
0.502
0.545
0.747
0.555
0.462
0.199
0.161
0.419
1.052
0.598
0.369
0.271
0.686
0.619
0.496
0.228
11.42
9
2007
0.831
0.351
0.160
00.7
470.3
660.3
900.1
490.4
130.1
570.4
920.4
890.5
650.5
340.4
040.2
430.1
520.4
060.9
220.4
990.3
590.2
760.6
960.4
300.6
360.2
3710
.902
2008
0.819
0.336
0.160
00.7
400.3
480.4
110.1
540.4
130.1
500.4
770.4
970.5
590.5
190.2
970.2
400.1
350.4
030.9
770.4
970.3
480.2
840.7
060.6
150.6
250.2
1410
.927
T05
Perc.
of le
vel c
rossi
ngs
with
auto
matic
or
manu
al pr
otec
tion
2006
0.29
0.792
0.42
0.412
0.54
-0.6
10.3
500.1
90.7
40.6
150.1
70.7
530.7
640.6
40.6
771
0.39
0.393
0.303
0.344
0.34
0.470
0.234
11.43
7
2007
0.283
0.808
0.42
-0.2
470.5
70.5
70.4
70.6
560.3
530.1
94-
0.59
0.193
0.822
0.744
0.64
0.675
10.3
370.3
820.3
050.3
290.3
50.4
700.2
4111
.650
2008
0.286
0.81
0.57
-0.2
470.5
90.5
50.4
90.7
20.3
530.2
010.7
270.5
90.2
0.835
0.75
0.60.7
631
0.337
0.373
0.294
0.31
0.33
0.487
0.246
12.65
8
R03
Numb
er of
trac
k km
2006
7 924
6 212
5 119
11 64
1.551
959
3 586
2 997
17 15
9.98 8
3030
860
8 007
.492 1
1018
154
2 187
.44 0
91.4
6 500
4 087
28 44
5.83 5
12.7
20 38
4.809
15 36
01 5
594 6
7831
594
296 9
59.99
9
2007
8 154
6 215
5 119
159
11 55
3.851
959
3 720
2 200
3 060
17 88
5.38 8
1629
973
10 57
72 1
1018
194.7
22 1
80.9
4 352
.556 7
004 0
8028
499.2
23 5
27.7
20 38
4.809
15 19
82 1
933 6
2931
473
301 9
13.99
9
2008
8 197
6 282
5 116
159
11 55
3.851
851
3 800
2 133
3 062
17 96
08 8
4829
473
10 57
72 1
1025
719.5
22 1
79.6
4 730
.96 7
004 0
8028
672.9
3 527
.724
20 34
7.529
16 07
5.491
1 559
3 623
31 24
030
9 577
.464
Tabl
e 11
— M
anag
emen
t of
saf
ety
— n
umbe
r of
aud
its p
lann
ed a
nd c
ondu
cted
IDCa
tegor
yYe
arsAT
BEBG
CTCZ
DEDK
EEEL
ESFI
FRHU
IEIT
LTLU
LVNL
NOPL
PTRO
SESI
SKUK
Total
A01
Total
numb
er of
ac
comp
lishe
d aud
its20
06-
02 7
1915
9-
33-
731
441
-21
1 278
2113
1-
550
2-
319
-6
720
6 240
2007
-0
3 215
2529
0-
3624
9-
755
4344
2113
2 157
271 8
5320
660
6-
188
-0
189
9 197
2008
109
03 1
9624
263
-32
830
777
3350
-21
2 158
2926
520
720
1-
156
41
477 3
41
A02
Acco
mplis
hed a
udits
as
perce
ntag
e of
requir
ed/pl
anne
d au
dits
2006
-0
-1
-1.3
8-
1.005
0.91
1-
1.05
0.983
0.81
1.19
-0.7
11
-0.9
82-
-0.9
3213
.942
2007
--
-0.8
51.1
-1.5
71
-1.0
150.6
71
0.77
10.5
631
0.975
10.7
40
1-
0.969
-0
0.976
16.19
8
2008
0.96
0-
0.59
1-
1.33
0.94
01.0
200.9
71
-1.0
50.8
351
1.15
10.9
50
1-
0.881
11
1.02
18.69
7
kg007657Int_b.indd 51 7/09/10 15:17
52
Com
men
ts o
n CS
I dat
a ta
bles
ERA
has
revi
ewed
the
repo
rted
CSI
dat
a an
d al
l lar
ge fl
uctu
atio
ns h
as b
een
che c
ked
by th
e re
port
ing
NSA
. In
the
tabl
e be
low
are
giv
en c
omm
ents
for t
he d
ata
whe
re fo
r exa
mpl
e fl u
ctua
tions
are
due
to c
hang
es in
repo
rtin
g pr
oced
ures
or w
here
the
natio
nal d
efi n
ition
app
lied
give
s a
valu
e th
at d
evia
tes
from
Eur
opea
n av
erag
e
Tabl
eCo
untr
yYe
arVa
riabl
eCo
mm
ent
Tabl
e 3C
CZ20
08PK
01Th
e hi
gh n
umbe
r of p
asse
nger
s se
rious
ly in
jure
d an
d ki
lled
in 2
008
is d
ue to
one
ser
ious
acc
iden
t, a
brid
ge c
olla
pse
and
subs
eque
nt h
igh
spee
d tr
ain
colli
sion
(8 A
ugus
t 200
8).
