Half-year safety performance update 2014/15
If you would like to give feedback on any of the material contained in this
report, or if you have any suggestions for future editions, please contact:
Liz Davies
Head of Safety Performance
020 3142 5475
liz.davies@rssb.co.uk
Will Sharp
Graduate Analyst
020 3142 5461
william.sharp@rssb.co.uk
RSSB, Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY
The report may be downloaded from the RSSB website: www.rssb.co.uk.
 Rail Safety and Standards Board Limited November 2014
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Contents
Contents
Executive summary
iii
1
1
Introduction
1.1
Report scope
1
1.2
Data
1
2
Review of overall trends in safety performance
2
3
Passenger harm by accident type
3
4
Workforce harm by worker type
4
5
Harm to members of the public
5
5.1
6
Suicide
6
Risk from train accidents
7
6.1
Injuries in train accidents April–September 2014
7
6.2
Potentially higher-risk train accidents
8
6.3
Other train accidents
9
6.4
Trends in accident precursors
10
6.4.1
The Precursor Indicator Model
10
6.4.2
Trends in train accident risk (PIM indicator)
11
Appendix 1.
Scope of RSSB safety performance reports and the SRM
12
Appendix 2.
List of fatalities
15
Appendix 3.
Key safety facts tables
16
Appendix 4.
Definitions
21
Appendix 5.
Glossary
28
Half-year safety performance update 2014/15
i
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ii
Half-year safety performance report 2014/15
Executive summary
Executive summary
Introduction
This is RSSB’s half-year safety performance update for the financial year 2014/15 covering
1 April to 30 September 2014.
Half-year headlines

There were no passenger or workforce fatalities in train accidents in the first half-year of
2014/15. The last on-board fatality in a train accident occurred in February 2007 at
Grayrigg.

There were two passenger fatalities during the half-year. One involved a fall from the
platform edge, and one involved a fall down stairs in a station. When non-fatal injuries are
taken into account, the level of passenger harm for the first half of 2014/15 stood at 20.2
FWI, compared with 20.0 FWI for the same period in 2013/14.

There were two workforce fatalities during the half-year. One was the result of a road
traffic accident while on duty, and one was the result of contact with the live rail, in a
depot. When non-fatal injuries are taken into account, the level of workforce harm for the
first half of 2014/15 stood at 11.6 FWI, compared with 13.0 FWI for the same period in
2013/14.

Eighteen members of the public died accidentally on the railway during the first half-year,
ten of whom were trespassing. Seven of the eighteen were users of level crossings, two
of whom were road vehicle drivers. The remaining public accidental fatality was a child,
who died along with his mother in an incident at a station. The fatality of the mother is
currently classed as a suspected suicide.

The number of Potentially Higher-Risk Train Accidents (PHRTAs) during the first halfyear was 12; this is the same number as for the first half of 2013/14. Four of the events
were trains striking road vehicles at level crossings, two of which resulted in the death of
the road user.

At the end of September 2014, the Precursor Indicator Model (PIM) relating to train
accidents stood at 7.18 FWI, compared with 7.53 FWI at the end of 2013/14. The part of
the PIM relevant to passenger risk from train accidents stood at 3.28 FWI, compared with
3.31 FWI at the end of the last financial year.

At the end of September 2014 the number of signals passed at danger (SPADs) stood at
304, compared with 290 at the end of 2013/14. The associated level of SPAD risk was
76%, compared with 73% at the end of 2013/14. There has been a steady increase in
both the number of SPADs and the risk from SPADs since around September 2012.
Following a decision at RSSB Board in March 2014, the industry has established a SPAD
Strategy Project Group, tasked with developing a 10-year strategy for SPAD risk.

The overall level of accidental harm (ie passenger, public and workforce combined) for
the 2014/15 half-year stood at 52.7 FWI, compared with 51.5 FWI for the same period in
2013/14. In addition, 155 fatalities were classed as suspected suicide, compared with
153 recorded for the 2013/14 half year.
Half-year safety performance update 2014/15
iii
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iv
Half-year safety performance report 2014/15
Introduction
1
Introduction
This safety performance update reviews the performance levels achieved during the first six
months of the financial year 2014/15. It presents the trends in harm to passengers, the
workforce and members of the public, as well as the trend in the risk from train accidents.
1.1
Report scope
The report considers safety performance on the railway network of Great Britain and is based
on incident data up to the end of September 2014. It should be noted that the figures are
subject to change either as a result of late reporting of events into the industry’s Safety
Management Information System (SMIS) or as a result of additional information, such as
coroners’ verdicts, becoming available.
The analysis in the report relates to the mainline railway in Great Britain. Its scope is generally
limited to incidents in connection with the operation of the railway, and which occur in stations,
on trains, or elsewhere on Network Rail managed infrastructure (NRMI) 1, such as the track
and trackside. However, workforce fatalities that occur during working time in yards, depots
and sidings are included, as are those that result from road traffic accidents while working on
duty in association with the maintenance or operations of an operational railway. A more
complete scope can be found in Appendix 1.
Harm and risk are assessed in terms of reported fatalities, major injuries, minor injuries and
shock and trauma. When combining injury information into a composite measure, each fatality
is given a weight of unity and each major injury a weight of 0.1. Class 1 minor injuries and the
more severe cases of shock and trauma are given a weight of 0.005, with Class 2 minor injuries
and less severe cases of shock and trauma being given a weight of 0.001. The combined total
is called ‘fatalities and weighted injuries’ (FWI).
1.2
Data
Most of the data used in this report comes from SMIS but it is supplemented, where
appropriate, with data from other sources, such as British Transport Police (BTP) and Network
Rail. The data period for the 2014/15 half-year report is 1 April 2014 to 30 September 2014;
the data cut-off point is 16 October 2014, i.e. after this date any changes to SMIS data in the
reporting period will not have been reflected in the report. RSSB also updates and revises
previous years’ RSSB data in the light of any new information, as and when appropriate.
1
Fatalities and injuries on High Speed 1 (HS1) infrastructure are also included.
Half-year safety performance update 2014/15
1
Trends in safety performance
Review of overall trends in safety performance
2
Levels of harm vary for different person types, as does the injury profile. For passengers and
workforce, most of the harm arises from non-fatal injuries. The opposite is true for members of
the public, where fatalities comprise most of the FWI figure.
Through enhanced co-operation taking place under the National Suicide Prevention Steering
Group, BTP have been able to share more information on railway fatalities involving members
of the public, going back to 2009/10. For this reason, caution must be taken when comparing
trends in trespass and suicide data prior to 2009/10 with trends after that time. This has been
marked on the appropriate charts where it is relevant.
Trends in harm by person type
20
32.9
18.5
20.9
30
37.8
31.4
26.3
26.2
26.3
25.2
23.3
24.4
22.8
25.3
13.0
11.6
47.5
20.0
20.2
40
45.2
42.3
43.4
38.6
38.4
38.8
42.9
42.6
47.5
43.6
FWI
50
Improved trespass
classification
50.5
46.7
Shock & trauma
Minor injuries
Major injuries
Fatalities
70
60
61.5
61.2
66.0
65.0
59.3
80
35.1
Chart 1.
10
2004/05
2005/06
2006/07
2007/08
2008/09
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2004/05
2005/06
2006/07
2007/08
2008/09
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2004/05
2005/06
2006/07
2007/08
2008/09
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
0
Passenger
Workforce
Public
2
51.5
52.7
2013/14…
2014/15…
101.9
117.1
2012/13
2013/14
117.5
101.3
123.2
2009/10
2011/12
129.6
2008/09
2010/11
131.0
130.7
At 52.7 FWI, the overall level of harm in
the 2014/15 half-year was similar to the
first half-year in 2013/14.
2007/08

160
140
120
100
80
60
40
20
0
2006/07
Harm to members of the public for the
2014/15 half year was 20.9 FWI,
compared with 18.5 FWI for the same
period in 2013/14.
135.1

2005/06
The total workforce harm was 11.6 FWI compared with 13.0 FWI for the same period in
2013/14. There were two workforce
fatalities reported in the 2014/15 half-year, Chart 2. Trends in overall harm
the same as the previous half-year. More
Public
Workforce
Passenger
200
Improved trespass classification
details of these are given in section 4.
180
130.4

2004/05
The total passenger harm for the 2014/15 half-year was 20.2 FWI, which is similar to that
observed for the same period in 2013/14. Two passenger fatalities were reported, one
more than for the previous half-year; more details on these are given in section 3.
FWI

Half-year safety performance report 2014/15
Trends in safety performance
Passenger harm by accident type
3
During the first half of 2014/15 there were two passenger fatalities.

