Annual Safety
Performance Report
2014/15
Key facts and figures
Introduction
This is a summary of the key facts and figures from the Annual Safety
Performance Report (ASPR).
The ASPR’s main purpose is to inform those in the industry who manage risk.
It is also intended to inform other rail industry employees, passengers, the
government (and its agencies) and the public at large. The report is generally
limited to events on or affecting stations and Network Rail managed
infrastructure but also includes data on events in yards, depots and sidings
and road-driving risk to on-duty rail staff.
We are an expert, not for profit organisation which supports the rail industry
to improve safety and performance. We bring organisations together to help
deliver clear benefits to passengers and businesses while providing value
to the taxpayer. Our members include infrastructure companies, train and
freight operators, rolling stock owners and suppliers to the industry.
2
3
Introduction
Executive summary
Welcome to RSSB’s Annual Safety Performance Report (ASPR)
for 2014/15.
The ASPR provides a wide range of safety-related information
for our Members, to support the rail industry in its aim of
reducing risk so far as reasonably practicable. This aim is
a legislative requirement embodied in the Railway Safety
Directive.
The information in the report will be useful to railway users,
employees, funders and regulators.
Here, we present a ‘pocket-sized’ version of some key points
from the main report. The full report may be downloaded from
our website at www.rssb.co.uk.
Introduction
2014/15 Headline statistics
1.66 0
billion passenger journeys,
a 4% increase on 2013/14
workforce fatalities:
two people died in
road traffic accidents
and one was
electrocuted
326 296 175
public fatalities:
293 were suicides or suspected suicides
22 were trespassers
10 occurred at level crossings
1 died from other causes
4
passenger or workforce
fatalities in train
accidents for the eighth
consecutive year
3
3
passenger fatalities
in individual incidents,
all in stations
major injuries
to passengers
major injuries to
members of the workforce
5
Background
Risk profile for the railway - fatalities
Background
Chart 1 Accidental risk profile (139.6 FWI): mainline and yards, depots and sidings combined
Fatalities
The industry uses the Safety Risk Model (SRM) to assess the underlying level of risk to
passengers, staff and the public from the operation and maintenance of the railway.
The current version of the SRM is version 8.1, which was published in July 2014.
•This chart uses information from the SRM to show the types of accident that result in
harm. It covers all accidental risk on the mainline railway or in yards, depots and sidings
for passengers, workforce and the public separately.
Passengers Slips, trips and falls
Platform-train interface
Assault and abuse
On-board injuries
Train accidents
Other accidents
Workforce
•Information like this is useful for making decisions about where to focus effort, taking
into account that a number of factors will be influential. For passengers, looking at the
biggest cause of harm would lead to focus on slips, trips and falls in stations. Focusing
on how most fatalities occur would lead you to focus on accidents at the interface
between the platform and trains or track. Consideration of business or reputational risk
may lead you to focus on the risk from train accidents.
Public
Source: SRMv8.1
6
2.8
2.6
Slips, trips and falls
Contact with object
On-board injury
Platform-train interface
Struck by train
Assault and abuse
Road traffic accident
Train accidents
Falls from height
Electric shock
Other accidents
Trespass
Struck by train
Train accidents
Slips, trips and falls
Other accidents
0
12.1
9.6
4.0
5.4
2.8
2.5
1.9
1.8
1.3
1.1
0.6
0.5
1.6
2.1
Major injuries
Minor injuries
Shock & trauma
27.2
10.1
5.3
4.0
5
33.5
6.5
10
15
20
25
SRM modelled risk (FWI per year)
30
35
40
7
Background
Normalised FWI rate
Public
38.4
35.1
31.0
29.8
32.4
31.4
33.5
31.4
29.2
32.5
31.8
30
34.9
51.6
46.5
43.8
44.7
42.5
42.8
38.8
43.4
38.4
40
38.6
FWI
50
61.2
61.6
60
47.7
Workforce
66
Passenger
Shock & trauma
60.4
Minor injuries
26.7
•The level of harm to members of the public is much more variable. This is due to types
of accidents that occur, which are for the most part not under the direct influence of
the rail industry.
Major injuries
70
•The level of passenger harm in 2014/15 was 44.7 FWI, compared with 43.8 FWI in
2013/14. When normalised by passenger journeys, the rate of harm decreased by 2%.
•The level of workforce harm in 2014/15 was 31.4 FWI, compared with 32.4 FWI in
2013/14. When normalised by workforce hours, the rate of harm remained level.
From 2007/08 onwards, the trends in workforce harm include all injuries reported in
yards, depots and sidings.
Fatalities
80
65
Over the past 10 years, and against a background of generally increasing rail usage,
industry initiatives have brought about improvements in the rate of harm of passengers
and workforce.