Tabl
e 4A
EL20
06PS
03On
e si
gnifi
cant
leve
l cro
ssin
g ac
cide
nt in
200
6 ex
plai
ning
the
larg
e nu
mbe
r of p
asse
nger
s se
rious
ly in
jure
d.
Tabl
e 4B
BE20
07PS
03Th
e fi g
ure
incl
udes
sui
cide
s. It
has
not b
een
poss
ible
to c
orre
ct th
e fi g
ure.
BE20
07SS
06Th
e fi g
ure
incl
udes
wor
k ac
cide
nts.
Tabl
e 4C
DE20
08PS
01Th
e la
rge
num
ber o
f pas
seng
er s
erio
usly
inju
red
is m
ainl
y du
e to
one
big
acc
iden
t.
CZ20
08PS
01Th
e hi
gh n
umbe
r of p
asse
nger
s se
rious
ly in
jure
d an
d ki
lled
in 2
008
is d
ue to
one
ser
ious
acc
iden
t, a
brid
ge c
olla
pse
and
subs
eque
nt h
igh
spee
d tr
ain
colli
sion
(8 A
ugus
t 200
8).
Tabl
e 6
BG20
06N
01-N
06Th
e va
riabl
e in
clud
es n
on-s
igni
fi can
t acc
iden
ts.
DE20
06N
01-N
06Da
ta in
clud
e no
n-si
gnifi
cant
acc
iden
ts.
FI20
06N
04-N
05Da
ta in
clud
e no
n-si
gnifi
cant
acc
iden
ts.
FR20
06N
01-N
02Do
es n
ot in
clud
e co
llisi
ons/
dera
ilmen
ts o
n si
ding
s.
HU
2006
-200
8N
01-N
06Th
e fl u
ctua
tion
in n
umbe
r of o
ccur
renc
es b
etw
een
2006
and
200
8 is
due
to a
com
bina
tion
of c
hang
e in
repo
rtin
g pr
oced
ures
and
true
chan
ge in
num
ber o
f eve
nts.
RO20
06N
01Th
e va
riabl
e do
es n
ot in
clud
e co
llisi
ons
with
obj
ects
.
RO20
06N
05Do
es n
ot in
clud
e fi r
es in
tent
iona
lly c
ause
d to
sab
otag
e.
RO20
06–0
7N
02Th
e va
riabl
e on
ly c
onsi
ders
der
ailm
ents
of t
rain
s, as
trai
ns w
ith p
lann
ed m
ovem
ents
. Der
ailm
ents
with
isol
ated
loco
mot
ives
are
exc
lude
d.
Tabl
e 7
BG20
06I0
1On
ly in
clud
es b
roke
n ra
ils th
at g
ave
mor
e th
an 3
0 m
in d
elay
of t
raffi
c.
DE20
06I0
1On
ly in
clud
es b
roke
n ra
ils w
ith a
sub
sequ
ent d
ange
rous
situ
atio
n.
DE20
08I0
1Th
e la
rge
nr o
f bro
ken
rails
was
due
to a
sev
ere
win
ter.
DK20
06I0
3N
atio
nal d
efi n
ition
: All
even
ts w
hen
the
sign
al c
hang
es u
nexp
ecta
ntly
, als
o to
a m
ore
rest
rictiv
e is
regi
ster
ed.
kg007657Int_b.indd 52 7/09/10 15:17
53
Tabl
eCo
untr
yYe
arVa
riabl
eCo
mm
ent
Tabl
e 7
DK20
06I0
4N
atio
nal d
efi n
ition
: All
even
ts w
hen
a re
stric
tive
sign
al is
pas
sed
is re
gist
ered
, als
o w
hen
ther
e is
no
real
dan
ger a
nd in
man
y ca
ses
just
by
a fe
w m
eter
s.
FR20
06I0
1Th
ere
was
a c
hang
e in
repo
rtin
g pr
oced
ures
bet
wee
n 20
06 a
nd 2
007.
Usi
ng 2
007
repo
rtin
g pr
oced
ures
, the
fi gu
re w
ould
hav
e be
en 3
46.
