Professional Documents
Culture Documents
2014
RAILWAY SAFETY PERFORMANCE
IN THE EUROPEAN UNION
List of abbreviations
Foreword
Background
Summary
Safety overview
10
11
12
13
Accident outcomes
14
Significant accidents
15
17
Precursors to accidents
19
Accident costs
22
Safety of infrastructure
24
Trac volumes
28
32
Suicides on railways
33
34
Level-crossing safety
35
37
Contents
38
Introduction
39
Safety regulation
39
Safety oversight
39
NSA cross-audits
40
40
Safety supervision
41
Safety certification
42
Safety authorisation
43
43
46
Introduction
47
47
Conclusion
50
Background information
52
ANNEXES
56
57
57
59
62
Annex III National Safety Authorities and National Investigation Bodies of EU Member States
80
Managing safety
ATP
CSI
CSTs
CT
Channel Tunnel
ECM
ERA
ERADIS
ERAIL
EU
European Union
FWSI
IM
infrastructure manager
KPI
LC
level crossing
NIB
NOTIF-IT
NRV
NSA
OSP
p.a.
RMMS
RSD
RU
railway undertaking
SMS
List of abbreviations
This is the fourth biennial report by the Agency on the development of railway safety in the European Union,
and my first since taking up the post of Head of Safety. I had hoped that I would be writing to highlight
the continued improvement in safety overall and indeed there have been two decades of unprecedented
safety improvement for the European Unions railway system. However, the tragic accident near Santiago
de Compostela the worst railway accident in the EU for 15 years and the accident near Bretigny-surOrge, both serve as an important reminder that, underneath the statistics, maintaining railway safety is a daily
challenge and one which requires the collaboration of all of those connected with the Railway Sector.
We should also recognise that, away from the headlines, all railway casualties have a heavy impact on the
lives of those involved, and that, for some types of accidents, the rate of improvement has stalled. Maintaining
the momentum of improvement, including tackling deeper and more complex problems, brings us new
challenges. It was Albert Einstein who remarked that, The significant problems we face cannot be solved by
the same level of thinking that caused them.
We need to approach railway safety at a European Level from a fresh perspective; one that incorporates the
best of safety thinking from other industries, such as Safety Plans and the concept of facilitating a just culture
from aviation. Of course, there is still a lot that we can learn from each other within our own community, such
as systems to allow incident occurrence reporting across operators and networks.
Recent initiatives from the Commission such as the technical pillar of the 4th Railway Package and the
development of a platform for Infrastructure managers in Europe (PRIME) have real potential to bring further
safety improvements. The Agency will continue to work collaboratively with National Safety Authorities and
National Investigation Bodies, to make sure that the current framework is effective in reducing the risk of
accidents. We will also look to our stakeholders to work with us and share our ambition in exploring the best
ideas from across industries in the pursuit of railway safety improvements
that underpin an increasingly successful railway industry for the European
Union.
The year 2014 marks the 10th anniversary of the Agency. While we reflect
on all that has been achieved in those ten years, we also need to focus
on the future and the daily challenge of maintaining safety on Europes
railways. I am heartened by the range of bold commitments made to
this challenge amongst the railway community such as Vision Zero
and everyone home safe, every day and I think we should have bold
ambitions for safety. In 2014 the Agency will be working on a range of
safety initiatives designed to deliver convergence and improvement in
safety performance across Europe.
Christopher CARR
Head of Safety Unit
Foreword
(1)
Background
Summary
Safety overview
4 000
3 500
3 000
2 294
2 500
2 000
2 226
1 367
1 380
1 104
2 068
Fatalities
Serious injuries
1 250
1 050
1 016
1 500
Significant
accidents
1 000
500
0
1 517
1 478
1 384
1 272
1 207
1 133
2007
2008
2009
2010
2011
2012
Figure 1: Significant accidents and resulting casualties for the EU-28 (20072012)(2)
2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
LU UK NL NO IE
FR DK DE SE PT ES CZ IT
FI AT
SI BE BG EL HU HR LV SK EE RO PL LT
Figure 2: Railway fatalities and weighted serious injuries per million train-km (20072012)
(2)
(3)
EU-27 countries for period 2007-2009 due to the absence of data for Croatia.
Commission Decision 2009/460/EC.
EU
6
5
19
20
20
17
4
14
10
14
13
13
11
11
2
1
0
Accident risk
5-year moving average
Fatal accidents
13
6
4
8
5
7
5
90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
19 19 19 19 19 19 19 19 19 19 20 20 20 20 20 20 20 20 20 20 20 20 20 20
Figure 3: Fatal train collisions and derailments per billion train-kilometres in 19902013 for the EU-27,
Switzerland and Norway(4)
The number of fatalities in all railway accidents has seen a
distinct, downward trend for all categories of accidents, except
for level-crossing accidents. This can be partly explained by
the continuous increase in road traffic across Europe, which
increases the likelihood of a level-crossing accident.
(4)
Data prior to 2006 retrieved from the database of fatal train accidents and collisions maintained by Andrew W. Evans (Imperial College and
University College London) and from the databases on train-km of UIC, Eurostat and the ERA.
14
250
12
191
200
174
5 fatalities)
10
IV
Accidents (
150
Fatalities
121
98
98
97
86
85
80
66 71
52
46
33 37
64
46
56
52
40 36
38
68
100
Accidents
68
30
28
17 22 18
39
38
50
10
80
19
82
19
19
84
86
19
88
19
19
90
92
19
19
94
19
96
98
19
20
00
02
20
04
20
20
06
08
20
20
10
12
20
0.8
0.7
0.6
EU
0.5
USA
CAN
0.4
KOR
0.3
AUS
0.2
0.1
0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Figure 5: Railway fatalities (excluding suicides) per million train-kilometres in 20032012 for the EU-28,
USA, Canada, South Korea and Australia(6)
(5)
All EU countries, Norway and Switzerland, excluding Romania and Croatia for the period 19801989. Accidents on railway lines not covered by
the RSD are also included.
(6)
Source of data: USA: Federal Railroad Administration, Safety statistics; Canada: Transportation Safety Board Canada, Statistical summary on
railway occurrences 2012; Korea: National Statistical Office; Australia: Australian Transport Safety Bureau, ATSB Transport Safety Reports on
rail statistics.
227
EU-27
USA
CAN
KOR
AUS
0.32
0.63
0.6
0.45
0.16
0.13
0.26
0.14
NA
Table 1: Railway fatality risk and passenger fatality risk for the EU-27, USA, Canada, South Korea
and Australia in 20072012(7)
Railway fatality risk and passenger fatality risk estimated for
the past five years are shown in Table 1; the table reveals that
EU train passengers enjoy a high level of safety as compared
Nr./Data
First (2010)
Second (2011)
Third (2012)
Fourth (2013)
Fifth (2014)
2004
2005
2006
2007
2008
2010
2011
2012
OSP
MWA(4yrs)
2009
OSP
MWA(5yrs)
OSP
MWA(5yrs)
OSP
MWA(5yrs)
Figure 6: Overview of the annual assessments of achievements of the CSTs/NRVs carried out by the Agency(9)
(7)
OSP
Employees
Levelcrossing users
Other
users
Unauthorised
persons
First (2010)
Second (2011)
Assessment
Passengers
Third (2012)
Fourth (2013)
Whole
society
1
1
Fifth (2014)
2+1
4
1
1
Table 3: Number of member States showing a possible (probable) deterioration of safety performance(10)
Previous assessments of the achievements of the CSTs/NRVs
showed that there is indeed a need for a revision of the CSM
and CSTs, which is planned in the CSM for 2015. Notably, the
current common safety targets do not provide incentives for
Airline passenger(11)
0.06
Railway passenger
0.13
Bus/Coach occupant(12)
0.20
Car occupant
3.14
Powered two-wheelers
48.94
Table 2: Fatality risk of passengers using different modes of transport (EU-27 in 20082012)(13)
One should note however that the risk estimated for commercial air travel, but also for bus and train travel is subject to wide
variations, as one single accident may result in dozens of fatalities. Thus the risk estimated for a relatively short period, in this case,
for five years, should be read with caution.
(10)
Results of the annual assessments of achievements of CSTs/NRVs prepared by the Agency for the European Commission in accordance with
the Commission Decision 2009/460/EC. Results of the 2014 assessment were not available at the time of the publication of this report.
(11)
Fatalities over EU-27 territory by any operators.
(12)
Fatalities per type estimated from available figures (CARE database).
(13)
Source of data: EU transport in figures (Statistical Pocketbook 2012), DG MOVE 2012, European Commission.
14
Accident
outcomes
Significant accidents
years, it includes data reported by Croatia and reflects a revision of
past values done by one Member State.
While the number of all significant accidents has decreased
consistently over the past three years, the trends for individual
accident categories show some variations.
2 500
2 294
2 226
2 068
2 000
1 452
1 391
1 500
2010
2011
2012
1 206
1 000
592
500
87
73
517
573
92
97
Collisions
94
97
14
16
14
116 76 81
Other
accidents
Total
The number of fires in rolling stock reported for 2012 (14) is similar
to the number of fires reported in previous years (14 in 2010 and
16 in 2011). Sixteen countries reported no fires in rolling stock in
motion in 2012.
A wide range of accidents, not included within the specific types
of accidents, are included in the category of other accidents. The
81 cases reported in 2012 include collisions and derailments of
shunting rolling stock/maintenance machines, dangerous goods
released during transport, objects projected by the running train
and electrocution in connection with rolling stock in motion.