On 7 April 2014, a 15-year old boy was electrocuted after falling from the platform to the
track. Alcohol was recorded as a potential factor in the incident.

On 5 August 2014, a passenger fell while running down a flight of stairs for his train.
Alcohol was also recorded as a potential factor. He was taken to hospital and died from
his injuries five days later.
19.0
18.2
2014/15 (Apr to Sep)
35.9
33.8
2.0
2014/15 (Apr to Sep)
4.0
2013/14
1.0
4.0
2012/13
5
2013/14 (Apr to Sep)
5.0
2011/12
7.0
5.0
9.0
2006/07
5.0
8.0
12.0
10
7.0
Train accidents
20
15
2009/10
Struck by train on station crossing
33.4
25
2008/09
34.4
2006/07
Platform-train interface
2005/06
FWI
On-board injuries
30
31.6
34.3
Slips, trips, and falls
2005/06
35
33.2
Contact with object or person
2004/05
Assault and abuse
40
37.6
Other passenger injury
45
2013/14 (Apr to Sep)
43.5
50
39.6
Chart 3. Trend in total passenger FWI by accident type
Fatalities
2013/14
2012/13
2011/12
2010/11
2007/08
2010/11
2009/10
2008/09
2007/08
2004/05
0
Weighted injuries

The harm experienced by passengers in the 2014/15 half-year has remained at a similar
level to the same period in the previous half-year, increasing only slightly to 20.2 FWI.
There was an increase of one fatality, but less harm from non-fatal injuries.

Slips, trips and falls have accounted for 55% of all FWI since 2004/05. It is the major
source of weighted injuries harm year
Chart 4. Passenger fatalities by accident type since
on year, and has shown little change
2004/05
over the period shown.

Of the 68 passenger fatalities since
2004/05, 33 (49%) have occurred at
the PTI. One of the PTI fatalities
happened during boarding/alighting,
the remainder encompassed events
that have a high risk of fatality or major
injury, including falling from the
platform to the track and contact with
moving trains while standing too close
to the platform edge.
Half-year safety performance update 2014/15
Other passenger injury
1%
Assault and
abuse
10%
Slips, trips,
and falls
22%
Platform-train
interface
(boarding/
alighting)
2%
Train accidents
9%
Struck by
train on
station
crossing
9%
Platformtrain
interface (not
boarding/
alighting)
47%
3
Trends in safety performance
Workforce harm by worker type
4
During the first half of 2014/15, there were two workforce fatalities.

On 1 May 2014, an infrastructure contractor was driving a tractor and trailer on the public
highway, when it was involved in a collision with a lorry. The member of staff was fatally
injured and died at the scene.

On 24 May 2014, a train cleaner working in a depot was electrocuted, having apparently
suffered a slip, trip or fall that brought him into contact with the live rail.
16
14
12
12.1
10.4
10.1
11.1
13.5
Chart 5. Workforce fatalities and weighted injuries by type of worker
Shock & trauma
Minor injuries
Major injuries
7.1
1.5
1.4
4
2
1.7
1.5
2.2
2.1
2.3
1.9
2.3
1.2
1.0
1.1
1.0
1.1
0.9
1.0
0.4
0.3
1.4
1.6
2.1
1.0
1.8
1.1
1.6
3.1
3.3
3.6
3.8
3.2
6
5.4
4.8
5.3
4.2
3.5
8
Fatalities
5.7
FWI
10
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
2009/10
2010/11
2011/12
2012/13
2013/14
2013/14 (Apr to Sep)
2014/15 (Apr to Sep)
0
Infrastructure
workers
Train drivers
Other on-board
train crew
Station staff
Revenue
protection staff
Other workforce

Since 2009/10, 47% of harm to the workforce occurred to infrastructure workers. Levels
have been variable, and influenced by the number of fatalities occurring.

Injuries to train drivers and other on-board train crew have together accounted for 33% of
the total harm experienced by the workforce since 2009/10. Levels of harm for the current
half-year are similar to the previous half-year.

Station staff, revenue protection staff and other workforce categories have as a group
accounted for the remaining 20% of harm since 2009/10. The ‘other workforce’ group
include shunters, signallers and train cleaners. The site types and activities covered by
this group are varied, and the levels of harm are similarly varied. It should also be noted
that non-fatal injuries at sites away from the scope of the mainline railway are not shown
in the chart.
4
Half-year safety performance report 2014/15
Trends in safety performance
Harm to members of the public
5
In contrast to passengers and workforce, comparatively few non-fatal injuries are recorded for
members of the public. This is partly because non-fatal injuries are less likely to be reported to
rail companies, and partly because the hazards that account for most of the risk have a
comparatively high likelihood of a fatal outcome.
The majority of accidental public fatalities are the result of trespass, with level crossing
accidents forming the next largest group. A small number of fatalities occur due to other
causes, for example falls from the platform, and are similar to some types of passenger
accidents. The rail industry uses a set of criteria called the Ovenstone criteria to distinguish
between trespass and suspected suicide. If there is no firm evidence to the contrary, a public
fatality is classed as accidental. As more information is received, for example from the BTP or
coroners’ reports, the classification of a pubic fatality may change. Through enhanced cooperation taking place under the National Suicide Prevention Steering Group, BTP have been
able to share more information on railway fatalities involving members of the public, going back
to 2009/10. For this reason, caution must be taken when comparing trends in trespass and
suicide data prior to 2009/10 with trends after that time.
Chart 6.
Trends in public FWI by accident type
90
Weighted injuries (all types)
Level crossing fatalities
Other fatalities (not trespass or LX)
Trespass fatalities
80
70
60
FWI
50
47.5
66.0
65.0
61.5
61.2
5.0
4.5
6.0
6.2
8
11
4.5
40
Improved Trespass classification
59.3
4.3
50.5
12
9
13
3
5
35.1
4.5
4
3
46.7
4.7
9
4.1
30
20
44
38
43
4.9
6
52
46
32.9
7
41
39
32
23
10
18.5
2.5
4
20.9
2.9
7
21
12
10
0
2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2013/14 2014/15
(Apr to (Apr to
Sep)
Sep)

Harm to the public in the 2014/15 half-year has increased slightly on the same period in
2013/14. At seven, the number of fatalities at level-crossings is equal to the number
occurring during the whole of 2013/14. The fatality recorded in the ‘other fatalities’
category was to a child who died in a double-fatality incident at a railway station. The
second fatality was the mother of the child, who is currently suspected of committing
suicide.
Half-year safety performance update 2014/15
5
Trends in safety performance
5.1
Suicide
The figures in this section include events classed as suspected suicide, based on application
of the Ovenstone criteria (referred to in the previous section). The current data may be further
revised following information from BTP or coroners’ reports. Passengers or members of the
workforce who commit suicide are classed as members of the public in this report.
Chart 7.
Suicides and suspected suicides by location
350
Running line and other locations
Suicides and suspected suicides
300
Improved suicide classification
Level crossing (not in station)
280
In station (incl crossings)
225
224
207
200
250
243
250
218
209
151
193
121
115
123
150
246
130
102
105
128
100
153
155
79
79
20
16
54
60
100
100
19
50
74
24
78
18
25
32
23
37
25
25
22
72
87
96
90
84
104
93
92
0
2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2013/14 2014/15
(Apr to (Apr to
Sep)
Sep)

There have been 155 suicides in the 2014/15 half-year, which is similar to the same
period in 2013/14. The majority of suicide events occur on the open running line, with
stations being the next most prominent location.