42.2
Recent safety trends
Background
Chart 2 Trends in harm to passengers, public and workforce
20
10
8
20
Source: SMIS
0
20 5/0
0 6
20 6/0
0 7
20 7/0
0 8
20 8/0
0 9
20 9/1
1 0
20 0/1
1 1
20 1/1
1 2
20 2/1
1 3
20 3/1
1 4
20 4/1
0 5
20 5/0
0 6
20 6/0
0 7
20 7/0
0 8
20 8/0
0 9
20 9/1
1 0
20 0/1
1 1
20 1/1
1 2
20 2/1
1 3
20 3/1
1 4
20 4/1
0 5
20 5/0
0 6
20 6/0
0 7
20 7/0
0 8
20 8/0
0 9
20 9/1
1 0
20 0/1
1 1
20 1/1
1 2
20 2/1
1 3
20 3/1
14 4
/1
5
0
9
Background
Long-term safety trends
Background
Chart 3 Trends in fatalities over the past 50 years
Public (all railways)
Railway safety has improved significantly over the last 50 years
•The greatest improvement over the past 50 years has been in workforce fatalities.
The annual number of workforce fatalities exceeded 100 in the mid-1960s and is
now consistently lower than five.
•There has been no comparable sustained reduction in public fatalities (which mainly
comprise trespass fatalities and suicides).
Passenger
Workforce
350
300
250
Fatalities
•There has also been a long-term downward trend in the number of passenger
fatalities. The ‘spikes’ in numbers shown on the chart reflect the occurrence of major
train accidents.
Public (mainline railway)
400
200
150
100
50
10
5
01
/2
14
20
01
0
/2
09
20
00
5
/2
04
20
00
0
/2
99
19
99
5
/1
94
19
99
0
/1
89
19
98
5
/1
84
19
98
0
/1
79
97
5
19
/1
74
19
97
0
/1
69
19
19
64
/1
96
5
0
Source: ORR data for mainline railway up to 1993/94, RSSB data from 1994/95 onwards.
Public (all railways) - ORR data, includes London Underground and other rail systems.
11
Background
Rail safety in context: inter-modal comparisons
Background
Chart 4 Traveller fatality risk for different transport modes (relative to rail)
1500
Rail remains one of the safest modes of transport
•On the basis of fatality risk per traveller km, rail travel is:
-- Around 1,300 times safer than travelling by motorcycle.
-- Roughly 400 times safer than cycling or walking.
-- Around 20 times safer than using a car.
-- Around four times safer than bus and coach travel.
•Public transport is generally safer than private transport.
•Although not shown on the chart, most existing estimates put air safety on a similar level to rail
safety on a per traveller km basis.
1292
Fatality risk per traveller as a multiple of rail (km)
There have been substantial improvements in the safety of both road and rail transport over the
past five decades. However, car travel is only now achieving levels of safety that the railway was
achieving 30 years ago, on a per traveller kilometre basis.
1200
900
600
0
12
395
Pedal cycle
Pedestrian
300
1
Source: SRMv8.1 for rail, Department for Transport (DfT) for other modes.
387
Mainline
railway
4
22
Bus or
coach
Car
Motorcycle
13
Background
Rail safety in context: European comparisons
Background
Chart 5 Passenger and workforce fatality rates on the largest EU railways
Normalised workforce fatalities
UK railways compare favourably with other EU countries
•Passenger and workforce fatality rates in the UK were well below the EU-25 average over the
five-year period 2009-2013.
•In general, countries in northern and western parts of Europe have safer railways than those
further south and east.
•The UK ranks highly among the EU-25 countries across all National Reference Values set by the
European Railway Agency.
EU - 25 average (23.7)
110.5
Fatality risk per traveller as a multiple of rail (km)
The Railway Safety Directive states the requirement for Member States to ensure that safety is
generally maintained and, where reasonably practicable, continuously improved.
Normalised passenger fatalities
120
100
80
67.6
60
40
28
25.6
20
14.3
12
11.5
9.8
2.9
0
Source: Eurostat data 2009-2013. The chart shows the ten largest EU railways in terms of train km.
14
Spain
Poland
Czech
Republic
Italy
France
Austria
0.7
Germany Sweden Netherlands United
Kingdom
15
Risk from train accidents
Long-term trends
Risk from train accidents
Chart 6 Train accidents with passenger or workforce fatalities
Train accidents with passenger or workforce fatalities
No passengers or staff killed in train accidents in past eight years
The frequency of train accidents with passenger or workforce fatalities has dropped steadily
over the past 50 years and is now at its lowest ever level. Train accidents currently account
for around 6% of the overall FWI risk.
•There has been a substantial reduction in the frequency of fatal train accidents caused by
factors that are largely within the industry’s control, particularly irregular working, SPADs,
and train and rolling stock failures.
4
Fatal train accidents
•For the eighth consecutive year, there have been no passenger or workforce fatalities in
train accidents; this is the longest sustained period on record.
Average number over preceding 10 years
5
3
2
1
Source: ORR for historical data; SMIS for recent statistics.
