Risk Profile Bulletin version 5.5
This report is issued by:
Rail Safety and Standards Board
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:
George Bearfield
Safety Risk Assessment Manager
Rail Safety and Standards Board
Evergreen House
160 Euston Road
London NW1 2DX
020 7904 7502
george.bearfield@rssb.co.uk.
Appendix B is now published in a separate volume and can be downloaded from
http://www.rssb.co.uk/safety/spr/srmodel.asp
© Rail Safety and Standards Board 2008
Printed May 2008
Page left blank intentionally
Contents
Contents
Executive summary
v
1
Introduction
1
2
SRM objectives
3
3
System Boundaries
4
4
New injury weightings
5
5
Total risk on the mainline railway
6
6
Overall risk profiles
10
6.1
Discussion
11
Detailed risk profiles
14
7.1
Risk by accident type
14
7.1.1
Train accidents
14
7.1.2
Movement accidents
17
7.1.3
Non-movement accidents
19
7.1.4
Trespass accidents
21
7
7.2
Risk by person type
23
7.2.1
Passenger risk
23
7.2.2
Workforce risk
25
7.2.3
Public risk
27
8
Grouped precursor contributions
29
9
Risk from on-track plant
31
10
Modelling approach
36
10.1 Normalising Data
36
10.2 Key assumptions
39
11
Data for taking decisions
40
12
Risk Profile Bulletin updates
42
12.1 Update history
42
12.2 Requirements of HLOS
42
12.2.1
Passenger safety metric:
43
12.2.2
Staff safety metric:
43
12.3 Future updates
43
12.4 SRM governance
44
Access to the model and its outputs
46
13.1 The Safety Risk Model
46
13.2 The Risk Profile Bulletin
46
13.3 CD-ROM and Extranet
46
13.4 Guidance Document
47
13.5 Templates
47
13.6 Assistance
47
Version 5.5/May 2008
i
13
Contents
14
Contact names and numbers
48
15
References
49
16
List of changes
50
Appendix A. Frequency, consequence and risk estimates for each hazardous event 53
Appendix B. Table B1
75
Appendix C. Table C1
77
Appendix D. Definitions and acronyms
85
Definitions
85
Glossary
90
Version 5.5/May 2008
ii
Contents
Charts
Chart 1.
System Boundaries
Chart 2.
Total risk profile for passengers, workforce and members of the public (% of total
FWI/yr)
9
Chart 3.
Combined risk profile (FWI/yr) – includes percentage change in risk from version
5
12
Chart 4.
Combined risk profile (fatalities/yr) – includes percentage change in risk from
version 5
4
13
Chart 5.
Risk profile for train accidents (FWI/yr) – includes percentage change in risk from
version 5
16
Chart 6.
Risk profile for the top 20 movement hazardous events (excluding suicide)
(FWI/yr) – includes percentage change in risk from version 5
18
Chart 7.
Risk profile for the top 20 non-movement hazardous events (excluding passenger
and MOP assault and suicides) (FWI/yr) – includes percentage change in risk
from version 5
20
Chart 8.
Risk profile for the trespass hazardous events (FWI/yr) – includes percentage
change in risk from version 5
22
Chart 9.
Passenger risk profile for the top 20 passenger hazardous events excluding
assault (FWI/yr) – includes percentage change in risk from version 5
Chart 10. Workforce risk profile for the top 20 workforce hazardous events excluding
suicide, trespass and passenger and MOP assault (FWI/yr) – includes
percentage change in risk from version 5
24
26
Chart 11. Member of the public risk profile for the top 20 member of the public hazardous
events excluding suicide, trespass and assault (FWI/yr) – includes percentage
change in risk from version 5
28
Chart 12. Risk profile for top 10 OTP-related hazardous events (FWI/yr)
32
Chart 13. Timeline for future updates of the SRM and versions of the RPB
44
Version 5.5/May 2008
iii
Contents
Tables
Table 1.
Injury degrees and weightings
5
Table 2.
Total risk by accident category (excluding suicides, and passenger and MOP
assaults)
6
Total risk by person category (excluding suicides, and passenger and MOP
assaults)
7
Total risk to each person category from each accident category (excluding
suicides, and passenger and MOP assaults)
7
Table 3.
Table 4.
Table 5.
Grouped precursor risk contributions
30
Table 6.
Summary of frequency and risk from OTP hazardous events
31
Table 7.
Frequency and risk by sub-hazardous event for all OTP hazardous events
34
Table 8.
List of changes
50
Table A1
Average predicted fatalities and injuries per year
56
Table A2
Reasons for variations in reported frequency and risk between SRM v5 and v5.5
(in both old and new injury weightings)
63
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Version 5.5/May 2008
77
iv
Executive summary
Executive summary
The risk information and risk profiles presented here are derived from version 5.5 of the
Safety Risk Model (SRM).
The assessment and understanding of risk is integral to running all businesses. This bulletin
provides risk information to assist the railway industry in its first priority: to manage safety
effectively. It has been produced to inform RSSB members, the wider railway industry and
interested parties of RSSB’s current assessment of the safety risk profile and the main
contributors to risk on the mainline railway.
Following the development and definition of the safety metrics for passengers and the
workforce within the High Level Output Specification, (see section 12), it was agreed that the
SRM would be used to provide the baseline risk estimates for the safety metrics prior to the
start of control period 4 in April 2009. The use of the SRM ensures that due account is taken
of low-frequency but potentially high-consequence events, such as train accidents.
To facilitate this, the SRM will be updated to version 6 by March 2009, at which point the
baseline safety metrics will be established. However, it was recognised that the risk
information would become progressively out of date between publication of version 5 (August
2006) and version 6 (March 2009). The industry-based SRM Practitioners Working Group
(SRMPWG), supported by the Safety Policy Group (SPG) requested the issue of an interim
update (version 5.5) to enable company safety plans to be updated with the latest risk
information.
The SRMPWG considered it was only necessary to update the parts of the model where the
risk may have changed significantly. For all other parts of the model the figures from version
5 have been carried forward. Following a review of the data within the Safety Management
Information System (SMIS) 44% of hazardous events in the model have been updated,
which accounts for 95% of the risk. With the exception of the models relating to train fires,
the train accident models have not been updated as the data review suggested that no
significant changes in risk were likely for these hazardous events. These will all be updated
in version 6 of the SRM.
The scope of the information provided in this version of the Risk Profile Bulletin (RPBv5.5)
was approved by the SRMPWG and SPG.
The SRM provides a structured representation of the causes and consequences of potential
accidents arising from railway operations and maintenance on the mainline railway. The
SRM models 125 hazardous events that could lead directly to injury or fatality to passengers,
staff or members of the public (MOPs). These events have been identified systematically
and include hazardous event train accidents (HETs), movement accidents (HEMs) and nonmovement accidents (HENs).
Headlines
The SRM version 5.5 (SRMv5.5) indicates that the overall level of risk predicted for the
railway has decreased by 1.7% from 139.9 to 137.4 FWI/year (excluding suicide and
assaults to passengers and members of the public), when compared to version 5. The
notable changes in the risk to each exposed group are described below:
Version 5.5/May 2008
v
Executive summary
Passenger risk has increased marginally by 1.8%, from 43.5 to 44.4 FWI/year. A more
detailed inspection of the model output shows this comprises a decrease in risk at the
platform train interface alongside an increase in risk associated with passenger slip, trip or
falls and passenger on-train incidents. It should be noted that some of this increase in risk is
attributable to a rise in the number of passenger journeys.
Workforce risk has decreased by 6.5%, from 35.4 to 33.1 FWI/year. There has been a
general reduction in events which involve workforce working with machinery (eg trapped in
machinery, welding etc). Workforce assault risk has decreased due to a reduction in the
number of physical assaults. There has also been a decrease in the number of track
workers being struck/ crushed by trains.
The decrease in member of public risk by 1.5%, from 60.9 to 60.0 FWI/year is predominately
due to the decrease in trespasser risk as well as a decrease in the risk associated with the
pedestrians being struck/crushed by trains at level crossings and members of the public
being struck/ trapped by level crossing equipment.
Outlined below are the most significant changes in the SRM at version 5.5:
•
An update of the data to the end of September 2007 has been used as the basis of the
analysis. As noted above only a selection of the 125 hazardous events have been
updated where the risk level may have significantly changed. For all other parts of the
model the risk estimates from version 5 have been carried forward.
•
Risk figures are presented according to the new weightings of fatalities and weighted
injuries (FWI), as agreed by the RSSB Board following research and industry
consultation. See section 4 for more information on the new weightings.
•
The presentation of the key results has changed. As in previous versions the risk
results are presented by accident type and hazardous event. However, the results are
also presented by the type of person affected (ie passengers, workforce and members
of the public). The results have been presented in this way so they align with the
HLOS safety metrics and RSSB’s Annual Safety Performance Report (ASPR).
•
This 'interim RPB issue 5.5' contains the new risk figures and should be referred to in
conjunction with RPB issue 5, which contains additional information. Table B is now
published in a separate volume. A large proportion of tables previously in the hard
copy are now held on CDROM (which can be found in the inside cover of this
document) or on our extranet site.
The risk results from the SRM are presented as a measure of the absolute risk on the
mainline railway. As with any risk assessment, the results are estimates and should only be
considered as a guide to the overall risk and the relative risk contributions from each of the
125 identified hazardous events. The risk estimates should therefore only be used as an
input into, and not as a substitute for, decision taking.
Version 5.5/May 2008
vi
Introduction
1
Introduction
RSSB works with its members to lead and develop long-term safety strategy, set standards
and monitor and report on the railway industry’s health and safety performance. These roles
and responsibilities are set out in RSSB’s constitution agreement1. An understanding of the
overall risk level and risk profile of the railway is essential to this role. In RSSB, we need to
understand the levels and components of risk to ensure that we address them effectively in
fulfilling our functions. Our members, the railway industry, need risk information at both
network and local levels to help them benchmark their performance and to formulate their
own safety policies and plans. Working together this enables the railway industry to work to
continuously reduce safety risk where reasonably practicable - by removing or controlling the
precursors to accidents and mitigating their consequences.
The SRM was developed by RSSB to provide a structured representation of the causes and
consequences of potential accidents arising from railway operations and maintenance on the
mainline railway (and in other areas where RSSB has a commitment to record and report
accidents). The objectives of the SRM are summarised in Section 2. The SRM consists of a
series of fault tree and event tree models representing 125 hazardous events which,
collectively, define the overall level of risk on the mainline railway.
This bulletin has been produced to inform RSSB members and the wider railway industry of
RSSB’s current assessment of the risk profile and the dominant contributors to risk on the
network. The information contained in this document relates to the system-wide risk on the
mainline railway covering all running lines, rolling stock types, locations and stations currently
in use. Risk associated with non-mainline areas, such as with yards, sidings, depots and
station car parks is not included. The system boundaries for the SRM are detailed in section
3. Note that High Speed One is excluded from the scope of the SRM.
The risk estimates presented can be used to provide information for use in risk assessments
and for judging how the risk relating to particular operations compares with and contributes to
the system-wide risk. Risk profiles for specific lines of route and train operating companies
are not provided through the SRM. Without further localised analysis, the information in this
bulletin should not be considered to be representative of the risk for any particular line of
route or train operating company.
The risk estimates presented in this document represent our assessment of the current level
of residual risk on the mainline railway. Residual risk relates to the level of risk remaining
with the current risk control measures in place and with their current degree of effectiveness.
The SRM has been designed to take account of both high-frequency, low-consequence
events (occurring routinely, and for which there is a significant quantity of recorded data) and
low-frequency, high-consequence events (occurring rarely, and for which there is little
recorded data). The results for each hazardous event are presented in terms of the
frequency of occurrence (number of events per year) and the risk (number of fatalities and
weighted injuries per year).
1
Constitution Agreement relating to Rail Safety and Standards Board Limited.
Version 5.5/May 2008
1
Introduction
The hazardous events and precursors are largely the same as for version 5. However, there
are a few new precursors so risk contributions may not be directly comparable from version 5
to 5.5. Discussion on the hazardous event and precursor changes can be found in Appendix
A, Table A2.
The main part of the document sets out:
1.
The objectives of the SRM (page 3).
2.
The new injury weightings for calculating FWIs (page 5).
3.
Total risk on the mainline railway (page 6).
4.
Overall risk profiles (page 10).
5.
Detailed risk profiles (page 14).
6.
Breakdown of risk by precursor groupings (page 29).
Access to the model and its outputs, including details of what is contained on the CD-ROM,
can be found in section 13.
Appendix A contains frequency, consequence and risk estimates for each hazardous event.
Appendix B contains frequency and risk contributions for precursors leading to each
hazardous event. (Note that this is contained within a separate volume).
Appendix C contains risk contributions for grouped cause precursors.
Version 5.5/May 2008
2
SRM objectives
2
SRM objectives
The primary objectives of the SRM are to provide:
•
An understanding of the nature of the current risk on the mainline railway.
•
Risk information and risk profiles relating to the mainline railway.
It is developed and published to support RSSB members, and in particular its purpose is to:
•
Provide risk estimates for use in risk assessments throughout the railway industry.
•
Enable ALARP assessments and cost-benefit analyses to be carried out.
•
Assist in the decision-taking process regarding the merits of technical changes or
modifications and new infrastructure investment.
•
Assist in developing priorities for the Strategic Safety Plan (SSP).2
•
Assist in identifying additional control measures which would reduce risk.
•
Assist in the identification and prioritisation of the revision of Railway Group Standards
(RGS), in terms of their contribution to risk mitigation.
•
Assist in the development of impact assessments for proposed changes to RGS.
•
Assist in prioritising areas for research on the railway.
•
Provide an understanding of the contribution of a particular item of equipment or failure
mode to the overall risk.
•
Assist in the validation and development of Safety Certificates and Safety
Authorisations, as required by the ROGS regulations.
•
Assist in the identification and prioritisation of issues for audit.
2
RSSB The Railway Strategic Safety Plan 2008-2010 (RSSB, January 2008).
Version 5.5/May 2008
3
System Boundaries
3
System Boundaries
The SRM includes the safety risk from incidents which could occur during the operation and
maintenance of the mainline railway within the boundaries defined in the diagram below.
There have been no changes in scope for version 5.5.
Chart 1.
System Boundaries
IN SRM SCOPE
NOT IN SRM SCOPE
People
People
-
Passengers on trains.
-
SRM does not quantify the
risk to staff due to long term
occupational health issues.
-
Railway workers on trains.
-
Risk associated with terrorist
activity is excluded.
-
MOPs who enter the mainline railway with no legitimate
purpose (eg, trespassers including passengers who enter areas
for which they have no legitimate access).
-
Events occurring on the mainline railway that have the potential
to affect MOPs living or working outside the mainline railway
boundary lines are included.
-
Events associated with vandalism and MOPs falling or
trespassing on the mainline railway are also included.
-
Suicides and MOP assaults are quantified but not included in
the overall results discussion.
Passengers at stations within areas to which they have
legitimate access.
Railway workers at stations.
Railway workers working on or near the line.
Railway workers involved in road traffic accidents while on duty.
Yards, sidings and depots
MOPs (not passengers) outside the mainline railway or
legitimately crossing the mainline railway (ie, on level
crossings).
-
Events occurring within yards,
sidings and depots are not
included within the SRM.
-
(However, those events
relating to the movement of
trains entering and leaving
yards, sidings and depots, and
events relating to the condition
of trains joining the system
from the depots have been
included.)
In stations
-
Non-public areas at stations,
ie. the work side of a ticket
office
-
(However, where a member of
the workforce is assaulted by
a member of the public who is
on the public side of the office
this has been included).
-
Retail outlets within stations.
-
Offices.
On trains
-
All on-train events.
-
All train, movement and non-movement accidents related to the
movement of OTP that occur within possessions.
Events on the mainline railway which affect trains.
Events on the trains which themselves cause events on the
mainline railway, such as a derailment.
In stations
-
All areas associated with the movement of passengers and staff
inside the physical boundaries of stations.
Version 5.5/May 2008
Station toilets.
Everything roadside of
stations (eg, station access
roads, car parks and
forecourts, taxi ranks, etc.).
4
New injury weightings
4
New injury weightings
An important change in this document from previous RPBs is that all FWI figures are based
on a new set of weightings, which came into effect on 1 April 2008. The new weightings
were approved by the RSSB Board following a major research project, and consultation with
the industry, the ORR and the DfT. It is the first time that the weightings have changed since
the use of fatalities and weighted injuries as a measure of railway safety first gained
widespread acceptance in the 1980s.
Table 1 shows the different injury classifications and their associated weightings, as used in
this report. The figures in the weight column represent the number of injuries of each type
that are ‘statistically equivalent’ to one fatality. For example, if an accident resulted in one
fatality and three major injuries, the total FWI arising would be 1.3.
Table 1.
Injury degrees and weightings
Injury degree
Definition
Weight
Fatality
Death occurs within one year of the accident.
1
Major injury
As defined in RIDDOR3 1995 - includes losing
consciousness, most fractures, major dislocations and
hospital stays of 24 hours or more.
10
RIDDOR-reportable
minor injury
Physical injuries that are not major, but which result in
more than three days’ absence from work (for members of
the workforce) or require hospital treatment (for
passengers and members of the public).
200
Non RIDDORreportable minor injury
All other physical injuries.
1000
Class 1 shock /
trauma
Caused by witnessing a fatality or being involved in a
collision, derailment or train fire.
200
Class 2 shock /
trauma
Other causes, such as verbal abuse, near misses and
witnessing non-fatal assaults.
1000
As well as formalising the basis on which shock and trauma is taken into account, the biggest
change is that the least severe minor injuries (those that do not require hospital treatment)
are given less weight than previously. The RSSB Board believes that this more accurately
reflects the value that society places on such events. Because a large number of these less
serious minor injuries are reported each year, the change in weightings has a significant
effect on the risk profile. The RSSB Board has recommended that all plans approved prior to
1 April 2008 are not amended, but that the new weightings are used for all subsequent
assessments of future investments and safety improvement schemes.
3
Health and Safety Executive (1995): Reporting of Injuries, Diseases and Dangerous Occurrences
Regulations (RIDDOR), HMSO
Version 5.5/May 2008
5
Total risk on the mainline railway
5
Total risk on the mainline railway
This section presents the overall risk results for the 125 hazardous events on the mainline
railway which are considered within the SRM. The risk results are separated into train
accidents, movement accidents and non-movement accidents (Table 2), and are also
presented in terms of passenger, workforce and MOP (Table 3).
The total risk from the 125 hazardous events, excluding suicides, and assaults to passengers
and members of the public,4 is assessed to be 137.4 FWI per year (69.7 fatalities per year,
463.5 major injuries per year, 11,050 minor injuries per year and 1,486 shock/trauma events
per year). These total risk estimates are broken down by accident category and injury type in
Table 2. The risk figures in FWI per year from SRMv5 are also provided for comparison. It
should be noted that train accidents, with the exception of train fires, have not been reanalysed for SRMv5.5.
Table 2.
Total risk by accident category (excluding suicides, and passenger and MOP
assaults)
SRM Version 5.5
SRM Version 5
FWI/yr
Fatalities/yr
Major
injuries
/yr
Minor
Injuries/yr
Shock/
trauma
/yr
FWI/yr
(new
weightings)
FWI/yr (old
weightings)
9.5
7.5
15.2
95.6
0.0
9.6
9.6
Accident Category
Train Accidents (excl.
OTP)
Movement Accidents
(excl. OTP and
Trespass)
Non-movement
Accidents (excl. OTP,
Trespass and
Passenger & MOP
Assault)
25.0
13.5
71.6
1,949.9
281.4
26.2
33.6
59.8
8.8
347.2
8,956.8
1,172.7
59.0
94.5
On-track Plant (OTP inside possession)
excluding trespass
0.5
0.2
2.1
17.3
0.1
0.4
0.5
Trespass
42.6
39.6
27.4
30.5
31.5
44.8
44.8
Total
137.4
69.7
463.5
11,050.1
1,485.6
139.9
182.9
Table 2 indicates that when compared to the version 5 results, there has been a continued
reduction in risk from train accidents, movement accidents, and trespass. There is a slight
increase in the risk from the non-movement accidents and on-track plant (OTP). The key
factors that cause the differences in the predicted levels of risk between version 5 and
version 5.5 of the SRM are described in Section 16. There has been a decrease in the
overall risk, from 139.9 FWI/yr (v5 in new weightings) to 137.4 FWI/yr.
4
Whilst physical assaults on members of workforce are believed to be well recorded in SMIS, physical
assault on passengers and members of the public are known to be significantly under-reported. BTP
figures indicate that the number of passenger and public assaults per year is much higher than that
recorded in SMIS (in the region of around 9 FWI/yr). Given the uncertainty of the risk estimates for
passenger and member of public assaults, these have been excluded from the overall risk predictions.
However, for the purpose of train accident analyses, shock/trauma has been included in the minor
injuries category. It has not been possible to extract the proportion of injuries that are shock/trauma
for train accidents for version 5.5 of the SRM. Research to resolve this issue prior to the publication of
version 6 of the SRM has, however, begun.
Version 5.5/May 2008
6
Total risk on the mainline railway
It should be noted that although these figures exclude fatalities and major injuries from
suicide, with the formalisation of the weighting for shock/trauma, they do include minor
injuries and shock/trauma to staff, and shock/trauma to MOP resulting from suicides. The
version 5 figures have been adjusted to include these figures, which is why the version 5
total risk in old weighting (182.9 FWI/yr) differs from the figure quoted in RPB version 5
(182.0 FWI/yr).
Table 3 shows the relative risk to each person category on the railway. Risk to MOPs forms
the greatest proportion of the total risk, at 60.0 FWI/yr. This is due to the large number of
fatalities arising from trespass. The total risk to a passenger is 44.4 FWI/yr and the total risk
to the workforce 33.1 FWI/yr. There has been little change in the risk to each person
category since version 5. The greatest change is to the workforce risk, which has decreased
by 2.3 FWI/yr.
Table 3.
Person
category
Passenger
Workforce
MOP
Total
Total risk by person category (excluding suicides, and passenger and MOP
assaults)
FWI/yr
44.4
33.1
60.0
137.4
Fatalities/yr
10.0
5.2
54.4
69.7
SRM Version 5.5
NonReportable reportable
Major
minor
Minor
injuries/yr injuries/yr
injuries/yr
249.5
1,141.2
3,526.2
163.1
768.1
5,436.8
50.8
68.6
109.3
463.5
1,977.8
9,072.3
SRM V 5
Class 1
Shock/
trauma/yr
0.0
239.1
1.8
240.9
Class 2
Shock/
trauma/yr
139.9
1,101.0
3.9
1,244.8
FWI/yr
(new
weightings)
43.5
35.4
60.9
139.9
Table 4 presents the total FWI/yr for each person category, as well as the FWI/yr from each
accident category. The table illustrates that for passengers and workforce, the greatest
proportion of accident risk is from non-movement accidents. By contrast, most MOP risk,
nearly 40%, arises from movement accidents. Within train accidents, most of the risk is to
passengers and members of the public (4.2 FWI/yr and 4.1 FWI/yr respectively), with only
1.5 FWI/yr risk to the workforce. By contrast, movement accidents are dominated by MOP
risk which accounts for 69% of the movement accident total.
Table 4.
Total risk to each person category from each accident category (excluding
suicides, and passenger and MOP assaults)
HET
HEM
HEN
Total
Passenger
FWI/yr
4.2
10.6
29.6
44.4
Workforce
FWI/yr
1.5
7.2
24.3
33.1
MOP FWI/yr
4.1
39.8
16.1
60.0
Total FWI/yr
9.7
57.7
70.0
137.4
Chart 2 shows the total risk profile for passengers, workforce and members of the public. It
shows that the overall risk is split fairly evenly between passengers, workforce and members
of the public. For both passengers and workforce, major injuries contribute around 50% of
the risk, while fatalities dominate MOP risk (at over 90%).
Version 5.5/May 2008
7
Total risk on the mainline railway
Table A1 in Appendix A presents the frequency, risk and average consequences per
hazardous event. Section 8 provides details of the risk from all hazardous events grouped
into relevant categories, eg slips, trips and falls or trespass. Section 7 provides detailed risk
profiles for the different accident and person categories.
Version 5.5/May 2008
8
Version 5.5/May 2008
MEMBER OF
THE PUBLIC
44%
Fatalities (22.6%)
Reportable Minor Injuries
(11.6%)
WORKFORCE
24%
PASSENGER
32%
Reportable Minor Injuries
(0.6%)
Non-reportable Minor Injuries
(16.4%)
Class 1 Shock/trauma (3.6%)
Class 2 Shock/trauma (3.3%)
Major Injuries (8.5%)
Major Injuries (49.3%)
Fatalities (15.8%)
Non-reportable Minor Injuries
(8%)
Reportable Minor Injuries
(12.9%)
Major Injuries (56.3%)
Total risk = 137.4 FWI/yr
Total risk profile for passengers, workforce and members of the public (excluding suicides, passenger and MOP
assault) -% of total FWI/yr
Fatalities (90.8%)
Chart 2.
Total risk on the mainline railway
Note: chart does not show those injury categories which contribute <0.5% of the risk to each person category eg Class 1
shock/trauma to Passenger.