FR20
06I0
4Th
ere
was
a c
hang
e in
repo
rtin
g pr
oced
ures
bet
wee
n 20
06 a
nd 2
007.
Usi
ng 2
007
repo
rtin
g pr
oced
ures
, the
fi gu
re w
ould
hav
e be
en 1
10.
IT20
08I0
1Th
ere
has
been
a c
hang
e in
repo
rtin
g pr
oced
ures
bet
wee
n 20
07 a
nd 2
008.
IT20
06-2
008
I02
Ther
e ha
s be
en a
cha
nge
in re
port
ing
proc
edur
es b
etw
een
2006
and
200
8.
LT20
06–0
7I0
1-I0
4Fl
uctu
atio
n in
repo
rted
nr o
f occ
urre
nces
is th
e ef
fect
of a
cha
nge
in d
efi n
ition
.
NL
2006
I01
The
larg
e re
port
ed n
umbe
r of t
rack
buc
kles
is c
onfi r
med
. 200
6 w
as a
hot
sum
mer
cau
sing
a lo
t of t
rack
buc
kles
.
NO
2006
–07
I01-
I02
Vary
ing
wea
ther
con
ditio
ns c
ause
d la
rge
fl uct
uatio
ns in
this
var
iabl
e be
twee
n 20
06 a
nd 2
007.
NO
2008
I01,
I05
The
chan
ge in
repo
rted
nr o
f eve
nts
is d
ue to
an
impr
oved
impl
emen
tatio
n of
exi
stin
g re
port
ing
proc
edur
es.
PL20
06I0
3, I0
4Th
e in
fras
truc
ture
man
ager
did
not
col
lect
info
rmat
ion
on in
cide
nts
and
near
mis
ses
befo
re 2
007.
The
info
rmat
ion
is th
eref
ore
inco
mpl
ete.
SPAD
s w
ere
not c
olle
cted
.
PL20
06-2
008
I03-
I06
Ther
e ha
s be
en a
cha
nge
in re
port
ing
proc
edur
es e
xpla
ning
the
fl uct
uatio
n in
repo
rted
nr o
f eve
nts.
RO20
06-2
008
I03
The
varia
ble
incl
udes
all
sign
allin
g fa
ilure
s.
Tabl
e 8
LV20
08C0
1-C0
4Th
e la
rge
num
bers
are
exp
lain
ed b
y a
smal
l num
ber o
f ser
ious
acc
iden
ts a
nd im
prov
ed re
port
ing
and
data
col
lect
ion
proc
edur
es.
Tabl
e 9
RO20
08R0
4Th
e ch
ange
in re
port
ed n
r of w
orki
ng h
ours
is d
ue to
a c
hang
e in
defi
niti
ons
and
repo
rtin
g pr
oced
ures
.
UK
2007
R04
The
chan
ge in
repo
rted
nr o
f wor
king
hou
rs is
due
to a
cha
nge
in re
port
ing
proc
edur
es.
Tabl
e 10
BE20
06–0
7R0
3Th
e fi g
ure
is ta
ken
from
Eur
osta
t 200
5 da
ta.
DE20
06R0
3Th
e fi g
ure
give
n is
per
31
Dece
mbe
r 200
7.
IT20
08R0
3Th
e in
crea
se in
net
wor
k le
ngth
is d
ue to
a c
hang
e in
repo
rtin
g fr
om li
ne k
m to
trac
k km
.
PL20
06–0
7R0
3Th
e fi g
ure
is e
xclu
ding
cro
ssov
ers
on m
ain
lines
and
is ta
ken
from
Eur
osta
t 200
5 da
ta.
Tabl
e 11
LV20
06A0
1Th
e fi g
ure
only
incl
udes
aud
its c
ondu
cted
by
Stat
e Ra
ilway
Tec
hnic
al In
spec
tora
te.
LV20
07A0
1Th
e fi g
ure
incl
udes
aud
its c
ondu
cted
by
IM, R
U a
nd S
tate
Rai
lway
Tec
hnic
al In
spec
tora
te.
UK
2008
A01
The
chan
ge in
repo
rted
nr o
f aud
its is
due
to a
cha
nge
in in
terp
reta
tion
of th
e de
fi niti
on.