16
19
87
19 /88
88
19 /89
89
19 /90
90
19 /91
91
19 /92
92
19 /93
93
19 /94
94
19 /95
95
19 /96
96
19 /97
97
19 /98
98
19 /99
99
20 /00
00
20 /01
01
20 /02
02
20 /03
03
20 /04
04
20 /05
05
20 /06
06
20 /07
07
20 /08
08
20 /09
09
20 /1
1 0
20 0/1
1 1
20 1/1
1 2
20 2/1
1 3
20 3/1
14 4
/1
5
0
17
Risk from train accidents
Potentially higher-risk train accidents
Risk from train accidents
Chart 7 Potentially higher-risk train accidents
PHRTA numbers remain at a below average level
The types of train accident most likely to result in harm, such as collisions and derailments,
are known as potentially higher-risk train accidents (PHRTAs).
50
•The number of PHRTAs in 2014/15 is a reduction of seven on the previous year and the
second lowest total on record.
46
Train struck by large
falling object
Trains striking road vehicles
at level crossings
Trains running into road vehicles not
at level crossings and no derailment
Trains striking buffer stops
49
45
42
42
40
•For the second year running, there were no passenger train derailments in 2014/15; this is
the longest sustained period on record. Excluding those due to collisions with road vehicles
on level crossings, derailments have accounted for 46% of PHRTAs over the last 10 years.
33
Accidents
•Seven of the PHRTAs in 2014/15 involved collisions with road vehicles at level crossings.
Collisions with road vehicles at level crossings have accounted for 31% of PHRTAs since
2005/06.
Collisions between trains
(excluding roll backs)
Train derailments (excludes striking
road vehicles on level crossings)
34
32
30
25
20
18
10
Source: SMIS
18
0
2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
19
Risk from train accidents
PIM trend remains at a low level
Serious train accidents are rare, and the industry monitors trends in the risk from PHRTAs using the
Precursor Indicator Model (PIM). The precursors to train accidents are grouped into a number of
high-level areas, so trends can be monitored.
•The proportion of the PIM tracking the risk to passengers decreased during the past year. At the
end of March 2015, it stood at 2.8 FWI per year, compared with 3.3 FWI per year at the end of
March 2014.
•The overall PIM value (including the risk to workforce and the public) also decreased, to 6.7 FWI,
compared with 7.6 FWI at the end of 2013/14.
•This year, the PIM is based on a new grouping of the precursors to train accidents, which better
reflects the industry areas that are focussed on their management.
Risk to the workforce
Risk to the public
Train operations and failures
14
Objects on the line
Level crossings
Infrastructure operations
SPAD
Infrastructure failure
12
PIM modelled risk (FWI per year)
Train accident precursors
Risk from train accidents
Chart 8 Trends in train accident risk
10
8
6
4
20
Mar 2015
Sep 2014
Mar 2014
Sep 2013
Mar 2013
Sep 2012
Mar 2012
Sep 2011
Mar 2011
Sep 2010
Mar 2010
Sep 2009
Mar 2009
Sep 2008
Mar 2008
Sep 2007
Mar 2007
Sep 2006
Mar 2006
Source: SMIS and the Precursor Indicator Model
Sep 2005
0
Mar 2005
2
21
Risk from train accidents
Signals passed at danger (SPADs)
Risk from train accidents
Chart 9 Trend in SPAD risk
•The estimated level of SPAD risk decreased during the year. At the end of 2014/15, it stood at 66%
of the September 2006 baseline.
•RSSB and the wider industry are continuing to focus on SPAD risk. This year, a SPAD strategy group
has been established, to examine in detail the current underlying causes of SPADs, to model their
risk more effectively, and ultimately to develop further countermeasures against them.
SPADs (annual moving total)
150
300
September 2006 baseline = 100%
100
200
50
100
0
Se 07
pt
20
07
M
ar
20
Se 08
pt
20
08
M
ar
20
Se 09
pt
20
09
M
ar
20
Se 10
pt
20
10
M
ar
20
Se 11
pt
20
11
M
ar
20
Se 12
pt
20
12
M
ar
20
Se 13
pt
20
13
M
ar
20
Se 14
pt
20
14
M
ar
20
15
M
Se
pt
20
22
0
ar
2
06
0
Source: SMIS and the rail industry’s SPAD risk ranking tool.
400
SPADs
•There were 299 SPADs in 2014/15 compared with 287 in 2013/14.
Risk (percentage of risk at Sep 2006)
SPAD risk at 66% of September 2006 baseline
The accident at Ladbroke Grove (1999) was caused by a SPAD, and resulted in the death of 31 people.
Since then, the industry has focused on reducing the risk from SPADs through a range of initiatives,
including the Train Protection and Warning System (TPWS).
Underlying risk (annual moving average)
200
23
Risk to passengers
Passenger fatalities
Three passengers were fatally injured in 2014/15
Risk to passengers
Chart 10 Passenger fatalities by accident type
Other passenger injury
Assault and abuse
10
8
•There were three passenger fatalities in 2014/15. This equates to a rate of around one
fatality per 550 million passenger journeys.