Comparing the distribution of
suicides by age for the 2014/15
half-year compared with the ten
years prior to that shows a
smaller than average proportion
occurring in the 31-40 years age
bracket, and larger than average
proportions occurring in the 60+
age brackets.
Chart 8.
Suicide figures shown by percentage of total for the
40%
Apr-2014 to Sept-2014 Female
Apr-2014 to Sept-2014 Male
Apr-2004 to Mar 2014 Female
Apr-2004 to Mar 2014 Male
35%
30%
25%
20%
15%
10%
5%
6
Over 70
years
61-70
years
51-60
years
41-50
years
31-40
years
21-30
years
16-20
years
0%
11-15
years
Percentage of total suicides
in time period
previous 10 years and 2014/15 half-year.
Half-year safety performance report 2014/15
Trends in safety performance
6
Risk from train accidents
A wide range of events are classed as train accidents, from a vandal throwing stones at a train
to a high-speed collision between passenger trains. While the industry monitors all types of
event, its main focus is on accidents at the more serious end of the range.
The scope for train accidents is generally limited to RIDDOR-reportable accidents. To be
reportable under RIDDOR, the accident must be on or affect a running line. Additional criteria
apply to different types of accident and these are summarised in Appendix 4. Accidents are
typically categorised by their initial event. For example, a derailment that resulted in a collision
between trains would be classed as a derailment, even if it was the subsequent collision that
caused most of the harm. Generally, train accidents occurring wholly within possessions are
not reportable under RIDDOR and are not recorded in the safety performance statistics in this
chapter, however their contribution to overall train accident risk is estimated by the SRM (see
Appendix 4 for exceptions).
The SRM models all sources of risk on the railway, including the risk from train accidents. The
SRM contains models of the causes and consequences of train accidents, encompassing 23
hazardous events and more than 1,700 separate accident precursors. It provides an estimate
of the underlying level of risk associated with accident types that have not occurred for many
years, or have never occurred. Of the total SRMv8.1 modelled mainline risk of 132.0 FWI per
year, train accidents account for 7.8 FWI (6%). Train accidents have the potential to result in
a large number of casualties, but accidents with on-board fatalities now occur infrequently.
6.1
Injuries in train accidents April–September 2014
There have been 15 train accidents with reported injuries in the 2014/15 half year, three of
which were classed as PHRTAs. The total level of harm from train accidents was 2.05 FWI.
The three PHRTAs comprised two instances of trains striking road vehicles at level-crossings
(each of which resulted in the death of the road user) and one collision between trains (which
resulted in two workforce minor injuries).
Of the events that were not classed as PHRTAs, there were three instances of trains being
struck by objects thrown by vandals, each of which resulted in a passenger minor injury.
Reported injuries from train accidents April – September 2014
Collisions between trains (excluding roll backs)
Trains striking buffer stops
Trains striking road vehicles at level crossings
Not a PHRTA
Total
Half-year safety performance update 2014/15
Workforce
Public
Passenger
Shock/trauma
Workforce
Public
Passenger
Minor
Workforce
Passenger
Major
Workforce
Public
Passenger
Fatal
Public
Table 1.
2
2
0
2
0
0
0
0
3
3
0
3
5
0
0
1
7
8
FWI
0.002
0.000
2.005
0.045
2.05
7
Trends in safety performance
6.2
Potentially higher-risk train accidents
The modelled risk from PHRTAs is currently around 7.3 FWI per year, which is 93% of the total
modelled train accident risk of 7.8 FWI per year. While PHRTAs are the types of train accident
that have the greatest potential to result in casualties, the majority result in no injury.
In the 2014/15 half-year period there were two fatalities from trains striking road vehicles at
level crossings. One involved a car and the other a motorcycle, and both occurred at UserWorked Crossings (UWCs).
Chart 9. Trends in the numbers of PHRTAs
90
Trains striking road vehicles at level crossings
Trains striking buffer stops
80
Potentially higher risk train accidents
Trains running into road vehicles not at level crossings & no derailment
Train struck by large falling object
70
63
Train derailments (excludes striking road vehicles on level crossings)
60
Collisions between trains (excluding roll backs)
17
50
49
46
45
42
40
42
8
16
13
8
21
14
8
30
20
3
8
4
4
18
25
24
26
20
16
20
33
34
33
9
10
10
3
3
4
13
16
12
5
10
12
12
6
4
8
0
7
6
6
6
5
4
4
3
2
2
2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2013/14 2014/15
(Apr to (Apr to
Sep)
Sep)
5
4

There have been 12 PHRTAs in the 2014/15 half-year, the same number as in the
previous half-year. The number of train derailments was seven, compared with two in the
same period in 2013/14; none of the derailments involved passenger trains. Trains
striking road vehicles at level crossings and collisions between trains both recorded fewer
events than the previous half-year period. As of end of September 2014, there had been
no passenger derailments since the start of the 2013/14 financial year. 2013/14 was the
first full year without a passenger derailment for more than 20 years.

The collision between two passenger trains occurred at low speed in a station, while
trains were being decoupled to form separate services.
8
Half-year safety performance report 2014/15
Trends in safety performance
6.3
Other train accidents
Although the modelled risk from types of train accidents other than PHRTAs is relatively low
(0.3 FWI per year, based on SRMv8.12), the potential for harm remains. A small number of
injuries typically occur each year, for example as a result of trains running into objects on the
line or being struck by missiles.
Chart 10. Trends in number of non-PHRTAs
RIDDOR-reportable train accidents (non-PHRTAs)
1200
1000
800
Struck by missile
Striking other object
Striking level crossing gate or barrier
Striking animal
Train fire
Roll back collision
Open door collision
937
328
753
779
737
659
647
274
600
284
72
285
535
245
220
163
400
185
200
218
0
67
179
127
139
184
214
199
346
139
245
143
98
55
512
200
115
140
502
604
146
126
129
160
187
190
95
81
74
62
51
294
51
275
26
79
255
26
79
145
127
36
20
22
2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2013/14 2014/15
(Apr to (Apr to
Sep)
Sep)
Note: Categories with 10 or fewer entries are not data labelled.

Up until 2011/12, the trend in non-PHRTA events was generally downwards. In 2012/13
the number of non-PHRTAs saw a large increase from previous years, driven largely by
an increase in animal strikes. Since this peak there has been a reduction in animal strikes
in 2013/14, and following this, a reduction in the number of strikes in the 2014/15 halfyear when compared to the same period in 2013/14. The first edition of RSSB’s Special
Topic Report (STR) on the risk from large-boned animals was published in June 2013. It
informed Network Rail’s later ‘deep dive review’ of objects on the line, which was
completed in September 2014. A second edition of the STR3, showing a later picture of
safety performance and including more information about proactive steps that the
industry could take to address the issue was published around the same time, and the
situation will be reviewed again in 2016.

Over the 10 year period between 2004/05 and 2013/14, there have been downwards
trends in trains being struck by missiles, train fires and ‘striking other objects’. In all
cases, values have been maintained. or have fallen slightly between the 2014/15 halfyear and the previous half year.
2
A further 0.2 FWI per year is estimated by SRMv8.1 to occur in possessions, bringing the total SRMv8.1 modelled risk from
train accidents to 7.8 FWI. Train accidents in possessions typically involve on-track machines and other plant rather than
passenger or freight rail vehicles.
3
http://www.rssb.co.uk/Library/risk-analysis-and-safety-reporting/2014-report-animal-on-line-special-topic-report-issue-2.pdf
Half-year safety performance update 2014/15
9
Trends in safety performance
6.4
Trends in accident precursors
6.4.1
The Precursor Indicator Model
The PIM measures the underlying risk from PHRTAs by tracking changes in the occurrence of
accident precursors. It was first developed in late 1999, and has since been subject to a series
of modelling improvements. In early 2012/13, the scope of the PIM was altered to bring it in
line with the definition of PHRTAs. In 2013/14, the output from the PIM was changed to be an
estimate of the underlying level of the risk from PHRTAs, given in FWI per year. Prior to
2013/14, the output was given as an index number, benchmarked against the PIM value at
September 2006.
The precursors covered by the PIM fall into six main groups, encompassing 28 separate
subgroups of the 51 PIM precursors.
Figure 1.
PIM structure
Infrastructure
Operational
incidents
Public
Behaviour
Environmental
SPAD
Trains and
rolling stock
Animals
Irregular loading of
freight trains
Bridge strikes
Adhesion
SPADs
Brake failures
Structural failures
Operational
incidents affecting
level crossings
Train struck by
large falling objects
Level Crossing
incidents due to
weather
Earthwork failures
Objects left foul of
the line
Objects on the line
due to vandalism
Trees blown onto
the line
Track drainage
Signaller errors
other than Routing
Public behaviour at
level crossings
Other objects blown
onto the line
Level crossing
failures
Wrong routing
Vehicle incursions
Track
Track left in unsafe
condition
Wrongside signal
failures
Runaway trains
Train failures other
than Brakes
Train speeding
Other operational
incidents
10
Half-year safety performance report 2014/15
Trends in safety performance
6.4.2
Trends in train accident risk (PIM indicator)
In 2013/14, improvements were made that allow the PIM to use better sources of data as inputs
and that allow for presentation of the results in a more accessible way for the industry. These
data sources allow improved modelling as far back as April 2010. For this reason, the PIM tenyear trend contains a discontinuity at April 2010 and, although the trend in the total value is
unaffected, the trends in the PIM subgroups cannot be compared across the discontinuity.
Chart 11.
Trends in train accident risk (PIM), with detail shown for passenger risk
Infrastructure
Operational incidents
Public Behaviour
Environmental
SPAD
Trains and rolling stock
Risk to the Public
Risk to the Workforce
16
14
12
FWI per year
Current PIM trend
New version of
modelling and grouping
Historical PIM trend
Previous version of
modelling and grouping
10
8
6
4
2
Sep 14
Mar 14
Sep 13
Mar 13
Sep 12
Mar 12
Sep 11
Mar 11
Sep 10
Mar 10
Sep 09
Mar 09
Sep 08
Mar 08
Sep 07
Mar 07
Sep 06
Mar 06
Sep 05
Mar 05
Sep 04
Mar 04
0