kg007657Int_b.indd 53 7/09/10 15:17
54
Anne
x 2
– Se
rious
acc
iden
ts w
ith fi
ve o
r m
ore
fata
litie
s si
nce
1990
Date
Co
untr
yPl
ace
Type
Fa
talit
iesIn
jurie
s
1990
-02-
02DE
Rüss
elsh
eim
sta
tion
Trai
n co
llisi
on
1737
1990
-03-
22DE
Grö
bers
, Hal
le
Trai
n co
llisi
on
50
1990
-04-
16N
OBe
twee
n Sk
oeye
n an
d Ly
sake
rTr
ain
colli
sion
5
0
1990
-06-
23PL
Subu
rb o
f Wro
claw
Le
vel c
ross
ing
acci
dent
7
0
1990
-07-
03ES
Unk
now
n Tr
ain
colli
sion
6
2
1990
-08-
21PL
Wlo
chy
Trai
n co
llisi
on
1642
1990
-08-
25CZ
Spál
ov, B
etw
een
Žele
zný
Brod
and
Tan
vald
sta
tions
Tr
ain
colli
sion
10
16
1991
-01-
27CZ
Chlu
mch
any
Acci
dent
to p
erso
n ca
used
by
RS in
mot
ion
51
1991
-03-
31SK
Jese
nske
-Rim
avsk
a So
bota
Le
vel c
ross
ing
acci
dent
6
0
1991
-06-
29EL
Corin
th
Leve
l cro
ssin
g ac
cide
nt
80
1991
-07-
28PT
Linh
a da
Bei
ra A
lta —
Mon
te L
obos
/ Car
rega
l do
Sal
Leve
l cro
ssin
g ac
cide
nt
50
1991
-10-
12DE
Colo
gne
Acci
dent
to p
erso
n ca
used
by
RS in
mot
ion
61
1991
-10-
17FR
Mel
un S
tatio
n, n
ear P
aris
Tr
ain
colli
sion
16
50
1992
-01-
07H
UBe
twee
n Vá
mos
györ
k an
d H
ort
Leve
l cro
ssin
g ac
cide
nt
58
1992
-01-
27IT
Ciam
pino
, Nea
r Rom
e Tr
ain
colli
sion
6
0
1992
-06-
10IT
Calu
so, N
ear T
urin
Tr
ain
colli
sion
6
33
1992
-08-
03SK
Budk
ovce
— D
rahn
ov
Trai
n co
llisi
on
60
1992
-08-
17BG
Kazi
chen
e st
atio
n Tr
ain
colli
sion
8
57
1992
-08-
19AT
Puch
berg
Tr
ain
colli
sion
5
30
1992
-09-
26H
UAg
árd,
Gár
dony
Le
vel c
ross
ing
acci
dent
16
0
1992
-10-
01BG
Har
man
li Tr
ain
colli
sion
5
1
1992
-10-
18PL
Chel
mce
Le
vel c
ross
ing
acci
dent
6
0
1992
-11-
15DE
Nor
thei
m
Trai
n de
railm
ent
110
1992
-11-
30N
LH
oofd
dorp
Tr
ain
dera
ilmen
t 5
6
1992
-12-
10DE
Bad
Olde
sloe
sta
tion
Acci
dent
to p
erso
n ca
used
by
RS in
mot
ion
71
kg007657Int_b.indd 54 7/09/10 15:17
55
Date
Co
untr
yPl
ace
Type
Fa
talit
iesIn
jurie
s
1993
-02-
12H
UBe
twee
n Bá
tasz
ék-P
örbö
ly s
tatio
ns
Leve
l cro
ssin
g ac
cide
nt
1012
1993
-08-
01RO
Urle
asca
Le
vel c
ross
ing
acci
dent
12
0
1993
-08-
03ES
Vega
de
Anzo
, nea
r Ovi
edo
Trai
n co
llisi
on
125
1993
-08-
14H
UBe
twee
n M
akó
and
Mak
ó-Ú
jvár
os s
tatio
n Le
vel c
ross
ing
acci
dent
6
0
1993
-10-
03N
ON
ords
tran
d, n
ear O
slo
Trai
n co
llisi
on
66
1994
-02-
17PT
Linh
a do
Sul
— L
evel
cro
ssin
g at
pk
274.