8
7
7
6
Fatalities
•The PTI has seen the largest proportion of passenger fatalities over the past decade,
accounting for more than 50% since 2005/06.
Stuck by train on station crossing
Train accidents
9
The main source of passenger fatality risk is accidents at the platform-train interface.
•The fatalities all occurred in separate accidents in stations, two of which were at the
platform-train interface (PTI). Intoxication was recorded as a potential contributory factor
in all of the incidents.
Slips, trips and falls
Platform-train interface
5
5
5
4
4
3
3
2
5
/1
14
20
4
/1
13
20
3
2
/1
12
20
/1
11
20
1
/1
10
20
0
/1
09
20
9
/0
08
20
8
/0
07
20
7
/0
06
20
24
20
05
/0
6
0
25
Risk to passengers
Harassment
Common assaults
Assault rate stands at 1.7 assaults per million passenger journeys according to
British Transport Police data
•The number of assaults recorded by BTP in 2014/15 was higher than that recorded in 2013/14,
with a rise of around 10%. When normalised by passenger journeys, the increase is smaller in
magnitude, at 6%. This is the first increase in normalised rate for more than five years.
Source: British Transport Police
26
4
3199
3000
2977
2888
2580
2492
2178
Assaults
•The most serious crimes, such as grievous bodily harm (GBH), occur infrequently, with a rate of 1 in
every 16.7 million journeys.
GBH and more serious cases of violence
Normalised rate
4000
BTP data also includes assaults involving non-travelling members of the public on railway premises.
•Over the last ten years, the trend in normalised assault rate has been generally downwards and is
currently around one in every 570,000 journeys. Possible contributing factors to this improvement
include targeted policing and detection technology.
Other violence
Actual bodily harm
2368
2468
2473
3
2615
2000
2
1000
1
0
2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
Assaults per million journeys
Passenger and public assaults on trains and in stations
Risk to passengers
Chart 11 Assaults on passengers and the public
0
27
Risk to the workforce
Workforce fatalities
Risk to the workforce
Chart 12 Workforce fatalities by type of worker
Three staff members fatally injured
Other workforce
On 1 May 2014, an infrastructure worker was fatally injured in a road traffic accident,
while on duty.
4
On 10 February 2015, an office-based worker, who was travelling by motorbike to a
meeting in a location different from his normal place of work, was involved in a road
traffic accident and fatally injured.
3
Fatalities
On 24 May 2014, a train cleaner, working in a depot, was electrocuted after coming
into contact with the live rail, after an apparent fall.
•Since April 2005, 24 members of the workforce have died in accidents while on duty;
19 were infrastructure workers.
•Most workforce fatalities were the result of being struck by a train.
2
•The two train driver fatalities occurring in the last 10 years occurred at the trackside:
one was struck by a train while changing ends, and one was electrocuted while
investigating a problem with his train.
1
Source: SMIS
28
Train drivers
Infrastructure workers
5
0
4
3
2
3
3
2
3
2
1
1
2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
29
Risk to the workforce
Workforce assaults on trains and in stations
Risk to the workforce
Chart 13 Workforce assaults on trains and in stations
Harm from assaults shows a generally reducing trend
2500
The harm is fairly evenly split between major injuries, minor injuries
and shock/trauma.
•The level of harm from assaults has shown a similar generally
reducing trend. In 2014/15 workforce assaults in stations and on
trains accounted for 1.6 FWI.
2092
Assaults leading to injury or shock/trauma
•The reported number of assaults to workforce in stations and on
trains have shown notably decreasing trends over the reporting
period. In 2014/15 the number of assaults leading to injury or
shock were at 40% of the level seen in 2005/06.
2000
30
Station staff
Other on-board train crew
Train drivers
1914
1842
1647
1500
1257
1000
1170
1194
862
876
840
500
0
Source: SMIS
Other workforce
Revenue protection staff
2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
31
Risk to the workforce
Rail safety in context: occupational risk
Railway workforce risk varies by occupation
Different activities expose workers to different levels of risk.
Infrastructure workers appear to be exposed to a lower level of risk than road construction
operatives and a similar level to labourers; they are exposed to the highest risk of the rail
occupations shown.
•Train drivers are subject to a somewhat higher level of risk than bus and coach drivers, but a
notably lower level than HGV drivers.
•Station staff have a similar level of risk to other customer-facing jobs such as sales and retail
assistants.
•Other on-board train crew have a higher level of risk than either station staff or train drivers.
As well as having a customer-facing role they are working in a more confined and moving
environment.
Risk to the workforce
Chart 14 Industry risk comparison
Weighted major injuries
Fatalities
Train drivers
10.6
Bus and coach drivers
8.8
HGV drivers
43.3
Station staff
7.7
Sales and retail assistants
6.3
Elementary security operations
12.5
Infrastructure workers
34.5
Road construction operatives
38.1
Labourers
25.9
Other on-board train crew
Source: RSSB for railway occupations, HSE for other industries.