9
Overall risk profiles
6
Overall risk profiles
In previous versions of the RPB, the overall risk profile has been presented by hazardous
event. However, to give a better level of understanding of the risk, the main types of
hazardous events have been grouped into 17 categories. Combining the hazardous events
in this manner allows those hazardous event types which contribute the greatest proportion
to the total risk to be readily identified. The hazardous events have been combined as
follows:
•
Collisions and derailments: Includes collisions between trains, derailments, collisions
with buffer stops and derailments, but excludes collisions with road vehicles (RV) at
level crossings (LX); these are considered separately.
•
Collision with RV at LX: Includes collision with RVs by passenger trains, nonpassenger trains and OTP.
•
Assaults: Includes assaults on passengers, members of the workforce and MOP.
•
Boarding and alighting: Includes hazardous events related to boarding and alighting
trains while in the station, eg HEM-05: Train door closes on passenger, HEM-06:
Passenger fall between train and platform.
•
Contact with object: Includes hazardous events relating to objects striking
passengers, members of the workforce and MOPs, eg HEM-04: Passengers struck
through train window.
•
Electric shock: All hazardous events related to electric shock to passengers,
members of the workforce or MOPs.
•
Fires, explosions: Includes fire or explosions on trains, in stations and on the mainline
railway.
•
Lean or fall from train in running: All hazardous events relating to injuries caused by
passengers or staff leaning or falling from trains in running.
•
Machinery operation: This category includes hazardous events relating to workforce
injuries eg being trapped in machinery, or burns due to welding.
•
Manual handling: Includes injuries as a result of manual handling by passengers or
staff.
•
Platform edge incidents: Including HEM-08: Passenger fall from platform and struck
by train,HEM-10: Passenger struck by train while on platform.
•
Slips, trips and falls (incl from height): All hazardous events relating to slips, trips
and falls, including from height, for passengers, staff and MOPs.
•
Struck/crushed by large object/structure: Includes hazardous events relating to
structural collapse, injuries from level crossing equipment and so on.
•
Struck/crushed by train: Includes passengers, members of the workforce and MOPs
being struck at level crossings, on the mainline railways and inside possessions.
•
Trespass: Includes all hazardous events relating to trespass on the railway.
•
On train incidents: Includes all hazardous events occurring on board trains (those not
already included in any other category).
Version 5.5/May 2008
10
Overall risk profiles
•
6.1
Other: Includes all other hazardous events which do not fit easily into one of the above
categories.
Discussion
Chart 3 overleaf shows the risk profile (in FWI per year), and indicates the percentage
change in risk from SRMv5, for each of the 17 hazardous event categories. It can be seen
that the greatest contribution to overall risk comes from trespass with 42.6 FWI/yr. This
category is dominated by MOP fatalities and major injuries. The risk from trespass has
reduced by 4.8% from version 5.
The next highest contribution comes from slips, trips and falls with 37.4 FWI/year, with the
greatest proportion of risks occurring to passengers, at 24 FWI/yr. The overall risk from
slips, trips and falls has increased since version 5, by 5.6%. The increase in slips, trips and
falls can be attributed in part to increased numbers of passenger journeys since version 5 of
the SRM (passenger journeys have increased by 5%). The category with the greatest
increase in risk since version 5 is manual handling, which has increased by 24.4%. The
increase in risk from manual handling can be attributed in part to increased data available for
analysis, which enables better assessment of risk. The category with the greatest decrease
in risk is machinery operation, which has reduced by 30.5%. However, as there are only 0.4
FWI/yr in this category, a small change in data, eg one less fatality in five years will cause a
large percentage change in the risk estimate.
The category which presents the highest level of risk to passengers is slips, trips and falls,
with assaults providing the second highest contribution (see footnote in previous chapter
regarding the uncertainty in the assault data). The category which presents the greatest risk
to the workforce is also slips, trips and falls. However, the second highest contribution is
derived from struck/crushed by large object/structure, such as dropped rail, machinery and
so on. The risk to MOPs is dominated by trespass, followed by struck/crushed by train.
It can be seen that most of the categories have a level of risk of FWI/yr of >1. Of those
categories which contribute significant amounts to the overall risk, only four exceed 10
FWI/yr (trespass, slips, trips and falls, assaults and stuck/crushed by train). Nine of the 17
categories have FWI/yr <5, including platform edge incidents, collisions with road vehicles at
level crossings and fires/explosions.
Chart 4 shows the combined risk in fatalities per year. It is broadly similar to Chart 3, with
the risk from trespass dominating the fatality risk. The second highest level of fatality risk is
from struck/crushed by train (9.9/yr – excluding trespass). There is also a far smaller
contribution to overall fatalities/yr from assaults and slips, trips and falls compared with
overall FWI-based risk.
The category with the greatest increase in fatality risk since version 5 is slips, trips and falls,
which has increased by 24.8%. Although this is a large percentage increase, there are still
very few fatalities in this category (6.01 fatalities/yr). The category with the greatest
decrease in risk is machinery operation, which has reduced by 45.2%. However, as the
fatality risk is so small (0.1 fatalities/yr) it is likely that this change is due, at least in part, to
data fluctuations. As there are so few fatalities in this category, estimates of fatality risk are
sensitive to a change, hence large percentage changes can arise.
Version 5.5/May 2008
11
Overall risk profiles
Chart 3.
Combined risk profile (FWI/yr) – includes percentage change in risk from version 5
Risk (fatalities and weighted injuries / year)
0
5
10
15
20
25
30
35
Trespass
12.4 (+8.9%)
Struck/crushed by train
10.3 (-4.9%)
Boarding and alighting
8.2 (-6.6%)
Struck/crushed by large object/structure
7.9 (-11.0%)
Train collisions and derailments
5.9 (0.0%)
On-train incidents
5.6 (+4.9%)
Platform edge incidents
3.9 (+9.9%)
Collision with road vehicle at level crossing
3.5 (-0.0%)
Contact with object
2.0
Electric shock
Fires, explosions
(-13.8%)
2.0 0%
1.2 (+24.4%)
1.0 (-7.9%)
0.7
(-7.0%)
Machinery operation
0.4
(-30.5%)
Lean or fall from train in running
0.2
(-4.6%)
Version 5.5/May 2008
50
37.4 (+5.6%)
Assaults
Other
45
42.6 (-4.9%)
Slips, trips and falls (incl from height)
Manual handling
40
Passenger
Workforce
Public
12
Overall risk profiles
Chart 4.
Combined risk profile (fatalities/yr) – includes percentage change in risk from version 5
Risk (fatalities / year)
0
2
4
6
8
10
Trespass
9.9 (-5.3%)
Slips, trips and falls (incl from height)
6.0 (+24.8%)
Train collisions and derailments
4.4 (0%)
Collision with road vehicle at level crossing
3.1 (0%)
Platform edge incidents
2.5 (6.9%)
Electric shock
1.5 (0%)
Assaults
Fires, explosions
Struck/crushed by large object/structure
Other
Lean or fall from train in running
Version 5.5/May 2008
40
39.6 (-5.3%)
Struck/crushed by train
Boarding and alighting
38
1.3 (+21.5%)
1.0 (-39.4%)
0.5 (-6.9%)
0.5 (-26.1%)
0.5 (-6.9%)
0.1 (+10.2%)
Machinery operation
0.1 (-45.2%)
Contact with object
0.0 (-53.0%)
Manual handling
0.0 (0%)
On-train incidents
0.0 (0%)
Passenger
Workforce
Public
13
Detailed risk profiles
7
Detailed risk profiles
7.1
Risk by accident type
Charts 5-8 present the risk profiles for train accidents, movement accidents, non-movement
accidents and trespass incidents respectively. Note that these profiles exclude suicide,
passenger and MOP assaults.5
7.1.1
Train accidents
Chart 5 shows the risk profile for train accidents. The only train accident models that have
been updated as part of SRMv5.5 were those relating to train fires which include:
•
HET-17: Fire on passenger train (in station)
•
HET-18: Fire on passenger train (not in station)
•
HET-20: Fire on non-passenger train
HET-18: Fire on passenger train (not in station) is currently ranked 15th in the train accident
risk profile whereas in RPBv5 it was ranked 13th. In the current data period there has been
a reduction in the frequency of passenger train fires; this has resulted in an 18% decrease in
the risk from 0.0676 FWI/yr to 0.0552 FWI/yr for this hazardous event.
HET-20: Fire on non-passenger train is currently ranked 16th in the train accident risk profile
whereas in RPBv5 it was ranked 10th. In the current data period there has been a marked
reduction in the frequency of non-passenger train fires which has resulted in a 44% decrease
in the risk from 0.0941 FWI/yr to 0.0528 FWI/yr for this hazardous event.
HET-17: Fire on passenger train (in station) is currently ranked 17th in the train accident risk
profile whereas in RPBv5 it was ranked 15th. In the current data period there has been a
slight reduction in the frequency of passenger train fires in stations which has resulted in a
4% decrease in the risk from 0.0440 FWI/yr to 0.0423 FWI/yr for this hazardous event.
Fires have decreased due to a general reduction in vandalism. This may have been due to
initiatives such as improved management of access (eg, more ticket barriers and revenue
protection staff), more CCTV monitoring, the impact of non-smoking legislation, and the
introduction of newer rolling stock with flame retardant upholstery. Fires due to vehicle or
equipment failures may also have reduced due to the introduction of newer passenger rolling
stock, removal of Mark I stock and the refurbishment of HSTs. The effects of replacing older
rolling stock and with newer stock may explain some of the fall in the frequency of freight
train fires.
5
Whilst physical assaults on members of workforce are believed to be well recorded in SMIS, physical
assault on passengers and members of the public are known to be significantly under-reported.
Figures from the BTP indicate the number of passenger and public assaults per year is much higher
than that recorded in SMIS, in the region of around 9 FWIs per year. Given the uncertainty of the risk
estimates for passenger and member of public assaults, these have been excluded from the overall
risk predictions. However, for the purpose of train accident analysis, shock/trauma has been included
in the minor injuries category. It has not been possible to extract the proportion of injuries that are
shock/trauma for train accidents for version 5.5 of the SRM. Research is ongoing that should have
resolved this issue prior to version 6 of the SRM being issued.
Version 5.5/May 2008
14
Detailed risk profiles
It should be noted that the changes in the injury weightings have not had an impact on the
risk from train accident hazardous events.
Version 5.5/May 2008
15
Detailed risk profiles
Chart 5.
Risk profile for train accidents (FWI/yr) – includes percentage change in risk from version 5
0
1
HET-12 Derailment of passenger trains
4
3.03
HET-04 Collision of train with object on line (not resulting in derailment)
0.872
HET-01 Collision between two passenger trains resulting from a SPAD (other than in stations) (with
TPWS)
0.525
HET-11 Non-passenger train collision with road vehicle on level crossing
0.508
0.416
HET-13 FTP Derailment of freight trains on passenger lines outside possession
HET-02NP Collision between a non-passenger train and passenger train resulting from a nonpassenger train SPAD (with TPWS)
HET-09 Collision with buffer stops
3
3.13
HET-10 Passenger train collision with road vehicle on level crossing
HET-03 Collision between two non-passenger trains resulting from a SPAD (with TPWS)
2
0.302
0.191
0.145
HET-13 FTF Derailment of freight trains on freight only lines outside possession
0.109
HET-06 Collision between two passenger trains in station (permissive working)
0.0741
HET-24 Explosion on freight train
0.0693
HET-02P Collision between a passenger train and non-passenger train resulting from a passenger
train SPAD (with TPWS)
0.0571
HET-13 EP Derailment of ECS&Parcels trains on passenger lines
0.0560
HET-18 Fire on passenger train (not in station)
0.0552
(-18.4%)
HET-20 Fire on non-passenger train
0.0528
(-43.8%)
HET-17 Fire on passenger train (in station)
0.0423
(-3.9%)
HET-22 Structural collapse at station
0.0387
HET-26 Collision between a failed train and an assisting train
0.0220
HET-25 Train divisions (not leading to collision)
0.0128
Fatalities
HET-23 Explosion on passenger train 0.00455
Major Injuries
HET-21 Train crushed by structural collapse or large object (not at station) 0.00452
Minor Injuries
Version 5.5/May 2008
16
Detailed risk profiles
7.1.2
Movement accidents
Chart 6 shows the risk profile for the top 20 movement accidents (excluding suicide) in
FWI/yr as well as the change in risk from SRMv5 to SRMv5.5. It can be seen that, overall,
the change in risk is small and that the top 10 hazardous events have shown a decrease in
risk.
The largest risk increase is from HEM-21: Workforce fall between train and platform, which,
with an increase of 0.27 FWI/yr, has more than doubled.
The most significant risk decreases are from:
•
HEM-06: Passenger fall between train and platform has decreased by 0.47 FWI/yr, a
reduction of 19%.
•
HEM-19: Track worker struck/crushed by train has decreased by 0.29 FWI/yr, a reduction
of 11%.
•
HEM-09: Passenger injury while boarding/alighting train has also decreased by 0.27
FWI/yr, a reduction of 7%.
HEM-40 MOP struck by train due to being too close to the platform edge has increased by
615%. This risk estimate has previously relied on a small incident data set. Prior to this
update no more than a single fatality had occurred in any one year. However, in the current
data period, three fatalities occurred in the year 2006/7 and this has resulted in a significant
revision of the risk estimate.
Table A2 provides a complete set of explanations of the change in the hazardous event risk
estimates from SRMv5 to SRMv5.5.
Version 5.5/May 2008
17
Detailed risk profiles
Chart 6.
Risk profile for the top 20 movement hazardous events (excluding suicide) (FWI/yr) – includes percentage change in risk from
version 5
0
2
4
6
7.16
HEM-27 MOP pedestrian struck/crushed by train on level crossing or footpath crossing
HEM-09 Passenger injury w hile boarding/alighting train (platform side)
3.59
HEM-08 Passenger fall from platform and struck by train
2.36
(0%)
HEM-19 Track w orker struck/crushed by train
2.32
(-11.2%)
HEM-06 Passenger fall betw een train and platform
1.11
HEM-05 Train door closes on passenger
0.696
(-7.1%)
(-4.8%)
HEM-38 Passenger injury due to sudden train movement
0.560
(-12.9%)
HEM-10 Passenger struck by train w hile on platform
0.513
(-0.3%)
HEM-14 Workforce (not track w orker) struck/crushed by train
0.504 (+115%)
0.445 (0%)
0.356
(0%)
HEM-23 Train door closes on w orkforce
0.237
(+15.9%)
HEM-01 Passenger injury during evacuation follow ing stopped train
0.236
(+4.6%)
HEM-40 MOP struck by train due to being too close to platform edge
0.184
(+615%)
HEM-18 Train crew hit by object through train w indow
0.175
(+31.5%)
HEM-20 Workforce struck by flying object (includes objects throw n by OTM movements outside
a possession)
HEM-04 Passenger struck by object through train w indow
(-7.0%)
1.19 (-8.0%)
HEM-39 Train crew injury due to sudden train movement
HEM-11 Passenger struck w hile crossing track at station on crossing
(-3.2%)
2.01 (-19.0%)
HEM-16 Workforce injury w hile boarding/alighting train
HEM-21 Workforce fall betw een train and platform
8
0.111 (-56.3%)
0.0774 (-42.1%)
Fatalities
Major Injuries
Minor Injuries
HEM-13 Train overcrow ding
Version 5.5/May 2008
0.0705
(0%)
18
Detailed risk profiles
7.1.3
Non-movement accidents
Chart 7 shows the risk profile for the top 20 non-movement accidents (excluding passenger
and MOP assault) in FWI/yr, as well as the change from SRMv5 to SRMv5.5.
It can be seen that the highest ranked non-movement accident, HEN-14: Passenger slip, trip
or fall, has increased by 1.19 FWI/yr. This is a 5% increase commensurate with the rise in
the number of passenger journeys.
The other hazardous event that shows a significant increase is HEN-68: MOP nontrespasser fall in stations. This has increased by 1.26 FWI/yr, which is eight times the
SRMv5 estimate. This increase is due to the improved segregation of the MOP events from
the passenger events in SRMv5.5.
The second highest ranked non-movement accident, HEN-24: Workforce slip, trip or fall <2m,
has fallen by 0.80 FWI/yr, a reduction of 10%. Two other hazardous events have shown a
significant decrease in risk:
•
HEN-56: Workforce struck by/contact with/ trapped in object not at station, which has
reduced by 0.50 FWI/yr, or 15%,
•
HEN-65: Workforce assault, which has reduced by 0.49 FWI/yr, or 12%.
Table A2 provides a complete set of explanations of the change in the hazardous event risk
estimates from SRMv5 to SRMv5.5.
Version 5.5/May 2008
19
Detailed risk profiles
Chart 7.
Risk profile for the top 20 non-movement hazardous events (excluding passenger and MOP assault and suicides) (FWI/yr) –
includes percentage change in risk from version 5
0
5
10
HEN-24 Workforce slip, trip or fall <2m
7.49
3.34
HEN-45 MOP (non-trespasser) fall/jump from outside onto the mainline railw ay
HEN-56 Workforce struck by/contact w ith/ trapped in object not at station
HEN-62 Passenger on-train incident (excluding sudden train movement & assaults)
2.74 (+14.1%)
2.10
1.42
HEN-74 Workforce manual handling
1.11
HEN-23 Workforce struck by/contact w ith/trapped in object w hile on platform area
1.07
(-2.8%)
(-9.9%)
(+796.8%)
(+27.5%)
(+4.2%)
1.05 (0.0%)
HEN-13 Passenger fall from platform onto track (no train present)
0.810 (+26.1%)
HEN-25 Workforce slip, trip or fall >2m
0.751 (+28.7%)
HEN-10 Passenger electric shock at station (conductor rail)
HEN-46 MOP slip, trip or fall on level crossing or footpath crossing
(-9.7%)
2.93 (-14.6%)
2.78
HEN-30 Workforce electric shock (conductor rail)
0.716 (0.0%)
0.536
(0.0%)
0.403 (-18.2%)
HEN-31 Workforce electric shock (OHL)
0.384
(0.0%)
HEN-26 Workforce struck/crushed by non-train vehicle
0.338
(-17.4%)
Major Injuries
HEN-44 MOP struck / trapped by level crossing equipment or involved in RTA at level crossing
0.318
(-40.9%)
Minor Injuries
Version 5.5/May 2008
30
(+8.5%)
HEN-63 Workforce on-train incident (excluding sudden train movement & assaults)
HEN-55 Passenger struck by/contact w ith/trapped in object at station
25
3.56 (-12.2%)
HEN-65 Workforce assault
HEN-68 MOP non-trespasser fall in stations
20
23.7 (+5.3%)
HEN-14 Passenger slip, trip or fall
HEN-21 Workforce struck/crushed by structural collapse or large object
15
Fatalities
20
Detailed risk profiles
7.1.4
Trespass accidents
Chart 8 shows the risk profile for the trespass hazardous events in FWI/yr as well as the
change from SRMv5 to SRMv5.5.
It can be seen that the highest ranked trespass hazardous event, HEM-25: Adult trespasser
struck/crushed while on the mainline railway, has decreased by 2.34 FWI/yr. This is a
reduction of 8%.
The second highest ranked trespass hazardous event, HEN-38: Adult trespasser electric
shock (conductor rail), has increased by 0.81 FWI/yr (or 17%). The other significant change
is HEM-26: Child trespasser struck/crushed while on mainline railway, which has also
reduced by 1.08 FWI/yr (or 33%).
The chart is dominated by red as these incidents have a very high probability of leading to a
fatality.
As these hazardous events are dominated by fatality risk, which weighs heavily in the FWI
weightings, a small number of incidents in the new data set has in some cases resulted in a
significant revision to previous risk estimates.
Table A2 provides a complete set of explanations of the change in the hazardous event risk
estimates from SRMv5 to SRMv5.5.
Version 5.5/May 2008
21
Detailed risk profiles
Chart 8.
Risk profile for the trespass hazardous events (FWI/yr) – includes percentage change in risk from version 5
0
3
6
HEM-25 Adult trespasser struck/crushed w hile
on the mainline railw ay
5.50 (+17.3%)
HEM-12 Adult/child trespasser struck w hile
crossing track at station
3.50
HEM-26 Child trespasser struck/crushed w hile
on mainline railw ay
(-1.0%)
2.24 (-32.5%)
HEN-71 Adult trespass fall/jump from outside
onto the mainline railw ay
1.25 (+36.9%)
HEN-36 Adult trespasser fall w hile on the
mainline railw ay
1.25
HEM-30 MOP fall w hile riding illegally on train
0.939
0.783
HEN-37 Adult trespasser electric shock (OHL)
HEN-42 Child trespasser electric shock
(conductor rail)
0.694
0.353
(+27.2%)
(+18.5%)
(-1.3%)
0.116
(+123%)
HEN-40 Child trespasser fall w hile on the
mainline railw ay
0.0459
(-44.5%)
HEN-43 Child trespasser electric shock (nontraction supply)
0.000688
HEN-39 Adult trespasser electric shock (nontraction supply)
0.000459
(-19.8%)
(+24.5%)
HEN-72 Child trespasser fall/jump from outside
onto the mainline railw ay
Version 5.5/May 2008
35
25.9 (-8.3%)
HEN-38 Adult trespasser electric shock
(conductor rail)
HEN-41 Child trespasser electric shock (OHL)
25
(-22.2%)
Fatalities
Major Injuries
(-20.4%)
Minor Injuries
22
Detailed risk profiles
7.2
Risk by person type
This section presents the risk to passengers, workforce and MOPs, broken down by
hazardous event. In many cases the risk from a hazardous event includes more than one
person type. However, in this section, only the injuries associated with a single person type
are included. For example HEM-11 Passenger struck while crossing track at station on
crossing includes only the passenger injuries and not the workforce shock and trauma
injuries associated with witnessing the event. This accounts for small differences between
the risk values in this section and those in section 7.1.
7.2.1
Passenger risk
Total passenger risk excluding assault is estimated to be 44.4 FWI/yr. Chart 9 shows the
risk profile for the top 20 passenger hazardous events (excluding assault) in FWI/yr and the
change in risk from SRMv5 to SRMv5.5. HEN-14: Passenger slips, trips and falls remains
the highest contributor to passenger risk at 23.7 FWI/yr (53.5% of total passenger risk).
There are also three other non-movement accidents in the top ten hazardous events for
passenger risk:
•
HEN-62: Passenger on-train incident (excluding sudden train movement & assaults),
which contributes 2.74 FWI/yr.
•
HEN-55: Passenger struck by/contact with/trapped in object at station, which contributes
1.05 FWI/yr.
•
HEN-13: Passenger fall from platform onto track (no train present), which contributes
0.81 FWI/yr.
There are two train accidents in the passenger top ten, HET-12: Derailment of passenger
trains, which contributes 2.57 FWI/yr to passenger risk and HET-10: Passenger train collision
with road vehicle on level crossings, which contributes 0.58 FWI/yr to passenger risk.
There are four movement accidents in the top ten hazardous events for passenger risk, all of
which relate to the platform-train interface:
•
HEM-09: Passenger injury while boarding/alighting train (platform side), which contributes
3.59 FWI/yr.
•
HEM-08: Passenger fall from platform and struck by train, which contributes 2.33 FWI/yr.
•
HEM-06: Passenger fall between train and platform, which contributes 2.01 FWI/yr.
•
HEM-05: Train door closes on passenger, which contributes 0.70 FWI/yr.
HEN-64: Passenger assault is currently estimated to be 8.49 FWI/yr. However the
confidence limits on this estimate are very wide. The reason for this lack of confidence is
that there are two data sources available to estimate the risk from passenger assault: SMIS
and the BTP database, PINS. These sources contain widely different average frequency of
assaults; moreover the PINS data has a further difficulty in that it does not record the
average consequence from assaults. RSSB is currently working on aligning these two data
sources to improve confidence in the estimate of risk from passenger assaults.
Version 5.5/May 2008
23
Detailed risk profiles
Chart 9.
Passenger risk profile for the top 20 passenger hazardous events excluding assault (FWI/yr) – includes percentage change in risk
from version 5
0
3
6
2.74
HEN-62 Passenger on-train incident (excluding sudden train movement & assaults)
2.57
HET-12 Derailment of passenger trains
HEM-08 Passenger fall from platform and struck by train
2.33
HEM-06 Passenger fall betw een train and platform
HEM-05 Train door closes on passenger
HET-10 Passenger train collision w ith road vehicle on level crossing
HEM-38 Passenger injury due to sudden train movement
HEN-10 Passenger electric shock at station (conductor rail)
HEM-10 Passenger struck by train w hile on platform
(0%)
(0%)
1.05 (0%)
0.808 (+26.3%)
0.696 (-4.8%)
0.576 (0%)
0.560 (-12.9%)
0.536 (0%)
0.499 (-0.6%)
HEM-11 Passenger struck w hile crossing track at station on crossing
0.443 (0%)
0.382 (0%)
HEN-15 Passenger fall from overbridge at station
0.293 (0%)
0.236 (+4.6%)
HET-13 FTP Derailment of freight trains on passenger lines outside possession
0.147 (0%)
HET-02NP Collision betw een a non-passenger train and passenger train resulting from a
non- passenger train SPAD (w ith TPWS)
0.121 (0%)
HEN-05 Explosion at station
0.120 (0%)
Version 5.5/May 2008
(+14.1%)
2.01 (-19.0%)
HET-01 Collision betw een tw o passenger trains resulting from a SPAD (other than in
stations) (w ith TPWS)
HEM-01 Passenger injury during evacuation follow ing stopped train
24
3.59 (-7.0%)
HEM-09 Passenger injury w hile boarding/alighting train (platform side)
HEN-13 Passenger fall from platform onto track (no train present)
21
23.7
14.7 (+5.3%)
HEN-14 Passenger slip, trip or fall
HEN-55 Passenger struck by/contact w ith/trapped in object at station
9
Fatalities
Major Injuries
Minor Injuries
24
Detailed risk profiles
7.2.2
Workforce risk
Total workforce risk is estimated to be 33.1 FWI/yr. Chart 10 shows the risk profile for the
top 20 workforce hazardous events in FWI/yr and the change in risk from SRMv5 to
SRMv5.5. As with the passenger risk profile, HEN-24 Workforce slip, trip or fall < 2m is the
highest contributor to workforce risk at 7.49 FWI/yr (22.6% of total workforce risk). The top
10 workforce hazardous events are dominated by non-movement accidents. In addition to
HEN-24, there are six other non-movement accidents in the workforce top ten:
•
HEN-65: Workforce assault which contributes 3.54 FWI/yr.
