RAIL STATISTICS - 2000

TSB Statistical Summary Railway Occurrences 2000

Foreword

This document provides users of Canadian railway safety data with an annual summary of selected statistics on rail occurrences. Information in this summary is also posted on the Transportation Safety Board of Canada (TSB) Internet site at http://www.bst-tsb.gc.ca.

Users of these statistics are advised that, in a live database, the occurrence data are constantly being updated. Consequently, the statistics can change slightly over time. Further, as many occurrences are not formally investigated, information recorded on some occurrences may not have been verified. Therefore, caution should be used when utilizing these statistics. The 2000 statistics presented here reflect the TSB database updated as of 29 January 2001.

This report contains statistics for federally regulated railways only. Provincial data reported to the TSB are not included in this report.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary, Railway Occurrences 2000, readers are encouraged to copy or reprint in whole, or in part, for further distribution of the data presented (with acknowledgement of 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 Strategies and Analysis Directorate
Place du Centre
200 Promenade du Portage
4^th Floor
Gatineau, Quebec
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Telephone: (819) 994-3741
Facsimile: (819) 997-2239
E-mail: communications@bst-tsb.gc.ca

© Minister of Public Works and Government Services Canada 2001
Cat. No. TU1-2/2000
ISBN 0-662-65536-2

OVERVIEW

ACCIDENTS

General Statistics (Tables 1 and 2)

In 2000, 1 055 railway accidents were reported to the TSB, down 7% from 1999. Although more than 9 000 kilometres of track were transferred from major carriers to shortline and regional railways between mid-1996 and early 2000⁽¹⁾, rail activity for federally regulated companies has been increasing, up 2% over last year. There was a net decrease of 8% in the accident rate from 14.4 accidents per million train-miles in 1999 to 13.2 in 2000. This rate is lower than the 1991-1999 average of 14.3 (Figure 1).

An analysis of the frequency of railway accidents and accident rates using linear regression indicates there is no statistically significant trend (p>.05) over the last ten years.

Figure 1 - Accidents and Accident Rates

The largest proportion of reported railway accidents are non-main-track related; in 2000, these accounted for 47% 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.

Main-track accidents, most of which are crossing accidents, accounted for 38% of total accidents in 2000 (Figure 2).

Figure 2 - Types of Accident - 2000

From 1995 to 1999, an average of 285 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. Although there was a 12% increase in such accidents, from 223 in 1999 to 249 in 2000, only 5 resulted in a dangerous goods release compared to 9 in 1999.

Accidents involving passenger trains are at a ten-year low, down 18% from the 1991-1999 average of 74.

Railway accident-related fatalities decreased from 106 in 1999 to 87 in 2000. As illustrated in Figure 3, almost all fatalities involved trespassers (61%) and motor vehicle occupants in crossing accidents (38%).

Figure 3 - Fatalities by Type of Accident

Reportable rail-related injuries⁽²⁾ decreased from 96 in 1999 to 66 in 2000. Similar to fatalities, most injuries involved motor vehicle occupants in crossing accidents and trespassers (Figure 4).

Figure 4 - Injuries by Type of Accident

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.

There were 9 main-track train collisions in 2000, one less than the previous year and fewer than the 1995-1999 average of 13 (Figure 5).

A total of 122 main-track train derailments were reported in 2000, up from 119 in 1999 (Figure 5). There was a 17% decrease in single-car derailments. The number of derailments of 2 to 10 cars is comparable to figures from previous years. Although derailments of more than 10 cars increased from 17 in 1999 to 27 in 2000, this total is still comparable to the 1995-1999 average of 26. The proportion of main-track derailments involving more than 10 cars has, however, increased slightly from 18% over the last five years to 22% in 2000.

In 2000, 48% of factors contributing to main-track train derailments were equipment-related compared to an average of 34% over the last five years, followed by factors related to track (36%). Factors assigned in an accident are considered to have acted in combination to contribute to the occurrence.

Figure 5 - Main-Track Train Collisions/Derailments

Non-Main-Track Accidents

Non-main-track train collisions totalled 113 in 2000, up 13% from 1999 but consistent with the 1995-1999 average of 113 (Figure 6). Derailments occurred in half of non-main-track collisions, 75% of these involved the derailment of 1 or 2 cars.

Factors contributing to non-main-track train collisions are primarily rules-related (94%); e.g. non-compliance with prescribed procedures. Failure to protect, such as improper positioning of movements and handling of switches, was reported most often.

Non-main-track train derailments numbered 387 in 2000, down 4% from 1999 (Figure 6); 70% of these accidents involved the derailment of only 1 or 2 cars. Although most provinces experienced a decrease in such accidents in 2000, reported non-main-track train derailments in Alberta increased from 64 in 1999 to 88 in 2000. This represents a 38% increase over the previous year and a 69% increase over the 1995-1999 average of 52.

Factors contributing to non-main-track train derailments are primarily rules-related (51%), as well as track-related (41%).