Figure 8 provides a breakdown of significant accidents per
type estimated for the past three years. It shows that accidents
to persons account for 61 % of all accidents reported, followed
by level-crossing accidents (26 % of all accidents). Collisions,
derailments and other accidents each account for 4 % of all
accidents.
4%
4%
Collisions of trains
Derailments of trains
26 %
Level-crossing accidents
Accidents to persons
Fires in rolling stock
61 %
Other accidents
12 %
1% 4%
1 600
1 517
1 478
1 470
1 384
1 400
1 272
1 207
1 133
1 200
1 000
2006
2007
2008
2009
2010
2011
2012
940
928
855 850
805
768
800
653
600
504
406
366 380 365 373
309
400
200
83 89 63
38
70 37 38 36 3838 29443046
Passengers
Employees
62
435043 3225 25
Level
crossing
users
Unauthorised
persons
Other
persons
Total
fatalities
3%
Passengers
29 %
Employees
Level crossing users
Unauthorised persons
62 %
Other persons
Figure 11: Relative share of fatalities per victim category among all fatalities (20102012)
1 874
2 614
2 413
2 762
2 756
2 890
Unauthorised persons
2 997
Suicides
1 500
1 000
500
0
940
855
928
850
768
805
653
2006*
2007*
2008*
2009*
2010
2011
2012
Figure 12: Unauthorised person fatalities and suicides on railway premises (EU-28 in 20062012)(14)
Suicide fatalities on railways have been on the rise in the EU
since 2006, at an average yearly rate of about 6 %. As shown in
Figure 12, a decrease in the number of unauthorised person
fatalities did not sufficiently compensate this rising trend in the
number of persons killed on railway premises.
1 380
1 367
1 400
1 250
1 200
1 104
1 000
1 050
1 016
800
600
400
200
0
483
357
281
267 232 228
220
Passengers
408
337 336
293 281
518
452
449 411
438
314
129
110
96
70 77 82
Employees
44 49 56
58 57 34
Level
crossing
users
Unauthorised
persons
Other
persons
Figure 13: Seriously injured persons per victim category (EU-28: 20072012)
(14)
Data not available for Croatia in the period 2006-2009 and for Luxembourg in the period 20062008.
Total
2007
2008
2009
2010
2011
2012
2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
Passengers
Employees
Level
crossing
users
Other
persons
Unauthorised
persons
Total
persons
Figure 14: Ratio of fatalities to serious injuries by type of person (EU-28: 20102012)
Precursors to accidents
As accidents on railways are rare, monitoring events with less
serious consequences that occur on railways is an essential
tool of a proactive SMS. Precursors to accidents are indicators
of incidents that under other circumstances could have led to
an accident. The indicators reported to the Agency are: broken
rails, track buckles, danger signals passed, wrong-side signalling
failures, broken wheels and broken axles (Figure 15). Despite
gradual improvements in the precursor data quality, the data may
not yet be fully comparable between Member States, so certain
caution should be exercised when interpreting these data.
12 000
11 541
10 339
9 618
10 000
8 000
6 000
5 392
4 486
4 000
2 427
2 447
2 000
0
2010
2011
2012
5 519
95
61
104
Broken
wheels and
axles
502
431
3 494
2 079 1 7762 213
472
Wrong-side
signalling
failures
SPADs
Track buckles
Broken rails
Total
precursors
Over the past five years, there were 11 fatalities per 10 seriously
injured persons on EU railways. People being hit by a train are
the users most likely to die from the injuries sustained. There are
almost two killed trespassers per one seriously injured trespasser.
Among all railway users, passengers are most likely to survive in
significant accidents. This is shown in Figure 14, in which a ratio
between people killed and seriously injured railway fatalities is
estimated for categories of persons.
25
20
15
10
5
0
2006
2007
2008
2009
2010
2011
2012
2013
21
22
Accident costs
400
350
300
Economic impact
of fatalities ()
250
Economic impact of
serious injuries ()
200
150
Cost of damage to
the environment () )
100
Cost of delays as a
consequence of
significant accidents ()
50
0
AT BE BG CT CZ DE DK EE EL ES FI FR HR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
Figure 17: Economic impact of significant accidents in 2012 in EU-28 countries (in million EUR)
By adding together the costs of fatalities and of serious injuries,
we obtain a value of EUR 1.5 billion, which gives a broad idea
of the overall economic burden of rail casualties in 2012. Other
reported costs of accidents for all EU countries account for little
more than EUR 170 million.
The significant accident costs of material damage to
rolling stock and infrastructure per train-km were relatively
high in 2012 in Finland, the Netherlands and Norway
(more than EUR 50 per 1 000 train-km).
24
Safety of
infrastructure
100 %
90 %
80 %
70 %
60 %
Percentage of tracks
with ATP in operation
50 %
Percentage of train
kilometres using operational
ATP systems
40 %
30 %
20 %
10 %
0%
AT BE BG CT CZ DE DK EE EL ES FI FR HR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
Figure 18: Percentage of tracks equipped with ATP and percentage of train kilometres using operational ATP
systems in 2012
It seems from the reported data that many NSAs have a wrong
understanding of the criteria required by ATP systems. This is
why the Agency ran a survey among NSAs in 2013 in order to
establish more firm criteria and improve future reporting. As
a result, the NSAs agreed that in the context of ATP definition
under CSIs, by obedience to signals, a protection of danger
points is meant; while by speed supervision, continuous speed
supervision is meant. The NSAs further agreed to enlarge the
scope of reporting on train protection systems to new categories
that have lower functionality requirements compared to ATP
systems. These changes are part of the revised Annex I of the
RSD that will enter into force in 2015.
The number of level crossings per type is another indicator of
infrastructure safety available under CSIs. There were more than
118 000 level crossings in the 28 EU countries in 2012. Their
(15)
Automatic train protection (ATP) means a system that enforces obedience to signals and speed restrictions by speed supervision, including
automatic stop at signals. Systems where track signalling information is substituted and/or supplemented by cab signalling are included.
(16)
Interfleet (2011). Investigating the links between historic accident rate reduction and the underlying changes, Report prepared for the ERA in
2011. Report can be downloaded from the ERA website.
(17)
Protection is typically provided by automatic arm barriers.
100
80
70
60
50
40
30
20
10
0
Passive LCs
per 100 line-km
Active LCs
per 100 line-km
AT BE BG CT CZ DE DK EE EL ES FI FR HR HU IE
IT
LT LU LV NL NO PL PT RO SE SI SK UK
EU
53
48 16 18 18 31 11 47 21 34 41 48
36 44 16
39 27 37 18 32
11
21
45 17 20 54 42 30 31
26
13 40 22 38 12 26 22 39 26 63
27 17 10 33 28 33 10
26
Figure 19: Number of active and passive level crossings per 100 line-km in 2012
Detailed statistics are available on the type of active level
crossings at European level. In Figure 20, the data for 28 EU
countries (18) show that level crossings with automatic user-side
protection and warnings (arm barriers with flashing lights) are
the most common type of active crossings (23 %), followed by
level crossings with user-side warnings (11 %). Level crossings
that combine full road-side protection with rail protection
account for 5 % of all level crossings (5 277 in absolute terms).
Passive (unprotected) level crossings represent 53 % of all level
9%
1%
51 %
5%
5%
(18)
EU-27
(19)
90
27
28
Traffic volumes
Trains run over more than four billion train-km in the EU every
year (4.1 billion in 2012). Passenger trains performed 79 % of the
total number of train-km (3.2 billion in 2012). Traffic volumes are
Train-km (million)
1 000
800
600
400
200
0
AT BE BG CT CZ DE DK EE EL ES
FI
FR HR HU IE
IT
LT LU LV NL NO PL PT RO SE
SI
SK UK
2010
156 98 31 5.7 160 103 64 8.9 17 187 51 485 24 103 18 324 14 8.2 17 146 46 219 40 94 141 19 48 520
2011
13 191 51 502 26 110 18 317 15 8.9 18 161 46 227 37 104 140 20 45 528
2012
12 189 51 512 26 116 18 317 15 8.8 19 150 47 224 37 108 140 20 46 536
100 %
90 %
80 %
70 %
60 %
50 %
40 %
30 %
20 %
10 %
0%
CT LV LT EE SI PL SK AT HR FI DK SE BG RO DE HU NO CZ PT FR ES BE
IT LU NL UK EL
IE
EU-28
Figure 22: Percentage of passenger train-kilometres among all train-kilometres in 2012 per country
Looking at figures for passenger train-km and freight train-km
separately allows identification of countries with a significant
share of freight train traffic (three Baltic countries, Slovenia and
1 200
90
Passenger-km (billion)
80
70
60
50
40
30
20
10
0
AT BE BG CT CZ DE DK EE EL ES
FI
FR HR HU IE
IT
LT LU LV NL NO PL PT RO SE
SI
SK UK
2010
10.7
2.1 0.5 6.55 83.7 5.23 0.46 1.14 21 3.96 81.8 1.74 7.67 1.68 43.5 0.37 0.35 0.74 16.6 3.15 17.8 4.11 5.5 11 0.81 2.29 55.8
2011
10.9 9.49 2.07 0.51 6.75 85 5.41 0.39 0.96 21.4 3.88 82.8 1.49 7.8 1.64 41.3 0.39 0.35 0.73 16.9 3.04 18 4.14 5.14 11.4 0.77 2.43 56.1
2012
11.2 9.49 1.88 0.52 6.75 85 5.47 0.25 0.83 20.8 4.04 85.2 1.1 8.07 1.58 41.6 0.4 0.38 0.72 17.2 3.21 17.7 3.8 4.9 11.5 0.74 2.46 58.9
140
120
100
80
60
40
20
0
EL RO LV BG
IE HU
IT
EE
SI
PL PT BE CZ LT
ES NL
FI
DE DK FR SE NO SK UK AT
EU-28
Figure 24: Relative change in the number of passenger kilometres between 2007 and 2012 (2007=100)
Over the past five years, the number of passenger kilometres
increased by 3 % at EU level (Figure 24), however 14 countries
registered decreases in passenger kilometre numbers. It is
probably not a coincidence that in most of these countries, the
passenger satisfaction with train services is relatively low. On
(20)
Satisfaction index of railway stations and travels (combined index of high and good replies). Europeans satisfaction with rail services, Flash
Eurobarometer 382a, TNS political and Social, 2013.