The data covers the years 2012/13 to 2013/14.
32
Weighted RIDDOR-reportable minor injuries
13.5
0
10
20
30
40
50
FWI per 100,000 workers per year (RIDDOR-reportable only)
33
Risk to members of the public
Public fatalities
Risk to members of the public
Chart 15 Trends in total public fatalities from trespass and suicide
Increasing trend in public fatalities due to trespass and suicide
Confirmed suicide
Most injuries to members of the public arise from causes that are not within the direct
control of the railway.
Suspected trespass
Suspected suicide
•Over the past decade, there has been an increasing trend in the number of public fatalities
due to trespass or suicide, with 2014/15 being the highest recorded for the period.
300
267
267
259
264
300
289
282
315
278
231
Fatalities
•Where available, coroners’ verdicts are used as the basis for categorising relevant public
fatalities as suicide or trespass. Where a coroner’s verdict is returned as open or narrative,
or where it is not yet returned, the industry applies the Ovenstone criteria (see the full
document for more details) to determine the most probable circumstances, either trespass
or suicide. The chart opposite shows the results of applying the Ovenstone criteria, in the
suspected suicide and suspected trespass categories; the proportions are greater towards
the end of the decade reflecting the fewer returned verdicts that have occurred.
Confirmed trespass
400
200
100
Source: SMIS
34
0
2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
35
Risk to members of the public
Trespass fatalities by cause
Risk to members of the public
Chart 16 Trespass fatalities by cause
Fall or jump from train
Trespass fatalities below average
The cause of most trespass fatalities is being struck by a train.
•Accidents and near misses with people on the line often result in shock or trauma for train
drivers and other train crew, and such events can have a lasting psychological effect.
Electric shock
Struck by train
52
50
•The industry categorises public fatalities with open, narrative, or unreturned coroners’ verdicts
into those mostly likely to be accidental and those not, using the Ovenstone criteria. From
2009/10, the classification has been based on an improved data set; the trends in trespass (or
suicide) before and after this date are therefore not directly comparable (see the full document
for more details).
44
43
46
42
40
40
Fatalities
•Over the past ten years, being struck by trains has accounted for 72% of trespasser fatalities,
and electric shock has accounted for a further 17%. The remaining proportion involve people
who were train surfing or deliberately exiting trains in running, or who were climbing on railway
property such as bridges and viaducts.
Fall (including from height)
60
33
30
23
22
22
20
10
0
2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
Source: SMIS
36
37
Risk to members of the public
Motivation for trespass
Risk to members of the public
Chart 17 Trespass injuries by motivation
People commit trespass for a variety of reasons
Other
It is useful to understand the reasons why people trespass so that the most appropriate risk
management measures can be applied. For some, trespass may be a convenience - taking
a short cut along the tracks, or walking the dog. For others, it may be a spur of the moment
decision - for example if something has been mistakenly dropped from the platform edge.
Theft/damage
Retrieving
item 9%
•In more than half of incidents, the reason for the trespass is not known or not identified.
•In those events where the motivation for the trespass is identifiable, the most common reason
is taking a shortcut. Other reasons where the trespass is incidental to the main motivation of
the person include retrieving an item, evading a third party, or committing criminal theft or
damage. For those engaged in horseplay or thrill-seeking behaviour, the trespass itself may be
part of the motivation.
6%
7%
Reason not
identified
58%
Reason
identified 42%
Shortcut 42%
Evading
third party
17%
Horseplay/
thrill seeking 19%
Source: SMIS
38
39
Risk at the road-rail interface
Fatalities at level crossings
Risk at the road-rail interface
Chart 18 Fatalities at level crossings by crossing type
Passive
UK level crossing safety is among the best in Europe
LX collisions
20
Road vehicle occupant
8
8
•There were eight pedestrian fatalities and two road vehicle fatalities
at level crossings in 2014/15.
6
6
Fatalities
6
16
12
5
4
4
8
LX collisions
•Most level crossing fatalities occur on passive crossings where the
user plays a larger role in ensuring that it is safe to cross.
Active - automatic protection
Pedestrian
There are nearly 6,000 level crossings in use on the mainline railway,
comprising many different types.
•At seven, the number of collisions between trains and road vehicles
was below the 10-year average of 11 per year.
Active - manual protection
10
3
2
2
2
4
1
0
40
5
14
/2
01
4
20
13
/2
01
3
20
12
/2
01
2
20
11
/2
01
1
20
/2
01
5
10
20
14
/2
01
4
20
13
/2
01
3
20
12
/2
01
2
20
01
/2
11
20
10
20
Source: SMIS. The chart excludes suicides and suspected suicides.
/2
01
1
0
41
Learning from Operational Experience
Learning from Operational Experience
The Learning from Operational Experience Annual Report (LOEAR) is a sister publication to
the ASPR, and captures some of the lessons the GB rail industry has learnt during 2014/15.
SPADs are still a major focus, a new ten-year strategy having been launched to combat
the associated risks.
