RAIL STATISTICS - 1999

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OVERVIEW

ACCIDENTS

General Statistics (Tables 1 and 2)

In 1999, 1 135 railway accidents were reported to the TSB, up 6% from 1998. Rail activity decreased by 2% in 1999, which translates into a net increase of 8% in the accident rate from 14.1 accidents per million train-miles in 1998 to 15.2 in 1999 (Figure 1). The 1999 accident rate is about equal to the previous five-year average of 15.3.

Figure 1

Most accidents on the main track are crossing accidents; in 1999, these accounted for 25% of total accidents. Main-track train derailments accounted for an additional 11% (Figure 2).

Figure 2

The largest proportion of railway accidents are non-main-track related; in 1999, these accounted for 44% of the total (Figure 2). Most accidents at these locations are not major occurrences and take place in the course of operations when speeds are usually low, such as the moving of rolling stock.

Since 1990, an average of 306 accidents annually involve cars carrying (or having recently carried) a dangerous good. The majority are non-main-track occurrences, and only a few result in dangerous goods release. In 1999, 222 such accidents were reported, 7 of which resulted in a dangerous goods release.

Railway accident related fatalities increased from 101 in 1998 to 109 in 1999. Most of the fatalities (94%) involved trespassers (62) and motor vehicle occupants in crossing accidents (40) (Figure 3). In comparison, main-track derailments accounted for a total of 4 fatalities in 1999.

Figure 3

Reportable rail-related injuries increased from 73 in 1998 to 96 in 1999, due in the most part to an important increase in trespasser injuries. Similar to fatalities, most injuries involved motor vehicle occupants in crossing accidents and trespassers (Figure 4).

Figure 4

Accidents by Type (Tables 3 to 9)

Main-Track Accidents

Main-track train collisions and derailments are the most serious category of railway accidents in terms of financial loss and potential risk to the public; e.g. where passenger trains are involved or dangerous goods are released from trains that derail while travelling at high speeds in populated areas.

A total of 120 main-track train derailments were reported in 1999, up from 108 in 1998 (Figure 5). Single-car derailments accounted for 43% in 1999. The proportion of those derailments involving 5 cars or more slightly increased from 32% in 1998 to 34% in 1999.

Figure 5

Factors assigned in an accident are considered to have acted in combination to contribute to the occurrence. For 1999 main-track train derailments, the most frequent factors identified were track-related (36%) followed by those related to equipment (21%).

Main-track train collisions average 13 annually; the number decreased from 14 in 1998 to 10 in 1999 (Figure 5).

Non-Main-Track Accidents

Non-main-track train collisions totalled 100 in 1999, down 12% from 1998, which is lower than the five-year average of 116 (Figure 6). In 49% of non-main-track train collisions, no derailment occurred, whereas 36% of the reported collisions involved the derailment of one or two cars.

Factors contributing to non-main-track train collisions are primarily rules-related; e.g. non-compliance with prescribed procedures. Failure to protect, such as improper positioning of movements and handling of switches, were reported most often.

Non-main-track train derailments numbered 404 in 1999, 4% higher than the figures for 1998 (Figure 6). Two-thirds of the derailments involved the derailment of one or two cars; the majority of the 4% increase of the 1999 derailments over 1998 involved one car.

Figure 6

Factors contributing to non-main-track train derailments primarily involve track-related factors as well as rules-related factors.

Crossing Accidents

Crossing accidents as a rule do not result in substantial damage to railway property or equipment; usually the motor vehicle is heavily damaged or destroyed.

Crossing accidents numbered 287 in 1999, up 5% from 273 in 1998 (Figure 7). While most crossing accidents occurred at public (highway) crossings (79% in 1999), the majority of the 1999 increase occurred at private and farm crossings. Motor vehicle driver behaviour plays a major role in most crossing accidents.

Figure 7

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 1999, 57% of all public crossing accidents occurred at locations with automated warnings.

In 1999, there was a significant increase in the number of crossing accidents in Ontario (from 65 to 97), and a decrease was noted for Manitoba (from 34 to 19) (Figure 8).

Figure 8

Trespasser Accidents

Trespasser accidents numbered 96 in 1999, up 23% from the 1998 total of 78. Although there was an increase in the number of accidents, the number of fatalities remained just above 60 in 1999. Almost two-thirds of trespasser accidents were fatal in 1999, compared to 60% over the last five years. Serious injuries to trespassers doubled from 17 in 1998 to 35 in 1999 (Figure 9).

Figure 9

REPORTABLE INCIDENTS (Table 10)

Figure 10

Pursuant to TSB mandatory reporting requirements, 333 incidents were reported in 1999 (down 31% from 439 reported in 1998).

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 167 dangerous goods leaker incidents in 1999, a decrease of 39% from the 1998 total.

Incidents where the movement exceeds the limit of authority incidents represented almost 70% of the other types of incidents reported in 1999.

Factors in non-dangerous goods incidents are primarily operational or rules-related, the most frequent involving an averlap of authorities.

APPENDIX 1 - DEFINITIONS

The following definitions apply to railway occurrences that are required to be reported pursuant to the Canadian Transportation Accident Investigation and Safety Board Act and the associated Regulations.

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 paragraph (a).

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.

Factors Contributing to Accidents

Unsafe Act: an error (slip, lapse or mistake) or deliberate deviation from prescribed operating procedures which, in the presence of a potential unsafe condition, leads to an occurrence or creates occurrence potential.

Unsafe Condition: A situation or condition that has the potential to initiate, exacerbate, or otherwise facilitate an undesirable event, including an unsafe act. These consist of any identified condition contributing to an occurrence such as:

• Environmental: General weather conditions (fog, sun glare, etc.), precipitations, light conditions.
• Equipment: The status of axle, brakes, wheel, etc.
• Track: The status of track geometry, turnouts, rail, etc.
• Other: These include other workplace factors and individual/personal conditions.

APPENDIX 2 - 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.

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 1993-1999 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.