31
32
Suicides on railways
The number of suicide events on railways continues to rise
across the EU. Every year, close to 3 000 suicide fatalities and
an additional 800 trespasser fatalities occur on EU railways
(Figure 25). This means that an average train and its driver
3 500
3 300
3 100
+3 % p.a.
2 900
2 737
2 762
2 700
2 621
2 973
2 862
2 500
2 500
Suicides
2 300
Trend fit
2 100
1 900
1 700
1 500
2007
2008
2009
2010
2011
2012
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ FOCUS KEY AREAS OF RAILWAY SAFETY PERFORMANCE _ 33
1.4
1.2
0.8
0.6
0.4
0.2
0
CT EL NO EE PL IE DK IT UK LT SE RO LV AT LU FR ES DE BG SK HR SI BE FI HU PT NL CZ
EU -28
Figure 26: Suicide rates: number of suicide fatalities per million train-kilometres (EU-28: 20102012)
Number of accidents involving at least one railway vehicle transporting dangerous goods in which
2010
2011
2012
54
28
36
37
10
17
19
26
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ FOCUS KEY AREAS OF RAILWAY SAFETY PERFORMANCE _ 34
Level-crossing safety
Level crossings constitute a significant safety concern. In recent
years, on average, every day, one person has been killed and
close to one seriously injured at level crossings in Europe.
1 200
1 000
550
800
641
600
400
445
Fatalities
580
332
499
359
304
400
200
322
555
367
545
389
411
362
300
364
2006
2007
2008
2009
2010
2011
2012
Serious injuries
LC accidents
Figure 27: Level-crossing accidents and the resulting casualties (EU-27, 20062012)
1%
2%
4%
3%
Passengers
29 %
62 %
Employees
Unauthorised persons
Other persons
99 %
Figure 28: Share of fatalities for level-crossing accidents out of all other railway and road accidents (EU-28: 20102012)
(21)
RID: the Regulations concerning the International Carriage of Dangerous Goods by Rail, appearing as Appendix C to the Convention
concerning International Carriage by Rail (COTIF) concluded at Vilnius on 3 June 1999.
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ FOCUS KEY AREAS OF RAILWAY SAFETY PERFORMANCE _ 35
risk (Greece with 550 deaths per billion train km) is huge, there
is a 50-fold difference in the estimated risk of level-crossing
user fatality. The variance in risk remains significant, even if we
disregard the tenth percentiles of countries with the highest
and lowest risk levels.
0.6
0.5
0.4
0.3
0.2
0.1
CT IE
UK LU
IT NO DK DE SE
ES FR NL BE AT
FI
CZ BG LV
PL PT HU EE
SI
SK RO LT HR EL
Figure 29: Fatality risk at level crossings: Level-crossing fatalities per million train-km (EU-28: 20102012)
The estimation of trends in accidents and other safety outcomes
for EU countries reveals that while the number of significant
accidents on level crossings has been decreasing at a steady
pace since 2006, the number of fatalities was almost constant.
LC fatalities
- 3.4 %
- 5.4 %
- 7.7 %
Table 5: Average annual reduction in accident fatalities over the period 20062012 (EU-27)
The outcomes of level-crossing accidents are tragic and have
significant impact on society. However, there is also a huge
negative impact on the railway sector and its operations. Each
of the 573 significant level-crossing accidents that occurred on
EU-98 railways in 2012 also resulted in significant infrastructure
and vehicle damage costs, together with other indirect costs,
such as the cost of traffic disruption. Using the common
EU method for calculating the costs of accidents defined
in Appendix to Annex I of the Railway Safety Directive, and
relying on a set of accident investigation reports available to
the Agency, it was possible to estimate the average cost of a
significant level-crossing accident in the EU in 2012. Relying
on conservative estimates and including the main direct and
indirect costs involved, the estimated economic impact of an
average significant level-crossing accident in the EU could be as
high as 1.7 million.
Independent investigation into level-crossing accidents helps
to shed light on the underlying and root causes of these
occurrences. Inadequate maintenance of the level crossing is
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ FOCUS KEY AREAS OF RAILWAY SAFETY PERFORMANCE _ 36
Market opening
0.4
BG
HU
0.35
DELAYED
BE
PL
ON SCHEDULE
ADVANCED
0.3
RO
0.25
SK
EL
0.2
SI
0.15
PT
LV
0.1
0.05
0
400
EE
ES
IT
LT
IE
LU
FR
FI
SE
NL
NO
DK
DE
UK
500
600
700
800
Rail Liberalization Index 2011 (IBM, Humboldt-University Berlin)
Figure 30: Casualty risk versus the rail liberalisation index (IBM 2011) for EU Member States
(22)
AT
CZ
Rail liberalisation index 2011, IBM Germany with Prof. Kirschner, Deutsche Bahn, 2011.
900
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ FOCUS KEY AREAS OF RAILWAY SAFETY PERFORMANCE _ 37
38
Managing safety
Safety regulation
In several Member States, the safety regulatory framework is
still undergoing significant development. The evaluation of the
national measures transposing the RSD in the Member States
identified some key findings relating to the setting up and
independence of the NSAs and NIBs, the functioning of the
Safety Management System, the separation of safety certificates
into part A and part B and the investigation of accidents,
including the follow-up of investigation recommendations.
The transparency and availability of the national safety rules
applied by the RUs operating on the railway network is important
for market opening and removal of regulatory barriers. The
RSD requires Member States to notify the Commission of new
and amended national safety rules(23). The Agency evaluates
these notifications using the Commissions public database,
NOTIF-IT. The Commission monitors the introduction of new
national rules in order to prevent the creation of new barriers
to market opening. In 2013 the Commission and the Agency
worked closely on a new Notif-IT module for the notification of
draft national safety rules by the Member States for the purpose
of their evaluation by the Commission(24). This module will be
made available for use in the first half of 2014 and will facilitate
public consultation of all interested parties across the EU.
Safety oversight
There are certain limitations to the current EU railway safety
monitoring approach. It relies exclusively on outcome indicators,
such as the number of accidents and resulting casualties. As
detailed in this report, there is a long-term downward trend
for these indicators, with zero values becoming more common
in some categories at country level. Relying on these very
(23)
Article
(24)
Introduction
Cost
CSls
Risk indicators
KPIs,
incidents, near-misses
Content
Risk regulation
regime
Context
Processes, actions
programmes, KPIs
NSA cross-audits
Supported by the Agency, the NSAs agreed to a programme
of audits, to evaluate the performance of their three main
activities required by the Safety and Interoperability Directive:
Outcomes
Performance
indicators
Safety supervision
Safety supervision is assured at the national level by the National
Safety Authorities, with two main instruments defined in the
railway safety directive as audits and inspections. While the
safety audits are typically the result of longer-term planning and
follow a well-established comprehensive procedure, inspections
are carried out as irregular checks of the specific procedures or
operations of a railway undertaking. The NSAs report to the ERA,
as part of their annual safety report, the number of audits and
inspections that they carried out in the previous year. However,
only eight countries reported these numbers in their 2012 annual
safety report. Four NSAs performed less than five safety audits in
2012: Bulgaria (4), Slovenia (2), Slovakia (1) and Greece (0). At the
same time, Greece and Slovenia reported zero safety inspections
carried out in 2012. This raises concerns about the effectiveness of
the supervision process in these two Member States.
25
20
15
10
AT BE BG CT CZ DE DK EE EL ES
FI
FR HU IE
IT
LT LU LV NL NO PL PT RO SE
SI
SK UK
Figure 32: Number of internal safety audits in 2012 per number of valid safety certificates by end 2013
(25)
Internal audits accomplished by infrastructure managers and railway undertakings as set out in the documentation of the safety
management system, where audit means a systematic, independent and documented process for obtaining audit evidence and evaluating
it objectively to determine the extent to which audit criteria are fulfilled.
the Directive. For the RUs, they are awarded a Part A safety
certificate, which is valid throughout the EU. RUs also need to
obtain Part B certificates for each Member State in which they
operate, relating to the specific requirements for safe operation
on the relevant network, including the authorisation of the
vehicles used by the RU.
90
80
70
60
50
part A
part B
40
30
20
10
0
AT BE BG CH CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
Figure 33: Number of valid Safety Certificates Part A and B per Member State (ERADIS as of 1 January 2014)
There were a total of 1 088 valid safety certificates in EU-27
countries, Norway and Switzerland (548 part A and 540 part B
certificates) issued in accordance with the RSD and valid on 1
January 2014, as shown by records in the ERADIS database. This
figure includes all new, renewed or amended safety certificates.
A lower number of B certificates compared to A certificates for
some Member States indicates that for some the B certificates
had already expired and the notification of renewal has not yet
been submitted to the ERA.
The number of valid safety certificates issued by the NSAs is
shown in Figure 33. The NSAs of Poland, followed by the Czech
Republic, Sweden and the UK, issued the highest number of
safety certificates. On the other side of the spectra, in eleven
countries, the number of certified RUs is lower than 10, possibly
indicating a limited development of the railway market in these
countries (Figure 33). Another possible global explanation for the
fact that the number of issued safety certificates do not match
(26)
International part B means the safety certificate part B issued by the NSA from other Member State than the NSA which issued the
corresponding part A certificate.