The industry continues to co-operate across a wide range of learning-related activities,
including Close Call, CIRAS, numerous research projects, information initiatives, the RED DVD
series and Right Track magazine.
People on trains and in stations
Investigations and recommendations
Accident and incident investigations, statistics and other sources of information are analysed
to help us focus effort where it is most needed.
A number of incidents on which RAIB reported in 2014/15 highlighted the ongoing
need for focus on the platform-train interface, with specific reference to train dispatch
procedures, the operation of train doors and the slope of station platforms towards
the track.
Infrastructure work
During 2014/15, RAIB published 24 reports, 20 of which involved incidents on the mainline
railway. These 20 incidents led to 70 recommendations; the area of infrastructure asset
management received most focus.
Investigations continue to highlight the dangers of track working, inadequate safe
systems of working, and culture. However, RAIB activity also raised questions of
equipment modification, possession length and permitted speeds in worksites.
Train operations
Road driving risk
The industry continues to monitor overseas accidents, the current focus on which stemmed in
part from the four major incidents that occurred in July 2013.
Many GB rail companies employ large road fleets and there is an increasing
understanding of the risks involved and the range of people that can be affected. A
fatal accident in June 2014 revealed fatigue as a factor, but also demonstrated gaps
in our safety management systems. The industry is now working to fill these gaps via a
Road Driving Risk Project Group.
A number of freight train derailments raised issues to do with loading, track condition and
compliance with standards. A cross-industry working group has been convened to consider
the situation in full.
continued /
42
43
Learning from Operational Experience
Key safety statistics
Table 1 Safety overview
Level crossings
Level crossings are key interfaces between the public and the railway.
The industry has a duty to ensure that both the signs and controls
in use are fit for purpose and that its operations allow the users to
understand and follow them.
Investigations revealed issues around crossing controls, closure
sequences, signage and crossing instructions.
An investigation into a road vehicle incursion highlighted issues
around highway authority risk assessments and the guidance for
producing them.
Beyond the railway
The industry is also mindful of the need to look beyond its own
operations for insights or initiatives, and knows that the key to
success is not only about sharing lessons, but also good practice and
ideas.
The LOEAR links to RSSB’s summaries of some of the major non-rail
accident public inquiries, which can also offer suggestions for how
your own learning procedures might be finessed.
44
Safety Overview
Fatalities
Passenger
Workforce
Public
Major injuries
Passenger
Workforce
Public
Minor injuries
Passenger
Workforce
Public
Incidents of shock
Passenger
Workforce
Public
Fatalities and weighted injuries
Passenger
Workforce
Public
Harm from suicides and attempted suicides
Suicides
2010/11
2011/12
2012/13
2013/14
2014/15
39
53 48 3739
7 534
3
1 123
3
31
47 43 3033
445
471
517
498
521
250
258 313 276296
159 172162177
175
36
41 42 4550
12625
12965
12761
12719
13137
5600
5954 6379 63536842
6837 682462026203
6116
188
187 180 163179
1396
1511
1217
1262
1074
226
262 238 236253
1166 1246 973 1024818
4 362
3
107.20
125.10
124.02
111.14
114.53
42.85
42.54 46.55 43.7644.70
29.24
30.97 29.78 32.4431.41
35.11
51.60 47.70 34.9538.42
212.67
252.39
249.57
283.52
296.89
209
250 246 278293
45
Key safety statistics
Key safety statistics
Table 2 Train accidents
Train accidents
Total train accidents
PHRTAs
Involving passenger trains
Collisions between trains
Derailments
Collisions with road vehicles not at LX
Collisions with road vehicles at LX (not derailed)
Collisions with road vehicles at LX (derailed)
Striking buffer stops
Struck by large falling object
Not involving passenger trains
Collisions between trains
Derailments
Collisions with road vehicles not at LX
Collisions with road vehicles at LX (not derailed)
Striking buffer stops
Non-PHRTAs
Involving passenger trains
Not involving passenger trains
46
2010/112011/122012/132013/14
2014/15
520
545
693
636
624
18 33 34 3225
14
18
20
17
7
1545
2
5070
0
4
7
7
8
5
0
2
2
1
0
1
2
0
0
0
2203
0
1
0
0
0
0
4
15
14
15
18
1111
0
313911
16
0
0
3
2
2
0
0
1
0
0
0101
0
502 512 659 604599
440
432
561
524
544
62
80
98
80
55
Total PIM
Infrastructure failures
SPAD and adhesion
Infrastructure operations
Level crossings
Objects on the line
Train operations and failures
8.14
1.24
1.01
1.00
3.47
0.78
0.64
7.31
0.97
0.73
0.80
3.05
1.03
0.74
7.95
1.55
0.73
0.85
3.29
0.85
0.68
7.50
1.53
0.86
0.86
2.75
0.80
0.71
6.62
0.77
1.03
1.04
2.45
0.81
0.53
The category collisions with road vehicles (not at LX) excludes accidents that result in a derailment;
these incidents are included in the derailments category. Similarly the derailments category excludes
derailments resulting from collisions between trains, collisions with road vehicles at level crossings and
trains struck by large falling objects.