•
HEN-56: Workforce struck by/contact with/ trapped in object not at station, which
contributes 2.93 FWI/yr.
•
HEN-63: Workforce on-train incident (excluding sudden train movement & assaults),
which contributes 2.78 FWI/yr.
•
HEN-21: Workforce struck/crushed by structural collapse or large object, which
contributes 2.10 FWI/yr.
•
HEN-74: Workforce manual handling, which contributes 1.11 FWI/yr.
•
HEN-23: Workforce struck by/contact with/trapped in object while on platform area, which
contributes 1.07 FWI/yr.
The remaining three of the top ten hazardous events for workforce risk are movement
accidents:
•
HEM-19: Track worker struck/crushed by train, which contributes 2.32 FWI/yr.
•
HEM-16: Workforce injury while boarding/alighting train, which contributes 1.19 FWI/yr.
•
HEM-39: Train crew injury due to sudden train movement, which contributes 1.11 FWI/yr.
HET-12: Derailment of passenger trains is the only train accident in the top 20 hazardous
events for workforce risk. It is currently ranked 15th and contributes 0.41 FWI/yr to total
workforce risk.
Version 5.5/May 2008
25
Detailed risk profiles
Chart 10.
Workforce risk profile for the top 20 workforce hazardous events excluding suicide, trespass and passenger and MOP assault
(FWI/yr) – includes percentage change in risk from version 5
0
2
4
3.54 (-12.7%)
HEN-65 Workforce assault
2.93 (-14.6%)
HEN-56 Workforce struck by/contact w ith/ trapped in object not at station
2.78 (-2.8%)
HEN-63 Workforce on-train incident (excluding sudden train movement & assaults)
2.32 (-11.2%)
HEM-19 Track w orker struck/crushed by train
HEN-21 Workforce struck/crushed by structural collapse or large object
HEM-39 Train crew injury due to sudden train movement
HEN-74 Workforce manual handling
HEN-23 Workforce struck by/contact w ith/trapped in object w hile on platform area
HEM-31 MOP suicide or attempted suicide (open verdict)
HEN-25 Workforce slip, trip or fall >2m
1.19
1.11
(-8.0%)
(-7.1%)
1.11 (+27.5%)
1.07 (+4.2%)
0.950 (+7.7%)
0.751 (0%)
0.716 (0%)
HEM-21 Workforce fall betw een train and platform
0.504 (+115%)
HET-12 Derailment of passenger trains
0.411 (0%)
HEN-31 Workforce electric shock (OHL)
0.384 ( 0%)
HEN-26 Workforce struck/crushed by non-train vehicle
HEN-29 Workforce exposure to hazardous substances (including stings, bites and needle
injuries)
HEM-23 Train door closes on w orkforce
Version 5.5/May 2008
2.10 (-9.9%)
HEN-30 Workforce electric shock (conductor rail)
HEM-14 Workforce (not track w orker) struck/crushed by train
8
7.49 (-9.7%)
HEN-24 Workforce slip, trip or fall <2m
HEM-16 Workforce injury w hile boarding/alighting train
6
0.356 (0%)
0.338 (-17.4%)
0.244 (-28.3%)
0.237 (+15.9%)
Fatalities
Major Injuries
Minor Injuries
26
Detailed risk profiles
7.2.3
Public risk
Total MOP risk excluding suicide, and assault is estimated to be 60.0 FWI/yr. The majority of
MOP risk (42.5 FWI/yr) is related to trespass incidents. Trespass has been discussed in
detail in section 7.1.4. This section focuses on MOP risk excluding suicide, assault and
trespass which contributes a total of 17.5 FWI/yr. Chart 11 shows the risk profile for the top
20 MOP hazardous events in FWI/yr and the change in risk from SRMv5 to SRMv5.5. This
risk profile is dominated by events that occur at level crossings.
The highest ranked hazardous event is HEM-27: MOP pedestrian struck/crushed by train on
level crossing or footpath crossing, which contributes 7.12 FWI/yr (40.7% of the total MOP
risk). The only other movement accident in the top ten for MOP hazardous events is HEM40: MOP struck by train due to being too close to platform edge which contributes 0.18
FWI/yr.
There are five non-movement accidents in the top ten MOP hazardous events:
•
HEN-45: MOP (non-trespasser) fall/jump from outside onto the mainline railway which
contributes 3.33 FWI/yr.
•
HEN-68: MOP non-trespasser fall in stations, which contributes 1.42 FWI/yr.
•
HEN-46: MOP slip, trip or fall on level crossing or footpath crossing, which contributes
0.40 FWI/yr.
•
HEN-44: MOP struck / trapped by level crossing equipment or involved in RTA at level
crossing which contributes 0.32 FWI/yr.
•
HEN-49: MOP exposure to explosion on the mainline railway, which contributes 0.3
FWI/yr.
There are three train accidents in the top ten hazardous events for MOP risk. As you would
expect, two of these are related to level crossings:
•
HET-10: Passenger train collision with road vehicle on level crossings which contributes
2.31 FWI/yr is ranked third.
•
HET-11: Non-passenger train collision with road vehicle on level crossings which
contributes 0.47 FWI/yr is ranked sixth.
Also in the top ten, is HET-04: Collision of train with object on line (not resulting in
derailment), which contributes 0.75 FWI/yr (ranked fifth). The MOP contribution to this
hazardous event comes from vehicles which penetrate the railway boundary and end up foul
of the line and being struck by a train, for example through road traffic accidents or other
causes.
Version 5.5/May 2008
27
Detailed risk profiles
Chart 11.
Member of the public risk profile for the top 20 member of the public hazardous events excluding suicide, trespass and assault
(FWI/yr) – includes percentage change in risk from version 5
0
2
4
3.33 (+8.4%)
HEN-45 MOP (non-trespasser) fall from outside onto the mainline railw ay
2.31 (0%)
HET-10 Passenger train collision w ith road vehicle on level crossing
1.42 (+797%)
HEN-68 MOP non-trespasser fall in stations
HET-04 Collision of train w ith object on line (not resulting in derailment)
HEN-46 MOP slip, trip or fall on level crossing or footpath crossing
HEN-44 MOP struck / trapped by level crossing equipment or involved in RTA at level crossing
HEN-49 MOP exposure to explosion on the mainline railw ay
HEM-40 MOP struck by train due to standing too close to platform edge
HET-12 Derailment of passenger trains
0.748
0.471
0.403 (-18.2%)
0.318 (-39.2%)
0.300
(0%)
0.184 (+633%)
0.145 (0%)
0.115
(0%)
HEN-54 MOP exposure to hazardous substances leakage on the mainline railw ay
0.100
(0%)
HET-03 Collision betw een tw o non-passenger trains resulting from a SPAD (w ith TPWS)
0.0923 (0%)
HET-13 FTP Derailment of freight trains on passenger lines outside possession
0.0915 (0%)
HET-02NP Collision betw een a non-passenger train and passenger train resulting from a nonpassenger train SPAD (w ith TPWS)
0.0694 (0%)
HET-24 Explosion on freight train
0.0579 (0%)
HEN-59 MOP trapped at station
0.0554 (0%)
HET-13 FTF Derailment of freight trains on freight only lines outside possession
Version 5.5/May 2008
(0%)
(0%)
HEN-51 MOP electric shock (OHL)
HET-20 Fire on non-passenger train
8
7.12 (-3.1%)
HEM-27 MOP pedestrian struck/crushed by train on level crossing or footpath crossing
HET-11 Non-passenger train collision w ith road vehicle on level crossing
6
0.0468 (-45.2%)
0.0388
(0%)
Fatalities
Major Injuries
Minor Injuries
28
Grouped precursor contributions
8
Grouped precursor contributions
The precursors for all the hazardous events have been categorised into common groupings
to assist understanding of the risk profile and major risk contributors. A summary table of
these common groupings and their corresponding risk contributions are shown in Table 5.
This provides valuable information to the industry regarding the significant causes of
hazardous events. Precursors, by definition, are the main contributors to the hazardous
events and ultimately lead to harm. Targeting the precursors through effective management
actions will lead to a reduction in risk to all the associated hazardous events.
It should be noted that none of the groups comprise a mutually exclusive set of precursors as
there is overlap between some (ie, one precursor may contribute to more than one group).
SPADs, for example, may share precursors with rolling stock faults, driver error, level
crossings and of course the groups devoted to passenger and non-passenger train SPADs.
Because of this the total risk that would be calculated by summing the risk from each
grouping is different to the total in Table 2.
Tables C1 and C2 provide a more detailed breakdown of the precursor groupings and their
risk contributions expressed in FWI and fatalities per year respectively. An even more
detailed breakdown of the risk contribution of the precursors that feed into the various
hazardous events is shown in Tables C3 and C4 in FWI and fatalities respectively. Table C1
is shown in Appendix C; Tables C2 to C4 are provided on the accompanying CD.
Most of the changes between version 5 and 5.5 are minor, these are discussed below. The
changes are largely related to the update of the risk profile; however some may be due to
improved coding of the precursors.
•
O – Stations represents the highest risk group and the risk associated with them has
increased slightly from 52.07 (FWI/yr) in version 5 (taking account of the revised FWI
weightings) to 55.36 FWI/yr; an increase of 6%. This is mostly due to a redefinition of
two of the pre-cursor sub-groups. Passenger and workforce slip, trip or fall on
platforms or stairs/escalators has been extended to cover all areas of the station (ie
concourse and ramps).
•
L, M & N– Level crossings represent the next highest precursor group in terms of risk.
This risk has reduced slightly compared to version 5 (3%) but is not considered
significant.
•
P – On train incidents is the third highest area, with a slight increase compared with
version 5 (5%). Increased use of the railways with the same capacity will bring
passengers into closer proximity to each other and therefore has the potential to result
in increased risk. On train safety has not historically had great attention. However, this
risk now exceeds train accident risk and therefore might warrant greater attention. A
number of research projects that address on-train safety are underway (e.g. T358
Understanding the risk of on-board accidents).
•
Q – OTP inside possessions has increased by 16%. However, this represents only
an absolute increase of 0.08 FWI/yr. A significant proportion of this increase includes
trespasser risk.
Version 5.5/May 2008
29
Grouped precursor contributions
Table 5.
Group
Grouped precursor risk contributions
Version 5.5
Risk
Contributions
(FWI/year)
Version 5
Risk
Contribution
(FWI/year)
V5 - v5.5
Difference
C
Group Description
Vandalism affecting trains (damage to fencing
excluded)
Track faults - grouped for both passenger and
non-passenger trains
Track faults - passenger trains
D
Track faults - non-passenger trains
0.26
0.26
0.00
E
Passenger train rolling stock faults
3.68
3.60
0.08
F
Non-Passenger train rolling stock faults
0.48
0.57
-0.10
G
Structural failures
0.84
0.84
0.00
H
Passenger train Cat A SPADs
0.47
0.47
0.00
I
Non-Passenger train SPADs
0.19
0.19
0.00
J
Cat D SPADs/ runaways
0.24
0.24
0.00
K
Driver error
1.39
1.39
0.00
11.84
12.25
-0.41
3.52
3.52
0.00
55.36
52.07
3.29
5.94
5.67
0.27
0.56
0.48
0.08
1.45
1.70
-0.24
A
B
L&M
N
Level crossings
Q
Crossings by type
Stations (movement and non-movement
accidents only)
On train incidents (includes crowding, but
excludes assaults)
OTP inside possession
R
Environment
O
P
Version 5.5/May 2008
0.56
0.58
-0.02
2.91
3.09
-0.18
2.65
2.83
-0.18
30
Risk from on-track plant
9
Risk from on-track plant
This section is provided as a quick reference for those within the rail industry who are
interested in on-track plant (OTP) hazardous events.
Table 6 provides an estimation of the event frequency and risk explicitly modelled in
SRMv5.5 as being related to the movement and operation of OTP within possessions. It
shows that approximately 76.2 events per year are related to OTP hazardous events inside
possessions. These incidents contribute approximately 0.565 FWI/yr to the total risk on the
mainline railway (equivalent to 0.4% of the overall risk for SRMv5.5).
Comparing the risk figures with the SRMv5, it can be seen that the risk for OTP movement
and non-movement hazardous events has increased slightly. This increase can be primarily
attributed to improved data which has allowed an improved estimate of the frequency of OTP
related events.
Table 6.
Summary of frequency and risk from OTP hazardous events
Hazardous Event Group
Train accidents
Movement accidents
Non-movement accidents
Total
National average
OTP frequency
(events per year)
61.84
6.25
8.12
76.21
National average
OTP risk
(FWI per year)
0.199
0.216
0.150
0.565
Version 5 risk
(FWI per year new
weightings)
0.199
0.180
0.102
0.481
Chart 12 shows the risk for the top 10 OTP-related hazardous events. These account for
approximately 77% of the total OTP-related risk with approximately 52% of the total being
derived from the top five hazardous events.
Three of the top five are classified as train accidents, leading either to derailment of the OTP,
or a collision between the OTP and a passenger or non-passenger train. Each of these three
events has the potential to lead to catastrophic consequences. However, the level of risk
remains low, as the probability of these catastrophic outcomes is generally low. For
example, the highest train accident risk for OTP-related events (HET-13: FTP OTP,
Derailment of OTP on passenger lines inside possession) has an estimated frequency of
31.8 events per year, but most of these incidents will be slow-speed derailments which do
not obstruct the adjacent line and result in only minor consequences, equating to an average
consequence of only 0.005 FWI/event.
There are only three non-movement accidents in the top 10 shown in Chart 12. This is
consistent with the scope of the OTP modelling, which is concerned with the hazardous
events associated with the movement and operation of OTP only. Only seven of the 32 OTP
hazardous events are non-movement accidents and these are directly related to the
operation of the OTP, such as HEN-21: OTP Track worker struck by load dropped from OTP
inside possession. A list of the risk contributions from all of the OTP-related sub-hazardous
events explicitly modelled within the main SRMv5.5 is presented in Table 7.
Version 5.5/May 2008
31
Risk from on-track plant
Chart 12.
Risk profile for top 10 OTP-related hazardous events (FWI/yr)
0.00
0.03
0.06
0.09
0.081
HET-13 FTP OTP Derailment of OTP on passenger lines inside possession
HEM-25 OTP Adult trespasser struck/crushed by OTP inside possession
0.077
HET-03 OTP Collision between OTP and non-passenger train inside possession
0.046
HET-02NP OTP Collision between OTP and passenger train resulting from OTP
incorrectly outside possession
0.046
HEM-15 OTP Track worker fall from OTP in running inside possession
0.042
0.039
HEN-24 OTP Workforce (OTP train crew) slip, trip or fall <2m inside possession
HEN-30 OTP OTP workforce electric shock (conductor rail) due to movement of OTP
inside possession
HEM-16 OTP OTP workforce fall getting on/off OTP inside possession
HEN-21 OTP Track worker struck by load dropped from OTP inside possession
0.030
0.025
0.023
Train Accident
HEM-14 OTP OTP workforce (not track worker) struck/crushed by OTP inside
possession
Version 5.5/May 2008
Movement Accident
0.023
Non-movement Accident
32
Risk from on-track plant
One of the major changes from SRMv5 is that HEM-25 OTP: Adult trespasser struck/crushed
by OTP inside possession has become the second highest ranked hazardous event,
whereas it was previously ranked fourth. This is the result of a change in the modelling
approach rather than a change in actual risk. The frequency was revised from one event in
nine years to one event in five years in light of recent data. As this is a high-consequence
event, the change in frequency has resulted in a significant change in risk.
The other significant change is HEN-24 OTP: Workforce (OTP train crew) slip, trip or fall <2m
inside possession which is currently ranked sixth (previously 17th). Again, this is the result of
a change in the modelling approach rather than a change in actual risk. The average
frequency of this event has increased from about one event per year in SRMv5 to 3.33
events per year. This frequency is particularly difficult to estimate as the SMIS data does not
explicitly state if slip, trip and fall events are related to the movement and operation of OTP.
Version 5.5/May 2008
33
Risk from on-track plant
Table 7.
Frequency and risk by sub-hazardous event for all OTP hazardous events
Sub-hazardous
event
HET-02NP OTP
HET-03 OTP
HET-04 OTP
HET-09 OTP
HET-11A OTP
HET-11B OTP
HET-11C OTP
HET-13 FTP OTP
HET-13 FTF OTP
HET-20 OTP
HET-21 OTP
HEM-04 OTP
HEM-10 OTP
HEM-11 OTP
HEM-12 OTP
HEM-14 OTP
HEM-15 OTP
HEM-16 OTP
HEM-17 OTP
HEM-18 OTP
HEM-20 OTP
HEM-25 OTP
HEM-26 OTP
HEM-27 OTP
HEM-30 OTP
HEN-21 OTP
HEN-24 OTP
HEN-25 OTP
HEN-30 OTP
Sub-hazardous event description
Collision between OTP and passenger train resulting from OTP incorrectly outside possession
Collision between OTP and non-passenger train inside possession
Collision of OTP with object on line inside possession (not resulting in derailment)
Collision with buffer stops: OTP inside possession
OTP collision with road vehicle on level crossing inside possession: AOCL & ABCL only
OTP collision with road vehicle on level crossing inside possession: open crossings (OC)
OTP collision with road vehicle on level crossing inside possession: other crossings (AHB, FP, MG/MCB/CCTV
& all UWC)
Derailment of OTP on passenger lines inside possession
Derailment of OTP on freight only lines inside possession
Fire on OTP inside possession
OTP crushed by structural collapse or large object inside possession (not at station)
Passenger struck by object through train window due to projection from OTP
Passenger on platform struck by OTP inside possession
Passenger struck while crossing track at station on crossing by a OTP inside a possession
Adult/child trespasser struck while crossing track at station in possession
OTP workforce (not track worker) struck/crushed by OTP inside possession
Track worker fall from OTP in running inside possession
OTP workforce fall getting on/off OTP inside possession
OTP Train crew struck while leaning out of OTP inside possession
OTP Train crew hit by object through OTP window inside possession
Track worker or OTP train driver struck by object disturbed by or thrown from passing train or vehicle inside
possession
Adult trespasser struck/crushed by OTP inside possession
Child trespasser struck/crushed by OTP inside possession
MOP pedestrian struck/crushed by OTP inside possession on level crossing
MOP fall while riding illegally on OTP inside possession
Track worker struck by load dropped from OTP inside possession
Workforce (OTP train crew) slip, trip or fall <2m inside possession
Workforce (OTP train crew) slip, trip or fall >2m inside possession
OTP workforce electric shock (conductor rail) due to movement of OTP inside possession
Version 5.5/May 2008
National
frequency
(events/ yr)
0.050
11.0
16.0
0.067
0.0021
0.00070
Risk
contribution
(FWI/yr)
0.046
0.046
0.00058
0.00032
0.00040
0.00013
0.087
31.8
2.20
0.64
0.000017
0.021
0.0074
0.00074
0
0.12
1.00
3.00
0.10
0.64
0.016
0.081
0.0056
0.0020
0.000020
0.015
0.00057
0.00065
0
0.023
0.042
0.025
0.0016
0.014
1.13
0.20
0.010
0.0051
0.0045
3.96
3.33
0.20
0.090
0.0030
0.077
0.0051
0.0040
0.00062
0.023
0.039
0.0067
0.030
34
Risk from on-track plant
Table 7.
Frequency and risk by sub-hazardous event for all OTP hazardous events
Sub-hazardous
event
HEN-31 OTP
HEN-32 OTP
HEN-35 OTP
Total
Sub-hazardous event description
OTP Workforce electric shock (OHL) (contact with OHL inside possession)
OTP workforce electric shock (non-traction supply) due to OTP contact with buried services inside possession
OTP workforce involved in road traffic accident between OTP and another road vehicle
Version 5.5/May 2008
National
frequency
(events/ yr)
0.090
0.27
0.18
76.2
Risk
contribution
(FWI/yr)
0.016
0.013
0.022
0.56
35
Modelling approach
10
Modelling approach
Refer to the Risk Profile Bulletin version 5 for full details on the modelling approach. The changes for version 5.5 are limited to the normalising
data and two of the key assumptions recorded in Table 14 of RPBv5.
10.1
Normalising Data
The results from SRMv5.5 are based on the following:
Description
Train Miles
v5.5 value
v5 value
Total number of train miles per year
333,389,734
331,272,620
Number of passenger train miles per year
281,079,774
277,587,122
Number of non-passenger train miles per year6
52,309,960
53,685,498
•
•
•
36,927,912
15,180,547
201,500
36,891,860
16,150,439
643,199
2,391,805
2,389,470
Number of freight train miles per year
Number of ECS stock miles per year
Number of parcels train miles per year
Number of freight train miles on freight only lines per
year
Number of freight train miles on passenger lines per
year
6
34,536,107
34,502,391
Comments
Source: Paladin database
v5 represents the figure for 2005
v5.5 represents the figure for 2006
As train miles above
As train miles above
Includes freight, empty coaching stock (ECS) and parcels.
As train miles above
As train miles above
As train miles above
Source: ACTRAFF
6.48% of freight train miles travel on freight only lines
This value is the difference between total freight train
miles and the number of freight train miles travelled on
freight only lines.
Figures may not sum to total exactly due to rounding
Version 5.5/May 2008
36
Modelling approach
Train fire normalising values
653,230
1,973,174
Source: Paladin
v5 represents the figure for 2005
v5.5 represents the figure for P13 05/06 to P12 06/07 (ie
the year from Feb/March 2005 to Feb/March 2006.
Number of DMU passenger stock miles per year
126,172,964
127,884,833
The analysis is based upon a comparison of Paladin train
miles for the various operators with unit mile data from
ATOC.
Number of ELOCO passenger stock miles per year
11,099,239
11,161,665
Number of EMU passenger stock miles per year
127,611,604
121,649,131
Number of HST passenger stock miles per year
15,542,738
14,918,318
Number of DLOCO passenger stock miles per year
DLOCO is based upon an assessment of the journeys that
now use Diesel Locomotives. These are non-HST Diesel
loco hauled train miles
Maintenance normalising values
The v5 figure is based upon an estimate of the number of
RRVs and RMMMs (OTP RPB). The values are:
> No. RRVs: 956
> No. RMMMs: 205
Hours per week per machine is estimated as 18 for 52
weeks per year.
Number of hours per year of on-track plant operation
Version 5.5/May 2008
2,017,080
1,086,696
The v5.5 figure has been derived from the book "On-track
Plant", 2007. The values are:
> No. RRVs: 1786
> No. RMMMs: 369
Hours per week per machine is estimated as 18 for 52
weeks per year.
37
Modelling approach
Number of full time equivalent track workers
Number of full time equivalent track worker hours per
year
30,500
30,500
54,900,000
54,900,000
1,125,000,000
1,078,000,000
Source: Network Rail's timesheet database. There is an
ongoing initiative between RSSB and NR to derive an
improved estimate of track worker hours and hence the
full time equivalent track worker hours.
Based upon 30,500 full time equivalent workers above.
Hours worked are based on a 40 hour week for 45 weeks
per year.
Passenger normalising values
Number of passenger journeys per year
Source: ORR publication, "National Rail Trends Yearbook
v5 represents the figure for 2005
v5.5 represents the figure for 2006/7
Infrastructure normalising values
Total number of NRMI stations
Number of track metres on NRMI
Level crossing numbers
Number of manual gates, manually controlled barriers
and closed circuit television level crossings
Number of automatic half barrier level crossings
Number of automatic barrier crossings locally
monitored
Number of automatic open crossings locally monitored
Number of footpath crossings
Number of open crossings
Number of user-worked crossings with telephone
Number of user-worked crossings
Number of user-worked crossings with miniature
warning lights
Version 5.5/May 2008
Source: RSSB SIDB
The reduction is mainly due to now excluding stations on
the Isle of Wight (the Isle of Wight is outside the scope of
the SRM).
Source: GEOGIS
v5 represents the figure for 2005
v5.5 represents the figure for 2006
2,518
2,523
31,049,202
31,800,637
828
861
v5 figures represent the values in the 2005 version of
Network Rails level crossing census.
451
456
v5.5 figures represent the values in 2007
50
49
128
2,586
63
1,661
1,060
128
2,593
58
1,668
1,551
93
129
The major change to the UWC types is due to the removal
of inactive crossings from the statistics which is believed
to be as a result of surveys conducted to populate the All
Level Crossing Risk Model (ALCRM).