Safety certification
350
300
200
150
Valid part A
100
Valid part B
international
50
0
passenger transport
excluding high speed
services
passenger transport
including high speed
services
freight transport
excluding dangerous
goods services
freight transport
including dangerous
goods services
shunting services
Figure 34: Number of valid Safety Certificates Part A and B, international operations only,
per type of service (1 January 2014)
Safety authorisation
Infrastructure managers (IMs) must obtain a safety authorisation
from the NSA to manage the rail infrastructure in a Member
State. European IMs are typically state-owned entities with
national coverage; a small number of IMs that are privately
owned manage small infrastructure networks, typically at
ports. Altogether 14 IMs are institutionally independent from
any railway undertaking. Detailed information about IMs with
NSA acting as
certification body
15 MS
Accreditation
4MS, Norway,
Switzerland
8 certification bodies
NSA + accreditation
4MS
Recognition,
3MS
6 certification bodies
Figure 35: ECM scheme chosen by Member States (as of 31 December 2013)
250
By mid-January 2014, there were a total of 235 ECM certificates in the ERADIS database. Figure 36 shows the development in the
number of ECM certificates over time and the distribution of certificates per Member States.
DE 48
175
NL 7
150
UK 9
125
IT 9
100
RO 10
75
ES 10
50
PL 33
AT 11
25
CH 12
0
2
01
2
IV-
VI-
2
01
VII
I-2
2
01
2
X-
2
01
XII
-2
2
01
II-2
3
01
2
IV-
3
01
VI-
3
01
VII
I-2
3
01
2
X-
3
01
3
01
-2
XII
HU 14
CZ 32
SK 16
Figure 36: Number of ECM certificates over time and per country (as of 31 December 2013)
Unsurprisingly, there was an increase in the number of ECM certificates issued after May 2013, the date when all ECMs for freight
wagons were required by legislation to be certified.
Although the implementation of ECM certification is well advanced, there are still some areas that need improvement:
Monitoring implementation, where the data collected by ERA must provide a clear and complete overview of the
situation in Member States;
Exchange of information between RUs, wagon keepers and ECMs;
Clean-up of national rules addressing the maintenance of freight wagons that might adversely impact on the effectiveness
of ECM certification.
In 2014, we plan to shift our activities away from implementing the certification scheme towards supporting the surveillance
responsibilities of certified ECMs. In particular, the Agency will organise workshops and supplement existing guidance, continue
to monitor and report on implementation in accordance with Article 14 of the RSD and start the revision process of Regulation
445/2011, including the extension of scope.
FR 6 BG 5 SE 4 IE 2 NO 1 IE 1 HR 1 BE 1 PT 1 LU 1 SI 1
225
200
DE
PL
CZ
SK
HU
CH
AT
ES
45
46
Independent
accident
investigation
250
0
Status end of
Occurrences
during
201
182
180
158
161
222
169
162
166
169
155
190
11
7
4
54
162
123
2007
2008
2009
2010
2011
2012
2013
2007 22
2008
2009
2010
2011
2012
2013
2008 15
2009
2010
2011
2012
2013
2009 23
2010
2011
2012
2013
2010 28
2011
2012
2013
2011 30
2012
2013
2012 27
2013
2013 28
56
128
143
148
158
159
159
50
116
106
100
77
57
29
18
31
44
48
52
136
103
136
140
176
177
178
146
153
168
195
196
196
150
77
42
28
23
13
12
12
13
12
11
6
5
5
200
75
27
Status of investigation
by year of occurrence:
2006
2007
2008
2009
2010
2013 Open
2013 Completed
2012 Open
2012 Completed
2011 Open
2011 Completed
2010 Open
2010 Completed
2009 Open
2009 Completed
2008 Open
2008 Completed
2007 Open
2007 Completed
2006 Open
2006 Completed
2011 20122013
Figure 37: NIB investigations carried out since 2006 with the status of the investigation (ERAIL database)
The Agency receives notifications for a majority of the serious
accidents investigated, although this notification is not always
sent within the one week deadline. The compliance of Member
States with the requirements for notification and submission of
final reports has been improving over time. In 2013, around one
third of notifications to investigate were in fact submitted within
one week after the occurrence of the accident. As the Agency
does not yet systematically receive information on the starting
date of the investigations, the date of the accident occurrence
is used as a reference. It should be noted that the time between
the occurrence and the decision to investigate can, in certain
cases, be longer than a week.
(27)
Within one week after the decision to open an investigation the investigation body shall inform the Agency thereof. The investigation body
shall send the Agency a copy of the final investigation report. (Art. 24(1,2) RSD (49/2004/EC)).
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ INDEPENDENT ACCIDENT INVESTIGATION _ 47
Introduction
2008
2009
2010
2011
2012
2013
- notification
91
60
49
50
35
27
460
402
377
313
347
Table 6: Average time span between occurrence and accident notification and between occurrence and the
submission of the final investigation report to the Agency (in days)(28)
The final investigation reports on the investigations carried out
by NIBs should be made public as soon as possible, and normally
not later than one year after the date of the occurrence. The
average number of months before the final report is submitted
to the Agency has also decreased over time: from more than 15
months for accidents occurring in 2008 to around 11 months for
accidents occurring in 2012.
250
200
150
Fatalities
Serious Injuries
100
Accidents
50
45
38
36
2006
42
2007
30
2008
2009
43
36
2010
2011
33
2012
2013
Figure 38: Serious railway accidents investigated by NIBs together with the resulting casualties (EU-27)
A detailed look into the type of serious accidents investigated
by NIBs shows that train derailment is the most commonly
investigated type of serious accidents, followed by train collision
50
45
40
35
Other
Fire in RS
LC accident
Accident to person
Train derailment
Train collision with
obstacle
Train collision
30
25
20
15
10
5
0
2006
2007
2008
2009
2010
2011
2012
2013
Figure 39: Serious accidents investigated by NIBs per type of accident (EU-27 countries in 20062013)
(28)
Occurrences for which the investigation started in the following calendar year have been excluded from the analysis.
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ INDEPENDENT ACCIDENT INVESTIGATION _ 48
National investigation
bodies (NIBs)
Significant accidents
Precursors
Notifications of opened
investigations
2009
2 739
9 304
173
2010
2 249
10 339
219
2011
2 187
9 618
249
2012
2 026
11 541
233
2013
NA
NA
183
Table 7: Number of occurrences reported to the ERA in the period 20092013 (EU-27)
While the majority of serious accidents in the EU are
investigated by the NIBs, the share of other similar accidents
and other accidents and incidents investigated vary greatly
among countries. NIBs carried out nine investigations per year
on average in the period between 2010-2012 that were notified
to the Agency.
The variation in investigation effort by individual NIBs is
demonstrated in Figure 40, which shows the number of notified
investigations per country standardised by the number of
significant accidents and by train-km in the period between
2010-2012. All occurrences for which a NIB investigation was
started were considered, regardless of whether the investigation
has been carried out and closed in practice.
1
0.9
0.8
0.7
0.6
per significant
accidents
0.5
0.4
0.3
0.2
0.1
0
AT BE BG CZ DE DK EE EL ES FI FR HR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK
ALL
Figure 40: Investigated occurrences as notified to the ERA per significant accidents and per million
train kilometres (20102012)
RAILWAY SAFETY PERFORMANCE IN THE EUROPEAN UNION 2014 _ INDEPENDENT ACCIDENT INVESTIGATION _ 49
50
Conclusion
Independent accident investigation of railway accidents and
incidents carried out by the NIBs of Member States has been
maturing over the past few years. The number of occurrences
investigated per year fell slightly to about 200 per year, while the
quality of the investigations has gradually improved through an
extended investigation into the underlying causes of accidents
and into the role of the safety management systems as well as
better targeted safety recommendations. In 2013 we also saw
an increased number of investigations in which the NIBs of
different Member States actively cooperated.
Reporting on opened and closed investigations continued to
improve in 2013, with the majority of notifications meeting the
legal requirements. However, one continuing concern is the
proportion of investigations for which the final investigation
report is available within one year. This concerns notably
the serious accidents, as visible from the overview of serious
accidents that occurred in 2012 in Annex I. For three out of eight
serious accidents, the investigation has not yet been closed.
There are prevailing major differences between NIBs in terms
of resources, organisational structure, level of independence
and the impact of their work. For example, half of the NIBs in
the EU are part of a multimodal organisation also investigating
other types of transport accidents; some are part of the Ministry
of Transport and others carry out no investigations in practice.
The Agency has been actively seeking to enhance the role
and impact of NIB independent investigations to achieve the
objectives of the Railway Safety Directive, by facilitating the
network of NIBs and providing specific technical support on
request. The Agency also recently started the voluntary NIB
assessment programme that should shed some more light on
the quality and effectiveness of NIB accident investigations and
indirectly on their impact on railway safety in the EU.
51
52
Background
information
Significant accident
after that day is not covered by this report. This report covers the
railways in 26 of the 28 EU countries; Cyprus and Malta do not
have railway systems that are covered by EU legislation. These
26 Member States are referred to as Member States, EU, or EU
countries in the report. The Channel Tunnel (CT) is a separate
reporting entity, so that relevant data are given separately to
the French and UK data. The data are also reported by Norway.
Therefore, there were a total of 28 reporting entities in 2013; the
term Europe was sometimes used for this complete group in
the report.