At the end of September 2014, the Precursor Indicator Model (PIM) relating to train
accidents stood at 7.18 FWI, compared with 7.53 FWI at the end of 2013/14. The part of
the PIM relevant to passenger risk from train accidents stood at 3.28 FWI, compared with
3.31 FWI at the end of the last financial year.

The largest PIM contributor
to passenger risk is
infrastructure failures,
followed by operational
incidents and SPADs.
400
180%
360
304
160%
140%
320
280
290
120%
240
100%
200
76%
80%
60%
160
120
73%
40%
80
40
Mar 2014
Sep 2014
Sep 2013
0
Mar 2013
Sep 2012
Mar 2012
Sep 2011
Mar 2011
Mar 2010
Sep 2010
Sep 2009
Mar 2009
Sep 2008
Mar 2008
Mar 2007
0%
Sep 2007
Underlying risk (annual moving average)
Number of SPADs (annual moving total)
20%
Sep 2006
Risk (percentage of risk
at September 2006)
There has been a steady
increase in the number of
SPADs since around
September 2012. At the end
of September 2014 the
number stood at 304,
compared with 290 at the
end of 2013/14.
200%
Number of SPADs

Chart 12. SPAD risk

Over the same period, there
has also been a rising trend
in SPAD risk. At the end of the 2014/15 half-year, the level of SPAD risk was 76%,
compared with 73% at the end of 2013/14.

Following a decision at RSSB Board in March 2014, the industry has established a SPAD
Strategy Project Group, tasked with developing a 10-year strategy for SPAD risk.
Half-year safety performance update 2014/15
11
Appendices
Appendix 1. Scope of RSSB safety performance reports
and the SRM
Railway Group Standard GE/RT8047: Reporting of Safety Related Information lays out the
requirements on mainline infrastructure managers and railway undertakings for reporting
safety related information via the Safety Management Information System (SMIS). It covers
requirements related to injuries and events such as train accidents, irregular working and
SPADs.
This appendix describes the scope of RSSB’s safety performance reporting and safety risk
modelling, based on the information reported to SMIS, and other sources.
General:
All events listed in Table A of GE/RT8047, occurring at sites within scope, with the exception
of:

incidents due to occupational health issues and terrorist actions.
Injuries and incidents of shock/trauma:
Workforce:
All injuries and incidents of shock/trauma to members of the workforce whilst on duty and:

involved in the operation or maintenance of the railway at sites within scope, or

travelling to or from sites within scope while involved in the operation or maintenance of
the railway, or

directly affected by incidents occurring at sites within scope.
Fatalities to members of the workforce whilst on duty and:

involved in the operation or maintenance of yards, depots and sidings not on NRMI, or

travelling to or from yards, depots and sidings not on NRMI while involved in the
operation or maintenance of the railway.
Passengers and public:
All injuries and incidents of shock/trauma to passengers and public who are:

at a site within scope, or

directly affected by incidents occurring at sites within scope.
12
Half-year safety performance report 2014/15
Appendices
Sites within scope for safety performance reporting:
Sites within and outside scope for all person types comprise:
Within scope
Outside scope
Railway infrastructure and trains on sections of
operational railway under the management of
Network Rail, or where Network Rail is
responsible for the operation of the signalling.
 Station car parks
The operational railway comprises all lines for
which the infrastructure manager and railway
undertaking have been granted a safety
authorisation and safety certificate (respectively)
by the ORR (under Railway Safety Directive
2004/49/EC).
The table in Appendix 1 details which railway
lines this applies to.
Railway infrastructure includes all associated
railway assets, structures and public areas at
stations.
 Offices (except areas normally accessible by
members of the public)
 Mess rooms
 Training centres
 Integrated Electronic Control Centres and
Signalling Control Centres
 Outside the entrance to stations
 Station toilets
 Retail units and concessions in stations
 Construction sites at stations which are
completely segregated from the public areas
 Track sections closed for long-term
construction, maintenance, renewal or
upgrade
 Public areas away from the platform-train
interface (PTI) at non-Network Rail stations4
Additional sites within and outside scope for the workforce comprise:
Within scope
Outside scope
Yards, depots and sidings that are managed by
Network Rail.
Yards, depots and sidings5 that are managed by
third parties, unless the injury sustained is
fatal.
4
The platform-train interface is in scope at non-Network Rail stations on NRMI lines, for example on London Underground and
Nexus. See the following page for details.
5
The reporting of injuries and incidents in third party yards, depots and sidings is non-mandatory in GE/RT8047.
Half-year safety performance update 2014/15
13
Appendices
Railway lines in scope:
On or about
the track/at PTI


In
In
Heathrow Express:
NR-owned infrastructure.
Paddington to Heathrow Central


In
In
Heathrow Express:
Heathrow Central to Terminals
4 and 5
Owned by BAA but maintained on their
behalf by NR.


In
In
Nexus – Tyne and Wear Metro:
Fellgate to South Hylton
Owned and managed by NR, but
stations served only by metro trains.


Out
In
Nexus – Tyne and Wear Metro:
All sections apart from Fellgate
to South Hylton
Neither managed by NR, nor is the
signalling controlled by NR.


Out
Out
LUL Metropolitan Line:
Chiltern services between
Harrow-on-the-Hill and
Amersham
This section is owned and operated by
LUL and its subsidiaries / operators.


Out
Out7
LUL District Line:
Gunnersbury to Richmond
This section was a joint operation with
LOROL, for which NR is now
responsible.


Out
In
LUL District Line:
East Putney to Southfields
LUL owns the infrastructure. NR owns
the signals, but the signalling is
operated by LUL.


Out
Out
LUL Bakerloo Line:
Services north of Queens Park
Track managed by NR, who also
operates the signalling.


Out
In
Island Line on the Isle of Wight
The service is wholly operated and
managed under a franchise to South
West Trains.


Out
Out
East London Line
TfL owns and maintains the track, but
NR operates the signalling.