38
Modelling approach
10.2
Key assumptions
The following changes were made to the key assumptions (Table 14 of RPBv5):
•
HETs General: Item 6. Normalising data was updated (see section 10.1 above).
•
HEMs General: Item 1. Normalising data was updated (see section 10.1 above).
•
HEM-27: Item 1. The consequences are averaged across all level crossing types. It is no longer assumed that the difference in nominal
train speeds at different types of level crossing. The data shows that the average consequences across all level crossings are similar.
•
HEN-25: Item 1. The consequences are based on data, it is no longer assumed that there is a greater likelihood of fatality to occur when
falling from a structure or building etc.
Version 5.5/May 2008
39
Data for taking decisions
11
Data for taking decisions
The principles that are applied to decision taking in the GB railway industry are described in
the industry publication Taking safe decisions.7 The document describes how risk
information is used to support judgements about whether or not particular measures are
necessary in order to reduce risk to a level that is as low as is reasonably practicable
(ALARP). There are various ways in which this judgement can be reached. If there is
established good practice, and it is valid and appropriate in the particular circumstances
envisaged, then this suggests that the practice is reasonably practicable. Where no
established good practice exists then the judgement must be based on an estimation of costs
and benefits. Risk estimates and information are used to help decision takers apply the test
of reasonable practicability as outlined in case law:
‘[…] a computation must be made […] in which the quantum of risk is placed on one scale
and the sacrifice involved in the measures necessary for averting the risk (whether in money,
time or trouble) is placed in the other’.8
In practice the ‘sacrifice’ is taken to be the costs of a potential measure and the ‘quantum of
risk’ the safety benefit associated with that measure – a collective risk estimate quantified in
Fatalities and Weighted Injuries (FWIs). The value of preventing a fatality (VPF) is used to
translate the safety benefit to a financial value. The value of the VPF for the calendar year
2008 has been calculated by RSSB from Department for Transport (DfT) guidance to be
£1,652,000. The VPF is calculated annually and is available on the RSSB website.9
The balancing of costs and safety benefits can be undertaken qualitatively or quantitatively.
In many cases, simple inexpensive controls can be adopted on the basis of qualitative
analysis, using professional judgement. However, a more quantitative approach, using
formal cost benefit analysis, may be used to support a judgement where issues are more
complex.
The ORR has produced internal guidance for its inspectors, describing how it believes that
CBA should be undertaken in support of SFAIRP decisions.10 Often decisions involve
investments in measures where costs and benefits will accrue over a number of years.
Therefore all relevant future costs and benefits must be calculated in present-value terms. A
discount rate is chosen to do this, and net present value calculated. The ORR guidance
document describes which discount rates should be used to account for future change in
societal preference for safety.
The document states that:
‘The law imposes health and safety obligations on duty holders because of the benefits this
provides to society. We therefore consider that costs and benefits should be discounted
using public sector discount rates. Future costs and cost savings should be discounted at
7
Rail Safety and Standards Board: Taking Safe Decisions – How Britain’s railways take decisions that
affect safety (RSSB. 2008). www.rssb.co.uk/safety/safety_strategies/sdmoukr.asp
8
Edwards vs. National Coal Board: All England Law Reports. 1949, vol. 1, pp. 743–749.
9
www.rssb.co.uk/safety/safety_strategies/vpf.asp
10
Internal guidance on cost-benefit analysis (CBA) in support of safety-related investment decisions.
Office of Rail Regulation. http://www.rail-reg.gov.uk/upload/pdf/risk-CBA_sdm_rev_guid.pdf
Version 5.5/May 2008
40
Data for taking decisions
3.5% per year for the first 30 years and 3.0% per year for the next 35 years. The value of
future health and safety benefits has a constant utility value over time and is therefore
increased in real terms each year by real GDP per capita growth. Current real GDP per
capita growth is around 2% a year which, coupled with a discount rate of 3.5%, gives an
effective discount rate for health and safety benefits of 1.5% a year for the first 30 years and
1% a year for the next 35 years.’
The document also describes how:
•
The costs of safety measures should include the costs of financing to reflect the cost of
capital to the decision taker where appropriate.
•
All costs and benefits should be in a common price base, meaning that scheme costs
need to be uplifted by 20.9% to reflect indirect taxation, such as VAT.
Note that these figures are those quoted by the ORR at the time of publication of their
guidance document and may be subject to revision. Ultimately the output of a CBA provides
an indication of the relative scale of costs and benefits and is only an input to assist in the
taking of decisions. Judgement must be applied to each individual case. Further guidance
about how to take safety related decisions and how to use the results of a CBA to inform
decision making are provided in Taking safe decisions.
The SRM provides system-wide risk information that duty holders might use as an input to
their risk assessment and analysis activities, and hence CBA. However, duty holders must
ultimately satisfy themselves that any risk estimates they use to support their decisions are
valid given their particular circumstances. SRM templates can be obtained from RSSB to
support this process. These templates can be used to estimate risk from portions of the
network. For example, they can be used to estimate the risk profile of a given train operator.
Version 5.5/May 2008
41
Risk Profile Bulletin updates
12
Risk Profile Bulletin updates
12.1
Update history
Since the issue of version 1 of the RPB in 2001, the RPB has been updated regularly so that
the risk profile remains as current as possible. Version 5.5 of the RPB is the sixth issue, and
the first that is an interim update – ie not a complete update of all hazardous events in the
SRM. The update history up to and including this version is provided below:
Version
Issue Date
Major change (from previous version)
1
January 2001
First version
2
July 2001
3
February 2003
4
January 2005
5
August 2006
Removal of Mk I, inclusion of OTP SRM
5.5
May 2008
Change in FWI weightings
Inclusion of TPWS
Since version 2, the RPB has been issued approximately every 18 months.
12.2
Requirements of HLOS
The government’s white paper Delivering a Sustainable Railway11 sets out the High Level
Output Specification (HLOS). This states the improvements in safety, reliability and capacity
that the government wants the industry to deliver over Control Period 4 (April 2009 to March
2014) along with the Statement of Funds Available (SoFA) to secure these improvements.
The improvements in safety are quoted in terms of a reduction in two safety metrics. These
state that there should be a 3% reduction in the national level of risk to both passengers and
workforce over Control Period 4. The passenger risk is expressed as fatalities and weighted
injuries per million passenger kilometres, whilst the workforce risk is expressed as fatalities
and weighted injuries per million employee hours.
The DfT intends to use the SRM as the primary means of measuring the performance of the
industry against these safety metrics, rather than using a measure of safety performance
based on accident statistics. This is because for the rare high consequence events, it is
difficult statistically to infer actual underlying safety performance by counting the number of
accidents over any given period.
To calculate the baseline risk from which the 3% reduction can be measured, RSSB will
deliver a full update of the SRM at the end of March 2009 (version 6). However, in the
meantime it was recognised that between version 5 (August 2006) and version 6 (March
2009) there would be a significant period where the risk information would become
progressively out of date. Industry stakeholders requested the issue of an interim update to
11
Department for Transport, ‘Delivering a sustainable railway’
Version 5.5/May 2008
42
Risk Profile Bulletin updates
enable company safety plans to be updated with the latest risk information, as detailed in this
document.
12.2.1
Passenger safety metric:
In discussion during the development of the HLOS safety metrics it was agreed that the
passenger safety metric would exclude the risk contribution from verbal assaults on
passengers due to the inconsistency of reporting of these incidents across the industry. This
accounts for around 0.5 FWI/yr. However as noted in section 5, at present there is also
considerable uncertainty around the risk contribution associated with passenger physical
assault, estimated to be around 8 FWI/yr. It is hoped that by the time the HLOS safety
metrics are produced in March 2009 we will be able to have more confidence in the risk
estimate for passenger physical assaults. A research project has been initiated to attempt to
resolve this issue. The derivation of the passenger safety metric is:
Passenger risk (including physical assault) = 52.4 FWI/year – see Table 3 plus 8 FWI/year
for physical assault
Number of passenger km 2007 (estimated) = 48.4 billion – taken from the ORR National Rail
Trends data 2007 – 2008 Q3.
Passenger safety metric is therefore estimated to be:
0.00108 FWI/million passenger km (1.08 FWI/billion passenger km)
Should it not be possible to adequately reconcile the differences between the SMIS data and
the BTP data in the area of physical assault by March 2009, it may be necessary to quote the
passenger safety metric excluding the physical assaults as well as the verbal assaults. This
will require discussion and agreement between the industry, the ORR and the DfT.
12.2.2
Staff safety metric:
Similar to the passenger safety metric it was agreed that the staff metric would exclude the
risk contribution from verbal assaults. This accounts for 0.8 FWI/year.
Staff risk (excluding verbal assaults) = 32.3 FWI/year – see Table 3 minus 0.8 FWI/year for
verbal assault
Number of hours worked = 184 million hours - taken from the 2006 common safety indicators
data
Staff safety metric is therefore estimated to be:
0.176 FWI/million worker hours
It should be noted that there is considerable uncertainty regarding the quantification of the
worker hours. Work is needed to better define the hours to be included in the estimate.
12.3
Future updates
After version 6, a further update of the SRM is required in March 2014 so that the underlying
safety performance over Control Period 4 can be measured. The following chart illustrates a
potential timeline for future updates of the SRM. This timeline shows at least one full update
Version 5.5/May 2008
43
Risk Profile Bulletin updates
of the SRM, half way through Control Period 4 (version 7, September 2011). It may be
appropriate to update more than once over this period for the following reasons:
•
New analyses or analysis methods are incorporated into the SRM or the SRM is
extended to cover new hazardous events beyond the current scope.
•
A significant change in the risk profile becomes apparent due to the introduction of a
new control measure or a significant deterioration in the application of one or more
existing control measures is identified.
If an update to the SRM happens after version 6, then version 6 will need to be recalculated
to take account of any modelling changes, and allow the risk profile over Control Period 4 to
be calculated consistently.
Chart 13.
Timeline for future updates of the SRM and versions of the RPB
12.4
SRM governance
To date, the process for updating the SRM and RPB has been controlled through an internal
RSSB process procedure, and via informal consultation with those known to use the SRM
and its outputs.
In order to facilitate a more structured process for eliciting industry’s views on the
development and use of the SRM, RSSB has established the SRM Practitioners Working
Group (SRMPWG). This comprises a range of industry representatives including Network
Rail, train operators, rolling stock manufacturers, infrastructure maintenance companies and
the ORR. The fundamental purpose of the SRMPWG is to provide governance for changes
to the SRM. This is achieved primarily by engaging the group in the ongoing development
and decision-making on the SRM, and its related outputs (RPB, SRM Templates, etc.)
Version 5.5/May 2008
44
Risk Profile Bulletin updates
The Safety Policy Group (SPG) is the governing body to the SRMPWG; its role is to endorse
any significant changes to the model. It is also intended that during 2008, the SRM will be
subjected to an independent external peer review. This is in order to give the industry and
government confidence in the quality of the outputs from the model and to identify
opportunities to improve it.
Version 5.5/May 2008
45
Access to the model and its outputs
13
Access to the model and its outputs
The SRM has been developed internally within RSSB to meet its own objectives (as
described in section 2) and to provide risk information via the RPB to its members, the wider
railway community and other interested parties.
13.1
The Safety Risk Model
The SRM is a detailed fault tree and event tree analysis model which requires FaultTree+
software and a comprehensive understanding of the model. Due to its complexity, the SRM
is generally not made available in electronic format to users outside RSSB.
13.2
The Risk Profile Bulletin
The outputs of the SRM are made available in a form that will assist members and other
interested parties in undertaking risk assessment without the need to undertake detailed
software-based fault tree and event tree analyses. The outputs from the SRM are presented
in this document and its attached CD-ROM and the extranet.
This new 'interim RPB version 5.5' contains the new risk figures and should be referred to in
conjunction with RPB version 5, which contains additional information. Table B is now
published in a separate volume. A large proportion of tables previously in the hard copy are
now held on CDROM.
13.3
CD-ROM and Extranet
The attached CD-ROM provides all the text, tables and figures contained within version 5.5
of the Risk Profile Bulletin, in electronic format as well as additional information.
The table below provides details of the files contained on the CD-ROM.
Folder
Adobe Acrobat
(*.pdf)
Excel 2000(*.xls)
Description
RPB v5.5
RPB v5.5.pdf
N/A
Sections 1 to 16 of the RPB.
Appendices A-C (tables A1, A2, and C1 only).
RPB v5.5
Appendix B
RPBv5.5 Appendix
B.pdf
N/A
Table B1
RPB v5
RPB v5.pdf
N/A
The previous version of the RPB is included. This new
'interim RPB version 5.5' contains the new risk figures
and should be referred to in conjunction with RPB
version 5, which contains additional information.
Appendix A
N/A
Table A1 v5.5.xls
Frequency and average consequence per year for
each hazardous event including OTP.
Reasons for changes from SRM version 5 to SRM
version 5.5
Table A2 v5.5.xls
Appendix B
N/A
Table B1 v5.5.xls
Risk contributions of precursors that feed into each
hazardous event in FWI, fatalities, majors and minors.
Appendix C
N/A
Table C1 v5.5.xls
Table C2 v5.5.xls
Table C3 v5.5.xls
Table C4 v5.5.xls
Risk contributions for grouped cause precursors
summarised (C1 and C2) and detailed (C3 and C4).
Version 5.5/May 2008
46
Access to the model and its outputs
An extranet site has also been created for v5.5. This contains everything on the CD ROM
plus additional information. See http://www.rssb.co.uk/safety/spr/srmodel.asp.
13.4
Guidance Document
Guidance on the use of the outputs for risk assessments and further output formats are
provided in the published Guidance Note GE/GN856112 available in the Railway Group
Standards catalogue. While it is recognised that the document is out of date (as it refers to
the railway safety case), risk assessment principles embodied within the document still apply.
It is intended that RSSB will be updating the document in 2008.
13.5
Templates
SRM templates can be obtained from RSSB to support this process. These templates can
be used to estimate risk from portions of the network. For example they can be used to
estimate the risk profile of a given train operator.
13.6
Assistance
If you would like any assistance in using SRMv5.5 and its outputs please contact George
Bearfield on 020 7904 7502 or george.bearfield@rssb.co.uk. Site visits can be arranged to
assist you in using the SRM.
12
Railway Safety (2002): Guidance on the preparation of risk assessments within railway safety
cases. Railway Group Guidance Note GE/GN8561. Issue 1, June 2002
Version 5.5/May 2008
47
Contact names and numbers
14
Contact names and numbers
Questions or comments relating to the information presented in this bulletin or regarding the
SRM should be addressed to:
George Bearfield
Safety Risk Assessment Manager
Tel: 020 7904 7502
Internal: 085 77502
george.bearfield@rssb.co.uk
David Griffin
Senior Risk Analyst
Tel: 020 7904 7598
Internal: 085 77598
david.griffin@rssb.co.uk
The Risk Profile Bulletin has been:
Prepared by :
Ben Gilmartin
Chris Harrison
David Griffin
George Bearfield
Jackie Barrett
Katherine Green
Kevin Thompson
Oliver Kneale
Rachel Macaulay
Stuart Archbold
Reviewed by:
Colin Dennis
George Bearfield
Scope and changes to version 5.5 endorsed by:
SRM Practitioners Working Group (SRMPWG)
Safety Policy Group (SPG)
Approved by:
Date:
Colin Dennis
May 2008
Correspondence should be addressed to the above at:
Rail Safety and Standards Board
Floor 4, Evergreen House
160 Euston Road
London
NW1 2DX
Version 5.5/May 2008
48
References
15
References
1.
Constitution Agreement relating to Rail Safety and Standards Board Limited.
2.
RSSB The Railway Strategic Safety Plan 2008-2010 (RSSB, January 2008).
3.
Health and Safety Executive (1995): Reporting of Injuries, Diseases and Dangerous
Occurrences Regulations (RIDDOR), HMSO
4.
Rail Safety and Standards Board: Taking Safe Decisions – How Britain’s railways take
decisions that affect safety (RSSB. 2008).
www.rssb.co.uk/safety/safety_strategies/sdmoukr.asp
5.
Edwards vs. National Coal Board: All England Law Reports. 1949, vol. 1, pp. 743–749
6.
www.rssb.co.uk/safety/safety_strategies/vpf.asp
7.
Internal guidance on cost benefit analysis (CBA) in support of safety-related investment
decisions. Office of Rail Regulation. http://www.rail-reg.gov.uk/upload/pdf/riskCBA_sdm_rev_guid.pdf
8.
Department for transport, ‘Delivering a sustainable railway’
9.
Railway Safety (2002): Guidance on the preparation of risk assessments within railway safety
cases. Railway Group Guidance Note GE/GN8561. Issue 1, June 2002
10.
Ovenstone I. M. (1973) A psychiatric approach to the diagnosis on suicide. British journal of
psychiatry, 123(572), 15-21
11.
Bedford,T, Quigley, J. and Walls, L. (2003) Statistical review of SRM:WP2 Report,
Strathclyde University, Glasgow.
12.
Green, AE and Bourne, AJ Reliability Technology, March 1977.
13.
p.231, Part 1 Report, The Ladbroke Grove Rail Inquiry, the Rt. Hon Lord Cullen PC.
Version 5.5/May 2008
49
List of changes
16 List of changes
A summary of the key differences between versions 5 and 5.5 of the SRM is provided within Table A5. Table 8 below provides an indication of
the changes made to the Risk Profile Bulletin for version 5.5.
Table 8.
V5.5 Section
List of changes
V5 Section Section title
Description of change
General
The risk profiles for train, movement and non-movement accidents have been updated to include the following SRM
version 5.5 modelling changes:
• An update of the data used as the basis of the analysis to the end of September 2006.
• Only a selection of hazardous events have been updated. The SMIS data, which provides the main source of
data for the SRM, was reviewed and it was decided to update only the parts of the model where the risk had
significantly changed. For all other parts of the model the figures from version 5 have been carried forward.
• Risk figures are presented according to the new injury minor injury and shock/trauma weightings. See section 4
for more information on the new weightings.
• Sections 5, 6 and 7 which outline the total risk, overall risk profile and detailed risk profiles have been revised.
The results have been presented so that comparison of risk levels between different types of hazards can be
easily made and to align with the HLOS safety metrics and the RSSB ASPR.
Hazardous Events
updated in v5.5
Approximately half of the Hazardous Events were selected to be updated for v5.5. However these Hazardous Events
represented approximately 95% of the total risk in v5.
HET-17; HET-18; HET-19; HET-20; HEM-01; HEM-02; HEM-04; HEM-05; HEM-06; HEM-09; HEM-10; HEM-12; HEM-16;
HEM-17; HEM-18; HEM-19; HEM-20; HEM-21; HEM-23; HEM-25; HEM-26; HEM-27; HEM-30; HEM-31; HEM-38; HEM39; HEM-40; HEN-13; HEN-14; HEN-21; HEN-22; HEN-23; HEN-24; HEN-25; HEN-26; HEN-27; HEN-29; HEN-36; HEN37; HEN-38; HEN-39; HEN-40; HEN-41; HEN-42; HEN-43; HEN-44; HEN-45; HEN-46; HEN-56; HEN-60; HEN-62; HEN63; HEN-64; HEN-65; HEN-66; HEN-67; HEN-68; HEN-71; HEN-72; HEN-74.
Hazardous Events
not updated
(see v5 for most
recent version)
HET-01; HET-02NP; HET-02P; HET-03; HET-04; HET-05; HET-06; HET-07; HET-08; HET-09; HET-10; HET-11; HET-12;
HET-13; HET-14; HET-15; HET-16; HET-21; HET-22; HET-23; HET-24; HET-25; HET-26; HEM-03; HEM-07; HEM-08;
HEM-11; HEM-13; HEM-14; HEM-15; HEM-22; HEM-24; HEM-29; HEM-32; HEN-01; HEN-02; HEN-03; HEN-04; HEN-05;
HEN-07; HEN-08; HEN-09; HEN-10; HEN-11; HEN-12; HEN-15; HEN-16; HEN-17; HEN-28; HEN-30; HEN-31; HEN-32;
HEN-33; HEN-35; HEN-48; HEN-49; HEN-50; HEN-51; HEN-52; HEN-53; HEN-54; HEN-55; HEN-57; HEN-58; HEN-59;
HEN-61; HEN-73.
Overview
Updated to describe v5.5 changes.
1
1
Introduction
Updated to describe v5.5 changes.
2
2
SRM objectives
No change.
Version 5.5/May 2008
50
List of changes
Table 8.
List of changes
V5.5 Section
V5 Section Section title
Description of change
3
3
No change apart from section layout.
4
Not included New injury weightings New section.
5
4
Total risk on main line Updated to describe v5.5 changes.
railway
6
5
Overall risk profile
Updated to describe v5.5 changes.
7
6
Detailed risk profile
Updated to describe v5.5 changes.
8
7
Breakdown of risk by
precursor groupings
Updated to describe v5.5 changes.
Not updated
8
Individual risk
Not updated for v5.5 – see v5 for most recent version.
Not updated
9
TPWS update
Not updated for v5.5 – see v5 for most recent version.
Not updated
10
Risk reduction from
the removal of Mark I
rolling stock
Not updated for v5.5 – see v5 for most recent version.
9
11
Risk from the
incorporation of the
OTP SRM
Updated to describe v5.5 changes.
Not updated
12
Risk associated with
level crossings
Not updated for v5.5 – see v5 for most recent version.
Not updated
13
Multiple fatality risk: F- Not updated for v5.5 – see v5 for most recent version.
N curve
Not updated
14
Background to SRM
project
Not updated for v5.5 – see v5 for most recent version.
10
15
Modelling approach
Normalising data updated for v5.5 and two key assumptions revised.
11
16
Data for decision
making
Updated to reflect current policy.
12
17
Risk profile bulletin
updates
Updated to reflect current policy.
13
18
Access to the model
and its outputs
Changed to reflect publishing of table B in a separate document and introduction of extranet to download
information.
Version 5.5/May 2008
System boundaries
51
List of changes
Table 8.
List of changes
V5.5 Section
V5 Section Section title
Description of change
14
19
Contact names and
numbers
Updated to reflect current roles and responsibilities.
15
20
References
Updated to describe v5.5 changes.
16
21
List of changes
Updated to describe v5.5 changes.
Appendix A
Appendix A
Table A1
Table A2
FWI/year
Frequency and consequence estimates for each hazardous event presented in FWI per year.
Updated to describe v5.5 changes.
OTP breakdown now incorporated into v5.5 Table A1.
Table A2
Table A1
FWI/event
Frequency and consequence estimates for each hazardous event presented in FWI per event.
Updated to describe v5.5 changes.
OTP breakdown now incorporated into v5.5 Table A2.
Table A3
OTP FWI/event
OTP breakdown is now incorporated into v5.5 Table A2.
Table A4
OTP FWI/year
OTP breakdown is now incorporated into v5.5 Table A1.
Table A5
Table A5
Changes from v5 to
v5.5
Lists the reasons for the variation in risk from v5 to v5.5 of the SRM.
Appendix B
Appendix B Precursor risk
contributions
Updated to describe v5.5 changes.
Precursor contributions to fatalities and weighted injury risk, fatality risk, major injury risk, minor injury risk and
shock/trauma risk presented in FWI per year for each precursor.
An extended version of table B1 on the CD ROM contains risk broken down for Passenger, Workforce and Member of
Public.
Appendix C
Appendix C Grouped cause
precursor risk
contributions
Updated to describe v5.5 changes. The tables in v5.5 are:
Table C1 - summary of the risk contributions from the individual groups in FWI per year.
Table C2 - summary of the risk contributions from the individual groups in fatalities per year.
Table C3 - detailed breakdown of the risk contributions from the individual groups in FWI per year.
Table C4 - detailed breakdown of the risk contributions from the individual groups in fatalities per year.
Not included
Appendix D Individual risk
calculations
Not updated for v5.5 – see v5 for most recent version.
Not included
Appendix E CD ROM user guide
Information on electronic material is now included in section 13.
(separate
volume)
Version 5.5/May 2008
52
Appendix A
Appendix A.
Frequency, consequence and risk estimates for each hazardous event
This appendix presents the 125 hazardous events on the mainline railway, separated into train accidents, movement accidents and nonmovement accidents. For each hazardous event, the risk, frequency and average consequences per event are given, together with its potential
to result in multiple fatality consequences. The frequencies calculated for all the train accident hazardous events relate to the frequencies of all
incidents per year whether or not they lead to an injury. For the movement and non-movement accidents, however, the predicted hazardous
event frequencies relate only to the frequency of the incidents that lead directly to injury. Due to the lack of data for these hazardous events, it
has not been possible to quantify the frequency of all incidents and determine the probability of an injury occurring. The types of frequency
estimate applicable to each hazardous event is identified on each of the tables.
The number of fatalities, major injuries and reportable and non-reportable minor injuries per event are presented in Table A1, for all events
excluding OTP related events. Reasons for variation in reported risk between versions 5 and 5.5 are contained in Table A2.