European legislation requires Member States to report to the
ERA on significant accidents and serious accidents occurring
in their territory. The NSAs must report all significant accidents.
The NIBs must investigate all serious accidents, notify the ERA of
these investigations and, when closed, send the investigation
report to the ERA. The term significant accident covers a wider
range of events than serious accidents. The legislation provides
the following definitions for these two groups of accident:
Serious accident
Directive 2004/49/EC
Each year the safety authority shall publish an annual report concerning its activities in the preceding year and send it to the Agency by 30
September at the latest. The report shall contain information on:
the development of railway safety, including an aggregation at
Member State level of the CSIs laid down in Annex I(30)
Within one week after the decision to open an investigation the investigating body shall inform the Agency thereof. The investigating body shall
send the Agency a copy of the final report normally not later than
12 months after the date of the occurrence(32).
(29)
SERIOUS
ACCIDENTS
RSD ART.3(I)
SIGNIFICANT
ACCIDENTS
RSD ANNEX I
ACCIDENTS
RSD ART.3(K)
OTHER (MINOR) ACCIDENTS
NOT DEFINED
NIB Investigations
INCIDENTS
RSD ART.3(M)
CSI REPORTING
(EU LEVEL)
55
56
ANNEXES
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Event:
Date, time and location:
Outcomes:
Notification (ERAIL):
Short description:
Serious accidents are train collisions or train derailments, with at least one fatality or five serious injuries, or extensive damage. These
accidents are subject to mandatory investigation by national investigation bodies, according to provisions of Article 19 of the RSD.
The investigation reports of these accidents should be available in year 2013 at latest. The accidents are listed in order of occurrence.
Event:
Date, time and location:
Outcomes:
Report published:
ERAIL ID:
22 August 2013
DE-1329
Event:
Date, time and location:
Outcomes:
Train derailment
15 February 2012, Nykirke, Norway
5 serious injuries (2 passengers, 3 employees), EUR 10 million
material damage
Report published:
ERAIL ID:
12 February 2013
NO-1359
Event:
Date, time and location:
Outcomes:
Train collision
3 March 2012, Sczekoczyny, Poland
16 fatalities (11 passengers, 5 employees), 2 serious injuries
Report published:
ERAIL ID:
15 February 2013
PL-1378
Event:
Date, time and location:
Outcomes:
Report published:
ERAIL ID:
Not yet
EL-1434
N/A
N/A
Event:
Date, time and location:
Outcomes:
Report published:
ERAIL ID:
Not yet
DE-1395
N/A
N/A
In this section we provide an overview of accidents that occurred in 2012, both serious and some other similar accidents, for which
the investigation report should normally have been published within one year. The information available in the ERAIL database on
31 January 2014 was used to produce this overview.
Train collision
21 April 2012, Amsterdam Sloterdijk station, Netherlands
1 fatality (passenger), 22 seriously injured (passengers)
Report published:
Final report (ERAIL ID):
26 July 2013
NL-1413
Passenger train passed a red signal that was not seen by the train driver. Improper traffic
management: tight timetable and delay of goods train.
Absence of any warning system to driver when approaching a red signal and of mitigating
measures once signal passed.
RU adjusted timetable to accommodate engineering work, but it conflicted with IM planning standards.
Lack of regular review and assessment of the timetable by the IM.
Limited supervision of risk management by the RU/IM.
Crashworthiness requirement not part of the train authorisation process and the failure of
the Environmental and Transport Inspectorate to enforce RU statutory duty of care for train
crashworthiness.
Underlying/
root:
Event:
Date, time and location:
Outcomes:
Report published:
ERAIL ID:
22 September 2013
BE-1436
Fork arm of an excavator entered the gauge during operation in the vicinity of the mainline.
Use of different technique to lift up and move pallets from the platform which extended
the operational range of the excavator.
Absence of specific instructions on the performance of the work by the contracting company. Poor risk management of the contractor.
Event:
Date, time and location:
Outcomes:
Report published:
ERAIL ID:
Not yet
DE-0131
N/A
N/A
Event:
Date, time and location:
Outcomes:
61
Name
3A
3B
3C
4A
4B
4C
Number of accidents involving at least one railway vehicle transporting dangerous goods
10
11
Level-crossing types
12
13
Legend
Natural variation
List of tables
Total persons
Other persons
Unauthorised persons
Employees
Passengers
33
2012
30
2010
35
2012
2011
2010
2011
17
2012
17
2010
12
14
2012
2011
21
13
2010
2011
2012
2010
2012
2011
2011
18
27
34
15
13
18
21
37
16
11
33
26
29
48
19
17
34
CZ
138
140
146
11
14
74
82
80
45
28
44
10
DE
CT
2010
BG
AT
Year
BE
Table 1
DK
12
EE
18
13
29
10
16
12
EL
27
25
37
16
15
10
15
ES
13
FI
71
88
69
32
50
37
33
29
29
FR
14
26
27
10
19
15
HR
72
84
82
41
53
47
27
27
30
HU
69
65
71
54
49
48
12
15
11
IT
19
26
31
15
20
26
LT
LU
18
13
22
10
13
LV
16
14
10
13
10
NL
NO
271
320
283
180
244
216
61
60
54
15
15
10
PL
24
14
22
16
10
11
PT
126
100
139
81
76
96
41
22
35
RO
15
24
42
15
31
SE
14
SI
68
49
58
45
37
44
21
11
SK
42
55
25
33
45
16
UK
IE
1 134
1 212
1 281
25
25
35
653
809
771
374
310
368
46
30
44
36
38
63
All
1 133
1 207
1 272
25
25
32
653
805
768
373
309
365
46
30
44
36
38
63
EU-28
Total persons
Other persons
Unauthorised persons
Employees
Passengers
45
59
2011
2012
49
2010
2010
11
2012
2011
2012
2010
24
2012
2011
25
23
2010
2011
18
2012
14
2010
2012
2011
2011
14
22
181
171
32
42
22
18
12
15
14
66
74
107
23
36
45
34
21
45
13
14
CZ
115
147
116
25
20
29
35
41
29
36
25
32
10
28
18
33
DE
11
11
DK
14
10
EE
CT
2010
BG
AT
Year
BE
Table 2
14
20
EL
17
10
27
14
ES
FI
37
53
46
11
23
11
10
17
14
12
FR
36
20
23
17
10
HR
88
76
70
23
22
18
23
21
22
41
32
29
HU
39
34
32
21
29
18
IT
11
15
13
LT
LU
21
15
13
LV
48
10
28
NL
184
209
187
63
0
4
93
91
36
46
52
11
79
58
35
PL
NO
16
10
16
PT
131
151
182
59
81
91
60
50
65
12
11
15
14
RO
18
15
25
10
10
SE
12
12
SI
41
39
45
12
20
17
15
14
12
17
SK
19
23
UK
IE
1 019
1 055
1 255
56
34
53
314
438
411
336
282
338
85
80
96
228
221
357
All
1 016
1 050
1 250
56
34
49
314
438
411
336
281
337
82
77
96
228
220
357
EU-28
0
0
0
0
0
0
0
0
0
0
0
0
13
0
0
13
0
0
15
0
0
0
15
0
0
0
0
0
0
0
2
0
0
0
2
0
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Other accidents
Accidents to persons
caused by rolling stock
in motion
Level-crossing accidents
Derailments of trains
Collisions of trains
AT
Year
Accident types
19
18
1
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
7
0
0
0
5
2
0
0
0
0
0
0
0
0
0
0
0
0
BE
0
0
0
0
0
0
0
0
0
0
0
0
9
0
1
8
0
0
7
0
1
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
BG
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
CT
1
0
0
0
0
1
1
0
1
0
0
0
34
0
0
34
0
0
12
2
4
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
CZ
0
0
0
0
0
0
0
0
0
0
0
0
45
0
1
44
0
0
101
0
7
0
80
14
0
0
0
0
0
0
0
0
0
0
0
0
DE
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
