RAIL STATISTICS - 1998

Foreword

This document provides users of Canadian railway safety data with an annual summary of selected statistics on railway occurrences.

Users of these statistics are advised that, in a live database, the occurrence data are continually updated. Consequently, the statistics can change slightly over time. The 1998 statistics presented here reflect the TSB database updated as of October 1999.

To increase the value of the safety material presented in the TSB Statistical Summary of Railway Occurrences 1998, readers are encouraged to copy or reprint in part or whole for further distribution, but should acknowledge the source.

The TSB is an independent agency operating under its own Act of Parliament. Its sole aim is the advancement of transportation safety.

Comments on this document can be forwarded to the following address:

Transportation Safety Board of Canada
Information Management Directorate
Place du Centre
200 Promenade du Portage
4th Floor
Gatineau, Quebec
K1A 1K8

Telephone (819) 994-3741
Facsimile (819) 997-2239
© Minister of Public Works and Government Services Canada 1999
Cat. No. TU1-2/1998 ISBN 0-662-64604-5

OVERVIEW

ACCIDENTS

General Statistics (Tables 1-2)

• In 1998, 1,075 accidents were reported to the TSB (down 4% from 1997). Rail activity decreased by 3% in 1998 which resulted in a net decrease of 1% in the accident rate to 14.2 accidents per million train-miles from 14.3 in 1997. The 1998 accident rate was also below the previous five-year average of 15.2.
• Most accidents on the main track are crossing accidents; in 1998, these accounted for 26% of total accidents. Main-track derailments accounted for an additional 10%, and there were 13 main-track collisions in 1998.
• The largest proportion of reported accidents are non-main-track related; in 1998, these accounted for 47% of the total. Most accidents at such locations are not major occurrences and take place in the course of switching and humping operations when speeds are usually low.
• Since 1989, an average of 314 accidents annually involve cars carrying (or having last contained) a dangerous good. In 1998, 242 such accidents were reported, 25% less than the previous five-year average. The majority are non-main-track occurrences, and only a few result in product release; 5 of the 242 accidents resulted in a release which is less than the 1993-1997 annual average of 8.
• Passenger trains were involved in 68 accidents (or 6% of total accidents) in 1998; this is almost 10% less than the previous five-year average. Most accidents involving passenger rolling stock are either crossing or trespasser accidents.
• Rail-related fatalities numbered 102 in 1998 (down from 109 in 1997).Most of the fatalities involved trespassers (58%) and motor vehicle occupants in crossing accidents (30%). In comparison, main-track collisions and derailments have accounted for a total of 8 fatalities in the past five years.
• Rail-related injuries declined to 72 for 1998 from 102 in 1997 (the TSB Regulations require the reporting of serious injuries only and this is reflected in the lower injury totals since 1992). Similar to fatalities, most serious injuries involved motor vehicle occupants in crossing accidents and trespassers. Serious injuries to employees were up in 1998.

Accidents by Type (Tables 3-9)

• Main-Track Train Derailments: A total of 108 such accidents were reported in 1998 (down 37% from 172 in 1997). Single-car derailments, which accounted for 27% of the total in 1990-1991, currently account for 38% in 1998. Derailments involving 5 or more cars in 1998 decreased to 32% from 41% in 1997 and by 5% compared to the 1993-1997 average.
• Factors assigned in an accident are considered to have acted in combination to contribute to the occurrence. For 1998 derailments, the most frequent factors identified were those related to track geometry (29%) followed by truck components (23%), and rail-related factors (9%).
• Crossing Accidents: These numbered 276 in 1998, down 12% from 309 in 1997 which is a decade low. Most crossing accidents occur at public (highway) crossings (85% in 1998). The majority of the 1998 reduction occurred in the public crossing categories of passive warnings and flashing lights and bells. Motor vehicle driver behaviour plays a major role in most crossing accidents.
• One-third of public crossings are protected with automated warning devices, and such devices are usually located at crossings where there is greater train and vehicular risk. In 1998, 58% of all public crossing accidents occurred at locations with automated warnings.
• Accidents at private and farm crossings decreased again slightly in 1998.
• Approximately one-fourth of all crossing accidents resulted in fatality or serious injury in 1998 (14% were fatal and resulted in 41 fatalities).
• Non-Main-Track Train Collisions: Collisions totalled 115 in 1998 (up 3% from 1997) but still equal to the five-year average of 115.
• Factors contributing to non-main-track collisions are primarily rules-related; i.e. non-compliance with prescribed procedures. Improper positioning of movements or handling of switches were reported most often.
• Non-Main-Track Train Derailments : Derailments numbered 386 in 1998, 21% higher than the 1997 figure. Most of the higher annual totals in the last five years relative to the period 1988-1992 are attributed to revised reporting criteria (see Explanatory Notes). Two thirds of the derailments involve the derailment of only one or two cars; the majority of the 21% increase of the 1998 derailments over 1997 involves 1 to 3 cars.
• Factors contributing to non-main-track derailments primarily involve rules-related factors, and the track-related factors of: geometry, turnouts and rail.
• Trespasser Accidents: These numbered 76 in 1998, down 21% from the 1997 total of 96 and down 29% from the previous five-year average of 107. With the decline in accidents, the number of fatalities fell to 62 in 1998 from 69 the previous year. More than three quarters of trespasser accidents were fatal last year, compared to less than 60% over the last five years. Serious injuries declined 39% in 1998 from the 1997 total and over 50% compared to the five-year annual average.