In
In


In
In
Line / Section
High Speed 16
All other NR owned stations
Owned by NR?
In stations
In / Out of
Scope
NR operate the
signalling?
Criteria
Notes
The entire line, including St Pancras, is
managed, operated and maintained by
NR.
6
The risk from High Speed 1 train operations is modelled in the same way as all other lines, ie as an average railway, rather
than explicit modelling of High Speed 1 characteristics. The contribution of Eurostar services to HEM/HEN risk is included.
7
PTI and on-board injuries on Chiltern services are in scope, injuries on or about the track are out of scope.
14
Half-year safety performance report 2014/15
Appendices
Appendix 2.
List of fatalities
This appendix lists all fatalities in the period April to September 2014 occurring to passengers,
workforce or public, other than those due to trespass or suicide.
Passenger fatalities
Date
Location
07/04/2014
Horley station
05/08/2014
Hampstead
Heath station
Accident type
Passenger electric
shock at station
(conductor rail)
Description
A 15-year old boy was electrocuted after falling
from the platform to the track. Alcohol was
recorded as a potential factor in the incident.
A passenger fell while running down a flight of
Passenger slip, trip
stairs for his train. Alcohol was also recorded as
or fall due to running
a potential factor. He was taken to hospital and
on stairs
died from his injuries five days later.
Workforce fatalities
Date
Location
01/05/2014
New Craighall
24/05/2014
West Marina
Depot
Accident type
Description
An infrastructure contractor was driving a tractor
and trailer on the public highway, when it was
Road traffic accident involved in a collision with a lorry. The member
of staff was fatally injured, and died at the
scene.
Workforce electric
After apparently suffering a slip, trip or fall while
shock (conductor
working in a depot, a train cleaner came into
rail) due to fall on
contact with the live rail and was electrocuted.
YD&S site
Public fatalities not related to trespass or suicide
Date
Location
07/05/2014
Ivy Lea Farm
11/05/2014
31/05/2014
26/06/2014
27/08/2014
03/09/2014
16/09/2014
23/09/2014
Accident type
Train accidents:
collisions with road
vehicles at LC
Train accidents:
Frampton
collisions with road
UWC crossing
vehicles at LC
Wharf Road
Struck/crushed by
AHB LC
train
Wharf Road
Struck/crushed by
AHB LC
train
Fishermans
Struck/crushed by
Path (UWGT) train
Dibleys Foot
Struck/crushed by
Crossing
train
Lightcliffe golf
course
Struck/crushed by
footpath
train
crossing
Slough Station
Assault / unlawful
killing
Half-year safety performance update 2014/15
Description
A train struck a car at a UWC, fatally injuring the
car driver.
A train struck a motorcycle at a UWC, fatally
injuring the rider.
A train struck and fatally injured a cyclist on a
AHB LC
A train struck and fatally injured a pedestrian on
an AHB LC.
Pedestrian was struck and fatally injured by a
train after chasing after a dog onto the line.
A train struck and fatally injured a pedestrian
who was stood on a foot crossing.
A train struck and fatally injured a pedestrian on
a golf course foot crossing
A woman jumped in front of a train from a
platform whilst holding her young child; both
were fatally injured. The mother is suspected to
have committed suicide, and the child fatality is
thus categorised under assault/unlawful killing.
15
Appendices
Appendix 3.
Key safety facts tables
Passengers
Passengers
Fatalities
Train accidents
Slips, trips, and falls
Platform-train interface
Assault and abuse
On-board injuries
Contact with object or person
Struck by train on station crossing
Other type of passenger injury
Major injuries
Train accidents
Slips, trips, and falls
Platform-train interface
Assault and abuse
On-board injuries
Contact with object or person
Struck by train on station crossing
Other type of passenger injury
Minor injuries
Class 1
Class 2
Incidents of shock
Class 1
Class 2
Fatalities and weighted injuries
Train accidents
Slips, trips, and falls
Platform-train interface
Assault and abuse
On-board injuries
Contact with object or person
Struck by train on station crossing
Other type of passenger injury
16
2013/14 2014/15
2009/10 2010/11 2011/12 2012/13 2013/14 (Apr-Sep) (Apr-Sep)
5
0
1
4
0
0
0
0
0
234
3
145
43
9
26
7
0
1
5308
1209
4099
207
2
205
38.76
0.39
21.23
10.48
1.34
3.84
1.35
0.00
0.12
7
0
1
5
1
0
0
0
0
251
6
158
45
10
25
5
0
2
5599
1250
4349
226
5
221
42.95
0.71
22.71
11.82
2.49
3.71
1.24
0.01
0.26
5
0
2
3
0
0
0
0
0
259
1
172
48
11
21
6
0
0
5951
1375
4576
262
5
257
42.63
0.16
25.75
10.28
1.58
3.42
1.40
0.00
0.05
4
0
1
2
1
0
0
0
0
313
0
204
64
10
26
6
1
2
6379
1403
4976
237
3
234
47.54
0.05
28.68
10.71
2.38
3.99
1.35
0.10
0.27
4
0
0
4
0
0
0
0
0
275
1
186
49
5
28
6
0
0
6348
1383
4965
236
7
229
43.64
0.23
25.59
11.32
0.95
4.14
1.36
0.00
0.07
1
0
0
1
0
0
0
0
0
127
1
77
28
3
14
4
0
0
3293
703
2590
136
3
133
19.95
0.18
11.09
5.12
0.53
2.15
0.85
0.00
0.03
2
0
1
1
0
0
0
0
0
122
0
75
18
5
16
5
0
3
3441
605
2836
114
3
111
20.19
0.01
11.82
3.93
0.67
2.41
1.00
0.00
0.34
Half-year safety performance report 2014/15
Appendices
Workforce
Workforce
Fatalities
Infrastructure worker
Train driver
Other on-board train crew
Station staff
Revenue protection
Other workforce
Major injuries
Infrastructure worker
Train driver
Other on-board train crew
Station staff
Revenue protection
Other workforce
Minor injuries
Class 1
Class 2
Incidents of shock
Class 1
Class 2
Total FWI
Infrastructure worker
Train driver
Other on-board train crew
Station staff
Revenue protection
Other workforce
2013/14
2014/15
2009/10 2010/11 2011/12 2012/13 2013/14 (Apr-Sep) (Apr-Sep)
3
3
0
0
0
0
0
123
74
10
18
8
4
9
5327
558
4769
1169
291
878
25.19
12.05
3.07
5.42
2.20
1.07
1.38
Half-year safety performance update 2014/15
1
1
0
0
0
0
0
122
75
11
12
8
4
12
5380
585
4795
1155
302
853
23.28
10.36
3.32
4.79
2.14
1.03
1.65
1
1
0
0
0
0
0
128
67
12
18
10
5
16
5430
660
4770
1240
323
917
24.40
10.05
3.55
5.28
2.27
1.14
2.12
2
2
0
0
0
0
0
114
68
16
14
7
4
5
4759
602
4157
964
324
640
22.83
11.06
3.77
4.22
1.86
0.88
1.04
3
3
0
0
0
0
0
126
79
9
9
11
5
13
4941
587
4354
1017
355
662
25.33
13.54
3.21
3.53
2.26
0.96
1.84
2
2
0
0
0
0
0
60
38
3
3
6
2
8
2469
312
2157
551
180
371
12.99
7.07
1.48
1.69
1.21
0.44
1.09
2
1
0
0
0
0
1
53
35
6
3
4
1
4
2391
225
2166
410
155
255
11.62
5.71
1.45
1.54
1.01
0.29
1.62
17
Appendices
Members of the public
Public
Trespass
Fatalities
Major injuries
Minor injuries
Shock/trauma
Total trespass FWI
Level crossings
Fatalities
Major injuries
Minor injuries
Shock/trauma
Total level crossings FWI
Non-trespass non-LX
Fatalities
Major injuries
Minor injuries
Shock/trauma
Total non-trespass non-LX FWI
Total public accidental FWI
Fatalities
Major injuries
Minor injuries
Shock/trauma
Total accidental FWI
Suicide
Fatalities
Major injuries
Minor injuries
Shock/trauma
Total suicide FWI
18
2013/14
2014/15
2009/10 2010/11 2011/12 2012/13 2013/14 (Apr-Sep) (Apr-Sep)
41