4
0
0
5
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
DK
1
0
1
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
9
0
0
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
EE
1
0
0
0
1
0
1
1
0
0
0
0
12
0
0
12
0
0
15
0
0
0
15
0
0
0
0
0
0
0
0
0
0
0
0
0
EL
2
0
2
0
0
0
0
0
0
0
0
0
10
1
0
9
0
0
25
14
1
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
ES
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
5
0
1
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
FI
0
0
0
0
0
0
0
0
0
0
0
0
27
0
0
27
0
0
37
2
0
1
34
0
1
0
0
1
0
0
4
0
1
0
3
0
FR
0
0
0
0
0
0
0
0
0
0
0
0
7
0
0
7
0
0
20
1
0
0
19
0
0
0
0
0
0
0
0
0
0
0
0
0
HR
1
0
1
0
0
0
0
0
0
0
0
0
30
0
0
30
0
0
49
3
0
0
46
0
0
0
0
0
0
0
2
0
1
0
1
0
HU
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
IE
0
0
0
0
0
0
0
0
0
0
0
0
11
0
0
11
0
0
60
7
5
0
48
0
0
0
0
0
0
0
0
0
0
0
0
0
IT
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
0
0
26
0
0
0
26
0
0
0
0
0
0
0
0
0
0
0
0
0
LT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
LU
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
0
0
17
0
0
0
13
4
0
0
0
0
0
0
0
0
0
0
0
0
LV
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
2
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
NL
3
0
0
0
0
3
0
0
0
0
0
0
3
0
0
3
0
0
3
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
NO
0
0
0
0
0
0
0
0
0
0
0
0
55
0
1
54
0
0
228
7
5
0
216
0
0
0
0
0
0
0
0
0
0
0
0
0
PL
0
0
0
0
0
0
0
0
0
0
0
0
11
0
0
11
0
0
11
1
1
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
PT
3
0
0
0
3
0
0
0
0
0
0
0
35
0
0
35
0
0
97
4
1
0
92
0
1
0
1
0
0
0
3
0
2
0
1
0
RO
1
1
0
0
0
0
0
0
0
0
0
0
7
0
0
7
0
0
34
1
2
0
31
0
0
0
0
0
0
0
0
0
0
0
0
0
SE
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
6
4
0
3
0
0
0
3
0
0
0
0
0
0
0
1
0
0
0
0
1
SI
3
0
1
0
0
2
0
0
0
0
0
0
9
0
0
9
0
0
46
0
1
0
44
1
0
0
0
0
0
0
0
0
0
0
0
0
SK
2010
Table 3 A
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
4
0
0
21
0
0
0
16
5
0
0
0
0
0
0
0
0
0
0
0
0
UK
36
19
6
1
4
6
2
1
1
0
0
0
372
1
3
364
4
0
857
42
29
2
756
28
2
0
1
1
0
0
12
0
4
0
7
1
All
33
19
6
1
4
3
2
1
1
0
0
0
369
1
3
361
4
0
854
42
29
2
753
28
2
0
1
1
0
0
12
0
4
0
7
1
EU-28
0
0
0
0
0
0
0
0
0
0
0
0
21
0
0
21
0
0
14
0
2
0
12
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Other accidents
Accidents to persons
caused by rolling stock in
motion
Level-crossing accidents
Derailments of trains
Collisions of trains
AT
Year
Accident types
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
19
0
2
0
15
2
0
0
0
0
0
0
0
0
0
0
0
0
BE
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
35
1
1
0
33
0
0
0
0
0
0
0
0
0
0
0
0
0
BG
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
CT
1
1
0
0
0
0
1
0
1
0
0
0
17
0
0
17
0
0
10
4
2
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
CZ
10
8
2
0
0
0
0
0
0
0
0
0
28
0
0
28
0
0
102
1
8
0
82
11
0
0
0
0
0
0
0
0
0
0
0
0
DE
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
DK
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
6
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
EE
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
0
0
8
0
0
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
EL
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
17
2
0
0
15
0
0
0
0
0
0
0
0
0
0
0
0
0
ES
1
0
1
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
2
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
FI
0
0
0
0
0
0
1
0
1
0
0
0
32
3
0
29
0
0
54
4
1
0
49
0
0
0
0
0
0
0
1
0
0
0
1
0
FR
0
0
0
0
0
0
1
0
1
0
0
0
15
0
0
15
0
0
10
0
0
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
HR
2011
Table 3 B
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
IE
0
0
0
0
0
0
0
0
0
0
0
0
15
0
0
15
0
0
50
0
1
0
49
0
0
0
0
0
0
0
0
0
0
0
0
0
IT
0
0
0
0
0
0
0
0
0
0
0
0
6
0
0
6
0
0
20
0
0
0
20
0
0
0
0
0
0
0
0
0
0
0
0
0
LT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
LU
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
11
0
0
0
8
3
0
0
0
0
0
0
0
0
0
0
0
0
LV
0
0
0
0
0
0
0
0
0
0
0
0
11
0
0
10
1
0
2
0
0
0
2
0
0
0
0
0
0
0
1
0
0
0
0
0
NL
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
4
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
NO
0
0
0
0
0
0
2
2
0
0
0
0
62
2
0
60
0
0
251
6
2
0
243
0
0
0
0
0
0
0
5
0
0
0
1
0
PL
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
4
0
0
10
0
0
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
PT
0
0
0
0
0
0
0
0
0
0
0
0
22
0
0
22
0
0
78
0
2
0
76
0
0
0
0
0
0
0
0
0
0
0
0
0
RO
0
0
0
0
0
0
0
0
0
0
0
0
7
0
0
7
0
0
17
0
2
0
15
0
0
0
0
0
0
0
0
0
0
0
0
0
SE
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
3
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
1
SI
0
0
0
0
0
0
0
0
0
0
0
0
11
0
0
11
0
0
38
1
0
0
37
0
0
0
0
0
0
0
0
0
0
0
0
0
SK
0
0
0
0
0
0
0
0
0
0
0
0
27
0
0
27
0
0
56
3
0
0
53
0
0
0
0
0
0
0
1
0
1
0
0
0
HU
0
0
0
0
0
0
0
0
0
0
0
0
6
0
0
6
0
0
49
0
0
0
45
4
0
0
0
0
0
0
0
0
0
0
0
0
UK
12
9
3
0
0
0
5
2
3
0
0
0
316
5
0
310
1
0
871
22
23
0
806
20
0
0
0
0
0
0
8
0
1
0
2
1
All
12
9
3
0
0
0
5
2
3
0
0
0
315
5
0
309
1
0
867
22
23
0
802
20
0
0
0
0
0
0
8
0
1
0
2
1
EU-28
0
0
0
0
0
0
0
0
0
0
0
0
14
0
0
14
0
0
19
0
1
0
17
1
0
0
0
0
0
0
0
0
0
0
0
0
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Other accidents
Accidents to persons
caused by rolling stock in
motion
Level-crossing accidents
Derailments of trains
Collisions of trains
AT
Year
Accident types
1
0
1
0
0
0
0
0
0
0
0
0
13
0
0
13
0
0
4
0
0
0
3
1
0
0
0
0
0
0
0
0
0
0
0
0
BE
1
0
0
0
1
0
0
0
0
0
0
0
7
0
0
7
0
0
13
1
2
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
BG
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
CT
0
0
0
0
0
0
0
0
0
0
0
0
19
0
0
19
0
0
7
2
3
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
CZ
8
1
4
0
1
2
0
0
0
0
0
0
45
0
0
45
0
0
84
2
5
0
72
5
0
0
0
0
0
0
1
0
0
0
1
0
DE
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
6
1
0
0
4
1
0
0
0
0
0
0
0
0
0
0
0
0
DK
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
5
0
0
2
3
0
0
0
0
0
0
0
0
0
0
0
0
0
EE
4
0
0
0
4
0
0
0
0
0
0
0
8
0
0
8
0
0
6
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
EL
2
0
0
0
0
2
0
0
0
0
0
0
5
0
0
5
0
0
20
4
0
0
16
0
0
0
0
0
0
0
0
0
0
0
0
0
ES
0
0
0
0
0
0
0
0
0
0
0
0
6
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FI
0
0
0
0
0
0
0
0
0
0
0
0
33
0
0
33
0
0
36
2
4
0
30
0
0
0
0
0
0
0
2
0
0
0
2
0
FR
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
6
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
HR
2012
Table 3 C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
IE
0
0
0
0
0
0
0
0
0
0
0
0
13
0
1
12
0
0
56
2
0
0
54
0
0
0
0
0
0
0
0
0
0
0
0
0
IT
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
16
0
1
0
15
0
0
0
0
0
0
0
0
0
0
0
0
0
LT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
LU
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
0
0
13
0
0
0
10
3
0
0
0
0
0
0
0
0
0
0
0
0
LV
1
1
0
0
0
0
0
0
0
0
0
0
13
0
0
13
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
1
0
NL
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NO
16
11
5
0
0
0
0
0
0
0
0
0
61
0
0
61
0
0
194
4
10
0
180
0
0
0
0
0
0
0
0
0
0
0
0
0
PL
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
0
0
16
0
0
0
16
0
0
0
0
0
0
0
0
0
0
0
0
0
PT
0
0
0
0
0
0
0
0
0
0
0
0
41
0
0
41
0
0
84
1
3
