28 June 2012
GB Rail Safety Performance and Trends 2011/12
RSSB has today published its Annual Safety Performance Report for the financial year 2011/12.
In 2011/12, there were 1.46 billion passenger journeys (8% increase on 2010/11), 57.3 billion
passenger kilometres (5% increase), and 48.5 million freight train kilometres (9% increase).
Against this setting, the 2011/12 headlines are:
•
There were no passenger or workforce fatalities in train accidents in 2011/12. This is the
fifth year in succession with no such fatalities. At 0.5 per year, the ten-year moving
average for these train accidents remains at its lowest ever level.
•
Four passengers died in separate incidents, all at stations. When non-fatal injuries are
also taken into account, the total level of passenger harm was 40.7 fatality and weighted
injuries1 (FWI); this is 5% lower than the 42.7 FWI (seven fatalities) recorded for 2010/11.
When normalised by passenger journeys, the rate of passenger harm shows a 12%
decrease compared with 2010/11.
•
There was one workforce fatality associated with the operation and maintenance of
railway: an infrastructure worker died as a result of a road traffic accident while on duty.
Including non-fatal injuries, the total level of workforce harm was 24.1 FWI, which is an
increase of 3% compared with 23.4 FWI (one fatality) occurring in 2010/11. There are
indications that part of the increase is due to improved reporting of Class 1 minor injuries.
The rate of harm normalised by workforce hours also showed an increase, of 4%.
•
There were 61 fatalities to members of the public, excluding those due to suicide or
suspected suicide. Of the total, 53 were trespassers. Of the remaining eight, five were
level crossing users, and three were members of the public in stations. Including non-fatal
injuries, the total level of public harm was 65.5 FWI, which is notably higher than the 40.1
FWI recorded for 2010/11. The level of public harm recorded for 2010/11 was unusually
low, which emphasises the increase, but the level of public harm recorded for 2011/12 is
above average for the last ten years as a whole.
1
Fatality and Weighted injuries (FWI) shows the number of each injury type that is deemed to be ‘statistically
equivalent’ to one fatality. Fatality = 1; Major Injury = 10; Class 1 minor injury and Class 1 shock/trauma = 200;
Class 2 minor injury and Class 2 shock/trauma = 1000.
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•
For the second year running the number of fatalities at level crossings was at a historically
low level. In addition, there is evidence that the underlying rate of train collisions with road
vehicles at level crossings has reduced over this period.
•
There were 34 potentially higher-risk train accidents. This is an increase on the previous
year’s total of 18, but well below the levels seen prior to 2010/11. The number of
potentially higher risk train accidents (PHRTAs) recorded for 2010/11 was unusually low.
•
While there were two passenger train derailments due to collisions with road vehicles at
level crossings, there were no passenger train derailments due to any other cause. This is
the lowest number of passenger train derailments on record.
•
At the end of 2011/12, the Precursor Indicator Model (PIM), which gives an indication of
the underlying level of risk from train accidents, stood at 80.0, compared with 96.1 at the
end of 2010/112.
•
At the end of 2011/12, the estimated level of risk from signals passed at danger (SPADs)
was 31% of the September 2006 baseline, compared with 88% at the end of 2010/11. The
number of SPADs reduced by 7%, from 299 in 2010/11 to 278 in 2011/12.
•
In total during the year, and excluding suicide, there were 66 accidental fatalities, 419
major injuries, 11,515 minor injuries and 1,466 cases of shock/trauma. The total level of
harm was 130.3 FWI, compared with 106.3 FWI recorded in 2010/11. The main cause of
the increase has been a return to higher levels of trespass fatalities.
Colin Dennis, RSSB’s Director Policy, Research and Risk said ‘The figures for 2011/12 show
that, even with the significant increase in the usage of the railway, there have been notable
improvements in passenger safety, the harm occurring at level crossings and the risk from train
accidents.’