In order to understand the way in which Table A1 is constructed the derivation of the total risk is as follows (the numbers in brackets relate to
the table column numbers):
Total
Risk
= Frequency x
[Fatalities
+ {0.1 x Major injuries} + {0.005 x (Reportable
minor
+ shock/trauma 1 + {0.001 x
injuries)}
(5)
(3)
(6)+(11) +(16)
(7)+(12) +(17)
(8)+(13) +(18)
(10)+(15) +(20)
(9)+(14) +(19)
(10)+(15) +(20)
FWI/yr
Events/yr
Fats /event
Maj.
inj./event
rep min.
inj./event
Shock/trauma
1 /event
Non-rep min.
inj./event
Shock/trauma
2 /event
Nonreportable
minors
+ Shock/Trauma
2 injuries}]
The notes referred to in column (21) of Table A1 are as follows:
MF Hazardous events with the potential for multiple fatalities.
SF Hazardous events with the potential for single fatalities.
ST1 The injuries from shock/trauma are shock/trauma 1
Version 5.5/May 2008
53
Appendix A
ST2 The injuries from shock/trauma are shock/trauma 2
1
Frequency of all incidents.
2
Frequency of only those incidents leading to injury.
Yes The analysis for the HE has been re-analysed for version 5.5
No The analysis for the HE has not been re-analysed for version 5.5
Information in grey indicates where a hazardous event has been broken down into sub-hazardous event categories, eg HEM-10 is split into
HEM-10A, HEM-10B and HEM-10 OTP. In the main, this is because the consequences per event for the sub–hazardous events are
significantly different from each other.
Version 5.5/May 2008
54
Table A1
H. E. No.
Hazardous event description
HET-01
Collision between two passenger trains resulting from a SPAD
(other than in stations) (with TPWS)
HET-01A
Collision between two passenger trains resulting from a SPAD
(other than in stations) (with TPWS)
HET-01B
Collision between two passenger trains resulting from a Cat D
SPAD / runaway (other than in stations)
HET-02P
Collision between a passenger train and non-passenger train
resulting from a passenger train SPAD (with TPWS)
HET-02PA
Collision between a passenger train and non-passenger train
resulting from a passenger train SPAD (with TPWS)
HET-02PB
Collision between a passenger train and non-passenger train
resulting from a Cat D SPAD / runaway
HET-02NP
Collision between a non-passenger train and passenger train
resulting from a non- passenger train SPAD (with TPWS)
HET-02NPA Collision between a non-passenger train and passenger train
resulting from a non- passenger train SPAD (with TPWS)
HET-02NPB Collision between a non-passenger train and passenger train
resulting from a Cat D SPAD / runaway
HET-02NP
Collision between OTP and passenger train resulting from OTP
OTP
incorrectly outside possession
HET-03
Collision between two non-passenger trains resulting from a
SPAD (with TPWS)
HET-03A
Collision between two non-passenger trains resulting from a SPAD
(with TPWS)
HET-03B
Collision between two non-passenger trains resulting from a Cat D
SPAD / runaway
HET-03 OTP Collision between OTP and non-passenger train inside possession
HET-04
Collision of train with object on line (not resulting in
derailment)
HET-04A
Collision of train with object on line outside possession (not resulting
in derailment)
HET-04 OTP Collision of OTP with object on line inside possession (not resulting
in derailment)
HET-06
Collision between two passenger trains in station (permissive
working)
HET-06A
Collision between two passenger trains in station (permissive
working): rollbacks
HET-06B
Collision between two passenger trains in station (permissive
working): low speed
HET-06C
Collision between two passenger trains in station (permissive
working): potential for high speed
HET-09
Collision with buffer stops
HET-09A
Collision with buffer stops: rollbacks
HET-09B
Collision with buffer stops: low speed
HET-09C
Collision with buffer stops: potential for high speed
HET-09 OTP Collision with buffer stops: OTP inside possession
HET-10
Passenger train collision with road vehicle on level crossing
HET-10A
Passenger train collision with road vehicle on level crossing: AOCL
& ABCL only
HET-10B
Passenger train collision with road vehicle on level crossing: open
crossings (OC)
HET-10C
Passenger train collision with road vehicle on level crossing: other
crossings (AHB, FP, MG/MCB/CCTV & all UWC)
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
-
0.0910
0.4914
0.6305
0
-
3.166
0
-
0.0905
0.4429
0.5634
0
0.0248
0.1289
0
-
5.60E-04
0.0485
0.0671
0.0261
0.0662
0.0853
0
-
0.0110
0.0504
0.0257
0.0653
0.0819
0
-
0.0109
0.0033
0
-
0.2564
0.5102
0
0.0568
0.1480
0.2190
0.1143
0.0188
0.0559
0.9202
0.0460
0.0171
0.0525
11.23
0.0170
0.1908
1.83E-04 3.07E-04
0.0851
0.6988
0.0595
0.1491
0.5709
0.0851
11.00
0.0042
0.0463
0
0
2881.8
3.03E-04
0.8723
0
2865.8
3.04E-04
0.8717
15.97
3.61E-05
12.83
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0.3564
1.473
0.5250
0.2782
0.8692
3.295
0.3228
1.591
0.5137
0.2758
0.8444
0.0336
0.3367
0.0113
0.0025
0.0390
1.465
0.0571
0.0353
1.565
0.0553
0.0037
0.5060
0.0019
0.4167
0.7242
0.3018
0.0927
0.1333
1.061
0.1414
0.2334
0.4897
0.0500
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
(No. /
year)
(No. /
year)
2.81E-05 5.61E-05 1.12E-04
0
-
-
2.68E-05 5.36E-05 1.07E-04
0
-
MF,1,ST1,No
0
-
1.28E-06 2.55E-06 5.11E-06
0
-
MF,1,ST1,No
0.0321
0
-
0.0064
0.0128
0.0256
0
-
0.0452
0.0285
0
-
0.0058
0.0116
0.0232
0
-
MF,1,ST1,No
1.70E-04
0.0052
0.0036
0
-
6.01E-04
0.0012
0.0024
0
-
MF,1,ST1,No
-
0.0491
0.6066
0.3504
0
-
0.0569
0.1137
0.2275
0
-
0
-
0.0246
0.1828
0.1191
0
-
0.0207
0.0413
0.0827
0
-
MF,1,ST1,No
0.2104
0
-
0.0102
0.3330
0.2313
0
-
0.0362
0.0724
0.1448
0
-
MF,1,ST1,No
0.0808
0
-
0.0142
0.0908
0
0
-
0
0
0
0
-
MF,1,ST1,No
0.0012
0
-
0.0316
0.5501
2.329
0
-
0.0757
0.1513
0.3027
0
-
8.83E-05 1.48E-04 5.83E-04
0
-
0.0150
0.1075
4.61E-04
0
-
0.0275
0.0550
0.1100
0
-
MF,1,ST1,No
9.49E-05 1.59E-04 6.27E-04
0
-
0.0051
0.2113
5.62E-04
0
-
0.0482
0.0963
0.1927
0
-
MF,1,ST1,No
0
0
-
0.0115
0.2313
2.328
0
-
0
0
0
0
-
MF,1,ST1,No
0
0.7715
0
-
0
0.1429
21.19
0
-
0.7143
0.2858
1.058
0
-
0
0
0.7715
0
-
0
0.1429
21.07
0
-
0.7143
0.2858
1.057
0
-
SF,1,ST1,No
5.77E-04
0
0
0
0
-
0
0
0.1143
0
-
0
0
0.0011
0
-
SF,1,ST1,No
0.0058
0.0741
0.0146
0.1490
5.399
0
-
0.0067
0.0625
0.9362
0
-
0
0
0
0
-
9.595
8.35E-04
0.0080
0
0
1.235
0
-
0
0
0.3677
0
-
0
0
0
0
-
SF,1,ST1,No
1.037
0.0017
0.0017
0
0
0.2669
0
-
0
0
0.0795
0
-
0
0
0
0
-
SF,1,ST1,No
2.197
0.0293
0.0644
0.0146
0.1490
3.898
0
-
0.0067
0.0625
0.4890
0
-
0
0
0
0
-
MF,1,ST1,No
11.21
4.469
2.420
4.256
0.0667
15.62
4.856
0.0129
8.35E-04
0.0017
0.0321
0.0048
0.1941
0.0885
0.1446
0.0037
0.0040
0.1365
3.19E-04
3.031
0.4299
0.0322
0
0
0.0322
0
0.4343
0.0770
0.3103
0
0
0.3103
0
1.152
0.2071
9.261
0.5749
0.6226
8.063
0
5.215
1.222
0
0
0
0
0
0
0
-
0.0149
0
0
0.0149
0
0.0967
0.0225
0.1334
0
0
0.1321
0.0013
0.0766
0.0171
1.369
0.1713
0.1855
0.9751
0.0372
8.954
2.195
0
0
0
0
0
0
0
-
0
0
0
0
0
2.100
0.2188
0
0
0
0
0
1.863
0.6462
0
0
0
0
0
3.969
1.495
0
0
0
0
0
0
0
-
MF,1,ST1,No
0.6034
0.0083
0.0050
0.0128
0
-
0.1486
0
-
0.0027
0.0081
0.0793
0
-
MF,1,ST1,No
10.16
0.2556
2.596
3.980
0
-
6.611
0
-
1.878
1.209
2.395
0
-
MF,1,ST1,No
3.10E-04 8.88E-04
2.11E-04 4.83E-04
0.3571
0.9448
3.11E-05 6.16E-05
0.0742
0.0594
(No. /
year)
Notes
(-)
SF,1,ST1,No
SF,1,ST1,No
MF,1,ST1,No
SF,1,ST1,No
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
55
Table A1
H. E. No.
HET-11
HET-11A
HET-11B
HET-11C
HET-11A
OTP
HET-11B
OTP
HET-11C
OTP
Hazardous event description
Non-passenger train collision with road vehicle on level
crossing
Non-passenger train collision with road vehicle on level crossing:
AOCL & ABCL only
Non-passenger train collision with road vehicle on level crossing:
open crossings (OC)
Non-passenger train collision with road vehicle on level crossing:
other crossings (AHB, FP, MG/MCB/CCTV & all UWC)
OTP collision with road vehicle on level crossing inside possession:
AOCL & ABCL only
OTP collision with road vehicle on level crossing inside possession:
open crossings (OC)
OTP collision with road vehicle on level crossing inside possession:
other crossings (AHB, FP, MG/MCB/CCTV & all UWC)
HET-12
Derailment of passenger trains
HET-13 FTP Derailment of freight trains on passenger lines outside
possession
HET-13 FTP Derailment of freight trains on passenger lines outside possession
HET-13 FTP Derailment of OTP on passenger lines inside possession
OTP
HET-13 FTF Derailment of freight trains on freight only lines outside
possession
HET-13 FTF Derailment of freight trains on freight only lines outside possession
HET-13 FTF
OTP
HET-13 EP
HET-17
HET-17i
HET-17o
HET-18
HET-18i
HET-18o
HET-20
HET-20A
HET-20 OTP
HET-21
Derailment of OTP on freight only lines inside possession
Derailment of ECS&Parcels trains on passenger lines
Fire on passenger train (in station)
Fire on passenger train interior at station
Fire on passenger train exterior at station
Fire on passenger train (not in station)
Fire on passenger train interior not at station
Fire on passenger train exterior not at station
Fire on non-passenger train
Fire on non-passenger train outside possession
Fire on OTP inside possession
Train crushed by structural collapse or large object (not at
station)
HET-21A
Train crushed by structural collapse or large object outside
possession (not at station)
HET-21 OTP OTP crushed by structural collapse or large object inside
possession (not at station)
HET-22
Structural collapse at station
HET-23
Explosion on passenger train
HET-24
Explosion on freight train
HET-25
Train divisions (not leading to collision)
HET-25A
Train divisions (not leading to collision): in station
HET-25B
Train divisions (not leading to collision): on running line
HET-26
Collision between a failed train and an assisting train
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Notes
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
-
0.4281
0.3871
0.8135
0
-
0.3850
0
-
0.0450
0.1285
0.2930
0
-
MF,1,ST1,No
5.31E-06
0.0262
0
-
0.0023
0.0045
0.0206
0
-
MF,1,ST1,No
0.0032
1.143
0
-
0.3679
0.2417
0.4721
0
-
MF,1,ST1,No
0.0022
0
-
3.05E-04 2.94E-04 6.57E-04
0
-
MF,1,ST1,No
0
-
9.99E-05 9.64E-05 2.15E-04
0
-
MF,1,ST1,No
0.0892
0
-
0.0125
0.0121
0.0269
0
-
MF,1,ST1,No
0.5804
0.4340
9.061
4.106
0
0
-
0.1384
0.0700
0.0650
0.2030
0.0924
0.2234
0
0
-
MF,1,ST1,No
0.0756
0.0376
0.3036
0.1304
0.7738
3.332
0
0
-
0
0
-
MF,1,ST1,No
MF,1,ST1,No
-
0.0291
0.1600
0.6070
0
-
0.0281
0.1012
0.1085
0
-
0
-
0.0265
0.1510
0.3762
0
-
0.0281
0.1012
0.1085
0
-
MF,1,ST1,No
0.0038
0
-
0.0026
0.0090
0.2308
0
-
9.27E-06 2.69E-05 8.14E-06
0
-
MF,1,ST1,No
0.0502
0.0369
0.0013
0.0356
0.1325
0.0548
0.0778
0
0
0
0.0038
0.0937
0.6913
0.0082
0.6830
0.8221
0.3577
0.4644
0
0
0
0.0045
0
0
0
0
0
0
0
0
0
0
0
-
0.0126
0.0402
0.1360
0
0.2649
0.9012
0
0
0.2522
0
0.2649
0.6490
0
0.0104
2.136
0
0.0052
1.591
0
0.0052
0.5442
0.0028
0.0149
0.3441
0.0015
0.0086
0.3315
0.0013
0.0064
0.0126
2.17E-04 2.85E-04 2.88E-04
0
0
0
0
0
0
0
0
0
0
0
-
0.0089
0.0201
0.0079
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0384
0.0767
0.1534
0.0384
0.0767
0.1534
0
0
0
1.77E-05 3.54E-05 7.08E-05
0
0
0
0
0
0
0
0
0
0
0
-
MF,1,ST1,No
0.0038
0.0038
0.0045
0
-
2.00E-04 2.63E-04 2.66E-04
0
-
1.77E-05 3.54E-05 7.08E-05
0
-
MF,1,ST1,No
0
0
0
0
-
1.73E-05 2.25E-05 2.26E-05
0
-
0
0
0
0
-
MF,1,ST1,No
0
0
0
0
0
0
0
-
0
0
0
0
0
0
0
-
0
0
0.0475
0
0
0
0
0
0
0.0950
0
0
0
0
0
0
0.1900
0
0
0
0
0
0
0
0
0
0
0
-
MF,1,ST1,No
MF,1,ST1,No
MF,1,ST1,No
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
-
0.0264
0.0048
1.646
0
-
0.0050
9.14E-04
0
-
0.0088
0.0052
0
-
0.0106
0
0
0
-
4.49E-05 1.64E-05
0
0
0
0
-
1.47E-05 5.36E-06 7.13E-04
0.0162
0
0
0
0
-
0.0018
6.71E-04
0.3424
0.0091
3.129
0.4158
1.998
0.1210
5.133
0.2390
12.35
0.4883
0
0
-
0.3074
0.1131
13.82
31.83
0.0242
0.0026
0.3344
0.0814
0.1098
0.0112
0.2139
0.0251
0.4327
0.0555
0
0
-
9.396
0.0116
0.1094
0.0183
0.0375
0.0694
0
7.192
0.0144
0.1037
0.0175
0.0358
0.0656
2.204
0.0026
0.0056
7.74E-04
0.0017
2.400
12.88
4.643
8.236
151.9
93.95
57.98
28.09
27.46
0.6360
4.13E-04
0.0233
0.0033
3.40E-04
0.0049
3.63E-04
2.49E-04
5.48E-04
0.0019
0.0019
0.0031
10.94
0.0560
0.0423
0.0016
0.0407
0.0552
0.0234
0.0318
0.0528
0.0509
0.0020
0.0045
0.0222
0.0041
1.46E-04
0.0040
0.0261
0.0077
0.0184
0
0
0
0.0038
3.96E-04
11.36
0.0045
1.71E-05
1.153
1.97E-05
0.0100
0.0200
0.0184
13.67
9.000
4.667
0.8571
3.870
0.2277
3.765
9.38E-04
7.33E-04
0.0013
0.0256
0.0387
0.0046
0.0693
0.0128
0.0066
0.0062
0.0220
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
3.110
0.1632
0.5077
0.0014
0.0029
0.0067
0.9392
0.0709
0.0666
2.37E-04 4.80E-04
0.0015
0.1167
0.1014
0.0118
3.04E-06 6.36E-06 1.39E-05
1.964
0.2100
0.4125
0.0011
0.0024
0.0021
0.1858
3.95E-04
0
6.97E-04
0.1858
1.29E-04
0.0872
0.1858
9.139
45.65
0.0257
0.1029
0.1351
0.0013
0.0117
0.0181
3.71E-04 3.48E-04 5.95E-04
0.0079
0.0048
0
0.0048
0.0048
0
0.0031
0
0
5.71E-04 0.0045
0.1770
0
0
0.0101
0.0043
0.0012
0.0031
0.0022
0.0200
0.0200
0.0084
0.0012
0.0012
0
0.1496
0
0
0
0
0
0
0.5848
0.0699
0.2026
0.2233
1.34E-04 3.88E-04 1.18E-04
(-)
MF,1,ST1,Yes
SF,1,ST1,Yes
MF,1,ST1,Yes
MF,1,ST1,Yes
SF,1,ST1,Yes
SF,1,ST1,Yes
SF,1,ST1,No
SF,1,ST1,No
SF,1,ST1,No
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
56
Table A1
H. E. No.
HEM-01
HEM-01A
HEM-01B
HEM-01C
HEM-02
HEM-02A
HEM-02B
HEM-03
HEM-03A
HEM-03B
HEM-04
HEM-04A
HEM-04 OTP
HEM-05
HEM-06
HEM-07
HEM-08
HEM-09
HEM-09A
HEM-09B
HEM-10
HEM-10A
HEM-10B
HEM-10 OTP
HEM-11
HEM-11A
HEM-11 OTP
HEM-12
HEM-12A
HEM-12 OTP
HEM-13
HEM-14
HEM-14A
HEM-14B
HEM-14 OTP
HEM-15
HEM-15A
HEM-15 OTP
Hazardous event description
Passenger injury during evacuation following stopped train
Passenger injury during evacuation following stopped train
(controlled evacuation)
Passenger injury during evacuation following stopped train
(uncontrolled evacuation)
Passenger injury during evacuation following stopped train (due to
overheating of train)
Passenger fall from train in running
Passenger fall from train door in running (slam door)
Passenger fall from train door in running (non-slam door)
Passenger struck while leaning out of train (train in running)
Passenger struck by droplight while leaning out of train (train in
running)
Passenger struck by lineside object (eg. bridge/stanchion) while
leaning out of train
Passenger struck by object through train window
Passenger struck by object through train window other than by
projection from OTP
Passenger struck by object through train window due to projection
from OTP
Train door closes on passenger
Passenger fall between train and platform
Passenger fall out of train onto track at station
Passenger fall from platform and struck by train
Passenger injury while boarding/alighting train (platform side)
Passenger injury while alighting train (platform side)
Passenger injury while boarding train (platform side)
Passenger struck by train while on platform
Passenger struck by train while on platform due to standing too
close to platform edge
Passenger struck by train door while on platform
Passenger on platform struck by OTP inside possession
Passenger struck while crossing track at station on crossing
Passenger struck while crossing track at station on crossing outside
a possession
Passenger struck while crossing track at station on crossing by a
OTP inside a possession
Adult/child trespasser struck while crossing track at station
Adult/child trespasser struck while crossing track at station
Adult/child trespasser struck while crossing track at station in
possession
Passenger crushing caused by crowding on train
Workforce (not track worker) struck/crushed by train
Workforce (not track worker) struck/crushed by train outside
possession
Workforce (not track worker) struck/crushed by train outside
possession (error during coupling)
OTP workforce (not track worker) struck/crushed by OTP inside
possession
Train crew/ track worker fall from train/OTP in running
Train crew fall from train in running outside possession
Track worker fall from OTP in running inside possession
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Notes
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.2385
0.0694
0.1691
0.0750
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0750
0
0
0
0
0
SF,2,ST1,No
17.34
17.25
5.487
5.487
0
0
0
0
0
0
0
0
0.0200
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
0.0172
0.0840
3.24E-04
0
0
0
0
0.0200
0
0
0
0
0
SF,2,ST1,Yes
3.602
10.09
0.0760
2.309
23.76
17.34
6.424
2.923
2.917
15.14
45.79
0.2806
0.7870
101.9
64.61
37.28
2.200
2.154
240.4
154.6
0.1754
0.4722
322.9
177.1
145.8
1.054
0.9573
19.69
10.49
0.1520
0
15.11
7.880
7.227
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.1573
0.2018
0
0.2099
0.3502
0.3502
0
1.95E-04
0
0
1.816
0
4.617
0.5510
0.3502
0.2008
2.725
2.722
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,No
SF,2,ST1,No
0.0028
0.0035
0.1705
0.1702
0.0446
0.0020
0
0
0.0955
9.01E-04
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1.95E-04
0
0
0
0.0027
0.3414
0.3404
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST1,Yes
0
0
0
0
0
0
0
9.90E-04
0
0
0
0
0
MF,2,ST1,No
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3.794
3.789
0.0055
3.348
3.343
0.0049
1.339
1.337
0.0019
0
0
0
SF,2,ST1,Yes
SF,2,ST1,Yes
0
0
0
0.5636
0
0
1.089
0
0
8.305
0
0
0.3758
0
0
0
0.3364
0.2550
0
0.1815
0.0850
0
0.0714
0
0
0.1428
0
0
0.2550
0.2550
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,No
0.0690
0
0
0
0
0
0.0625
0.0625
0.0417
0.0833
0
0
0
0
0
0
SF,2,ST1,No
0.1845
0.0225
0
0
0
0
0
0.0189
0.0340
0.0297
0.0595
0
0
0
0
0
0
SF,2,ST1,No
0.0557
0.1900
0.0423
0.0613
0.0190
0.0423
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0100
0.0100
0
0.4900
0.0900
0.4000
0.2667
0
0.2667
0.9333
0
0.9333
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST1,No
SF,2,ST1,No
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
6.003
1.961
0
0
0
0
0
0
0
0
0.0100
0.0600
0
0
0
1.701
0.6638
3.983
0
0
0.0556
0.0556
0
0.0375
0
0.1250
0.1250
0
0.0375
0
0.1893
0.0625
0.1268
0.1629
0.1249
0.1893
0.0625
0.1268
2.295
2.208
0
0
0
0
0
0.0419
0.0375
0.0375
0.0381
0.0869
0.0036
0.0029
0.0774
0.0621
0.0100
0
0.2666
0.2166
3.555
3.537
0.0213
0.7176
0.0153
0.0100
0.0500
275.7
221.0
0.6841
5.667
460.4
264.1
196.3
7.150
7.000
0.0025
0.0091
0.0136
0.4160
0.0078
0.0093
0.0058
0.0717
0.0731
0.6962
2.011
0.0093
2.357
3.593
2.454
1.139
0.5126
0.5114
0
0.6055
0
2.099
0.3683
0.2113
0.1571
0.1946
0.1944
0.1429
0.0074
0.5114
0.5106
0.0042
0.0770
0.8700
0.8700
5.98E-04
5.72E-04
0.4449
0.4443
0
1.95E-04
0.4262
0.4255
7.43E-04
0.8733
6.49E-04
6.19E-04 2.48E-04
5.580
5.571
0.0081
0.6279
0.6279
0.6279
3.503
3.498
0.0051
0
0
0
10.33
0.7121
0.3400
0.0068
0.5004
0.7788
0.0705
0.3564
0.2648
0.2500
0.2762
0.1221
1.100
0.1000
1.000
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
2.567
1.800
0.0919
0.0082
0.2358
0.0148
0.0409
0
1.839
0.1125
1.001
0.3268
0.1000
0.0761
0.0076
0.0050
0.0250
0.6667
0.3200
0.2134
0.0359
0.7560
0.3333
0.4226
2.533
2.333
0.0931
0.2063
0.0038
0.0177
0.0012
0.0704
0.0688
0.0016
0.0447
0.0028
0.2000
0.2095
21.75
21.73
0.4464
0.4464
0.4457
0.4457
6.49E-04 6.49E-04
(-)