0
80
0
0
0
0
0
0
0
1
0
0
0
1
0
RO
0
0
0
0
0
0
0
0
0
0
0
0
7
0
0
7
0
0
7
0
0
0
5
2
0
0
0
0
0
0
1
0
1
0
0
0
SE
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
4
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
SI
0
0
0
0
0
0
0
0
0
0
0
0
21
0
0
21
0
0
47
1
1
0
45
0
0
0
0
0
0
0
0
0
0
0
0
0
SK
1
0
0
0
1
0
0
0
0
0
0
0
7
0
0
7
0
0
34
0
1
0
32
1
0
0
0
0
0
0
0
0
0
0
0
0
UK
0
0
0
0
0
0
0
0
0
0
0
0
27
0
0
27
0
0
43
3
1
0
39
0
0
0
0
0
0
0
2
0
0
0
2
0
HU
34
13
10
0
7
4
0
0
0
0
0
0
373
0
1
372
0
0
717
23
33
2
639
20
0
0
0
0
0
0
10
0
2
0
7
1
All
34
13
10
0
7
4
0
0
0
0
0
0
372
0
1
371
0
0
717
23
33
2
639
20
0
0
0
0
0
0
10
0
2
0
7
1
EU-28
3
2
1
0
0
0
2
0
2
0
0
0
23
0
0
23
0
0
14
2
5
0
7
0
0
0
0
0
0
0
7
0
6
0
1
0
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Other accidents
Accidents to persons
caused by rolling stock in
motion
Level-crossing accidents
Derailments of trains
Collisions of trains
AT
Year
Accident types
171
169
2
0
0
0
0
0
0
0
0
0
4
0
0
4
0
0
6
2
1
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
BE
0
0
0
0
0
0
0
0
0
0
0
0
10
0
1
9
0
0
12
0
0
0
12
0
0
0
0
0
0
0
0
0
0
0
0
0
BG
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
CT
1
1
0
0
0
0
9
8
1
0
0
0
45
0
0
45
0
0
52
5
2
0
45
0
0
0
0
0
0
0
0
0
0
0
0
0
CZ
4
3
0
0
0
1
1
0
1
0
0
0
37
1
4
32
0
0
68
4
7
0
29
28
0
0
0
0
0
0
6
0
6
0
0
0
DE
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
4
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
DK
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
10
0
0
4
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
EE
2
0
0
0
2
0
6
3
3
0
0
0
8
0
0
8
0
0
4
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
EL
1
0
1
0
0
0
0
0
0
0
0
0
6
2
1
3
0
0
20
12
0
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
ES
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
5
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
FI
1
0
1
0
0
0
0
0
0
0
0
0
19
2
0
17
0
0
25
10
2
0
11
2
0
0
0
0
0
0
1
0
1
0
0
0
FR
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
10
0
0
11
2
4
0
5
0
0
0
0
0
0
0
2
1
1
0
0
0
HR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
IE
1
0
1
0
0
0
0
0
0
0
0
0
4
0
1
3
0
0
25
6
1
0
18
0
0
0
0
0
0
0
2
0
2
0
0
0
IT
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
13
0
0
0
13
0
0
0
0
0
0
0
0
0
0
0
0
0
LT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
LU
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
0
0
10
0
0
0
7
3
0
0
0
0
0
0
0
0
0
0
0
0
LV
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
6
2
0
0
3
1
0
0
0
0
0
0
3
3
0
0
0
0
NL
4
0
0
0
0
4
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NO
13
9
4
0
0
0
0
0
0
0
0
0
59
0
4
52
3
0
114
26
0
0
88
0
0
0
0
0
0
0
1
0
1
0
0
0
PL
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
13
3
2
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
PT
14
0
8
0
6
0
0
0
0
0
0
0
65
0
0
65
0
0
93
12
2
0
79
0
2
2
0
0
0
0
8
0
2
0
6
0
RO
9
8
1
0
0
0
0
0
0
0
0
0
6
0
1
5
0
0
9
2
2
0
5
0
0
0
0
0
0
0
1
0
1
0
0
0
SE
0
0
0
0
0
0
0
0
0
0
0
0
11
0
0
7
4
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
SI
15
11
3
0
0
1
0
0
0
0
0
0
6
0
0
2
0
4
24
6
0
0
17
1
0
0
0
0
0
0
0
0
0
0
0
0
SK
1
0
1
0
0
0
0
0
0
0
0
0
22
0
0
22
0
0
47
29
0
0
18
0
0
0
0
0
0
0
0
0
0
0
0
0
HU
2010
Table 4 A
0
0
0
0
0
0
0
0
0
0
0
0
6
3
1
2
0
0
14
4
2
0
6
2
0
0
0
0
0
0
3
0
3
0
0
0
UK
240
203
23
0
8
6
18
11
7
0
0
0
370
8
13
338
7
4
591
129
30
0
389
43
2
2
0
0
0
0
34
4
23
0
7
0
All
236
203
23
0
8
2
18
11
7
0
0
0
369
8
13
337
7
4
591
129
30
0
389
43
2
2
0
0
0
0
34
4
23
0
7
0
EU-28
0
0
0
0
0
0
0
0
0
0
0
0
25
0
0
25
0
0
15
3
4
0
6
2
0
0
0
0
0
0
5
2
2
0
1
0
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Total
Passengers
Employees
Level crossing users
Unauthorised persons
Other persons
Other accidents
Accidents to persons
caused by rolling stock in
motion
Level-crossing accidents
Derailments of trains
Collisions of trains
AT
Year
Accident types
0
0
0
0
0
0
0
0
0
0
0
0
9
0
0
9
0
0
13
3
1
0
4
5
0
0
0
0
0
0
0
0
0
0
0
0
BE
0
0
0
0
0
0
0
0
0
0
0
0
9
0
1
8
0
0
33
14
1
0
18
0
0
0
0
0
0
0
0
0
0
0
0
0
BG
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
CT
4
4
0
0
0
0
5
4
1
0
0
0
22
0
1
21
0
0
42
5
1
0
36
0
0
0
0
0
0
0
1
0
1
0
0
0
CZ
26
23
2
0
0
1
0
0
0
0
0
0
34
6
3
25
0
0
78
4
15
0
41
18
0
0
0
0
0
0
9
0
8
0
0
1
DE
0
0
0
0
0
0
1
0
1
0
0
0
3
0
0
3
0
0
6
3
1
0
2
0
0
0
0
0
0
0
1
0
1
0
0
0
DK
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
0
0
2
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
EE
0
0
0
0
0
0
0
0
0
0
0
0
6
0
0
6
0
0
8
0
0
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
EL
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
7
5
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
ES
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
5
3
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
FI
1
0
0
0
1
0
0
0
0
0
0
0
14
5
0
9
0
0
23
7
1
0
13
2
0
0
0
0
0
0
15
2
4
0
9
0
FR
0
0
0
0
0
0
1
0
1
0
0
0
8
0
0
8
0
0
8
0
2
0
6
0
0
0
0
0
0
0
3
3
0
0
0
0
HR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
IE
0
0
0
0
0
0
0
0
0
0
0
0
3
2
0
1
0
0
31
2
0
0
29
0
0
0
0
0
0
0
0
0
0
0
0
0
IT
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
9
0
0
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
LT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
LU
0
0
0
0
0
0
0
0
0
0
0
0
6
0
1
5
0
0
15
0
0
0
13
2
0
0
0
0
0
0
0
0
0
0
0
0
LV
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
3
0
0
0
3
0
0
0
0
0
0
0
2
0
2
0
0
0
NL
0
0
0
0
0
0
2
0
2
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
1
0
0
0
NO
6
0
5
0
0
1
34
33
1
0
0
0
51
2
3
46
3
0
116
22
1
0
93
0
0
0
0
0
0
0
2
1
1
0
0
0
PL
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
7
2
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
PT
1
0
0
0
1
0
0
0
0
0
0
0
57
5
2
50
0
0
88
10
3
0
75
0
0
2
0
0
0
0
5
0
0
0
5
0
RO
1
1
0
0
0
0
0
0
0
0
0
0
3
0
0
3
0
0
11
1
2
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
SE
6
5
1
0
0
0
0
0
0
0
0
0
5
0
0
5
4
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
SI
0
0
0
0
0
0
1
1
0
0
0
0
14
0
0
14
0
0
24
3
1
0
20
0
0
0
0
0
0
0
0
0
0
0
0
0
SK
0
0
0
0
0
0
0
0
0
0
0
0
23
1
1
21
0
0
49
30
0
0
19
0
0
0
0
0
0
0
4
1
0
0
3
0
HU
2011
Table 4 B
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
8
1
1
0
4
2
0
0
0
0
0
0
0
0
0
0
0
0
UK
45
33
8
0
2
2
44
38
6
0
0
0
313
21
12
280
7
0
604
119
34
2
418
31
0
2
0
0
0
0
49
10
20
0
18
1
All
45
33
8
0
2
2
42
38
4
0
0
0
312
21
12
279
7
0
604
119
34
2
418
31
0
2
0
0
0
0
47
9
19
0
18
1
EU-28
26
Total
Passengers
Other accidents
Accidents to persons
caused by rolling stock in
motion
Level-crossing accidents
Employees
Unauthorised persons
Other persons
Total
Passengers
Employees
Unauthorised persons
Other persons
Other persons
Total
11
Unauthorised persons
Passengers
BE
Employees
Other persons
Passengers
Unauthorised persons
24
Total
Employees
Derailments of trains
Passengers
Total
Other persons
Other persons
Unauthorised persons
Unauthorised persons
24
Employees
Passengers
Employees
Total
Collisions of trains
AT
Year
Accident types
14
15
15
BG
CT
23
30
34
36
CZ
18
34
69
36
36
DE
DK
EE
EL
11
ES
FI
17
10
10
FR
14
17
17
HR
IE
21
28
IT
LT
LU
LV
28
29
NL
NO
63
20
85
36
36
59
61
