RAIL STATISTICS - 2001

TSB Statistical Summary Railway Occurrences 2001

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 2001 statistics presented here reflect the TSB database updated as of 06 March 2002.

This report contains occurrence 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 2001, 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
K1A 1K8

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. TU1-2/2001
ISBN 0-662-65536-2

Overview

Accidents

In 2001, 1 060 railway accidents were reported to the TSB, comparable to last year but a 7% decrease over the 1996-2001 average of 1 138. Rail activity increased by 3% over last year, which resulted in a 4% decrease in the accident rate from 13.3 accidents per million train-miles in 2001 to 12.8 in 2001, a figure that is at its lowest in over 10 years (Figure 1).

An analysis of the frequency of railway accidents and accident rates using linear regression indicates that there is no statistically significant^[1] trend over the last 10 years.

The largest proportion of reported railway accidents are non-main-track related; in 2001, these accounted for 44% of the total (Figure 2). Typically, most non-main-track accidents are minor, occurring during switching operations at speeds of less than 10 mph.

Main-track derailments and collisions accounted for 13% of all accidents in 2001, which is comparable to last year.

In 2001, 26% of accidents were crossing accidents involving vehicles or pedestrians, a proportion which has remained relatively unchanged in the last five years.

In 2001, 204 accidents involved rolling stock or vehicles carrying (or having recently carried) dangerous goods, down from 249 in 2001 and the five-year average of 273. Of these, 82% were non-main-track accidents. Six accidents resulted in a dangerous goods release compared to 7 last year and the five-year average of 9.

Accidents involving passenger trains totalled 76 in 2001, a 17% increase over 2001 but equal to the five-year average. Two-thirds either occurred at crossings or involved trespassers being struck by the train. No fatalities to passengers or crew members resulted from these 76 accidents; however, 9 were seriously injured.

In 2001, railway accidents resulted in 99 fatalities, compared to 87 in 2001 and the five-year average of 104. This increase over last year was due mainly to a 24% increase in crossing-related fatalities from 33 to 41. As illustrated in Figure 3, nearly all fatalities involved trespassers (57%), or motor vehicle occupants or pedestrians in crossing accidents (41%).

A total of 91 serious injuries resulted from railway occurrences in 2001, up from 67 in 2001 but slightly down from the five-year average of 94. This increase over last year was due mainly to an increase in crossing-related serious injuries from 33 to 47 (Figure 4), as well as the derailment of a VIA train in Stewiacke, Nova Scotia, which resulted in 9 serious injuries.

Accidents by Type (Tables 3 to 8)

Main-track collisions and derailments (Tables 3a and 3b): Main-track 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 7 main-track collisions in 2001, down from 9 in 2001 and the five-year average of 12 (Figure 5). No fatalities or serious injuries resulted from main-track collisions in 2001.

A total of 127 main-track derailments were reported in 2001, up from 120 in 2001 but lower than the five-year average of 141. There was a 25% increase in one- and two-car derailments over last year, but a 14% decrease in derailments of five or more cars.

No fatalities resulted from main-track derailments in 2001; 9 passengers and crew members were seriously injured.

In 2001, 17 main-track derailments involved dangerous goods--almost half of the 2001 total and the five-year average of 31. Of these, none resulted in a dangerous goods release whereas, over the previous five years, main-track derailments accounted for half of accidents involving a dangerous goods release.

In 2001, 40% of factors assigned^[2] to main-track derailments were equipment-related, primarily axles and wheels, compared to 43% last year and the five-year average of 35%. Track-related factors, mainly track geometry, rail and roadbed, accounted for 34% of assigned factors, compared to 39% last year and the five-year average of 37%. Factors assigned in an accident are considered to have acted in combination to contribute to the occurrence.

Non-main-track collisions and derailments (Tables 4a to 5b): Non-main-track collisions totalled 86 in 2001, a 24% decrease from both 2001 (Figure 6) and the five-year average of 112. This decrease was most significant in Alberta and Ontario, down 42% and 33% respectively over last year. Derailments occurred in half of non-main-track collisions; 74% of these involved the derailment of one or two cars.

Non-main-track collisions resulted in one fatality in 2001--an employee riding the lead car of a train consist.

Dangerous goods were involved in 45% of non-main-track collisions, comparable to last year but lower than the five-year average of 53%. Only one resulted in the release of a small quantity of product.

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

There were 385 non-main-track derailments in 2001, comparable to last year (Figure 6) but up 3% from the five-year average of 373; 70% of these accidents involved the derailment of one or two cars. Although the total number of non-main-track derailments is comparable to last year, Ontario showed an increase from 108 in 2001 to 139 in 2001, and Alberta showed a decrease from 88 in 2001 to 50 in 2001.