19
36
1
43.04
23
18
30
1
24.92
39
15
26
1
40.60
32
28
30
1
34.92
21
28
22
1
23.88
12
14
10
0
13.43
10
10
17
0
11.07
13
7
24
2
13.75
6
5
20
1
6.56
4
8
25
1
4.87
9
5
29
4
9.58
7
4
15
0
7.44
4
2
9
0
4.23
7
2
11
0
7.23
1
12
130
1
2.47
2
13
136
2
3.63
3
17
135
1
5.02
1
9
118
1
2.19
0
13
125
1
1.63
0
7
63
1
0.86
1
15
64
3
2.64
55
3.80
0.45
0.02
59.26
31
3.60
0.49
0.01
35.11
46
4.00
0.49
0.01
50.49
42
4.20
0.47
0.02
46.69
28
4.50
0.44
0.01
32.94
16
2.30
0.23
0.00
18.53
18
2.70
0.24
0.00
20.94
243
26
15
1
245.67
209
36
17
0
212.67
250
23
21
1
252.39
246
35
16
0
249.57
280
54
25
3
285.52
153
27
15
1
155.76
155
19
9
0
156.94
Half-year safety performance report 2014/15
Appendices
Train accidents
Train accidents
2013/14
2014/15
2009/10 2010/11 2011/12 2012/13 2013/14 (Apr-Sep) (Apr-Sep)
Fatalities (excluding suicides)
Passengers
Workforce
Members of the public
Weighted injuries (excluding suicides)
Passengers
Workforce
Members of the public
Total train accidents
PHRTAs
Involving passenger trains
Collisions between trains
Derailments
Collisions with road vehicles not at LC
Collisions with road vehicles at LC (not derailed)
Collisions with road vehicles at LC (derailed)
Striking buffer stops
Struck by large falling object
Not involving passenger trains
Collisions between trains
Derailments
Collisions with road vehicles not at LC
Collisions with road vehicles at LC (not derailed)
Collisions with road vehicles at LC (derailed)
Striking buffer stops
Struck by large falling object
Non-PHRTA train accidents
Involving passenger trains
Open door collisions
Roll back collisions
Striking animals
Struck by missiles
Train fires
Striking level crossing gates/barriers
Striking other objects
Not involving passenger trains
Open door collisions
Roll back collisions
Striking animals
Struck by missiles
Train fires
Striking level crossing gates/barriers
Striking other objects
PIM risk estimate (FWI per year)
Public behaviour
SPAD
Trains and rolling stock
Operational incidents
Environmental
Infrastructure
Half-year safety performance update 2014/15
7
0
0
7
1.18
0.39
0.57
0.21
577
42
26
4
8
2
12
0
0
0
16
0
12
2
2
0
0
0
535
469
1
3
144
141
68
2
110
66
1
0
16
22
6
4
17
7.40
3.20
0.90
0.30
0.90
0.80
1.30
0
0
0
0
1.40
0.71
0.50
0.20
520
18
14
1
5
0
4
1
2
1
4
1
3
0
0
0
0
0
502
440
0
6
168
90
53
7
116
62
0
2
19
8
9
1
23
8.13
3.31
0.98
0.35
1.28
0.94
1.26
1
0
0
1
0.83
0.16
0.35
0.32
545
33
18
5
0
2
7
2
2
0
15
1
13
0
0
0
1
0
512
432
0
1
169
57
43
2
160
80
0
0
21
10
8
2
39
7.24
3.35
0.70
0.42
1.12
0.68
0.97
6
0
0
6
0.40
0.05
0.22
0.12
693
34
20
4
7
2
7
0
0
0
14
1
9
1
3
0
0
0
659
561
0
4
324
66
40
1
126
98
0
0
22
6
11
1
58
7.92
3.55
0.68
0.45
1.07
0.57
1.60
2
0
0
2
0.55
0.23
0.32
0.01
637
33
17
5
0
1
8
0
3
0
16
1
12
0
2
0
1
0
604
524
0
0
268
52
31
5
168
80
0
0
26
3
5
0
46
7.53
3.19
0.80
0.25
1.32
0.39
1.58
2
0
0
2
0.05
0.01
0.05
0.00
268
13
4
1
0
0
0
3
0
0
9
1
7
0
0
1
0
0
255
235
1
1
117
24
18
1
73
20
0
0
10
2
2
0
6
7.71
3.51
0.71
0.45
1.31
0.29
1.43
2
0
0
2
0.36
0.18
0.17
0.01
287
12
9
3
0
0
0
5
1
0
3
0
2
0
0
1
0
0
275
233
0
0
133
24
17
3
56
42
0
0
12
2
5
0
23
7.18
2.98
1.02
0.25
1.22
0.36
1.34
19
Appendices
Train accidents
Fatalities (excluding suicides)
Passengers
Workforce
Members of the public
Weighted injuries (excluding suicides)
Passengers
Workforce
Members of the public
Total train accidents
PHRTAs
Involving passenger trains
Collisions between trains
Derailments
Collisions with road vehicles not at LC
Collisions with road vehicles at LC (not derailed)
Collisions with road vehicles at LC (derailed)
Striking buffer stops
Struck by large falling object
Not involving passenger trains
Collisions between trains
Derailments
Collisions with road vehicles not at LC
Collisions with road vehicles at LC (not derailed)
Collisions with road vehicles at LC (derailed)
Striking buffer stops
Struck by large falling object
Non-PHRTA train accidents
Involving passenger trains
Open door collisions
Roll back collisions
Striking animals
Struck by missiles
Train fires
Striking level crossing gates/barriers
Striking other objects
Not involving passenger trains
Open door collisions
Roll back collisions
Striking animals
Struck by missiles
Train fires
Striking level crossing gates/barriers
Striking other objects
PIM risk estimate (FWI per year)
Public behaviour
SPAD
Trains and rolling stock
Operational incidents
Environmental
Infrastructure
20
2009/10 2010/11 2011/12 2012/13 2013/14
7
0
0
7
1.18
0.39
0.57
0.21
577
42
26
4
8
2
12
0
0
0
16
0
12
2
2
0
0
0
535
469
1
3
144
141
68
2
110
66
1
0
16
22
6
4
17
7.40
3.20
0.90
0.30
0.90
0.80
1.30
0
0
0
0
1.40
0.71
0.50
0.20
520
18
14
1
5
0
4
1
2
1
4
1
3
0
0
0
0
0
502
440
0
6
168
90
53
7
116
62
0
2
19
8
9
1
23
8.13
3.31
0.98
0.35
1.28
0.94
1.26
1
0
0
1
0.83
0.16
0.35
0.32
545
33
18
5
0
2
7
2
2
0
15
1
13
0
0
0
1
0
512
432
0
1
169
57
43
2
160
80
0
0
21
10
8
2
39
7.24
3.35
0.70
0.42
1.12
0.68
0.97
6
0
0
6
0.40
0.05
0.22
0.12
693
34
20
4
7
2
7
0
0
0
14
1
9
1
3
0
0
0
659
561
0
4
324
66
40
1
126
98
0
0
22
6
11
1
58
7.92
3.55
0.68
0.45
1.07
0.57
1.60
2
0
0
2
0.55
0.23
0.32
0.01
637
33
17
5
0
1
8
0
3
0
16
1
12
0
2
0
1
0
604
524
0
0
268
52
31
5
168
80
0
0
26
3
5
0
46
7.53
3.19
0.80
0.25
1.32
0.39
1.58
2013/14
(Apr-Sep)
2014/15
(Apr-Sep)
2
0
0
2
0.36
0.18
0.17
0.01
287
12
9
3
0
0
5
0
1
0
3
0
2
0
1
0
0
0
275
233
0
0
133
24
17
3
56
42
0
0
12
2
5
0
23
7.71
3.51
0.71
0.45
1.31
0.29
1.43
2
0
0
2
0.05
0.01
0.05
0.00
267
12
4
1
0
0
3
0
0
0
9
1
7
0
1
0
0
0
255
235
1
1
117
24
18
1
73
20
0
0
10
2
2
0
6
7.18
2.98
1.02
0.25
1.22
0.36
1.34
Half-year safety performance report 2014/15
Appendices
Appendix 4.
Definitions
The following is a list of definitions used generally in RSSB’s safety performance reports. Not
all will appear in the current report.
Term
Definition
Assault
SMIS records incidents in which ‘in circumstances related to their
work, a member of staff is assaulted, threatened or abused,
thereby affecting their safety or welfare.’
BTP records and categorises criminal assaults in accordance with
Home Office rules. For the majority of RSSBs work, BTP crime
codes are been grouped into higher level categories to facilitate
analyses and comparisons with SMIS records.
Child
A person under 16 years of age.
Fatalities and
weighted injuries
(FWI)
The aggregate amount of safety harm.
One FWI is equivalent to:
 one fatality, or
 10 major injuries, or
 200 Class 1 minor injuries, or
 200 Class 1 shock/trauma events, or
 1,000 Class 2 minor injuries, or
 1,000 Class 2 shock/trauma events.
Fatality
Death within one year of the causal accident. This includes
subsequent death from the causes of a railway accident. All are
RIDDOR reportable.
Hazardous event
An incident that has the potential to be the direct cause of safety
harm.
HLOS
A key feature of an access charges review. Under Schedule 4 of
the 2005 Railways Act, the Secretary of State for Transport (for
England and Wales) and Scottish Ministers (for Scotland) are