94 (S
ão M
arco
s da
Ser
ra)
Leve
l cro
ssin
g ac
cide
nt
62
1994
-03-
21CH
Betw
een
Daen
iken
and
Sch
oene
nwer
d Tr
ain
colli
sion
with
an
obst
acle
9
14
1994
-04-
30PT
Linh
a do
Oes
te —
Lev
el c
ross
ing
at p
k 10
1.71
Le
vel c
ross
ing
acci
dent
5
1
1994
-05-
29PT
Linh
a da
Póv
oa —
Lev
el c
ross
ing
at p
k 39
.91
Leve
l cro
ssin
g ac
cide
nt
58
1994
-09-
11EL
Tith
oréa
Tr
ain
dera
ilmen
t 5
0
1994
-09-
29DE
Bad
Bram
sted
t Tr
ain
colli
sion
7
15
1994
-10-
15U
KCo
wde
n, K
ent
Trai
n co
llisi
on
50
1994
-11-
17ES
Sant
a Fe
/Gad
or
Leve
l cro
ssin
g ac
cide
nt
70
1994
-12-
02H
USz
ajol
sta
tion
Trai
n de
railm
ent
3154
1995
-02-
27ES
San
Seba
stia
n Tr
ain
dera
ilmen
t 5
33
1995
-06-
24CZ
Krou
na, B
etw
een
Polic
ka a
nd C
hrud
im
Trai
n co
llisi
on
194
1995
-06-
27H
UBe
twee
n G
yörs
zaba
dheg
y an
d N
yúl s
tatio
ns
Leve
l cro
ssin
g ac
cide
nt
67
1995
-09-
11H
USo
rkifa
lud
Leve
l cro
ssin
g ac
cide
nt
52
1995
-09-
22FR
Agde
Le
vel c
ross
ing
acci
dent
5
0
1996
-01-
26RO
Nr T
irgus
or
Leve
l cro
ssin
g ac
cide
nt
120
1996
-02-
26H
UKu
tas
Leve
l cro
ssin
g ac
cide
nt
1310
1996
-03-
03RO
Gav
ojdi
a Le
vel c
ross
ing
acci
dent
6
9
1996
-10-
07BE
Berla
ar
Leve
l cro
ssin
g ac
cide
nt
50
1997
-01-
12IT
Piac
enza
Tr
ain
dera
ilmen
t 8
30
1997
-03-
31ES
Uha
rte
Arak
il st
atio
n, P
ampl
ona,
Nav
arra
Tr
ain
dera
ilmen
t 18
40
1997
-05-
05PL
Rept
owo,
Szc
zeci
n Tr
ain
dera
ilmen
t 12
40
1997
-07-
05DE
Betw
een
Neu
stad
t, M
arbu
rg a
nd S
tadt
alle
ndor
f Tr
ain
colli
sion
with
an
obst
acle
6
2
kg007657Int_b.indd 55 7/09/10 15:17
56
Date
Co
untr
yPl
ace
Type
Fa
talit
iesIn
jurie
s
1997
-09-
08FR
Sain
t-An
toin
e-de
-Bre
uilh
, Por
t-Sa
inte
-Foy
Le
vel c
ross
ing
acci
dent
13
18
1997
-09-
19U
KSo
utha
ll, L
ondo
n Tr
ain
colli
sion
7
30
1998
-03-
06FI
Jyvä
skyl
ä Tr
ain
dera
ilmen
t 10
8
1998
-05-
27H
UBe
twee
n Lé
tavé
rtes
and
Mon
osto
rpál
yi s
tatio
ns
Leve
l cro
ssin
g ac
cide
nt
50
1998
-06-
03DE
Esch
ede
Trai
n de
railm
ent
101
87
1998
-09-
19N
OG
ol s
tatio
n Le
vel c
ross
ing
acci
dent
5
0
1999
-01-
28SK
Brat
isla
va
Acci
dent
to p
erso
n ca
used
by
RS in
mot
ion
60
1999
-03-
13H
UBe
twee
n Ti
szak
écsk
e an
d La
kite
lek
Leve
l cro
ssin
g ac
cide
nt
51
1999
-06-
22SE
Veka
Le
vel c
ross
ing
acci
dent
5
0
1999
-07-
27PL
Owad
ow, R
adom
Le
vel c
ross
ing
acci
dent
5
1
1999
-10-
05U
KLa
dbro
ke G
rove
, Pad
ding
ton,
Lon
don
Trai
n co
llisi
on
3122
7
2000
-01-
04N
OAs
ta
Trai
n co
llisi
on
1918
2000
-02-
06DE
Brüh
l Tr
ain
dera
ilmen
t 9
52
2000
-06-
04IT
Nea
r Par
ma
Trai
n co
llisi
on
51
2000
-06-
16N
LVo
orst
Leve
l cro
ssin
g ac
cide
nt
50
2001
-01-
03ES
Agui
las/
Lorc
a Su
tule
na
Leve
l cro
ssin
g ac
cide
nt
122
2001
-02-
28U
KSe
lby,
Gre
at H
eck,
Nor
th Y
orks
hire
Tr
ain
colli
sion
with
an
obst
acle
10
82
2001
-03-
27BE
Pecr
ot
Trai
n co
llisi
on
87
2002
-02-
20RO
Tecu
ci
Leve
l cro
ssin
g ac
cide
nt
78
2002
-02-
26AT
Wam
pers
dorf
Tr
ain
colli
sion
6
17
2002
-04-
04PT
Ram
al d
a Lo
usã
— p
k 29
.9
Trai
n co
llisi
on
54
2002
-05-
10U
KPo
tter
s Ba
r Tr
ain
dera
ilmen
t 7
32
2002
-07-
20IT
Mes
sina
, Sic
ily
Trai
n de
railm
ent
82
2002
-10-
02PT
Linh
a de
Cas
cais
— p
k 0.