SF,2,ST1,Yes
SF,2,ST1,Yes
SF,2,ST2,No
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST1,Yes
MF,2,ST1,No
SF,2,ST1,No
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
57
Table A1
H. E. No.
Hazardous event description
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
Notes
(-)
HEM-16
HEM-16A
Workforce injury while boarding/alighting train
Workforce injury while alighting train to platform outside possession
281.4
141.0
0.0042
0.0051
1.186
0.7224
0
0
0
0
0
0
0
0
0
0
0
0
7.138
4.685
49.49
29.41
224.5
106.7
0.2129
0.2129
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
HEM-16B
HEM-16C
Workforce injury while alighting train to track outside possession
Workforce injury while boarding train from platform outside
possession
Workforce injury while boarding train from track outside possession
31.66
93.03
0.0049
0.0025
0.1550
0.2351
0
0
0
0
0
0
0
0
0
0
0
0
0.9956
0.9845
6.191
11.16
24.47
80.88
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST2,Yes
12.71
0.0038
0.0485
0
0
0
0
0
0
0.2733
2.186
10.25
0
0
0
0
0
0
SF,2,ST2,Yes
OTP workforce fall getting on/off OTP inside possession
Train crew struck while leaning out of train (train in running)
Train crew struck while leaning out of train outside possession
OTP Train crew struck while leaning out of OTP inside possession
Train crew hit by object through train window
Train crew hit by object through train window outside possession
OTP Train crew hit by object through OTP window inside
possession
Track worker struck/crushed by train
Workforce struck by flying object (includes objects thrown by
OTM movements outside a possession)
Workforce (non-track worker) struck by small flying object disturbed
by or thrown from passing train outside possession
3.000
14.92
14.82
0.1000
37.64
37.00
0.6433
0.0083
0.0021
0.0020
0.0156
0.0047
0.0044
0.0214
0.0250
0.0315
0.0300
0.0016
0.1754
0.1616
0.0138
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5.00E-04
0
5.00E-04
0.0362
0.0275
0.0087
0.2000
0.1341
0.1246
0.0095
0.8707
0.8247
0.0460
0.5434
0.7057
0.7014
0.0043
3.677
3.631
0.0464
2.257
13.96
13.87
0.0857
17.62
17.40
0.2223
0
0.1246
0.1246
0
16.08
16.08
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
4.700
46.13
0.4943
0.0024
2.323
0.1114
0
0
0
0
0
0
0
0
0
0
2.129
8.50E-04
1.747
0.4507
0.3768
4.918
0.7537
40.69
3.494
0.1921
0
0
0
0
0
0
0
0
0
0
MF,2,ST1,Yes
35.00
0.0023
0.0791
0
0
0
0
0
0
0.2518
4.766
30.11
0
0
0
0
0
0
SF,2,ST2,Yes
Track worker struck by flying object disturbed by or thrown from
passing train outside possession
Track worker or OTP train driver struck by flying object disturbed by
or thrown from passing train or vehicle inside possession
Workforce fall between train and platform
Workforce fall out of train onto track at station
Train door closes on workforce
Track worker struck while leaning out of on-track
machine/vehicle
Adult trespasser struck/crushed while on the mainline railway
Adult trespasser struck/crushed while on the mainline railway
outside possession
Adult trespasser struck/crushed by OTP inside possession
Child trespasser struck/crushed while on mainline railway
Child trespasser struck/crushed while on mainline railway outside
possession
Child trespasser struck/crushed by OTP inside possession
MOP pedestrian struck/crushed by train on level crossing or
footpath crossing
MOP pedestrian struck/crushed by train on level crossing: AOCL &
ABCL only
MOP pedestrian struck/crushed by train on level crossing: other
crossing (AHB, MG/MCB/CCTV & all UWC)
MOP pedestrian struck/crushed by train on level crossing: footpath
crossing
MOP pedestrian struck/crushed by OTP inside possession on level
crossing
MOP outside mainline railway struck/crushed as a result of
mainline railway operations
MOP fall while riding illegally on train
MOP fall while riding illegally on train outside possession
MOP fall while riding illegally on OTP inside possession
10.00
0.0029
0.0292
0
0
0
0
0
0
0.1887
0.1355
9.487
0.1887
0
0
0
0
0
SF,2,ST2,Yes
1.126
0.0027
0.0030
0
0
0
0
0
8.50E-04
0.0102
0.0157
1.096
0.0034
0
0
0
0
0
SF,2,ST2,Yes
103.6
0.1000
75.30
0.2000
0.0049
0.1450
0.0032
0.0156
0.5037
0.0145
0.2373
0.0031
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0050
0
1.00E-03
3.182
0.0950
1.345
0.0190
21.14
0
7.184
0.0087
78.98
0
66.96
0.1713
0.7344
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST2,No
SF,2,ST2,Yes
SF,2,ST2,No
38.53
38.33
0.6733
0.6748
25.95
25.87
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.2083
0.2072
20.41
20.31
24.93
24.86
9.021
8.910
2.023
2.013
1.518
1.510
0
0
SF,2,ST1,Yes
0.2000
2.210
2.200
0.3830
1.012
1.015
0.0766
2.237
2.232
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0011
0
0
0.1059
2.420
2.400
0.0649
2.204
2.200
0.1114
0.2060
0.2000
0.0105
0
0
0.0079
0
0
0
0
0
SF,2,ST1,Yes
0.0100
9.005
0.5100
0.7950
0.0051
7.159
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.1429
0.0200
7.433
0.0044
7.004
0.0060
1.144
0
0.6254
0
0.3752
0
0
SF,2,ST1,Yes
0.2182
0.7950
0.1735
0
0
0
0
0
0
0
0
0.0035
0.1801
0.1697
0.0277
0.0152
0.0091
0
MF,2,ST1,Yes
3.782
0.7950
3.007
0
0
0
0
0
0
0
0
0.0600
3.121
2.941
0.4802
0.2626
0.1576
0
MF,2,ST1,Yes
5.000
0.7950
3.975
0
0
0
0
0
0
0
0
0.0794
4.127
3.889
0.6349
0.3472
0.2083
0
MF,2,ST1,Yes
0.0051
0.7950
0.0040
0
0
0
0
0
0
0
0
8.06E-05
0.0042
0.0040
0
MF,2,ST1,Yes
0.0200
0.1180
0.0024
0
0
0
0
0
0
0
0
0
0
4.00E-04
0.0196
0
0
0
SF,2,ST2,No
4.938
4.933
0.0045
0.1902
0.1903
0.1401
0.9393
0.9387
6.24E-04
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.5066
0.7131
0.5063
0.7127
2.12E-04 4.24E-04
2.159
2.157
0.0019
1.430
1.429
0.0015
0.6356
0.6349
6.53E-04
0
0
0
SF,2,ST1,Yes
SF,2,ST1,Yes
HEM-16D
HEM-16 OTP
HEM-17
HEM-17A
HEM-17 OTP
HEM-18
HEM-18A
HEM-18 OTP
HEM-19
HEM-20
HEM-20A
HEM-20B
HEM-20 OTP
HEM-21
HEM-22
HEM-23
HEM-24
HEM-25
HEM-25A
HEM-25 OTP
HEM-26
HEM-26A
HEM-26 OTP
HEM-27
HEM-27A
HEM-27B
HEM-27C
HEM-27 OTP
HEM-29
HEM-30
HEM-30A
HEM-30 OTP
6.45E-04 3.53E-04 2.12E-04
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST1,Yes
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
58
Table A1
H. E. No.
HEM-31
HEM-31A
HEM-31B
HEM-32
HEM-38
HEM-39
HEM-40
Hazardous event description
MOP suicide or attempted suicide (open verdict)
MOP suicide (attempted)
MOP suicide
MOP struck by object from the mainline railway
Passenger injury due to sudden train movement
Train crew injury due to sudden train movement
MOP struck by train due to standing too close to platform edge
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
266.7
48.33
218.3
2.667
98.73
399.3
0.2371
0.8344
0.0698
1.004
0.0025
0.0057
0.0028
0.7750
222.5
3.375
219.1
0.0067
0.5597
1.111
0.1837
0
0
0
0
0
0
0
0
0
0
0
4.294
0
0
0
0
0
0
8.736
0
0
0
0
0
0
86.08
0
0
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
0
0
0
0.5574
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5.454
0
1.231
1.020
0.2112
0
0
42.75
0
2.258
1.835
0.4223
0
0
351.6
0
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
188.2
26.92
161.3
0
0
0.7256
0
218.3
0
218.3
0
0
0
0.1778
31.81
31.81
0
0
0
0
0.0593
9.544
9.544
0
0.9467
0
0
0
1.468
1.468
0
1.515
0
0
0
1.245
0.6118
0.6335
0.4103
0
0
0
Notes
(-)
SF,2,ST1,Yes
SF,2,ST1,Yes
SF,2,ST2,No
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST1,Yes
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
59
Table A1
HEN-01
HEN-02
HEN-03
HEN-04
HEN-05
HEN-07
HEN-08
HEN-09
HEN-10
HEN-11
HEN-12
HEN-13
HEN-14
HEN-14A
HEN-14B
HEN-14C
HEN-14D
HEN-14E
HEN-14F
HEN-14G
HEN-15
HEN-16
HEN-17
HEN-21
HEN-21A
HEN-21 OTP
HEN-22
HEN-23
HEN-24
HEN-24A
HEN-24 OTP
HEN-25
HEN-25A
HEN-25 OTP
HEN-26
HEN-27
HEN-27A
HEN-27B
HEN-27C
HEN-28
HEN-28A
HEN-28B
HEN-28C
HEN-29
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(-)
2.993
0.3000
0.7602
0.2780
0
0
0
0
0
0
0
0.1371
0.4049
0
0
0.4049
0
0
0.2727
0
0
0
0
0
0
0
0
0
0
1.508
0.3722
0
0.2154
0
0
0.1569
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,No
SF,2,ST2,No
MF,2,ST2,No
MF,2,ST2,No
MF,2,ST1,No
SF,2,ST2,No
SF,2,ST2,No
SF,2,ST1,No
SF,2,ST1,No
SF,2,ST2,No
SF,2,ST2,No
SF,2,ST2,Yes
0
0
0
0
0
21.74
0
0
0
0
0
90.23
0
0
0
0
0
0.1916
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST1,No
SF,2,ST2,No
SF,2,ST2,No
21.40
0.3457
1.381
25.41
169.1
168.4
0.6667
3.783
3.727
0.0558
1.937
2.258
0.0549
0.7430
1.460
0.6803
0.4971
0.1047
0.0785
5.014
88.79
1.434
5.236
492.0
926.0
923.7
2.333
7.927
7.824
0.1029
10.99
32.62
0.7930
10.73
21.09
8.333
6.090
1.282
0.9615
79.86
0.1916
0
0
1.503
3.796
3.796
0
0.6328
0.6237
0.0091
0.2000
0
0
0
0
0.3467
0.2533
0.0533
0.0400
0.3284
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
0
0
0
0
2.826
0.1664
0
0.3333
0.5933
0.0285
16.53
1710.1
495.1
498.8
350.8
303.5
1.704
0
0
0
0
0
0.3533
0
0
0
0
0
1.646
61.35
12.85
12.71
25.71
8.200
0.1569
0
0
0
0.0050
0.0250
0
0
0
0
0
0
0
0
0
0
0
0
0
0.3000
0.0200
0
0.0500
0.0500
0
0
0
0
0
0
0
0
0
0
0
0
0
0.7981
0.0800
0.2027
0.0695
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6.017
18.55
0.2083
0.0200
0.3000
0
12.27
47.95
0.4167
0.0525
0.4500
0
0.8466
0.8807
0
0
0
0
0
0
0
0
0
0.1916
0
0
0
0
0
17.06
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.1916
0
0.0705
0
0.1043
0.1043
0
0.2482
0.2478
4.54E-04
0.0989
0
0
0
0
0
0
0
0
0.0449
16.86
0.1978
1.270
4.510
56.10
55.76
0.3333
4.750
4.691
0.0590
2.178
0.5055
0.0123
0.1663
0.3269
0.6933
0.5067
0.1067
0.0800
0.9402
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
Workforce exposure to fire
Lineside fire in station
Fire in station
Workforce exposure to lineside explosion
Explosion at station
Passenger exposure to hazardous substances
Passenger exposed to electrical arcing at station
Passenger electric shock at station (OHL)
Passenger electric shock at station (conductor rail)
Passenger electric shock at station (non-traction supplies)
Passenger at station exposed to smoke or fumes
Passenger fall from platform onto track (no train present)
Passenger slip, trip or fall
Passenger slip, trip or fall (platform)
Passenger slip, trip or fall (stairs)
Passenger slip, trip or fall (escalator)
Passenger slip, trip or fall (station concourse)
Passenger slip, trip or fall while legitimately crossing line on station
crossing
Passenger slip, trip or fall (chair, bench, wheelchair)
Passenger slip, trip or fall (ramps)
Passenger fall from overbridge at station
Passenger fall during evacuation at station
Passenger crushing caused by overcrowding at station
Workforce struck/crushed by structural collapse or large object
3.000
0.4000
0.6667
0.2500
0.0500
3.533
0.2000
0.0667
1.667
0.6667
0.0500
46.00
2664.8
740.8
880.7
498.0
450.8
2.667
0.0124
0.0068
0.0122
0.0425
3.000
0.0062
0.0112
1.000
0.3217
0.0062
0.0075
0.0176
0.0089
0.0087
0.0117
0.0052
0.0081
0.0079
0.0373
0.0027
0.0081
0.0106
0.1500
0.0217
0.0022
0.0667
0.5362
0.0041
3.74E-04
0.8095
23.73
6.446
10.27
2.583
3.633
0.0210
0
0
0.0033
0
0.1000
0
0
0.0667
0.5000
0
0
0.0640
2.137
0.4144
1.723
0
0
0
0
0
0.0300
0
0.2000
0.1767
0.0200
0
0.3333
0.0333
0.0025
6.171
159.8
45.80
65.04
15.18
27.62
0.1569
0
0
0
0
0
0.1774
0.0136
0
0.5000
0.0400
0.0190
21.73
768.9
188.7
305.6
137.5
111.9
0.6494
19.81
72.00
1.667
0.0500
1.000
130.8
0.0056
0.0093
0.1759
0.0531
0.0270
0.0160
0.1109
0.6700
0.2931
0.0027
0.0270
2.097
0
0
0.2083
0
0
0
0.6772
5.284
0.8333
0.0250
0.2500
0
Workforce struck/crushed by structural collapse or large object
Track worker struck by load dropped from OTP inside possession
Workforce trapped in machinery
Workforce struck by/contact with/trapped in object at station
Workforce slip, trip or fall <2m
Workforce (other than OTP train crew) slip, trip or fall <2m
Workforce (OTP train crew) slip, trip or fall <2m inside possession
Workforce slip, trip or fall >2m
Workforce (other than OTP train crew) slip, trip or fall >2m
Workforce (OTP train crew) slip, trip or fall >2m inside possession
Workforce struck/crushed by non-train vehicle
Workforce burns due to welding etc
Workforce burn due to electrical short circuit
Workforce burn due to welding or flame cutting
Workforce burn due to other causes
Workforce exposure to arcing
Workforce burn due to/exposure to arcing (conductor rail)
Workforce burn due to/exposure to arcing (OHL)
Workforce burn due to/exposure to arcing (other)
Workforce exposure to hazardous substances (including
stings, bites and needle injuries)
126.9
3.956
7.957
522.3
1150.9
1147.6
3.333
14.93
14.73
0.2000
15.20
35.26
0.8571
11.60
22.80
8.667
6.333
1.333
1.000
81.27
0.0163
0.0058
0.0263
0.0021
0.0065
0.0065
0.0117
0.0503
0.0505
0.0337
0.0222
0.0027
0.0027
0.0027
0.0027
0.0094
0.0094
0.0094
0.0094
0.0030
2.074
0.0229
0.2096
1.072
7.489
7.450
0.0390
0.7507
0.7440
0.0067
0.3376
0.0945
0.0023
0.0311
0.0611
0.0814
0.0595
0.0125
0.0094
0.2442
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Notes
Major
injuries
(No. /
year)
National
average
risk
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
Major
injuries
National
average
cons.
Hazardous event description
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Fatalities
National
average
frequency
H. E. No.
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,No
SF,2,ST2,No
SF,2,ST2,No
SF,2,ST2,Yes
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
60
Table A1
H. E. No.
HEN-30
HEN-30A
HEN-30B
HEN-30 OTP
HEN-31
HEN-31A
HEN-31B
HEN-31 OTP
HEN-32
HEN-32A
HEN-32 OTP
HEN-33
HEN-33A
HEN-33B
HEN-33C
HEN-35
HEN-35A
HEN-35 OTP
HEN-36
HEN-37
HEN-38
HEN-38A
HEN-38B
HEN-39
HEN-40
HEN-41
HEN-42
HEN-43
HEN-44
HEN-44A
HEN-44B
HEN-45
HEN-45A
HEN-45B
HEN-45C
Hazardous event description
Workforce electric shock (conductor rail)
Workforce (other than OTP workforce) electric shock (conductor rail)
due to fall
Workforce (other than OTP workforce) electric shock (conductor rail)
via item/object
OTP workforce electric shock (conductor rail) due to movement of
OTP inside possession
Workforce electric shock (OHL)
Workforce (other than OTP workforce) electric shock (OHL) (direct
contact)
Workforce (other than OTP workforce) electric shock (OHL) (indirect
contact)
OTP Workforce electric shock (OHL) (contact with OHL inside
possession)
Workforce electric shock (non-traction supply)
Workforce (other than OTP workforce) electric shock (non-traction
supply)
OTP workforce electric shock (non-traction supply) due to OTP
contact with buried services inside possession
Workforce asphyxiation / drowning
Workforce asphyxiation in tunnel
Workforce asphyxiation at station
Workforce asphyxiation (drowning)
Workforce involved in road traffic accident whilst on duty
Workforce (other than OTP workforce) involved in road traffic
accident while on duty
OTP workforce involved in road traffic accident between OTP and
another road vehicle
Adult trespasser fall while on the mainline railway
Adult trespasser electric shock (OHL)
Adult trespasser electric shock (conductor rail)
Adult trespasser electric shock (conductor rail) at station
Adult trespasser electric shock (conductor rail) not at station
Adult trespasser electric shock (non-traction supply)
Child trespasser fall while on the mainline railway
Child trespasser electric shock (OHL)
Child trespasser electric shock (conductor rail)
Child trespasser electric shock (non-traction supply)
MOP struck / trapped by level crossing equipment or involved
in RTA at level crossing
MOP struck by road vehicle or involved in RTA at level crossing
MOP struck / trapped by level crossing equipment
MOP (non-trespasser) fall from outside onto the mainline
railway
MOP (non-trespasser) fall from outside onto the mainline railway
from bridge (incl. RTA)
MOP (non-trespasser) fall from outside onto the mainline railway
from wall, bank, roof or fence (incl. RTA)
MOP (non-trespasser) fall from outside onto the mainline railway
from other eg viaduct (incl. RTA)
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Notes
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
5.474
0.3689
0.4911
0.4611
0
0
0
0
0
0
0
0
0
0
SF,2,ST1,No
1.639
5.081
0
0
0
0
0
0
SF,2,ST2,No
0
0.0360
0.0240
0.0300
0
0
0
0
0
SF,2,ST1,No
0.2378
0.1537
1.427
0.9222
0.2017
0.0410
1.311
0.2664
0.1481
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST1,No
0
0.0741
0.4444
0.1580
1.027
0.1481
0
0
0
0
0
SF,2,ST1,No
0
0
0.0100
0.0600
0.0027
0.0173
0
0
0
0
0
0
SF,2,ST1,No
0
0
0
0
0
0
0.0188
0.0134
0.9912
0.9172
0.7878
0.7758
11.69
11.51
0.5583
0.5583
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,No
0
0
0
0
0.0054
0.0741
0.0120
0.1785
0
0
0
0
0
0
SF,2,ST2,No
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0926
0.0426
0
0.0500
0.1617
0.1419
0.1011
0.0426
0.0085
0.0500
0.1470
0.1290
0.0306
0
0.0306
0
0.1069
0.0938
0.0460
0
0.0460
0
1.069
0.9384
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SF,2,ST1,No
0.0218
0
0
0
0
0
0.0198
0.0180
0.0131
0.1309
0
0
0
0
0
0
SF,2,ST1,No
0.0603
0.4388
0.6549
0.6445
0.6663
0.0062
0.0275
0.1302
0.5138
0.0062
0.0227
1.246
0.7835
5.501
2.836
2.665
4.59E-04
0.0459
0.3533
0.6936
6.88E-04
0.3175
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.6526
0.4464
2.374
2.200
0.1739
0
0
0
0
0
0
0.6526
0.6696
5.409
2.800
2.609
0
0
0.1597
0.6750
0
0.1429
5.439
1.116
0.7217
0.2000
0.5217
0.0037
0.4175
1.916
0.1688
0.0056
1.486
8.446
0
1.487
0.8522
0.6352
0.0044
0.7368
0.3193
0.3082
0.0067
3.200
5.912
0
0.9561
0.5478
0.4083
0.0659
0.5157
0.4790
0.1981
0.0989
8.829
0.4351
0
0
0
0
0
0
0
0
0
0.4857
SF,2,ST2,Yes
SF,2,ST1,Yes
1.429
12.57
16.53
0.1460
0.0087
0.2018
0.2085
0.1090
3.336
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.6000
0.1429
0
2.454
0.6286
0.8571
8.553
0.3429
2.857
3.937
0.1143
8.714
1.789
0.2000
0.2857
0.3810
SF,2,ST1,Yes
SF,2,ST2,Yes
11.20
0.2464
2.759
0
0
0
0
0
0
0
0
0
0.6000
2.200
5.400
3.139
0.6609
0
SF,2,ST1,Yes
4.000
0.1015
0.4061
0
0
0
0
0
0
0
0
0
0
0.1905
2.095
0.6234
1.091
0.3810
SF,2,ST1,Yes
1.333
0.1277
0.1702
0
0
0
0
0
0
0
0
0
0
0.0635
1.058
0.1748
0.0368
0
SF,2,ST1,Yes
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
0
0
0
0.5844
0.4611
1.120
0
2.228
0.5533
0
0
0
0.0933
1.120
0
0
0
0
0.0300
0
0
0
0
0
0
0
0
0
0
0.1211
0
0
0
0
0.1781
0.0160
0
0
0
13.67
13.40
0.0098
0.0090
0.1341
0.1211
0
0
0
0
0.2700
0.0483
0.0130
0
0.2702
0.0851
0.0851
0.1000
1.470
1.290
0.3807
0.5500
0.0123
0.5500
0.1211
0.1211
0.1029
0.0468
0.0011
0.0550
0.1780
0.1562
0.1800
0.1211
20.67
1.786
8.400
4.400
4.000
0.0741
1.670
2.714
1.350
0.1111
14.00
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
8.007
1.383
0.0894
0.3373
0.7155
0.4666
0
0
0
0
0
0
6.533
0.0335
0.2186
0
0
0.0900
0.3373
0.0304
0
2.807
1.383
0.1366
0.1781
0.3835
0.2464
1.333
0.0908
0.0900
(-)
SF,2,ST1,No
SF,2,ST2,No
SF,2,ST1,No
SF,2,ST1,Yes
SF,2,ST1,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST1,Yes
SF,2,ST1,Yes
SF,2,ST2,Yes
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
61
Table A1
H. E. No.
HEN-46
HEN-46A
HEN-46B
HEN-48
HEN-49
HEN-50
HEN-51
HEN-52
HEN-53
HEN-54
HEN-55
HEN-56
HEN-57
HEN-58
HEN-59
HEN-60
HEN-61
HEN-62
HEN-63
HEN-64
HEN-65
HEN-66
HEN-67
HEN-68
HEN-71
HEN-71A
HEN-71B
HEN-71C
HEN-72
HEN-72A
HEN-72B
HEN-72C
HEN-73
HEN-74
Hazardous event description
MOP slip, trip or fall on level crossing or footpath crossing
MOP slip, trip or fall on level crossing: other (AHB, MG/MCB/CCTV
& all UWC)
MOP slip, trip or fall on level crossing: open crossing (OC)
MOP exposure to fire on the mainline railway
MOP exposure to explosion on the mainline railway
MOP exposure to electrical arcing
MOP electric shock (OHL)
MOP electric shock (conductor rail)
MOP electric shock (non-traction supplies)
MOP exposure to hazardous substances leakage on the
mainline railway
Passenger struck by/contact with/trapped in object at station
Workforce struck by/contact with/ trapped in object not at
station
Passenger burn (not on train)
MOP injury on bridges/steps/subways (other than in stations)
whilst on the mainline railway
MOP trapped at station
Workforce exposure to noise (not on train)
Passenger exposure to noise (not on train)
Passenger on-train incident (excluding sudden train movement
& assaults)
Workforce on-train incident (excluding sudden train movement
& assaults)
Passenger assault
Workforce assault
MOP assault
MOP fall from platform onto track (no train present)
MOP non-trespasser fall in stations
Adult trespass fall/jump from outside onto the mainline railway
Adult trespass fall/jump from outside onto the mainline railway from
bridge
Adult trespass fall/jump from outside onto the mainline railway from
wall, bank, roof or fence
Adult trespasser fall/jump from outside onto the mainline railway
from other eg viaduct
Child trespasser fall/jump from outside onto the mainline
railway
Child trespass fall/jump from outside onto the mainline railway from
bridge
Child trespass fall/jump from outside onto the mainline railway from
wall, bank, roof or fence
Child trespasser fall/jump from outside onto the mainline railway
from other eg viaduct
Passenger manual handling
Workforce manual handling
Passenger
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Staff
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
MOP
Non Rep. Shock /
Rep.