obliged to send to ORR a high level output specification (HLOS)
and a statement of funds available (SoFA), to ensure the railway
industry has clear and timely information about the strategic
outputs that Governments want the railway to deliver for the public
funds they are prepared to make available. ORR must then
determine the outputs that Network Rail must deliver to achieve
the HLOS, the cost of delivering them in the most efficient way,
and the implications for the charges payable by train operators to
Network Rail for using the railway network.
Infrastructure
worker
A member of workforce whose responsibilities include engineering
or technical activities associated with railway infrastructure. This
includes track maintenance, civil structure inspection and
maintenance, S&T renewal/upgrade, engineering supervision,
acting as a Controller of Site Safety (COSS), hand signaller or
lookout and machine operative.
Half-year safety performance update 2014/15
21
Appendices
Term
Definition
Level crossing
A ground-level interface between a road and the railway.
It provides a means of access over the railway line and has
various forms of protection including two main categories:
Active crossings– where the road vehicle user or pedestrian is
given warning of a train’s approach (either manually by railway
staff, ie manual crossings or automatically, ie automatic crossings)
Passive crossings – where no warning system is provided, the
onus being on the road user or pedestrian to determine if it is safe
to cross the line. This includes using a telephone to call the
signaller.
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.
Minor injury
Class 1
Injuries to passengers, staff or members of the public, which are
neither fatalities nor major injuries, and:
- 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
All other physical injuries.
National Reference
Values (NRVs)
NRVs are reference measures indicating, for each Member State,
the maximum tolerable level for particular aspects of railway risk.
NRVs are calculated and published by the European Railway
Agency, using Eurostat and CSI data.
All structures within the boundaries of Network Rail’s operational
Network Rail
railway, including the permanent way, land within the lineside
managed
infrastructure (NRMI) fence, and plant used for signalling or exclusively for supplying
electricity for railway operations. It does not include stations,
depots, yards or sidings that are owned by, or leased to, other
parties. It does, however, include the permanent way at stations
and plant within these locations.
Operational incident
An irregularity affecting, or with the potential to affect, the safe
operation of trains or the safety and health of persons.
The term operational incident applies to a disparate set of human
actions involving an infringement of relevant rules, regulations or
instructions.
Ovenstone criteria
An explicit set of criteria, adapted for the railway, which provides
an objective assessment of suicide if a coroner’s verdict is not
available. The criteria are based on the findings of a 1970 research
project into rail suicides and cover aspects such as the presence
(or not) of a suicide note, the clear intent to commit suicide,
behavioural patterns, previous suicide attempts, prolonged bouts
of depression and instability levels..
22
Half-year safety performance report 2014/15
Appendices
Term
Definition
Passenger
A person on railway infrastructure, who either intends to travel on a
train, is travelling on a train, or has travelled on a train. This does
not include passengers who are trespassing or who commit
suicide – they are included as members of the public.
Passenger train
A train that is in service and available for the use of passengers.
Note that a train of empty coaching stock brought into a terminal
station, for example, becomes a passenger train in service as soon
as it is available for passengers to board.
Pedestrian
This refers to a person travelling on foot, on a pedal cycle, on a
horse or using a mobility scooter.
Possession
The complete stoppage of all normal train movements on a
running line or siding for engineering purposes. This includes
protection as defined by the Rule Book (GE/RT8000).
Potentially higherrisk train accidents
(PHRTA)
Accidents that are RIDDOR-reportable and have the most potential
to result in harm to any or all person types on the railway. They
comprise train derailments, train collisions (excluding roll backs),
trains striking buffer stops, trains striking road vehicles at level
crossings, trains running into road vehicles not at level crossings
(with no derailment), train explosions, and trains being struck by
large falling objects.
Precursor
A system failure, sub-system failure, component failure, human
error or operational condition which could, individually or in
combination with other precursors, result in the occurrence of a
hazardous event.
Precursor Indicator
Model (PIM)
An RSSB-devised model that measures the underlying risk from
train accidents by tracking changes in the occurrence of accident
precursors. See Section 6.4.1 for further information.
Public (members of)
Persons other than passengers or workforce members. This
includes passengers who are trespassing (eg when crossing
tracks between platforms), and anyone who commits, or attempts
to commit suicide.
RIDDOR
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 RIDDORreportable 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, and 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.
(The Reporting of
Injuries, Diseases and
Dangerous
Occurrences
Regulations)
Risk
Risk is the potential for a known hazard or incident to cause loss or
harm; it is a combination of the probability and the consequences
of that event.
Half-year safety performance update 2014/15
23
Appendices
Term
Definition
Running line
A line shown in Table A of the Sectional Appendix as a passenger
line or as a non-passenger line.
Safety Management
Information System
(SMIS)
A national database used by railway undertakings and
infrastructure managers to record any safety-related events that
occur on the railway. SMIS data is accessible to all of the
companies who use the system, so that it may be used to analyse
risk, predict trends and focus action on major areas of safety
concern.
Safety Risk Model
(SRM)
A quantitative representation of the safety risk that can result from
the operation and maintenance of the GB rail network.
Shock/trauma
Shock or traumatic stress affecting any person who has been
involved in, or a witness to, an event, and not suffered any
physical injury.
Shock and trauma is measured by the SRM and reported on in
safety performance reporting; it is within the scope of what must be
reported into SMIS. However, it is never RIDDOR-reportable.
 Class 1 Shock/trauma events relate to witnessing a fatality,
incidents and train accidents (collisions, derailments and
fires).