69 (L
isbo
a)
Leve
l cro
ssin
g ac
cide
nt
60
2002
-11-
06FR
Nan
cy
Fire
in ro
lling
sto
ck
120
2002
-12-
02PL
Mal
kini
a Le
vel c
ross
ing
acci
dent
5
4
2003
-02-
02FR
Hes
din
Leve
l cro
ssin
g ac
cide
nt
50
kg007657Int_b.indd 56 7/09/10 15:17
57
Date
Co
untr
yPl
ace
Type
Fa
talit
iesIn
jurie
s
2003
-05-
08H
UBa
lato
nsza
badi
-Sós
tó, S
iófo
k, L
ake
Bala
ton
Leve
l cro
ssin
g ac
cide
nt
337
2003
-06-
03ES
Chin
chill
a/N
avaj
uelo
s Tr
ain
colli
sion
19
6
2003
-06-
11DE
Betw
een
Schr
ozbe
rg a
nd N
iede
rste
tten
, Bad
en-W
ürtt
embe
rg
Trai
n co
llisi
on
625
2003
-06-
24RO
Stro
iest
i Le
vel c
ross
ing
acci
dent
5
4
2004
-05-
07ES
Hel
lin
Leve
l cro
ssin
g ac
cide
nt
50
2004
-11-
06U
KU
fton
Ner
vet
Leve
l cro
ssin
g ac
cide
nt
78
2004
-12-
09CZ
Vrah
ovic
e Le
vel c
ross
ing
acci
dent
5
3
2005
-01-
07IT
Bolo
gnin
a di
’Cre
valc
ore
Trai
n co
llisi
on
1715
2005
-02-
12BE
Diep
enbe
ek
Leve
l cro
ssin
g ac
cide
nt
50
2006
-05-
26SK
Betw
een
Drie
novs
ka N
ova
Ves
and
Lica
rtov
ce
Leve
l cro
ssin
g ac
cide
nt
50
2006
-08-
21ES
Betw
een
León
and
Pal
enci
a.
Trai
n de
railm
ent
76
2006
-10-
11FR
Zouf
ftge
n, b
etw
een
Bett
embo
urg
stat
ion
and
Thio
nvill
e Tr
ain
colli
sion
6
2
2007
-07-
22RO
Tirg
ovis
ta
Leve
l cro
ssin
g ac
cide
nt
80
2008
-02-
28BG
Betw
een
the
railw
ay s
tatio
ns K
unin
o —
Che
rven
Briy
ag
Fire
in ro
lling
sto
ck
910
2008
-06-
02FR
Betw
een
Perr
igni
er a
nd T
hono
n Le
s Ba
ins
Leve
l cro
ssin
g ac
cide
nt
73
2008
-08-
08CZ
Stud
enka
sta
tion
Trai
n co
llisi
on w
ith a
n ob
stac
le
722
2008
-08-
14H
UBe
twee
n Va
mos
gyor
k an
d G
yong
yos
stat
ions
Le
vel c
ross
ing
acci
dent
5
0
2009
-02-
21SK
Polo
mka
Le
vel c
ross
ing
acci
dent
12
20
2009
-06-
29IT
Viar
eggi
o Tr
ain
dera
ilmen
t 32
27
2009
-08-
14RO
Iasi
Le
vel c
ross
ing
acci
dent
13
3
2009
-09-
01PT
Baiã
o Le
vel c
ross
ing
acci
dent
5
2
2010
-02-
15BE
Buiz
inge
n st
atio
n Tr
ain
colli
sion
18
83 (*
)
Tabl
e 3.
Rai
lway
acc
iden
ts in
Eur
ope
with
fi ve
or
mor
e fa
talit
ies
1990
–201
0.
(*)
The
num
ber
of f
atal
ities
and
inju
ries
in t
he H
alle
acc
iden
t as
per
23
Febr
uary
201
0. F
igur
es c
an c
hang
e.
kg007657Int_b.indd 57 7/09/10 15:17
58
Anne
x 3
— L
ist
of n
atio
nal s
afet
y au
thor
ities
an
d na
tiona
l inv
estig
atio
n bo
dies
Coun
try
Nat
iona
l saf
ety
auth
ority
Nat
iona
l inv
estig
atio
n bo
dy
Aust
riaBu
ndes
min
iste
rium
für
Ver
kehr
, Inn
ovat
ion
und
Tech
nolo
gie
Ober
ste
Eise
nbah
nbeh
örde
http
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vit.g
v.at
Bund
esan
stal
t fü
r Ve
rkeh
r (V
ERSA
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nfal
lunt
ersu
chun
gste
lle d
es B
unde
s, Fa
chbe
reic
h Sc
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tp://
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vit.g
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Belg
ium
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Mob
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Ver
voer
Dire
ctor
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ver
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and
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ice
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obili
té e
t Tr
ansp
orts
Dire
ctio
n gé
néra
le T
rans
port
terr
estr
eht
tp://
ww
w.m
obili
t.fgo
v.be
Fede
rale
Ove
rhei
dsdi
enst
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voer
Onde
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op
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poor
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ansp
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Orga
nism
e d’
enqu
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sur l
es A
ccid
ents
et l
es In
cide
nts
ferr
ovia
ires
http
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ww
.mob
ilit.f
gov.