Trauma
Minor
Minor
injuries injuries
Notes
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
0
0
0
0.1429
0.1253
2.286
2.005
4.541
3.984
8.173
7.171
0.2857
0.2507
SF,2,ST2,Yes
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0175
0
0.2500
0
0.0952
0.0150
0
0.1000
0.2803
0.0250
0.5000
0.0025
0.1905
0.0100
0.0167
0
0.5569
0.0053
0
0.0036
0.0508
0.0150
0.0200
0
1.002
0.0197
0
0.0439
0.3302
0.0100
0.2967
0
0.0350
0
0
0
0
0
0
0
SF,2,ST2,Yes
SF,2,ST2,No
MF,2,ST1,No
SF,2,ST2,No
SF,2,ST1,No
SF,2,ST1,No
SF,2,ST2,No
MF,2,ST1,No
0
20.49
0
51.77
0
617.8
0
0.1863
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,No
SF,2,ST2,Yes
0
0
0
0
0
0
0
0
0
0
0
0
0
0.1778
0
0.6222
0
1.867
0
0
SF,2,ST2,No
SF,2,ST2,No
0
0
0
14.03
0
0
0
0
0
0
0
0
0
0.3304
0
0
0
3.470
0
0.3685
0
0.2000
0
0.1788
0
0
0
0
0.3731
0
0
0
1.788
0
0
0
8.939
0
0
0
0.2332
0
0
0
SF,2,ST2,No
SF,2,ST2,Yes
SF,2,ST2,No
SF,2,ST2,Yes
0
0
0
10.81
104.7
1168.5
5.336
0
0
0
0
0
SF,2,ST2,Yes
83.73
0
0
0
0
0
2260.6
0.2105
0
0
0
0
1536.0
0.3577
0
0
0
0
0
0
0
0
0
0
0
11.48
0
0
0
0
0
109.1
0
0
0
0
0
780.9
0
0.0050
0
0
0.9774
1064.0
0.0424
0.0547
0
0.4103
0
0
0.0520
0.0023
0.7153
0.8011
0
0
1.335
0.2236
5.007
4.356
0
0
4.291
0.9901
26.68
2.477
0
0.1789
97.32
0.3960
64.17
1.305
0
0
63.55
0.0596
2.146
0
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
SF,2,ST2,Yes
0
0
0
0
0
0
0
0
0.4103
0.6154
2.872
1.504
0.5470
0
SF,2,ST1,Yes
0
0
0
0
0
0
0
0
0
0
0.1667
1.167
0.9259
0.7407
0
SF,2,ST2,Yes
0.0510
0
0
0
0
0
0
0
0
0
0
0.0190
0.3174
0.0466
0.0169
0
SF,2,ST1,Yes
0.1234
0.1164
0
0
0
0
0
0
0
0
0
0.0160
0.0654
0.4922
0.2905
0.1956
0
0.2000
0.1380
0.0276
0
0
0
0
0
0
0
0
0
0.0160
0.0160
0.1120
0.0587
0.0213
0
SF,2,ST1,Yes
0.6000
0.1205
0.0723
0
0
0
0
0
0
0
0
0
0
0.0433
0.2784
0.2062
0.1649
0
SF,2,ST2,Yes
0.1429
0.1150
0.0164
0
0
0
0
0
0
0
0
0
0
0.0061
0.1018
0.0256
0.0093
0
SF,2,ST1,Yes
6.000
469.3
0.0185
0.0024
0.1112
1.105
0
0
1.000
0
1.538
0
3.462
0
0
0
0
0
0
3.205
0
79.25
0
388.2
0
0.2547
0
0
0
0
0
0
0
0
0
0
SF,2,ST2,No
SF,2,ST2,Yes
Fatalities
Major
injuries
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5.667
0
43.48
0
258.5
0
10.33
0
0
0
0
0
0
0
1.027
0
5.306
0
0
0
0.0554
0.0053
4.49E-04
2.736
0
0
0
0
0
0
0
16.20
0
0
0.0290
82.95
0
0
0.3043
687.1
0.0022
2.778
0
0
0
5161.1
1862.0
212.1
1.667
98.00
8.733
0.0016
0.0019
0.0017
0.0181
0.0144
0.1434
8.495
3.560
0.3678
0.0301
1.416
1.252
1.200
0
0
0
0
0
30.79
0.2105
0
0
0
0
5.333
0.1711
0.9127
0
3.000
0.0962
0.2887
0.4000
0.1276
0.9429
National
average
frequency
National
average
cons.
National
average
risk
Fatalities
Major
injuries
(Events /
year)
(FWI /
event)
(FWI / year)
(No. /
year)
(No. /
year)
(No. /
year)
(No. /
year)
15.14
13.29
0.0266
0.0266
0.4026
0.3532
0
0
0
0
0
0
1.857
0.0500
0.0500
0.0500
0.6667
0.0500
0.3333
0.0100
0.0266
0.0509
6.000
0.0062
0.1723
0.3217
0.0062
10.00
0.0494
0.0025
0.3000
3.12E-04
0.1149
0.0161
0.0021
0.1000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
317.3
688.8
0.0033
0.0042
1.053
2.926
0
0
6.333
2.667
0.0016
0.0085
0.0104
0.0228
11.33
3.800
0.3333
793.8
0.0049
0.0014
0.0013
0.0034
1282.6
(-)
Table A1: Average predicted fatalities and injuries per year
Version 5.5/May 2008
62
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Train accidents
Collision between two
passenger trains resulting
HET-01
from a SPAD (other than in
stations) (with TPWS)
Collision between a
passenger train and nonHET-02P
passenger train resulting from
a passenger train SPAD (with
TPWS)
Collision between a nonpassenger train and
passenger train resulting from
HET-02NP
a non- passenger train SPAD
(with TPWS)
Collision between two nonHET-03
passenger trains resulting
from a SPAD (with TPWS)
Collision of train with object on
HET-04
line (not resulting in
derailment)
Collision between two
HET-06
passenger trains in station
(permissive working)
Updated
for v5.5
No
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
0.3564
0.5250
0.5250
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
0.3564
0.5250
0.5250
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
These hazardous events have not
been updated for v5.5. Minor injuries
resulting from this type of hazardous
event are all assumed to be
reportable minor injuries. Therefore
the risk for v5.5 under the new
weightings is the same as for v5
under the old weightings.
No
0.0390
0.0571
0.0571
0.0390
0.0571
0.0571
No
0.4167
0.3018
0.3018
0.4167
0.3018
0.3018
No
11.23
0.1908
0.1908
11.23
0.1908
0.1908
No
2881.8
0.8723
0.8723
2881.8
0.8723
0.8723
This hazardous event has not been
updated for v5.5.
No
12.83
0.0741
0.0741
12.83
0.0741
0.0741
This hazardous event has not been
updated for v5.5.
HET-09
Collision with buffer stops
No
11.21
0.1446
0.1446
11.21
0.1446
0.1446
This hazardous event has not been
updated for v5.5.
HET-10
Passenger train collision with
road vehicle on level crossing
No
15.62
3.031
3.031
15.62
3.031
3.031
This hazardous event has not been
updated for v5.5.
HET-11
Non-passenger train collision
with road vehicle on level
crossing
No
3.110
0.5077
0.5077
3.110
0.5077
0.5077
This hazardous event has not been
updated for v5.5.
HET-12
Derailment of passenger
trains
No
9.139
3.129
3.129
9.139
3.129
3.129
This hazardous event has not been
updated for v5.5.
HET-13 FTP
FTP Derailment of freight
trains on passenger lines
outside possession
No
45.65
0.4158
0.4158
45.65
0.4158
0.4158
This hazardous event has not been
updated for v5.5.
Version 5.5/May 2008
63
Table A2
Table A2
HE . No.
HET-13 FTF
HET-13 EP
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
FTF Derailment of freight
trains on freight only lines
outside possession
EP Derailment of
ECS&Parcels trains on
passenger lines
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
No
9.396
0.1094
No
2.400
Updated
for v5.5
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
0.1094
9.396
0.1094
0.1094
This hazardous event has not been
updated for v5.5.
0.0560
0.0560
2.400
0.0560
0.0560
This hazardous event has not been
updated for v5.5.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HET-17
Fire on passenger train (in
station)
Yes
16.83
0.0440
0.0440
12.88
0.0423
0.0423
The changes result from an update of
the data set used for the analysis.
HET-18
Fire on passenger train (not in
station)
Yes
202.3
0.0676
0.0676
151.9
0.0552
0.0552
The changes result from an update of
the data set used for the analysis.
HET-20
Fire on non-passenger train
Yes
41.48
0.0941
0.0941
28.09
0.0528
0.0528
The changes result from an update of
the data set used for the analysis.
HET-21
Train crushed by structural
collapse or large object (not at
station)
No
4.13E-04
0.0045
0.0045
4.13E-04
0.0045
0.0045
This hazardous event has not been
updated for v5.5.
HET-22
Structural collapse at station
No
0.0100
0.0387
0.0387
0.0100
0.0387
0.0387
This hazardous event has not been
updated for v5.5.
HET-23
Explosion on passenger train
No
0.0200
0.0046
0.0046
0.0200
0.0046
0.0046
This hazardous event has not been
updated for v5.5.
HET-24
Explosion on freight train
No
0.0184
0.0693
0.0693
0.0184
0.0693
0.0693
This hazardous event has not been
updated for v5.5.
HET-25
Train divisions (not leading to
collision)
No
13.67
0.0128
0.0128
13.67
0.0128
0.0128
This hazardous event has not been
updated for v5.5.
HET-26
Collision between a failed train
and an assisting train
No
0.8571
0.0220
0.0220
0.8571
0.0220
0.0220
This hazardous event has not been
updated for v5.5.
Yes
1.338
0.2434
0.2254
2.567
0.2598
0.2358
The changes result from an update of
the data set used for the analysis.
Movement accidents
Passenger injury during
HEM-01
evacuation following stopped
train
Version 5.5/May 2008
64
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEM-02
Passenger fall from train in
running
Yes
1.000
0.0634
0.0624
0.7560
0.0711
0.0704
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEM-03
Passenger struck while
leaning out of train (train in
running)
No
2.533
0.0539
0.0447
2.533
0.0539
0.0447
This hazardous event has not been
updated for v5.5.
HEM-04
Passenger struck by object
through train window
Yes
41.03
0.3077
0.1335
21.75
0.1687
0.0774
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEM-05
Train door closes on
passenger
Yes
290.4
1.825
0.7316
275.7
1.737
0.6962
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEM-06
Passenger fall between train
and platform
Yes
204.3
3.099
2.484
221.0
2.679
2.011
The changes result from an update of
the data set used for the analysis.
HEM-07
Passenger fall out of train onto
track at station
No
0.6841
0.0106
0.0093
0.6841
0.0106
0.0093
This hazardous event has not been
updated for v5.5.
HEM-08
Passenger fall from platform
and struck by train
No
5.667
2.360
2.357
5.667
2.360
2.357
This hazardous event has not been
updated for v5.5.
HEM-09
Passenger injury while
boarding/alighting train
(platform side)
Yes
483.3
5.276
3.863
460.4
4.948
3.593
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEM-10
Passenger struck by train
while on platform
Yes
6.703
0.5183
0.5143
7.150
0.5168
0.5126
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEM-11
Passenger struck while
crossing track at station on
crossing
No
0.5114
0.4449
0.4449
0.5114
0.4449
0.4449
This hazardous event has not been
updated for v5.5.
HEM-12
Adult/child trespasser struck
while crossing track at station
Yes
5.000
3.541
3.539
5.580
3.505
3.503
The changes result from an update of
the data set used for the analysis.
Version 5.5/May 2008
65
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEM-13
Passenger crushing caused
by crowding on train
No
10.33
0.1052
0.0705
10.33
0.1052
0.0705
This hazardous event has not been
updated for v5.5.
HEM-14
Workforce (not track worker)
struck/crushed by train
No
0.7121
0.3569
0.3564
0.7121
0.3569
0.3564
This hazardous event has not been
updated for v5.5.
HEM-15
Train crew/ track worker fall
from train/OTP in running
No
1.100
0.0650
0.0613
1.100
0.0650
0.0613
This hazardous event has not been
updated for v5.5.
HEM-16
Workforce injury while
boarding/alighting train
Yes
302.4
2.251
1.290
281.4
2.085
1.1860
The changes result from an update of
the data set used for the analysis.
HEM-17
Train crew struck while
leaning out of train (train in
running)
Yes
28.32
0.1580
0.0508
14.92
0.0878
0.0315
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEM-18
Train crew hit by object
through train window
Yes
48.16
0.3135
0.1334
37.64
0.3102
0.1754
The changes result from an update of
the data set used for the analysis.
The introduction of stock with
laminated windows has meant less
objects are breaking the windows
and causing injuries. However the
objects that are thrown with sufficient
force to break the window are
causing more serious injuries.
Therefore the overall level of risk has
not changed significantly.
HEM-19
Track worker struck/crushed
by train
Yes
4.818
2.619
2.616
4.700
2.326
2.323
The changes result from an update of
the data set used for the analysis.
HEM-20
Workforce struck by flying
object (includes objects
thrown by OTM movements
outside a possession)
Yes
81.00
0.5373
0.2548
46.13
0.2749
0.1114
The changes result from an update of
the data set used for the analysis.
HEM-21
Workforce fall between train
and platform
Yes
74.00
0.4649
0.2342
103.6
0.8225
0.5037
The changes result from an update of
the data set used for the analysis.
HEM-22
Workforce fall out of train onto
track at station
No
0.1000
0.0145
0.0145
0.1000
0.0145
0.0145
This hazardous event has not been
updated for v5.5.
Version 5.5/May 2008
66
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEM-23
Train door closes on
workforce
Yes
68.30
0.4474
0.2047
75.30
0.5052
0.2373
The changes result from an update of
the data set used for the analysis.
HEM-24
Track worker struck while
leaning out of on-track
machine/vehicle
No
0.2000
0.0038
0.0031
0.2000
0.0038
0.0031
This hazardous event has not been
updated for v5.5.
HEM-25
HEM-26
HEM-27
HEM-29
HEM-30
Adult trespasser
struck/crushed while on the
mainline railway
Child trespasser
struck/crushed while on
mainline railway
MOP pedestrian
struck/crushed by train on
level crossing or footpath
crossing
MOP outside mainline railway
struck/crushed as a result of
mainline railway operations
MOP fall while riding illegally
on train
Yes
40.51
28.30
28.29
38.53
25.95
25.95
Following a change in the method for
classifying a suicide a significant
number of HEM-25 events have been
reallocated to HEM-31. The changes
are as a result of this and also from
an update of the data set used for the
analysis.
Yes
3.677
3.315
3.315
2.210
2.237
2.237
The changes result from an update of
the data set used for the analysis.
Yes
9.300
7.399
7.397
9.005
7.161
7.159
The changes result from an update of
the data set used for the analysis.
No
0.0200
0.0024
0.0024
0.0200
0.0024
0.0024
This hazardous event has not been
updated for v5.5.
Yes
4.004
0.7563
0.7545
4.938
0.9419
0.9393
The changes result from an update of
the data set used for the analysis.
HEM-31
MOP suicide or attempted
suicide (open verdict)
Yes
234.0
196.6
196.6
266.7
222.5
222.5
Following a change in the method for
classifying a suicide a significant
number of HEM-25 events have been
reallocated to HEM-31. The changes
are as a result of this and also from
an update of the data set used for the
analysis.
HEM-32
MOP struck by object from the
mainline railway
No
2.667
0.0144
0.0067
2.667
0.0144
0.0067
This hazardous event has not been
updated for v5.5.
HEM-38
Passenger injury due to
sudden train movement
Yes
124.2
1.079
0.6427
98.73
0.9062
0.5597
The changes result from an update of
the data set used for the analysis.
Version 5.5/May 2008
67
Table A2
Table A2
HE . No.
HEM-39
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Train crew injury due to
sudden train movement
MOP struck by train due to
standing too close to platform
edge
Non-movement accidents
HEM-40
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
Yes
457.2
2.811
Yes
0.3333
Updated
for v5.5
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
1.197
399.3
2.521
1.111
The changes result from an update of
the data set used for the analysis.
0.0259
0.0257
0.2371
0.1837
0.1837
The changes result from an update of
the data set used for the analysis.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEN-01
Workforce exposure to fire
No
3.000
0.0503
0.0373
3.000
0.0503
0.0373
This hazardous event has not been
updated for v5.5.
HEN-02
Lineside fire in station
No
0.4000
0.0039
0.0027
0.4000
0.0039
0.0027
This hazardous event has not been
updated for v5.5.
HEN-03
Fire in station
No
0.6667
0.0111
0.0081
0.6667
0.0111
0.0081
This hazardous event has not been
updated for v5.5.
HEN-04
Workforce exposure to
lineside explosion
No
0.2500
0.0117
0.0106
0.2500
0.0117
0.0106
This hazardous event has not been
updated for v5.5.
HEN-05
Explosion at station
No
0.0500
0.1500
0.1500
0.0500
0.1500
0.1500
This hazardous event has not been
updated for v5.5.
HEN-07
Passenger exposure to
hazardous substances
No
3.533
0.0345
0.0217
3.533
0.0345
0.0217
This hazardous event has not been
updated for v5.5.
HEN-08
Passenger exposed to
electrical arcing at station
No
0.2000
0.0029
0.0022
0.2000
0.0029
0.0022
This hazardous event has not been
updated for v5.5.
HEN-09
Passenger electric shock at
station (OHL)
No
0.0667
0.0667
0.0667
0.0667
0.0667
0.0667
This hazardous event has not been
updated for v5.5.
HEN-10
Passenger electric shock at
station (conductor rail)
No
1.667
0.5375
0.5362
1.667
0.5375
0.5362
This hazardous event has not been
updated for v5.5.
HEN-11
Passenger electric shock at
station (non-traction supplies)
No
0.6667
0.0065
0.0041
0.6667
0.0065
0.0041
This hazardous event has not been
updated for v5.5.
HEN-12
Passenger at station exposed
to smoke or fumes
No
0.0500
4.88E-04
3.74E-04
0.0500
4.88E-04
3.74E-04
This hazardous event has not been
updated for v5.5.
Version 5.5/May 2008
68
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEN-13
Passenger fall from platform
onto track (no train present)
Yes
51.67
0.7346
0.6418
46.00
0.8888
0.8095
The changes result from an update of
the data set used for the analysis.
HEN-14
Passenger slip, trip or fall
Yes
2524.3
29.27
22.54
2664.8
30.82
23.73
The changes result from an update of
the data set used for the analysis.
HEN-15
Passenger fall from
overbridge at station
No
1.667
0.2948
0.2931
1.667
0.2948
0.2931
This hazardous event has not been
updated for v5.5.
HEN-16
Passenger fall during
evacuation at station
No
0.0500
0.0029
0.0027
0.0500
0.0029
0.0027
This hazardous event has not been
updated for v5.5.
HEN-17
Passenger crushing caused
by overcrowding at station
No
1.000
0.0288
0.0270
1.000
0.0288
0.0270
This hazardous event has not been
updated for v5.5.
HEN-21
Workforce struck/crushed by
structural collapse or large
object
Yes
146.0
2.730
2.327
130.8
2.459
2.097
The changes result from an update of
the data set used for the analysis.
HEN-22
Workforce trapped in
machinery
Yes
12.67
0.3772
0.3414
7.957
0.2306
0.2096
The changes result from an update of
the data set used for the analysis.
HEN-23
Workforce struck by/contact
with/trapped in object at
station
Yes
473.7
2.815
1.028
522.3
3.046
1.072
The changes result from an update of
the data set used for the analysis.
HEN-24
Workforce slip, trip or fall <2m
Yes
1244.6
12.28
8.292
1150.9
11.21
7.489
The changes result from an update of
the data set used for the analysis.
HEN-25
Workforce slip, trip or fall >2m
Yes
16.19
0.6218
0.5835
14.93
0.7850
0.7507
The changes result from an update of
the data set used for the analysis.
HEN-26
Workforce struck/crushed by
non-train vehicle
Yes
23.23
0.4795
0.4086
15.20
0.3823
0.3376
The changes result from an update of
the data set used for the analysis.
HEN-27
Workforce burns due to
welding etc
Yes
52.67
0.3264
0.1319
35.26
0.2249
0.0945
The changes result from an update of
the data set used for the analysis.
HEN-28
Workforce exposure to arcing
No
8.667
0.1161
0.0814
8.667
0.1161
0.0814
This hazardous event has not been
updated for v5.5.
Version 5.5/May 2008
69
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEN-29
Workforce exposure to
hazardous substances
(including stings, bites and
needle injuries)
Yes
114.3
0.7899
0.3404
81.27
0.5649
0.2442
The changes result from an update of
the data set used for the analysis.
HEN-30
Workforce electric shock
(conductor rail)
No
8.007
0.7374
0.7155
8.007
0.7374
0.7155
This hazardous event has not been
updated for v5.5.
HEN-31
Workforce electric shock
(OHL)
No
2.807
0.3887
0.3835
2.807
0.3887
0.3835
This hazardous event has not been
updated for v5.5.
HEN-32
Workforce electric shock (nontraction supply)
No
13.67
0.1831
0.1341
13.67
0.1831
0.1341
This hazardous event has not been
updated for v5.5.
HEN-33
Workforce asphyxiation /
drowning
No
0.2702
0.1030
0.1029
0.2702
0.1030
0.1029
This hazardous event has not been
updated for v5.5.
HEN-35
Workforce involved in road
traffic accident whilst on duty
No
1.470
0.1823
0.1780
1.470
0.1823
0.1780
This hazardous event has not been
updated for v5.5.
HEN-36
Adult trespasser fall while on
the mainline railway
Yes
19.00
1.576
1.552
20.67
1.274
1.246
The changes result from an update of
the data set used for the analysis.
HEN-37
Adult trespasser electric shock
(OHL)
Yes
1.333
0.6160
0.6160
1.786
0.7835
0.7835
The changes result from an update of
the data set used for the analysis.
HEN-38
Adult trespasser electric shock
(conductor rail)
Yes
8.000
4.696
4.692
8.400
5.505
5.501
The changes result from an update of
the data set used for the analysis.
HEN-39
Adult trespasser electric shock
(non-traction supply)
Yes
0.0930
9.07E-04
5.76E-04
0.0741
7.22E-04
4.59E-04
The changes result from an update of
the data set used for the analysis.
HEN-40
Child trespasser fall while on
the mainline railway
Yes
3.333
0.0870
0.0828
1.670
0.0480
0.0459
The changes result from an update of
the data set used for the analysis.
HEN-41
Child trespasser electric shock
(OHL)
Yes
2.667
0.3600
0.3579
2.714
0.3553
0.3533
The changes result from an update of
the data set used for the analysis.
HEN-42
Child trespasser electric shock
(conductor rail)
Yes
2.000
0.5873
0.5856
1.350
0.6944
0.6936
The changes result from an update of
the data set used for the analysis.
Version 5.5/May 2008
70
Table A2
Table A2
HE . No.
HEN-43
HEN-44
HEN-45
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Child trespasser electric shock
(non-traction supply)
MOP struck / trapped by level
crossing equipment or
involved in RTA at level
crossing
MOP (non-trespasser) fall
from outside onto the mainline
railway
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
Yes
0.1429
0.0014
Yes
15.80
Yes
Updated
for v5.5
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
8.84E-04
0.1111
0.0011
6.88E-04
The changes result from an update of
the data set used for the analysis.
0.5474
0.5373
14.00
0.3540
0.3175
The changes result from an update of
the data set used for the analysis.
18.33
3.083
3.076
16.53
3.343
3.336
The changes result from an update of
the data set used for the analysis.
National
average
frequency
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEN-46
MOP slip, trip or fall on level
crossing or footpath crossing
Yes
16.00
0.5270
0.4923
15.14
0.4364
0.4026
The changes result from an update of
the data set used for the analysis.
HEN-48
MOP exposure to fire on the
mainline railway
No
0.0500
0.0026
0.0025
0.0500
0.0026
0.0025
This hazardous event has not been
updated for v5.5.
HEN-49
MOP exposure to explosion
on the mainline railway
No
0.0500
0.3000
0.3000
0.0500
0.3000
0.3000
This hazardous event has not been
updated for v5.5.
HEN-50
MOP exposure to electrical
arcing
No
0.0500
4.88E-04
3.12E-04
0.0500
4.88E-04
3.12E-04
This hazardous event has not been
updated for v5.5.
HEN-51
MOP electric shock (OHL)
No
0.6667
0.1162
0.1149
0.6667
0.1162
0.1149
This hazardous event has not been
updated for v5.5.
HEN-52
MOP electric shock
(conductor rail)
No
0.0500
0.0161
0.0161
0.0500
0.0161
0.0161
This hazardous event has not been
updated for v5.5.
HEN-53
MOP electric shock (nontraction supplies)
No
0.3333
0.0033
0.0021
0.3333
0.0032
0.0021
This hazardous event has not been
updated for v5.5.
No
0.0100
0.1000
0.1000
0.0100
0.1000
0.1000
This hazardous event has not been
updated for v5.5.
No
317.3
2.128
1.053
317.3
2.128
1.053
This hazardous event has not been
updated for v5.5.
Yes
824.0
6.380
3.427
688.8
5.398
2.926
The changes result from an update of
the data set used for the analysis.
HEN-54
HEN-55
HEN-56
MOP exposure to hazardous
substances leakage on the
mainline railway
Passenger struck by/contact
with/trapped in object at
station
Workforce struck by/contact
with/ trapped in object not at
station
Version 5.5/May 2008
71
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
Events/ yr.
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Reasons for changes
from SRM version 5
to SRM version 5.5
HEN-57
Passenger burn (not on train)
No
6.333
0.0317
0.0104
6.333
0.0317
0.0104
This hazardous event has not been
updated for v5.5.
HEN-58
MOP injury on
bridges/steps/subways (other
than in stations) whilst on the
mainline railway
No
2.667
0.0302
0.0228
2.667
0.0302
0.0228
This hazardous event has not been
updated for v5.5.