47
Key safety statistics
Key safety statistics
Table 3 Passengers
Passengers
Fatalities
Slips, trips and falls
Platform-train interface
Assault and abuse
Major injuries
Slips, trips and falls
Platform-train interface
Assault and abuse
On-board injuries
Train accidents
Contact with person or object
Other injury
Minor injuries
Class 1
Class 2
Incidents of shock
Class 1
Class 2
2010/11
2011/12 2012/13 2013/142014/15
7 534
3
1
2
1
0
1
5 314
2
1
0
1
0
0
250
258
313
276
296
158
172
204
186
187
45
48
64
50
47
10
11
10
5
8
24
20
26
28
35
6 101
0
5
6
6
6
13
2 030
6
5600
5954
6379
6353
6842
1250
1376
1404
1385
1246
4350
4578
4975
4968
5596
226
262
238
236
253
5 537
5
221
257
235
229
248
Fatalities and weighted injuries
Slips, trips and falls
Platform-train interface
Assault and abuse
On-board injuries
Train accidents
Contact with person or object
Other injury
Passenger kms (billions)
Passenger journeys (millions)
42.85
22.71
11.82
2.49
3.61
0.71
1.24
0.26
54.48
1355.56
42.54
25.76
10.28
1.58
3.32
0.16
1.40
0.05
57.11
1461.51
46.55
28.69
9.71
2.38
3.99
0.05
1.36
0.37
58.23
1502.63
43.76
25.59
11.42
0.95
4.14
0.23
1.36
0.07
60.18
1588.32
44.70
26.81
8.86
1.19
4.95
0.02
2.19
0.68
62.97
1656.73
Assaults on trains and in stations (BTP data) 2010/11
2011/12
2012/13
2013/14
2014/15
Total
2368
2468 2473 26152888
Actual bodily harm
803
816
752
749
728
Common assault
1053
1175
1230
1274
1459
GBH and more serious cases of violence
84
72
65
79
99
Other violence
37
29
32
22
22
Racially aggravated harassment
391
376
394
491
580
Incidents of passenger trespass, suspected and attempted suicide are analysed under
public risk and counted in the key safety fact sheet for members of the public.
48
49
Key safety statistics
Key safety statistics
Table 4 Workforce
Workforce
Fatalities
Electric shock
Falls from height
Road traffic accident
Struck by train
Major injuries
Electric shock
Falls from height
Train accidents
Road traffic accident
Assault and abuse
Struck by train
Platform-train interface
On-board injuries
Contact with object
Slips, trips and falls
Other injury
Minor injuries
Class 1
Class 2
50
2010/11
2011/12 2012/13 2013/142014/15
1 123
3
0 000
1
1
0
0
0
0
0
1
1
2
2
0
0
1
1
0
159 172162177
175
1 101
7
9
3
2
6
6
3 101
0
4
2
1
6
4
3
8
5
5
6
4
1
4
0
1
10
23
15
10
12
10 986
8
35
31
29
31
35
67
81
84
89
78
13
12
14
22
18
6837 682462026203
6116
781
849
777
761
705
6056
5975
5425
5442
5411
Incidents of shock
Class 1
Class 2
Fatalities and weighted injuries
Electric shock
Falls from height
Train accidents
Road traffic accident
Assault and abuse
Struck by train
Platform-train interface
On-board injuries
Contact with object
Slips, trips and falls
Other injury
1166
303
863
29.24
0.15
1.91
0.51
0.59
1.74
0.44
1.79
3.26
5.52
8.85
4.49
1246
326
920
30.97
0.14
0.32
0.37
1.40
2.28
0.14
3.12
3.09
5.15
10.21
4.76
973
324
649
29.78
0.04
0.21
0.23
1.26
1.60
1.43
2.29
2.54
4.61
10.76
4.81
1024
366
658
32.44
0.16
0.61
0.32
2.87
1.57
1.04
1.73
2.25
5.16
10.96
5.77
818
288
530
31.41
1.77
0.61
0.11
2.66
1.62
0.13
1.81
2.42
5.44
9.89
4.95
51
Key safety statistics
Key safety statistics
Table 5 Public
Public
Fatalities
Slips, trips and falls
Train accidents
Struck by train
Trespass
Other injury
Major injuries
Slips, trips and falls
Train accidents
Struck by train
Trespass
Other injury
Minor injuries
Class 1
Class 2
Incidents of shock
Class 1
Class 2
52
2010/11
2011/12 2012/13 2013/142014/15
32
47 43 3033
1
1
0
0
0
0 162
2
6
3
4
6
8
23
40 32 2222
2 210
1
36
41
42
45
50
7
14
7
10
15
2 310
0
2
1
2
0
0
18
15 27 2420
7
8
5
11
15
188
187
180
163
179
78
75
74
69
60
110
112
106
94
118
4
3
6
2
3
2 141
0
2 221
3
Fatalities and weighted injuries
Slips, trips and falls
Train accidents
Struck by train
Trespass
Other injury
36.11
2.01
0.20
6.21
24.91
2.79
51.59
47.70
34.95
38.42
2.66
0.94
1.25
1.69
1.32
6.12
2.01
2.01
3.11
4.20
6.00
8.01
41.60 34.82 24.4724.10
2.91
1.62
1.21
2.62
53
Definitions and scope
Scope The report relates to the mainline railway in Great Britain. The analysis covers events that
take place on trains, in mainline stations and on Network Rail managed infrastructure (such as
the track and the area around it) and in yards, depots and sidings. Suicides, suspected suicides
and attempted suicides are generally excluded from the statistics presented in the charts in this
booklet unless otherwise stated.