beBu
lgar
iaM
inis
try
of T
rans
port
— R
ailw
ay A
dmin
istr
atio
n Ex
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ive
Agen
cyht
tp://
ww
w.ia
ja.g
over
nmen
t.bg
Min
istr
y of
Tra
nspo
rt –
Rai
lway
Acc
iden
t In
vest
igat
ion
Unit
http
://w
ww
.mtit
c.go
vern
men
t.bg/
Czec
h Re
publ
icDr
azni
Ura
d —
Rai
l Aut
horit
yht
tp://
ww
w.d
u-pr
aha.
czht
tp://
ww
w.d
ucr.c
z
Dráž
ní in
spek
ce —
Rai
l Saf
ety
Insp
ectio
n of
fi ce
http
://w
ww
.dic
r.cz
Germ
any
Eise
nbah
n —
Bun
desa
mt
(EBA
)ht
tp://
ww
w.e
ba.b
und.
deBu
ndes
min
iste
rium
für
Ver
kehr
, Bau
und
Sta
dten
twic
klun
gEi
senb
ahn-
Unf
allu
nter
such
ungs
stel
leht
tp://
ww
w.b
mvb
s.de
Denm
ark
Trafi
kst
yrel
sen
http
://w
ww
.trafi
kst
yrel
sen.
dkH
avar
ikom
mis
sone
n fo
r Ci
vil L
uftf
art
og J
ernb
ane
http
://w
ww
.hav
arik
omm
issi
onen
.dk
Esto
nia
Esto
nian
Tec
hnic
al S
urve
illan
ce A
utho
rity
http
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ww
.tja.
ee/?
lang
=en
Min
istr
y of
Eco
nom
ic A
ffai
rs a
nd C
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unic
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nsEm
erge
ncy
Man
agem
ent D
epar
tmen
t ht
tp://
ww
w.m
km.e
eGr
eece
Hel
leni
c M
inis
try
of T
rans
port
and
Com
mun
icat
ions
Safe
ty A
utho
rity
for R
ail T
rans
port
http
://w
ww
.ym
e.gr
Hel
leni
c M
inis
try
of T
rans
port
and
Com
mun
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ions
Com
mitt
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r Acc
iden
t Inv
estig
atio
nht
tp://
ww
w.y
me.
grSp
ain
Agen
cia
de S
egur
idad
del
Tra
nspo
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Terr
estr
eht
tp://
ww
w.fo
men
to.e
sM
inis
terio
de
Fom
ento
Com
isio
n de
Inve
stig
ació
n de
Acc
iden
tes
ferr
ovia
rios
http
://w
ww
.fom
ento
.es
Finl
and
Finn
ish
Tran
spor
t Sa
fety
Age
ncy
TraF
iht
tp://
ww
w.tr
afi .fi
(Se
e al
so: w
ww
.raut
atie
vira
sto.
fi )Ac
cide
nt In
vest
igat
ion
Boar
d of
Fin
land
http
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.onn
etto
muu
stut
kint
a.fi
Fran
ceÉt
ablis
sem
ent
Publ
ic d
e Sé
curit
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rrov
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(EP
SF)
http
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.secu
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ferr
ovia
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Bure
au d
’Enq
uête
s su
r le
s Ac
cide
nts
de T
rans
port
Ter
rest
reht
tp://
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w.b
ea-t
t.equ
ipem
ent.g
ouv.
frH
unga
ryN
atio
nal T
rans
port
Aut
horit
yht
tp://
ww
w.n
kh.g
ov.h
uTr
ansp
orta
tion
Safe
ty B
urea
uht
tp://
ww
w.k
bsz.
hu
kg007657Int_b.indd 58 7/09/10 15:17
59
Coun
try
Nat
iona
l saf
ety
auth
ority
Nat
iona
l inv
estig
atio
n bo
dy
Irela
ndRa
ilway
Saf
ety
Com
mis
sion
http
://w
ww
.rsc.
ieRa
ilway
Acc
iden
t In
vest
igat
ion
Unit
http
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.raiu
.ieIta
lyAg
enzi
a N
azio
nale
per
la S
icur
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del
le F
erro
vie
http
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.mit.
gov.