HEN-59
MOP trapped at station
No
11.33
0.0921
0.0554
11.33
0.0921
0.0554
This hazardous event has not been
updated for v5.5.
HEN-60
Workforce exposure to noise
(not on train)
Yes
1.800
0.0090
0.0024
3.800
0.0200
0.0053
The changes result from an update of
the data set used for the analysis.
HEN-61
Passenger exposure to noise
(not on train)
No
0.3333
0.0017
4.49E-04
0.3333
0.0017
4.49E-04
HEN-62
Passenger on-train incident
(excluding sudden train
movement & assaults)
Yes
846.0
5.413
2.398
793.8
5.543
2.736
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEN-63
Workforce on-train incident
(excluding sudden train
movement & assaults)
Yes
1383.5
7.898
2.857
1282.6
7.473
2.778
The changes result from an update of
the data set used for the analysis and
the removal of Mark I rolling stock.
HEN-64
Passenger assault
Yes
4116.1
20.10
7.136
5161.1
23.69
8.495
The change in risk is due to the
increase in frequency. This is mainly
due to better reporting to the BTP.
HEN-65
Workforce assault
Yes
2082.3
12.19
4.054
1862.0
10.94
3.560
The changes result from an update of
the data set used for the analysis.
HEN-66
MOP assault
Yes
113.2
0.5933
0.2154
212.1
1.012
0.3678
The change in risk is due to the
increase in frequency. This is mainly
due to better reporting to the BTP.
HEN-67
MOP fall from platform onto
track (no train present)
Yes
0.3333
0.0047
0.0043
1.667
0.0322
0.0301
The changes result from an update of
the data set used for the analysis.
Version 5.5/May 2008
This hazardous event has not been
updated for v5.5.
72
Table A2
Table A2
HE . No.
Reasons for variations in reported frequency and risk between SRM v5 and v5.5 (in both old and new injury weightings)
Hazardous event
description
Updated
for v5.5
National
average
frequency
Events/ yr.
HEN-68
HEN-71
HEN-72
MOP non-trespasser fall in
stations
Adult trespass fall/jump from
outside onto the mainline
railway
Child trespasser fall/jump from
outside onto the mainline
railway
Version 5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
National
average
frequency
Events/ yr.
Version 5.5
National
average risk
(Old injury
weightings)
FWI / yr.
National
average risk
(New injury
weightings)
FWI / yr.
Reasons for changes
from SRM version 5
to SRM version 5.5
Yes
2.000
0.1631
0.1579
98.00
1.681
1.416
Significant change in the frequency
from version 5 to 5.5 for HEN68.
This is attributed to the relatively new
precursor (introduced in version 5)
which allows:
1) MOP slip/trip /fall incidents which
have previously been allocated as
passengers (HEN14) to be allocated
as MOPs.
2) Tenant staff previously allocated
as station staff (HEN24) to be
allocated as MOPs.
Yes
7.667
0.9200
0.9150
8.733
1.258
1.252
The changes result from an update of
the data set used for the analysis.
Yes
1.000
0.0533
0.0521
0.9429
0.1171
0.1164
The changes result from an update of
the data set used for the analysis.
HEN-73
Passenger manual handling
No
6.000
0.1250
0.1112
6.000
0.1250
0.1112
This hazardous event has not been
updated for v5.5.
HEN-74
Workforce manual handling
Yes
362.0
2.067
0.8666
469.3
2.659
1.105
The changes result from an update of
the data set used for the analysis.
Version 5.5/May 2008
73
Page left blank intentionally
Version 5.5/May 2008
74
Appendix B
Appendix B.
Table B1
Table B1 presents the risk contribution of each cause precursor to its associated hazardous event and provides the risk contribution for
precursors in FWI per year. The Excel version of Table B has been extended and contains the risk contribution for precursors in FWI per year,
fatalities per year, major injures per year and minor injuries per year. The risk contributions in Table B represent how much the total risk for the
hazardous event would reduce by if the failure frequency or probability for the precursor were reduced to zero, as well as the precursor
percentage risk contribution.
Table B1 is now published in a separate document named ‘RBP version 5.5: Appendix B’. This can be found on the CD-ROM or can be
downloaded from the extranet http://www.rssb.co.uk/safety/spr/srmodel.asp.
Version 5.5/May 2008
75
Page left blank intentionally
Version 5.5/May 2008
76
Table C1
Appendix C.
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
A
Risk Contributions
% Risk
0.56
100.0
Train derailment cause by vandalism
0.242
43.33
Train crew struck by objects thrown by vandals through train window
0.162
28.95
Train collisions caused by objects placed on the line by vandals
0.069
12.37
Passengers struck by objects thrown by vandals through train window
0.062
11.12
Train fires caused by arson/vandalism
0.024
4.23
Track faults - grouped for both passenger and non-passenger trains
2.91
100.0
Abnormal dynamic forces - only considered for PT
1.320
45.30
Subsidence/landslip
0.368
12.62
Defective S&C
0.338
11.59
Track maintenance staff errors
0.171
5.85
Gauge spread
0.145
4.98
Track twist
0.125
4.30
Buckled rail
0.105
3.59
Broken rail
0.100
3.44
Misc track faults
0.076
2.59
Broken fishplate
0.055
1.88
Broken rail in tunnel
0.053
1.82
Movement of points under train
0.030
1.04
Miscellaneous/unknown causes on S&C
0.024
0.81
Cyclic top (only applicable to FT)
0.006
0.19
Track faults - passenger trains
2.65
100.0
Vandalism affecting trains (damage to fencing excluded)
Subgroup(s)
B
Subgroup(s)
C
Version 5.5/May 2008
77
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
Risk Contributions
% Risk
Track faults - passenger train
2.651
100.00
Track faults - non-passenger trains
0.26
100.0
Track faults - non-passenger trains
0.263
100.00
Passenger train rolling stock faults
3.68
100.0
Rolling stock faults - other
2.019
54.79
Rolling stock door incidents (includes door faults)
1.665
45.21
Non-Passenger train rolling stock faults
0.48
100.0
Non-Passenger train rolling stock faults
0.478
100.00
Structural failures
0.84
100.0
Structural failures resulting from subsidence or landslips
0.576
68.50
Structural failures - other
0.265
31.50
0.47
100.0
Subgroup(s)
D
Subgroup(s)
E
Subgroup(s)
F
Subgroup(s)
G
Subgroup(s)
H
Passenger train Cat A SPADs resulting in collision
+
Subgroup(s)
Passenger train Cat A SPADs resulting in collision+
0.40
85.66
Driver fails to check signal aspect
0.060
12.62
Correct information given but misunderstood by driver/signaller
0.056
11.87
Driver fails to react to cautionary aspect
0.048
10.09
Other environmental
0.038
8.00
Ambiguous or incomplete information given by driver/signaller
0.031
6.62
Uncategorised driver error
0.027
5.63
Driver violation of rules/instructions
0.020
4.23
Version 5.5/May 2008
78
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
I
Risk Contributions
% Risk
Driver misreads by viewing wrong signal
0.019
4.05
Driver fails to locate signal
Driver views correct signal but misreads aspect
0.018
0.015
3.79
3.20
Driver anticipates signal clearance
0.013
2.85
Wrong information given by driver/signaller
0.013
2.68
Signaller communication errors
0.011
2.41
Information not given by driver/signaller
0.009
1.85
Rolling stock
0.009
1.83
Driver misjudges train behaviour
0.008
1.75
Driver ignorance of rules/instructions
0.005
1.16
Signaller operating errors
0.002
0.41
Driver misjudges environmental conditions
0.001
0.31
Driver misreads previous signal
0.001
0.29
Unknown driver misjudgement
0.000
0.03
Passenger train Cat A SPADs resulting in derailment or level crossing collision
0.068
14.34
Passenger train Cat A SPAD resulting in derailment or level crossing collision
0.068
14.34
Non-Passenger train SPADs
0.19
100.0
Non-Passenger train Cat A SPADs resulting in collision++
0.18
93.38
Driver fails to check signal aspect
0.038
19.46
Driver violation of rules/instructions
0.022
11.44
Driver fails to locate signal
0.016
8.25
Driver misreads by viewing wrong signal
0.014
7.24
Uncategorised driver error
0.014
7.20
Wrong information given by driver/signaller
0.013
6.59
Driver fails to react to cautionary aspect
0.012
6.32
Ambiguous or incomplete information given by driver/signaller
0.012
6.32
Subgroup(s)
Version 5.5/May 2008
79
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
J
K
Risk Contributions
% Risk
Correct information given but misunderstood by driver/signaller
0.008
4.11
Driver views correct signal but misreads aspect
0.006
2.99
Other environmental
0.005
2.40
Signaller communication errors
0.005
2.33
Rolling stock
0.004
1.95
Driver anticipates signal clearance
0.004
1.88
Driver ignorance of rules/instructions
0.003
1.51
Information not given by driver/signaller
0.003
1.37
Driver misjudges train behaviour
0.002
1.05
Signaller operating errors
0.001
0.48
Driver misreads previous signal
0.000
0.23
Driver misjudges environmental conditions
0.000
0.20
Unknown driver misjudgement
0.000
0.06
Non-passenger train Cat A SPADs resulting in derailment or level crossing collision
0.013
6.62
Non-passenger train Cat A SPAD resulting in derailment or level crossing collision
0.013
6.62
Cat D SPADs/ runaways
0.24
100.0
Subgroup(s)
Non-passenger train Cat D SPADs/ runaways resulting in derailment, train collision or level crossing
collision
0.221
91.50
Passenger train Cat D SPADs/ runaways resulting in derailment, train collision or level crossing collision
0.021
8.50
Driver error
1.39
100.0
Train Driver errors resulting in SPADs
0.531
38.19
Train Driver braking errors
0.476
34.28
Other train driver errors
0.342
24.62
Train Driver overspeeding errors
0.040
2.91
Level crossings - High level cause
11.84
100.0
Subgroup(s)
L
Version 5.5/May 2008
80
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
Risk Contributions
% Risk
Misuse Error
7.752
65.46
Violation
3.474
29.34
Proper Use
0.616
5.20
Crossings - by cause
Subgroup(s)
11.85
100.0
Footpath crossings
4.03
33.98
MOP pedestrian struck/crushed by train on footpath crossing
3.976
33.57
MOP slip, trip or fall on footpath crossing
0.049
0.42
Level crossings
7.82
66.02
MOP pedestrian struck/crushed by train on level crossing
3.183
26.87
Passenger train collision with road vehicle on level crossing
3.031
25.59
Non-passenger train collision with road vehicle on level crossing
0.491
4.14
Passenger struck/crushed by train on station crossing
0.445
3.76
MOP slip, trip or fall on level crossing
0.353
2.98
MOP struck/trapped by level crossing equipment
0.318
2.68
Crossings (vehicle only) - by type
3.52
100.0
Passenger train collisions
3.03
86.06
Automatic Half Barrier Crossings
0.873
24.80
User Worked Crossing Protected with Telephone
0.831
23.58
User Worked Crossing
0.450
12.77
Automatic Open Crossing Locally Monitored
0.422
11.97
User Worked Crossing Protected by Miniature Warning Lights
0.256
7.28
Manual Gate / Barrier Crossing
0.140
3.99
Subgroup(s)
M
N
Subgroup(s)
Footpath Crossings
0.046
1.29
Automatic Barrier Crossings Locally Monitored
0.008
0.24
Version 5.5/May 2008
81
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
O
Risk Contributions
% Risk
Occupational Crossing
0.005
0.14
Non-passenger train collisions
0.49
13.94
Automatic Half Barrier Crossings
0.137
3.90
User Worked Crossing Protected with Telephone
0.133
3.77
User Worked Crossing
0.071
2.03
Automatic Open Crossing Locally Monitored
0.065
1.85
User Worked Crossing Protected by Miniature Warning Lights
0.041
1.16
Manual Gate / Barrier Crossing
0.022
0.64
Occupational Crossing
0.012
0.34
Footpath Crossings
0.007
0.21
Automatic Barrier Crossings Locally Monitored
0.001
0.04
Stations (movement and non-movement accidents only
55.4
100.0
Passenger slip, trip or fall on station
23.599
42.63
Passenger fall from platform or bridge in station
5.471
9.88
Passenger assaults
5.415
9.78
Passenger boarding/alighting
4.298
7.76
Adult/Child trespasser struck while crossing track at station
3.498
6.32
Adult trespasser electric shock in station
3.385
6.11
Workforce assault
2.039
3.68
Staff slip, trip or fall on station
1.985
3.59
Passenger struck while on platform
1.219
2.20
Staff struck while on platform
1.072
1.94
Workforce boarding/alighting
0.972
1.76
Passenger electric shock in station
0.607
1.10
Staff fall between platform and train in station
0.504
0.91
Passenger struck while crossing track in station
0.445
0.80
Subgroup(s)
Version 5.5/May 2008
82
Table C1
Table C1. Precursor groups – risk contribution in fatalities and weighted injuries
Group
P
Risk Contributions
% Risk
Passenger injury due to being hit by objects/vehicles not on platform
0.346
0.63
Public assaults
0.229
0.41
Explosion in station
0.150
0.27
MoP contact with other objects on railway premises i.e. banged head on station sign
0.055
0.10
Passenger overcrowding in station
0.027
0.05
Fire in station
0.011
0.02
Passenger burns not on train
0.010
0.02
Track worker struck/crushed by train while taking short cuts across lines or coupling/uncoupling trains in
station
0.010
0.02
Passenger exposure to hazardous substances in station
0.004
0.01
Passenger fall during evacuation at station
0.003
0.00
Staff asphyxiation in station
0.001
0.00
Passenger exposed to noise
0.000
0.00
Passenger/MOP trapped at station
0.000
0.00
On train incidents (includes crowding)
5.94
100.0
Passenger on-train incident
3.037
51.16
Worker on train incident
2.899
48.84
OTP inside possession
0.56
100.0
Subgroup(s)
Q
Subgroup(s)
R
Inside possession
0.565
100.00
Environment
1.45
100.0
Subgroup(s)
Environment
1.452
100.00
Version 5.5/May 2008
83
Page left blank intentionally
Version 5.5/May 2008
84
Definitions and acronyms
Appendix D. Definitions and acronyms
Definitions
Term
Definition
ALARP/SFAIRP
The Health and Safety at Work etc Act 1974 (HSWA) places duties on
employers in the UK to ensure safety ‘so far as is reasonably practicable’
(SFAIRP). When these duties are considered in relation to risk management
the duty is sometimes described as a requirement to reduce risk to a level
that is ‘as low as is reasonably practicable’ (ALARP). These terms therefore
express the same concept in different contexts and should be considered to
be synonymous.
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.
Automatic Train
Protection (ATP)
This system provides either a continuous or regular update of speed
monitoring for each train and causes the brakes to apply if the driver fails to
bring the speed within the required limit. It can minimise – but not eradicate –
the chances of a train passing a signal at danger.
Automatic Warning
System (AWS)
This is a system that provides audible and visual warnings to the driver on the
approach to signals, certain level crossings and emergency, temporary, and
certain permanent speed restrictions. It is a track inductor-based system
linked to the aspects of fixed lineside signals.
Child
This term is used to describe a person aged 15 years or below.
Collective risk
In general the collective risk is the aggregate risk, possibly to a range of
different exposed groups, associated with a particular scenario or hazardous
event. The Safety Risk Model (SRM) calculates collective risk as the average
number of fatalities, or fatalities and weighted injuries per year that would be
expected to occur from a hazardous event, or group of hazardous events.
When undertaking an assessment of whether or not a measure is necessary
to reduce risk to a level that is ALARP the change in risk associated with the
measure is a collective risk estimate.
Consequences
The number of fatalities, major injuries and minor injuries resulting from the
occurrence of a particular hazardous event outcome.
Control measures
The measures (hardware systems and equipment or procedural) that are put
in place to prevent or minimise the frequency and/or consequences following
the occurrence of a hazardous event.
Escalation factor
A system failure, sub-system failure, component failure, human error,
physical effect or operational condition which could, individually or in
combination with other escalation factors, result in significantly different
outcomes following a hazardous event. For instance, following a train
derailment there could be a bridge collapse onto a train, a fire or a toxic
goods release. Escalation factors are those that give rise to increased
consequence outcomes following the occurrence of a hazardous event.
Version 5.5/May 2008
85
Definitions and acronyms
Term
Definition
Fatalities and weighted
injuries (FWI)
An overall measure of safety harm, taking account of injury and fatalities in
the following way:
One FWI = one fatality = 10 major injuries = 200 RIDDOR-reportable minor
injuries or class 1 shock/traumas = 1,000 non-RIDDOR-reportable minor
injuries or class 2 shock/traumas.
Fatality
Death within one year of the causal accident.
Frequency
The frequency of an event is the number of times it occurs over a specified
period of time (eg, the number of events per year).
Hazardous event
An event that has the potential to lead directly to death or injury.
Frequency
The frequency of an event is the number of times it occurs over a specified
period of time (eg, the number of events per year).
Individual risk
Individual Risk relates to the probability of fatality per year to which an
individual is exposed from the operation of the railway. Individual risk is a
useful notion when organisations are seeking to understand their risk profile
and to prioritise and target safety management effort. The ORR categorises
individual risk as ‘unacceptable’, ‘tolerable’ and ‘broadly acceptable’ for the
purposes of prioritising and targeting its enforcement activity.
Level crossing
The ground-level interface between a road and the railway.
Improper use refers to occasions when users cross when a train is
imminent, but are either honestly mistaken about its proximity and the
warnings given by signs, sirens and so on (error), or deliberately disregard
them (violation).
Proper use refers to occasions when users begin to cross entirely
legitimately, but unforeseen events lead to a transgression (as when a motor
vehicle breaks down half-way across a crossing, or the level crossing fails
due to an error outside the user's control).
Major injury
An injury to a passenger, staff or member of the public as defined in
Schedule 1 to RIDDOR 1995 (including most fractures, amputations, losses
of consciousness), or where the injury resulted in hospital attendance for
more than 24 hours.
Minor injury
Physical injuries to passengers, staff or members of the public that are not
major injuries.
For workforce, minor injuries are RIDDOR-reportable if they result in greater
than three days’ lost time. For passengers and members of the public, minor
injuries are RIDDOR-reportable if the injured person was taken from the
accident site direct to the hospital.
Other minor injuries are not reportable under RIDDOR.
Movement accidents
These are accidents to people involving trains (in motion or stationary), but
excluding injuries sustained in train accidents.
Network Rail managed
infrastructure (NRMI)
This falls within the boundaries of Network Rail’s operational railway and
includes the permanent way, land within the lineside fence, and plant used for
signalling or exclusively for supplying electricity for operational purposes to
the railway. It does not include stations, depots, yards or sidings that are
owned by, or leased to, other parties. However, it does include the
permanent way at stations and plant within these locations.
Version 5.5/May 2008
86
Definitions and acronyms
Term
Definition
Ovenstone criteria
Explicit set of criteria, adapted for the railway, which provides an objective
assessment of suicide where 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 levels13
Non-movement accident
These are accidents unconnected with the movement of trains, which occur
to people on railway premises.
Outcomes
The range of scenarios that could arise following the occurrence of a
hazardous event.
Passenger
A person on railway infrastructure, who either intends to travel, is travelling or
has travelled. Note this does not include passengers who are trespassing or
who commit suicide – they are included as members of the public.
Possession
The complete stoppage of all normal train movements on a running line or
siding for engineering purposes.
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.
Probability
The likelihood of an event occurring over an unspecified period of time or on
demand (when an individual component or system is called upon to operate).
Public (members of)
Persons other than passengers or workforce members (that is, trespassers,
persons on business and other persons). Note this includes passengers
who are trespassing (when crossing tracks between platforms, for example).
Residual risk
Residual risk relates to the level of risk remaining when the current risk
control measures and their degrees of effectiveness are taken into account.
Risk contribution
This is a term used in the SRM analysis software. It relates to a reduction in
the total collective risk estimate for a hazardous event if the frequency or
probability of a precursor, or escalation factor or group of escalation factors,
were reduced to zero.
RIDDOR (Reporting of
Injuries, Diseases and
Dangerous Occurrences
Regulations)
RIDDOR 1995 is a set of health and safety regulations that require any major
injuries, illnesses or accidents occurring in the workplace to be formally
reported to the enforcing authority. It defines major injuries and lists notifiable
diseases – many of which can be occupational in origin. It also defines
notifiable dangerous occurrences, such as collisions and derailments.
Running line
A line that is ordinarily used for the passage of trains, as shown in Table ‘A’ of
the sectional appendices.
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.
13
Ovenstone I. M. (1973) A psychiatric approach to the diagnosis on suicide. British journal of
psychiatry, 123(572), 15-21
Version 5.5/May 2008
87
Definitions and acronyms
Term
Definition
Safety Risk Model (SRM)
A quantitative representation of the safety risk that can result from the
operation and maintenance of the GB rail network. It comprises 125
individual models, each representing a type of hazardous event (defined as
an event or incident that has the potential to result in injuries or fatalities).
Shock/trauma
Shock or traumatic stress affecting an employee, passenger or member of
the public who has been involved in, or a witness to, an event.
Class 1 refers to shock or traumatic stress related to being involved in or
witnessing fatality incidents and train accidents (collisions, derailments and
fires).
Class 2 refers to shock or traumatic stress related to all other causes of
shock/trauma, such as verbal assaults, witnessing physical assaults,
witnessing non-fatal 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 category A SPAD is a SPAD that occurs when the stop aspect, end of incab signalled movement authority or indication (and any associated
preceding cautionary indications) was displayed correctly, in sufficient time
for the train to be stopped safely at the signal or end of in-cab movement
authority.
Suicide and suspected
suicide
A fatality is classified as a suicide where a coroner’s verdict is suicide. It is
classified as a suspected suicide where the coroner has yet to return a
verdict or returns an open verdict, but where objective evidence of suicide
exists based on the application of Ovenstone criteria.
Track worker
A member of workforce whose responsibilities include engineering or
technical activities on or about the track. This includes track maintenance,
civil structure inspection, S&T renewal/upgrade, engineering supervision,
acting as a controller of site safety (COSS), hand signaller or lookout and
machine operation.
Trackside
This is a collective term that refers to the running line, Network Rail managed
sidings and depots.
Train accident
RIDDOR-reportable train accidents are defined in RIDDOR 1995. To be
reportable under RIDDOR, the accident must be on or affect the running line.
There are additional criteria for different types of accident, and these can vary
depending on whether or not the accident involved a passenger train.
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.
Version 5.5/May 2008
88
Definitions and acronyms
Term
Definition
Trespass
Trespass occurs when people go where they are never authorised to be,
rather than where they behave inappropriately (either from error or violation)
at places where they are allowed to go at certain times and under certain
conditions, such as level crossings.
Workforce
Persons working for the industry on railway operations (either as direct
employees or under contract).
Version 5.5/May 2008
89
Definitions and acronyms
Glossary
Acronym
Expansion
ABCL
AHB
ALARP
AOCL
ASPR
BTP
CBA
CCTV
DfT
DEMU
DLOCO
DMU
ECS
ELOCO
EMU
FP
FT
FTF
FTP
FWI
GB
GDP
H&V
HEM
HEN
HET
HLOS
HST
IC
LX/LC
MCB
MG
MOP
NRMI
OC
OHL
OHLE
ORR
OTM
OTP
PCLS
PINS
PT
RGS
RIDDOR
RMMM
ROGS
RPB
RSSB
RTA
RV
S&C
SAS SPAD
SFAIRP
automatic barrier crossing locally monitored
automatic half-barrier crossing
‘as low as reasonably practicable’
automatic open crossing, locally monitored
Annual Safety Performance Report
British Transport Police
cost benefit analysis
closed-circuit television
Department for Transport
diesel electric multiple unit
diesel locomotive
diesel multiple unit
empty coaching stock
electric locomotive
electric multiple unit
footpath level crossing
freight train
derailment of freight trains on freight only lines
derailment of freight trains on passenger lines
fatalities and weighted injuries
Great Britain
gross domestic product
heating and ventilation
hazardous event movement
hazardous event non-movement
hazardous event train
High Level Output Specification
High Speed Train
Integrated Circuit
level crossing
manually controlled barrier crossing
manned gates
member of the public
Network Rail managed infrastructure
open crossing
overhead line
overhead line equipment
Office of Rail Regulation
on-track machine
on-track plant
parcels train
Police Information System
passenger train
Railway Group Standard
Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995
rail-mounted maintenance machine
Railways and Other Guided Transport Systems (Safety) Regulations 2006
Risk Profile Bulletin
Rail Safety and Standards Board
road traffic accident
road vehicle
switches and crossings
starting against signal SPAD
so far as is reasonably practicable
Version 5.5/May 2008
90
Definitions and acronyms
Acronym
Expansion
SMIS
SoFA
SPAD
SPG
SRM
SRMPWG
SSP
TPWS
UWC
UWC+MWL
UWC+T
UWG
VPF
WSF
Safety Management Information System
statement of funds available
signal passed at danger
Safety Policy Group
Safety Risk Model
Safety Risk Model Practitioners Working Group
Strategic Safety Plan
Train Protection and Warning System
user-worked crossing
user-worked crossing with miniature warning lights
user-worked crossing with telephone
user-worked gated crossing
value of preventing a fatality
wrong side signal failures
Version 5.5/May 2008
91