INCIDENTS (Tables 10-11)

• Pursuant to mandatory reporting requirements, 440 incidents were reported in 1998 (down 1% from 443 reported in 1997).
• Dangerous goods leakages not related to train accidents annually account for the largest proportion of total incidents, however, the volumes of goods leaked are usually not large. There were 272 dangerous goods incidents in 1998, a decrease of 5% from the 1997 total.
• "Movement Exceeds Limit of Authority" incidents represented almost 65% of the other types of 1998 reported incidents.
• Contributing factors in non-dangerous goods incidents are primarily operational or rules-related, the most frequent involving crew communication and positioning of car or movement.

DEFINITIONS

Railway Occurrence

• Any accident or incident associated with the operation of rolling stock on a railway, and
• Any situation or condition that the Board has reasonable grounds to believe could, if left unattended, induce an accident or incident described in (a) above.

Reportable Railway Accident

An accident resulting directly from the operation of rolling stock, where

• a person sustains a serious injury or is killed as a result of
• being on board or getting off the rolling stock, or
• coming into contact with any part of the rolling stock or its contents, or
• the rolling stock
• is involved in a grade-crossing collision,
• is involved in a collision or derailment and is carrying passengers,
• is involved in a collision or derailment and is carrying dangerous goods, or is known to have last contained dangerous goods the residue of which has not been purged from the rolling stock,
• sustains damage that affects its safe operation, or
• causes or sustains a fire or explosion, or causes damage to the railway, that poses a threat to the safety of any person, property or the environment.

Reportable Railway Incident

An incident resulting directly from the operation of rolling stock, where

• a risk of collision occurs,
• an unprotected main track switch is left in an abnormal position,
• a railway signal displays a less restrictive indication than that required for the intended movement of rolling stock,
• an unprotected overlap of operating authorities occurs,
• a movement of rolling stock exceeds the limits of its authority,
• there is runaway rolling stock,
• any crew member whose duties are directly related to the safe operation of the rolling stock is unable to perform the crew member's duties as a result of a physical incapacitation that poses a threat to any person, property or the environment, or
• any dangerous goods are released on board or from the rolling stock.

Serious Injury

An injury that is likely to require admission to a hospital.

Dangerous Goods Involvement

An accident is considered to have dangerous goods involvement if any car in the consist carrying (or having last contained) a dangerous good - derails, strikes or is struck by any other rolling stock or object. It does not mean that there was any release of any product. Also included are crossing accidents in which the motor vehicle involved (e.g. tanker truck) is carrying a dangerous good.

EXPLANATORY NOTES

Accidents by Railway

Accident totals are not presented by railway. The track, train and personnel in an occurrence may all belong to different companies; also an occurrence may have several contributing factors. Presenting data based purely on one of these criteria or factors would be misleading, and misinterpretation of data by readers could unfairly affect a company's competitive position.

Accidents by Contributing Factor

As the TSB's revised database system (implemented in 1992) allows several factors to be assigned to an occurrence, tables that present factors may have counts that are different from occurrence totals in other tables.

Major Changes to the Reporting Requirements

Railway occurrences became reportable to the TSB in 1990, when the Board was established. However, the reporting criteria that had been in effect were continued until finalization of the TSB Regulations in August 1992. Some occurrence categories previously regarded as incidents are now regarded as accidents, while some occurrence types are no longer reportable. There are also additions to certain categories of accidents. Additionally, only serious injuries are required to be reported. With respect to the more high-profile categories, namely collisions, derailments and crossing accidents, the changes to the reporting requirements include the following:

- There is no longer a monetary damage reporting threshold, and all main-track and non-main-track accidents are reportable as long as the damage to rolling stock renders it unsafe. Previously, derailments and collisions were only reportable if casualties or dangerous goods were involved, or for main-track accidents if there was property damage in excess of the monetary threshold.

- All crossing accidents are reportable. Previously, all public/highway crossing accidents were reported, whereas accidents at farm and private crossings were reported only if they involved a casualty/dangerous goods/derailment resulting in property damage in excess of the monetary threshold.

Impact of TSB Reporting Criteria

Statistical presentations for 1993 annual data onwards reflect the TSB definitions. Historical data were revised and adapted to these criteria. The impact on historical data as a result of adaptation to the new definitions is that accident totals are annually 4 to 5 % higher, and incident totals are significantly lower. Injury totals in 1993-1998 are also significantly lower since minor injuries are no longer reportable. As it is not possible to historically differentiate between minor and serious injuries, total injuries are presented up until 1992. The influence of additional reporting requirements has also had a significant impact on the high-profile accident categories during the last five years.

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