itM
inis
tero
del
le In
fras
trut
ture
e d
ei T
rasp
orti
Railw
ay S
afet
y Co
mm
issi
onht
tp://
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w.in
fras
trut
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tras
port
i.it
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uani
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bine
gel
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kelio
insp
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jaSt
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ay In
spec
tora
teht
tp://
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gi.lt
Kata
stro
fu t
yrim
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dova
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atio
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nves
tigat
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Body
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Luxe
mbo
urg
Min
istè
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velo
ppem
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dura
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et d
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tp://
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w.g
ouve
rnem
ent.l
uAd
min
istr
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n de
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quêt
es T
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sht
tp://
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/tra
nspo
rts/
AET/
Latv
iaSt
ate
Railw
ay T
echn
ical
Insp
ecto
rate
(SR
TI)
http
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ti.go
v.lv
Tran
spor
t Ac
cide
nt a
nd In
cide
nt In
vest
igat
ion
Bure
au (
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)ht
tp://
ww
w.ta
iib.g
ov.lv
Net
herla
nds
Insp
ectie
Ver
keer
en
Wat
erst
aat
http
://w
ww
.ivw
.nl
The
Dutc
h Sa
fety
Boa
rdht
tp://
ww
w.sa
fety
boar
d.nl
Nor
way
Nor
weg
ian
Railw
ay In
spec
tora
teht
tp://
ww
w.sj
t.no
Acci
dent
Inve
stig
atio
n Bo
ard
Nor
way
http
://w
ww
.aib
n.no
Pola
ndUr
zad
Tran
spor
tu K
olej
oweg
oht
tp://
ww
w.u
tk.g
ov.p
lPa
nstw
owa
Kom
isja
Bad
ania
Wyp
adkó
w K
olej
owyc
h (N
IB)
http
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ov.p
lPo
rtug
alIn
stitu
to d
a M
obili
dade
e d
os T
rans
port
es T
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stre
sht
tp://
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tt.p
tGa
bine
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vest
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ão d
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gura
nça
e de
Aci
dent
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http
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inde
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p?de
talh
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1Ro
man
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torit
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Fer
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oman
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FER)
Rom
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Auth
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http
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.afe
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Auto
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Rom
ana
(AFE
R)Ro
man
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Railw
ay In
vest
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Body
http
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r.ro
Swed
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ansp
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tyre
lsen
http
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spor
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have
rikom
mis
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Age
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of t
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epub
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or R
ailw
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http
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try
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Railw
ay A
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nt In
vest
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sion
http
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.siSl
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Reg
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http
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Min
istr
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osts
and
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of R
ail R
egul
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RR)
http
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gov.
ukRa
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vest
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chht
tp://
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See
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kg007657Int_b.indd 59 7/09/10 15:17
60
Key documents and referencesRegulation (EC) No 881/2004 of the European Parliament and Council of 29 April 2004 establishing a European railway agency amended by Regulation (EC) No 1335/2008 of the European Parliament and of the Council of 16 December 2008.
Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community’s railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certifi cation.amended by— Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008— Directive 2008/110/EC of the European Parliament and of the Council of 16 December 2008— Commission Directive 2009/149/EC of 27 November 2009 as regards Common Safety Indicators and common methods to calculate
accident costs.
Regulation (EC) No 91/2003 of the European Parliament and of the Council on rail transport statisticsamended by— Commission Regulation (EC) No 1192/2003 of 3 July 2003 — Commission Regulation (EC) No 1304/2007 of 7 November 2007— Regulation (EC) No 219/2009 of the European Parliament and of the Council of 11 March 2009
The annual reports of all Member States’ NIBs and NSAs submitted to the Agency.
All documents can be obtained through our web pages (http://www.era.europa.eu).
Design: GELLIS Communication The Railway Safety Performance in the European UnionA report from the European Railway Agency60 pages, 21 x 29.7 cm Luxembourg: Publications Offi ce of the European Union, 2010 ISBN 978-92-9205-013-9ISSN 1831-1512 doi:10.2821/12170
© European Railway Agency, 2010. Reproduction is authorised provided the source is acknowledged. European Railway Agency120, Rue Marc LefrancqBP 2039259307 Valenciennes Cedex FRANCETel. +33 327096500Fax: +33 327334065www.era.europa.eu Printed on recycled paper that has been awarded the EU eco-label for graphic paper (http://ec.europa.eu/environment/ecolabel). Printed in Belgium
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Headquarters in Valenciennes
120, Rue Marc Lefrancq59300 Valenciennes FRANCE
Tel. +33 327096-500
Conference centre in Lille
Espace International299, Boulevard de Leeds59777 LilleFRANCE
www.era.europa.eu
ISBN 978-92-9205-013-9
TR-AB-10-001-EN
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