One-third of non-main-track derailments involved dangerous goods, which is comparable to previous years. Two of these resulted in a release of product; one of which occurred in Red Deer, Alberta, and resulted in the death of a bystander.

In 2001, 43% of factors assigned to non-main-track derailments were rules-related, compared to 51% last year and the five-year average of 49%. Track-related factors also accounted for 43% of assigned factors compared to 40% last year and the five-year average of 39%.

Crossing accidents (Tables 6 and 7): Crossing accidents constitute one of the most serious type of railway accidents in terms of casualties; typically, 25% of them result in either serious injury or fatality. Although crossing accidents do not usually result in substantial damage to railway property or equipment, the motor vehicles involved are usually heavily damaged or destroyed.

Crossing accidents numbered 278 in 2001, up from 263 in 2001 but lower than the five-year average of 298. This increase over last year was due primarily to an increase in accidents at private and farm crossings, from 37 to 48 and from 3 to 8 respectively. The proportion of accidents at public passive crossings decreased from 35% over the last five years to 28% in 2001, whereas the proportion of accidents occurring at public automated crossings increased from 48% over the last five years to 52% (Figure 7). Although there are approximately twice as many public passive crossings as public automated ones, over 50% of accidents occurred at automated crossings due in part to higher vehicle and train traffic volumes at these crossings. The proportion of crossing accidents that occurred at private and farm crossings accounted for 17% and 3% of accidents respectively, comparable to the five-year averages of 15% and 2%.

As stated previously, there was a 24% increase in crossing-related fatalities, from 33 in 2001 to 41 in 2001. In 2001, 6 of the 35 fatal crossing accidents resulted in multiple fatalities compared to 2 of 30 in 2001, contributing to the increase in fatalities.

Generally, 66% of crossing accidents involve vehicles being struck by a train, 30% involve vehicles striking a train and 4% involve pedestrians being struck by a train.

Compared to their respective five-year averages, crossing accidents were down in all provinces but New Brunswick and Nova Scotia (Figure 8). However, Manitoba and Alberta showed a slight increase over last year.

Although the number of crossing accidents in Ontario decreased from last year, those resulting in casualties (i.e. serious injuries or fatalities) increased from 17 to 24. Alberta also showed an increase in crossing accidents resulting in casualties, from 8 to 18, whereas Quebec reached a 10-year low of 7.

Trespasser accidents (Table 8): 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 2001, the same as last year but lower than the five-year average of 95.

Trespasser accidents were equal to or lower than the respective five-year average in all provinces but Alberta and Manitoba (Figure 9). Quebec and British Columbia both reached a 10-year low, down 50% and 56% respectively from the five-year average.

In the last five years, 95% of trespasser accidents resulted in casualties; i.e. serious injuries or fatalities. This proportion was slightly higher in 2001, where all but one of the 79 resulted in casualties.

Incidents

Overview of Incidents (Tables 9 and 10)

Pursuant to mandatory reporting requirements, 322 incidents were reported to the TSB in 2001, down from 330 in 2001 and the five-year average of 401.

Statistical analysis using linear regression indicates that there has been a significant downward trend (p<.01)^[3] of reported railway incidents over the last 10 years (Figure 10), due mainly to the large decrease in the number of reported dangerous goods leaker incidents.

Factors assigned in non-dangerous goods incidents were primarily operational or rules-related (72%), the most frequent involving an overlap of authorities or a failure to protect.

Dangerous goods leakages not related to train accidents accounted for 60% of total incidents; however, the volumes of goods leaked, as usual, were not large. There were 194 dangerous goods leaker incidents in 2001, up from 188 in 2001 but well below the five-year average of 248 (Figure 11). Incidents where the movement exceeded the limit of authority, representing 29% of incidents reported in 2001, were down from 102 in 2001 to 94 in 2001.

Appendix A - 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

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:
   1. 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
2. the rolling stock:
   1. is involved in a grade-crossing collision,
   2. is involved in a collision or derailment and is carrying passengers,
   3. 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,
   4. sustains damage that affects its safe operation, or
   5. 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 B - 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]  It is agreed by convention that, for a result to be considered statistically significant, its probability must be lower than 1 in 20 (i.e. p<.05).

[2]  Factors assigned are conditions and/or acts that may have played a role in an occurrence.

[3]  It is agreed by convention that, for a result to be considered statistically significant, its probability must be lower than 1 in 20 (i.e. p<.05).