Class 2 Shock/trauma events relate to all other causes of
shock/trauma such as verbal assaults, witnessing physical
assaults, witnessing non-fatality incidents and near misses.
Signal passed at
danger (SPAD)
An incident when any part of a train has passed a stop signal at
danger without authority or where an in-cab signalled movement
authority has been exceeded without authority.
A SPAD occurs when the stop aspect, end of in-cab signalled
movement authority or indication (and any associated preceding
cautionary indications) was displayed correctly, in sufficient time
for the train to stop safely.
SPAD risk ranking
tool
A tool that gives a measure of the level of risk from each SPAD. It
enables the industry’s total SPAD risk to be monitored and can be
used to track performance and inform SPAD investigations. The
score for each SPAD ranges from zero (no risk) to 28 (a very high
risk) and is based on both the potential for the SPAD to lead to an
accident and the potential consequences of any accident that did
occur. SPADs with risk rankings between 16 and 19 are classified
as potentially significant, and those with risk rankings of 20 and
above are classified as potentially severe.
Strategic Safety Plan
This is a joint statement by the companies responsible for Britain’s
mainline rail network setting out an agreed industry approach to
managing safety.
The 2009-2014 plan was developed by bringing together
commitments made by industry companies in their own individual
safety plans, thus creating a linkage with the duty holder planning
process.
In the Plan, trajectories have been developed which describe the
industry’s ambitions in nine identified key risk areas and identify
actions that are being undertaken to achieve them.
24
Half-year safety performance report 2014/15
Appendices
Term
Definition
Suicide
A fatality is classified as a suicide where a coroner’s verdict has
returned a verdict of suicide.
Suspected suicide
The classification used for fatalities believed to be a suicide and
which have not yet been confirmed by a verdict from a coroner.
Trackside
A collective term referring to the running line, Network Rail
managed sidings and depots.
Train
Any vehicle (with flanged wheels on guided rails), whether selfpowered or not, on rails within the UK rail network.
Train accident
Reportable train accidents are defined in RIDDOR. The main
criterion is that the accident must be on or affect the running line.
There are additional criteria for different types of accident, and
these may depend on whether the accident involves a passenger
train.
Collision between
trains
This term describes collisions involving two (or more) trains.
Accidents in which a collision between trains results in derailment
or fire are included in this category.
Roll back collisions occur when a train rolls back (while not under
power) into a train on the same line (including one from which it
has decoupled).
Setting back collisions occur when a train making a reversing
movement under power collides with a train on the same line,
usually as part of a decoupling manoeuvre.
Shunting movement/coupling collisions arise when the
locomotive or unit causing a collision is engaged in marshalling
arrangements. While they characteristically occur at low speed and
involve the rolling stock with which the locomotive or unit is to be
coupled, accidents may involve a different train that could be
travelling more quickly.
Coming into station collisions occur between two trains that are
intended to be adjacent to one another (for example, to share a
platform) but are not intended to couple up or otherwise touch.
Normally, but not always, the collision speed will be low, because
one train is stationary and the approaching train will be intending to
stop short of the stationary train (rather as for a buffer stop). This
operation is known as permissive working.
In running (open track) collisions occur in circumstances where
trains are not intended to be in close proximity on the same line.
The speed of one or both of the trains involved may be high.
Collisions in a possession occur where there is a complete
stoppage of all normal train movements on a running line or siding
for engineering purposes. These collisions are only RIDDORreportable if they cause injury, or obstruct a running line that is
open to traffic.
Derailment
This includes all passenger train derailments, derailments of nonpassenger trains on running lines and any derailment in a siding
that obstructs the running line. Accidents in which a train derails
after a collision with an object on the track (except for another train
or a road vehicle at a level crossing) are included in this category,
as are accidents in which a train derails and subsequently catches
fire or is involved in a collision with another rail vehicle.
Half-year safety performance update 2014/15
25
Appendices
Term
Definition
Train fire
This includes fires, severe electrical arcing or fusing on any
passenger train or train conveying dangerous goods, or on a nonpassenger train where the fire is extinguished by a fire brigade.
Train striking road
vehicle
All collisions with road vehicles on level crossings are RIDDORreportable. Collisions with road vehicles elsewhere on the running
line are reportable if the train is damaged and requires immediate
repair, or if there was a possibility of derailment.
Open door collision
This occurs when a train door swings outward, coming into contact
with another train.
Buffer stop collision
This occurs when a train strikes buffer stops. Accidents resulting in
only superficial damage to the train are not reportable under
RIDDOR.
Trains running into
objects
This includes trains running into or being struck by objects
anywhere on a running line (including level crossings) if the
accident had the potential to cause a derailment or results in
damage requiring immediate repair.
Trains striking
animals
This includes all collisions with large-boned animals and flocks of
sheep, and collisions with other animals that cause damage
requiring immediate repair.
Trains being struck
by missiles
This includes trains being struck by airborne objects, such as
thrown stones, if this results in damage requiring immediate repair.
Train Protection and
Warning System
(TPWS)
A safety system that automatically applies the brakes on a train
which either passes a signal at danger, or exceeds a given speed
when approaching a signal at danger, a permissible speed
reduction or the buffer stops in a terminal platform.
A TPWS intervention is when the system applies the train’s
brakes without this action having been taken by the driver first.
A TPWS activation is when the system applies the train’s brakes
after the driver has already initiated braking.
TPWS reset and continue incidents occur when the driver has
reset the TPWS after an activation (or intervention) and continued
forward without the signaller’s authority.
Trajectory
A concept developed for the Strategic Safety Plan. There are three
aspects to a trajectory: a statement of current safety performance
in a particular risk area, details of the actions being taken to
address the risk and an estimation of the safety performance
improvement that the actions are expected to deliver.
26
Half-year safety performance report 2014/15
Appendices
Term
Definition
Trespass/Trespasser Trespass occurs when people intentionally go where they are
never authorised to be.
This includes:
 Passengers crossing tracks at a station, other than at a
defined crossing.
 Public using the railway as a short cut.
 Passengers accessing track area at station to retrieve
dropped items.
 Public using the running lines as a playground.
 Public committing acts of vandalism / crime on the lineside.
 Passenger / public accessing the tracks via station ramps.
 Public inappropriate behaviour on other infrastructure
resulting in a fall onto the railway.
 Public jumping onto railway infrastructure.
 On train passengers accessing unauthorised areas of the
train (interior or exterior).
Note: Level crossing users are never counted as trespassers,
providing they are not using the crossing as an access point into a
permanently unauthorised area, such as the trackside.
Workforce
Persons working for the industry on railway operations (either as
direct employees or under contract).
Notes:
 ‘Under contract’ relates to workforce working as contractors
to (for example) a railway undertaking or infrastructure
manager (either as a direct employee or a contractor to
such organisations).
 Staff travelling on duty, including drivers travelling as
passengers, are to be regarded as workforce. When
travelling before or after a turn of duty, they are to be
treated as passengers.
 British Transport Police (BTP) employees working directly
for a railway undertaking or infrastructure manager on
railway operations should be treated as workforce.
 On-board catering staff (persons on business, franchisees’
staff etc) and any persons under contract to them on a train
(for example, providing catering services) should be treated
as workforce.
Half-year safety performance update 2014/15
27
Appendices
Appendix 5.
Glossary
The following is a list of acronyms used generally in RSSB’s safety performance reports. Not
all will appear in the current report.
Acronym
ABCL
AHB
ALCRM
AOCL
AOCR
ASPR
ATOC
ATP
BAA
BTP
CCS
CCTV
COSS
CP
CSI
CST
EC
ECS
EIT
ERA
ERTMS
EU
FWI
FWSI
GB
GBH
GE
GIS
GPS
GSM
HABD
HEM
HEN
HET
HGV
HLOS
HSE
ILCAD
ISLG
LC
LCRIM
LENNON
28
Expansion
automatic barrier crossing locally monitored
automatic half-barrier crossing
All Level Crossing Risk Model
automatic open crossing, locally monitored
automatic open crossing, remotely monitored
Annual Safety Performance Report
Association of Train Operating Companies
Automatic Train Protection
British Airports Authority
British Transport Police
contract conditions - safety
closed-circuit television
controller of site safety
control period; we are currently in the fourth period, CP4
common safety indicator
common safety target
European Commission
empty coaching stock
Enabling Innovation Team
European Railway Agency
European Rail Traffic Management System
European Union
fatalities and weighted injuries
fatalities and weighted serious injuries
Great Britain
Grievous bodily harm
General Electric
geographic information system
Global Positioning System
Global System for Mobile Communications
Hot Axle Box Detector
hazardous event movement
hazardous event non-movement
hazardous event train accident
heavy goods vehicle
High Level Output Specification
Health and Safety Executive
International Level Crossing Awareness Day
Infrastructure Safety Liaison Group
level crossing
Level Crossing Risk Indicator Model
Latest Earnings Networked Nationally Overnight (system)
Half-year safety performance report 2014/15
Appendices
Acronym
LIDAR
LOEAR
LUL
LX
MCB
MCG
MWA
MWL
NHS
NMT
NPS
NR
NRMI
NRT
NRV
NSA
NTS
OC
OD
OFG
OLE
ONS
ORBIS
ORCATS
ORR
OTP
PHRTA
PIM
PLPR
PTI
RAIB
RDG
RID
RIDDOR
ROGS
RRUKA
RSSB
RTS
SMIS
SMS
SPAD
SPG
SPI
SRM
SRP
SSP
Expansion
light detection and ranging
Learning from Operational Experience Annual Report
London underground
level crossing
manually controlled barrier crossing
manually controlled gate crossing
moving weighted average
miniature warning lights
National Health Service
New measurement train
National Passenger Survey
Network Rail
Network Rail managed infrastructure
National Rail Trends
national reference value
National Safety Authority
National Travel Survey
open crossing
obstacle detection
Operations Focus Group
Overhead line equipment
Office for National Statistics
Offering Rail Better Information Services
Operational Research Computerised Allocation of Tickets to Services (system)
Office of Rail Regulation
on-track plant
potentially higher-risk train accident
Precursor Indicator Model
Plain Line Pattern Recognition
platform-train interface
Rail Accident Investigation Branch
Rail Delivery Group
Regulations concerning the International Carriage of Dangerous Goods by
Rail
Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995
The Railways and Other Guided Transport Systems
Rail Research UK Association
Rail Safety and Standards Board
Rail Transport Service
Safety Management Information System
safety management system
signal passed at danger
Safety Policy Group
safety performance indicator
Safety Risk Model
Sustainable Rail Programme
Strategic Safety Plan
Half-year safety performance update 2014/15
29
Appendices
Acronym
SSRG
TOC
TPWS
TSI
TSLG
UK
UWC
30
Expansion
System Safety Risk Group
train operating company
Train Protection and Warning System
Technical Specification for Interoperability
Technical Strategy Leadership Group
United Kingdom
user-worked crossing
Half-year safety performance report 2014/15