Person type A person working for a company in the rail industry, either as a contractor or a direct
employee, is classed as a member of the workforce while they are on duty. Someone on a train
or in a station in connection with a journey they have just made, or are about to undertake, is a
passenger. Anyone else is a member of the public.
54
Injury degree Injuries that involve serious harm, such as a loss of consciousness or a broken limb, are
classed as major injuries, as is any injury that requires attendance at hospital for over 24 hours. Other
physical injuries are classed as minor injuries. The railway measures overall harm in terms of fatalities
and weighted injuries (FWI). See table 6 on page 57 for more information.
Data sources Most of the statistics presented in this report are derived from the rail industry’s Safety
Management Information System (SMIS), and usually cover the ten-year period from 2005/06 to
2014/15. The charts showing the risk profile are based on the industry’s Safety Risk Model (SRM). Data
sources are referenced in the relevant charts.
55
Fatalities and weighted injuries
Fatalities and weighted injuries
The table shows the number of each injury type that is deemed to be ‘statistically equivalent’
to one fatality. The weightings direct safety expenditure towards those incidents and
accidents that lead to the highest levels of risk without ignoring the types of incident that
typically have less severe outcomes.
RIDDOR refers to the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations,
a set of health and safety regulations that mandate the reporting of, inter alia, work-related
accidents. These regulations were first published in 1985, and have been amended and
updated several times. In 2012, there was an amendment to the RIDDOR 1995 criteria for
RIDDOR-reportable workforce minor injuries from three days to seven days.
For the purposes of the industry’s safety performance analysis, the more-than-three-days
criterion has been maintained, as well as the category termed Class 1 minor injury. In the
latest version of RIDDOR, published 2013, the term ‘major injury’ was dropped; the regulation
now uses the term ‘specified injuries’ to refer to a slightly different scope of injuries than those
that were classed as major.
Again, for consistency in industry safety performance analysis, the term ‘major injury’ has been
maintained, along with the associated definition from RIDDOR 1995.
56
Table 6 Injury degrees and weightings
Injury degree
Definition
Fatality
Death occurs within one year of the accident
Ratio
1
Major injury
Injuries to passengers, staff or members of the public as defined in schedule 1 to RIDDOR 1995
amended April 2012. This includes losing consciousness, most fractures, major dislocations, loss
of sight (temporary or permanent) and other injuries that resulted in hospital attendance for
more than 24 hours
10
Class 1 minor injury
Injuries to passengers, staff or members of the public, which are
neither fatalities nor major injuries, and:
200
- for passengers or public, result in the injured person being taken to hospital from the scene of
the accident (as defined as reportable in RIDDOR 1995 amended April 2012)
- for workforce, result in the injured person being incapacitated for their normal duties for more
than three consecutive calendar days, not including the day of the injury
Class 2 minor injury
All other physical injuries
1000
Class 1 shock/trauma
Shock or trauma resulting from being involved in, or witnessing, events that have serious
potential for a fatal outcome, eg train accidents such as collisions and derailments, or a person
being struck by train
200
Class 2 shock/trauma
Shock or trauma resulting from other causes, such as verbal abuse and near misses, or personal
accidents of a typically non-fatal outcome
1000
57
Further information
This full range of safety performance reports, including this document, the
full version of the ASPR, as well as the charts and data, are freely available to
everyone on our website at www.rssb.co.uk
Other safety management tools we have developed to support
understanding of risk and inform decision making, including the Safety Risk
Model, are available to registered users of the dedicated Rail Risk Portal on
the RSSB website at www.rssb.co.uk/rail-risk-portal
If you have any questions about this document or our safety performance
statistics more generally, please contact:
Liz Davies
Head of Safety Performance
020 3142 5475
email: liz.davies@rssb.co.uk
For information or queries about RSSB in general, contact:
RSSB enquiry desk
020 3142 5400
email: enquirydesk@rssb.co.uk
58
59
Emailenquirydesk@rssb.co.uk
Rail Safety and Standards Board
Tel
The Helicon
+44 (0) 20 3142 5400
Twitter@RSSB_rail
One South Place
Webwww.rssb.co.uk
London EC2M 2RB