Figure 6 - Non-Main-Track Train Collisions/Derailments

Crossing Accidents

Crossing accidents constitute one of the most serious type of railway accidents in terms of casualties; 22% of them result in either serious injury or fatality. Although crossing accidents do not, as a rule, result in substantial damage to railway property or equipment, the motor vehicles involved are usually heavily damaged or destroyed.

Crossing accidents numbered 262 in 2000, down 7% from 1999. Although there was a decrease in accidents at public passive, private and farm crossings compared to the previous year, there was a 12% increase in the number of accidents at public crossings protected with automated warning devices. Figure 7 illustrates the number of accidents at public passive and public automated crossings. In 2000, 53% of crossing accidents occurred at public automated crossings and 31% at public passive crossings, compared to an average of 47% and 36% respectively over the last five years. The proportion of crossing accidents that occur at private and farm crossings has been fairly stable in the last five years, accounting for an average of 14% and 2% of accidents respectively.

Motor vehicle drivers failing to stop is the most frequent factor contributing to crossing accidents (66%), followed by vehicles skidding onto track (8%) and motor vehicle drivers driving around/through gates (7%).

Figure 7 - Accidents at Public Crossings

Alberta and Quebec reached a ten-year low in 2000, with 46 and 42 crossing accidents respectively. Crossing accidents have increased slightly in British Columbia, from 24 in 1999 to 28 in 2000, which is still fewer than the five-year average of 38 (Figure 8).

Fatalities and injuries resulting from crossing accidents in Ontario decreased by 40% and 63% respectively over the previous year.

Figure 8 - Crossing Accidents by Province

Trespasser Accidents

Trespasser accidents involve persons, primarily pedestrians, not authorized to be on railway rights-of-way and who are struck by rolling stock other than at railway crossings. They totalled 79 in 2000, down from 95 in 1999 and from the five-year average of 102. Quebec and Alberta showed a 46% and 40% decrease over the previous year (Figure 9).

Similarly, the number of fatalities and serious injuries decreased by 15% and 32% respectively over the previous year. Despite a decrease in the number of trespasser accidents, the proportion of those accidents that are fatal has increased. From 1990 to 1995, an average of 56% of trespasser accidents resulted in at least one fatality, whereas this proportion increased to 66% in the last five years.

Figure 9 - Trespasser Accidents by Province

REPORTABLE INCIDENTS (Table 10)

Pursuant to mandatory reporting requirements, 330 incidents were reported to the TSB in 2000, comparable to 333 in 1999, but considerably fewer than the five-year average of 436.

Statistical analysis using linear regression indicates there has been a significant downward trend (p<.01) of reported railway incidents and incident rates over the last 10 years (Figure 10), due mainly to the large decrease in the number of reported dangerous goods (DG) leaker incidents from 655 in 1991 (85% of all reported incidents) to 188 in 2000 (57% of all reported incidents). However, when reported DG leaker incidents are excluded, there has been a significant upward trend (p<.05) of reported railway incidents and incident rates over the last 10 years.

Figure 10 - Railway Incidents

Dangerous goods leakages not related to train accidents account for the largest proportion of total incidents; however, the volumes of goods leaked are usually not large. There were 188 DG leaker incidents in 2000, a 13% increase from 1999, but well below the five-year average of 281 (Figure 11).

Incidents where the movement exceeded the limit of authority represented 72% of the other types of incidents reported in 2000.

Factors assigned in non-dangerous goods incidents are primarily operational or rules-related (62%), the most frequent involving an overlap of authorities.

Figure 11 - Reportable Incidents by Type

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

1. Any accident or incident associated with the operation of rolling stock on a railway, and
2. 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) above.

Reportable Railway Accident

1. An accident resulting directly from the operation of rolling stock, where
   1. a person sustains a serious injury or is killed as a result of:
   2. being on board or getting off the rolling stock, or
2. coming into contact with any part of the rolling stock or its contents, or
   1. the rolling stock:
   2. is involved in a grade-crossing collision,
   3. is involved in a collision or derailment and is carrying passengers,
   4. 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,
   5. sustains damage that affects its safe operation, or
   6. 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:

1. a risk of collision occurs;
2. an unprotected main track switch is left in an abnormal position;
3. a railway signal displays a less restrictive indication than that required for the intended movement of rolling stock;
4. an unprotected overlap of operating authorities occurs;
5. a movement of rolling stock exceeds the limits of its authority;
6. there is runaway rolling stock;
7. 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 the safety of any person, property or the environment; or
8. 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.

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:

• 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 a monetary threshold.
• All crossing accidents are reportable. Previously, all public/highway crossing accidents were reportable, 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 a monetary threshold.

Impact of TSB Reporting Criteria

Statistical presentations for 1993 annual data onwards reflect the TSB definitions. Where possible, historical data were revised and adapted to these criteria. Therefore, caution is required when comparing injury totals for accidents and incidents before and after the reporting requirement change. The influence of additional reporting requirements has also had a significant impact on the high-profile accident categories since 1993.

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1. Railway Association of Canada, Perspectives on Productivity and the Canadian Railway Industry, November 2000.

2. Figure 4 illustrates serious injuries from 1993 onwards, as injury totals prior to 1993 also included minor injuries.