‘Unfortunately the trespass fatalities did not stay at the low level that we saw in 2010/11. Whether
as a result of spur of the moment decisions or deliberate acts, the consequence of trespass
incidents is all too often fatal. Education of the public to the dangers of trespass is seen as being
key in raising awareness of this issue. The industry continually seeks reasonably practicable
ways to reduce the frequency of events that can cause harm, and for those that do occur, to
minimise the impact on passengers, staff and the public’.
2
The PIM baseline date was changed from March 2002 to September 2006, to align with the baseline used for the
risk from signals passed at danger (SPADs).
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One of the ways this is achieved is via the information in the Learning from Operational
Experience Annual Report which has been published at the same time as the ASPR. This report
captures the learning points from within the railway and from other industries and showcases
deliverables to support identified areas of risk. For example, there are many safety projects
underway to reduce the risk to members of the public at level crossings.
-Ends-
For further information, please contact RSSB’s press office, on 020 3142 5330/1/2 or email
pressoffice@rssb.co.uk or visit the website at www.rssb.co.uk
Notes to editors:
1. The Annual Safety Performance Report’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.
2. The Learning from Operational Experience Annual Report contributes to the industry’s
learning process by identifying specific points and highlights co-operative activity in areas
affecting rail users and employees.
3. Working with our partners RSSB’s purpose is to help the industry to:
•
Continuously improve the level of safety in the rail industry
•
Drive out unnecessary cost
•
Improve business performance
4. A copy of the Annual Safety Performance Report and the Learning from Operational
Experience Annual Report can be found on RSSB’s website at
http://www.rssb.co.uk/SPR/REPORTS/Pages/Annual-Safety-Performance-Report-2011-2012.aspx
5. RSSB supports the industry in managing system safety through an auditable trail from
data to taking decisions affecting safety. The data side includes the collection, analysis
and sharing of information about safety related events – including analysis through the
Safety Management Information System (SMIS) and publications such as the Annual
Safety Performance Report. It also includes the development of the industry’s Safety Risk
Model which identifies all significant risks affecting the system, a Precursor Indicator
Model that looks specifically at the risk from train accidents, and the SPAD risk ranking
methodology, which looks specifically at the risk from signals passed at danger.
6. The Annual Safety Performance Report assesses performance against the trajectories for
the key risk areas outlined in the Railway Strategic Safety Plan 2009-14. These include
risks to passengers, workforce and the public and take account of station environments,
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trains, trackside, engineering, level crossings and crime. It benchmarks rail safety in
Britain against other transport modes and overseas railways, and compares safety
performance with National Reference Values (NRVs) relating to the second set of
European Common Safety Targets (CSTs), as defined by the European Railway Agency.
The report also monitors industry progress on the targets for improvement relating to
passenger and workforce risk, which have been defined by the Government through the
High Level Output Specification (HLOS).
7. Fatalities and weighted injuries is the measure used by the industry to take account of
major and minor injuries in the overall level of risk on the railway. See below.
Injury degree
Definition
Fatality
Death occurs within one year of the accident.
Injuries to passengers, staff or members of
the public as defined in schedule 1 to RIDDOR
1995. 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.
Class 1 minor injury Injuries to passengers, staff or members of
the public, that are neither a fatality nor a major
injury, and are defined as reportable in
RIDDOR 1995 amended April 2012, plus:
- Workforce injuries, where the injured person
is incapacitated for their normal duties for
more than three consecutive days, not
including the day of the injury.
Ratio
1
Major injury
Class 2 minor injury All other physical injuries.
Class 1 shock /
trauma
Class 2 shock /
trauma
10
200
1000
Shock or trauma resulting from being involved
in, or witnessing, events that have serious
potential of a fatal outcome eg train accidents
such as collisions and derailments, or a
person being struck by train.
200
Shock or trauma resulting from other causes,
such as verbal abuse and near misses, or
personal accidents of a typically non-fatal
outcome.
1000
RSSB Block 2 Angel Square 1 Torrens Street London EC1V 1NY
Telephone: +44 (0)20 3142 5300 Facsimilie: +44 (0)20 3142 5301 www.rssb.co.uk
Rail Safety and Standards Board Limited Registered Office: Block 2 Angel Square 1 Torrens Street London EC1V 1NY Registered in England No. 04655675