PL
PT
56
11
67
60
60
RO
10
10
SE
SI
12
19
15
15
SK
23
40
64
23
24
HU
2012
Table 4 C
15
UK
10
25
40
46
304
36
122
516
328
339
17
97
120
All
10
24
39
46
304
36
122
516
328
339
17
97
120
EU-28
80
2012
102
98
19
33
27
18
150
224
235
198
185
160
872
853
899
875
714
706
DE
32
20
20
23
15
24
21
DK
EE
Total nr accidents
Other accidents
Accidents to persons
caused by rolling stock in
motion
Level-crossing accidents
Derailments of trains
Collisions of trains
84
87
79
2010
2012
2012
2011
2011
12
2010
2010
43
2012
30
2011
2012
29
2010
36
2011
43
2010
2012
33
2012
2011
2010
2011
2012
2010
2011
AT
36
51
40
12
32
15
18
16
17
BE
48
74
39
26
65
20
15
10
BG
CT
3
97
99
125
37
51
61
47
34
57
CZ
289
285
297
24
18
24
150
175
166
79
56
73
11
14
19
23
18
13
DE
21
16
16
11
10
DK
20
28
31
13
13
10
15
17
EE
Year
87
2011
69
84
39
27
174
CZ
Accident types
90
94
32
CT
101
2009
93
2010
113
2007
2008
97
BG
Table 6
Suicide events
78
2006
BE
Year
Category
AT
Table 5
18
24
39
15
17
16
EL
EL
51
42
45
29
23
24
11
10
ES
138
128
124
163
174
188
189
ES
19
14
23
10
11
FI
47
64
44
62
52
54
42
FI
136
154
155
15
13
20
51
76
64
38
40
36
13
11
14
17
12
15
FR
356
332
328
337
289
344
351
FR
42
39
45
20
17
28
18
18
12
HR
24
28
19
HR
152
147
142
107
104
96
37
38
42
HU
148
155
121
139
111
111
128
HU
107
108
103
80
78
80
13
18
15
IT
124
140
109
111
137
138
126
IT
26
33
44
22
27
37
LT
13
LT
LU
LU
25
35
41
18
26
27
10
LV
10
13
10
10
LV
30
29
24
19
14
NL
202
215
201
197
164
193
190
NL
19
35
20
10
15
NO
11
11
NO
379
488
449
275
366
335
77
86
86
17
23
17
PL
80
28
44
23
29
28
25
PL
36
27
42
23
17
22
11
14
PT
58
42
51
69
50
52
40
PT
215
217
271
11
151
166
190
59
43
58
10
RO
57
76
23
25
29
24
16
RO
47
54
69
14
28
38
11
14
10
SE
82
62
68
67
71
78
69
SE
6
14
11
21
16
SI
16
25
15
10
20
14
SI
96
84
85
65
61
70
27
21
11
SK
38
40
48
56
58
48
49
SK
75
78
62
49
54
34
10
11
10
UK
248
203
224
210
202
197
227
UK
IE
IE
2 087
2 261
2 314
83
83
116
15
17
15
1 206
1 458
1 394
575
519
595
101
96
98
107
88
96
All
3 005
2 901
2 763
2 770
2 425
2 629
1 889
All
2 068
2 226
2 294
81
76
116
14
16
14
1 206
1 452
1 391
573
517
592
97
92
94
97
73
87
EU-28
2 997
2 890
2 756
2 762
2 418
2 621
1 878
EU-28
2012
2010
2011
2012
2010
2012
2011
2011
CZ
CT
2010
BG
AT
Year
Category
BE
Table 7
DE
DK
EE
EL
ES
FI
FR
HR
IE
10
IT
LT
LU
LV
NL
NO
32
24
PL
PT
RO
SE
SI
SK
HU
UK
36
28
54
10
37
26
19
17
All
36
28
54
10
37
26
19
17
EU-28
All precursors
Broken Axles
Broken wheels
Signals passed at
danger
Trackbuckles
Broken rails
265
326
2012
398
2010
2011
2012
2010
2012
2011
2010
2011
10
2012
11
2010
2012
2011
2010
2011
168
2012
172
2010
162
144
2012
2011
93
2011
165
159
178
75
91
104
12
26
21
52
45
67
127
94
100
27
27
82
71
69
86
80
85
78
30
25
16 110
15 115
18
15
CZ
1 076
952
1 030
400
464
352
29
30
71
644
452
599
DE
248
263
238
14
14
139
173
182
47
46
38
51
28
DK
211
CT
2010
BG
AT
Year
Precursors to accidents
BE
Table 8
31
32
32
12
20
23
16
11
EE
21
174
189
78
44
13
91
143
EL
447
471
696
77
78
87
267
310
506
100
78
97
ES
889
975
122
128
112
366
315
321
217
171
160
335
274
379
FR
123 1 040
82
99
20
20
35
35
11
14
62
51
50
FI
61
11
50
HR
602
391
754
21
18
10
576
369
734
HU
14
20
14
IE
LT
15
11
LU
NL
17
14
17
13 155
14 311
2 155
6 169
7 111
LV
PL
23
23
16
29
13
16
53
20
23
25
22
76
24
56
45
21
50
PT
68
129 1 881 146
134 1 618
51
58
116
12
19
11
56 1 800
47 1 564
101 1 461
NO
1 091
1 098
1 163
447
518
571
643
580
591
RO
956
429
477
328
297
341
590
70
68
34
55
62
SE
116
96
140
10
16
10
16
94
81
114
SI
205
194
253
39
25
22
15
28
57
145
133
165
SK
398
414
541
220
269
304
10
10
11
29
164
127
197
UK
2 367
1 603
958
20
20
20
12
10
1 981
1 276
573
337
313
368
IT
1 1731
9 752
10 574
64
34
57
64
34
57
2 130
2 485
2 563
484
440
504
3 513
2 232
1 787
5 498
4 533
5 620
All
1 1541
9 618
10 339
62
33
52
62
33
52
2 079
2 427
2 447
472
431
502
3 494
2 213
1 776
5 392
4 486
5 519
EU-27
0 0.00
0.34
3.45
3.19
2010
Cost of
delays as a
consequence 2011
of significant
accidents
(MEUR)
2012
Economic
impact of
significant
accidents
(MEUR)
ES
0.14
0.25
0.26
31.50
25.94
35.01
FI
FR
HR
HU
IE
IT
LT
9.72
0.76
0.57
1.60
1.23
0.29
0.04
0.08
0.40
0.39
0.30
0.57
2.58
3.12
1.13
0.91
3.43
4.48
2.80
1.64
4.83
0.20
0.03
2.75
0.28
0.86
2.27
2.04
9.74 2.65
3.19 1.95
0.27
0.16
3.25
0.54
0.93
6.98
4.14
6.38
7.85
9.25
0 13.41
1.47
5.88
0
1.05
8.84
0.52
0.03
0.10 0.14
0.52
0.00
14.4
0.78
0.69
0.74
0.01
0.66
1.04
0.80 12.92
0.03 24.38
0.03
0.52
2.36
2.92
35.2
0 53.50 30.73
0.04 1.08
0.59
NL
0 11.52 22.03
LV
1.10
0 108.11 10.22
29.62 0.19
26.47
42.58
LU
PL
2012
53.08
0 10.95 63.19
RO
6.24
1.80
8.57
0.47
0.38
0.81
0.24
0.69
2.24
2.01
0.21
0.31
0.08
0.73
0.45
8.62
0.60 106.92
2.06 128.87
61.36
484.5
SK
4.76
6.43
5.20
10.90
36.69
56.91
0.02
1.58
0.73
0.71
1.17
70.27
7.91 592.47
43.12
66.86
0.97
0.79
1.88
2.50
2.99
3.06
1.88 131.44
66.46
1.30
0.76
0.47
0.79
12.81
5.02
12.77
5.12
2.04
5.11
85.77
4.06
47.32
UK
0 123.62
4.69 36.23
1.74
1.56
0.12
0
6.05
26.48
14.54
14.52
37.96
33.96
0.91
1.59
20
1.92
0.33
0.42
0 434.50
SI
SE
0 129.37 11.86
PT
NO
0 122.48 397.57 14.13 17.31 22.39 40.11 12.20 42.42 20.83 288.96 1.69 25.99139.58 0.06 65.70 58.50 20.33 508.42
0 128.45 409.50 25.18 19.72 38.09 58.31 28.65 144.80 21.85 272.38 7.59 123.05 17.70 1.22 13.35 24.95
31.86
45.12
57.76
3.64
3.59
5.89
5.09
6.67
33.59
41.35
1.62
2011
2010
0 0.36
2012
0 0.14
2011
1.27 0.20
27.77
2010
0 0.55
28.88
5.96
0 30.43
0 0.73
18.16
2012
6.37
21.60
13.48
31.32
2010
0 28.17
2012
2011
EL
8.00 34.59 53.48 25.59 132.47 19.61 244.98 7.59 101.55 16.46
EE
76.76 51.49
DK
2011
Economic
impact of serious injuries
(MEUR)
Economic
impact of
fatalities
(MEUR)
DE
CZ
CT
2010
BG
AT
Year
Category
BE
Table 9
All
EU28
Tot nr of
level crossings per
track km
Total nr
of level
crossings
Perc of
trainkm
using
operational
ATP
Perc. of
track with
ATP in
operation
Category
11
11
BE
2011
2012
783
815
CZ
99
97.6
94
94
93
DE
53
37
53
53
DK
EL
328 1 587
328 1 250
335 1 305
63
63
69
23
23
23
EE
22 100
21 100
21 100
11 100
11 100
788
2010
CT
11 100
BG
86
2012
86
2010
86
82
2012
2011
82
72
AT
2011
2010
Year
98
98
99
82
82
82
FI
99
73
52
52
FR
62
62
31
40
HR
56
61
54
54
HU
10
11
IE
99
99
92
100
100
100
IT
539
538
538
76
75
86
38
37
37
LT
137
138
138
100
100
99
100
100
100
LU
100
99
99
100
96
98
NL
93
90
90
74
74
70
NO
PL
88
90
90
64
58
52
PT
100
100
100
97
97
97
RO
96
96
96
81
81
65
SE
All
EU-28
0 0.210
0.124 0.403 0.393 0.510 0.571 0.469 0.230 0.246 0.221 0.162 0.369 0.930 0.501 0.271 0.262
0.126 0.421 0.431 0.510 0.571 0.470 0.233 0.246 0.225 0.150 0.365 0.833 0.505 0.301 0.262
UK
21
21
21
SK
888
67
67
67
SI
0.741 0.406
95
95
47
66
66
47
LV
0.133 0.433 0.437 0.484 0.564 0.485 0.233 0.250 0.225 0.181 0.385 0.832 0.491 0.314 0.256
97
97
97
86
86
88
ES
21
223
175
169
2010
2011
2012
2010
2011
2012
2010
2011
2012
Total number
of passive level
crossings
Active LC with
manual user-side
protection and
warning
Active LC with
manual user-side
protection
646
146
291
284
267
2010 3 207
2011 3 126
2012 2 794
137
134
654
669
171
178
184
303
315
354
172
161
131
BG
25
25
25
70
72
71
21
Active LC with
manual user-side
warning
29
921 1 285
2012
2012
2011
938 1 289
2010
210
2011
766
2012
209
878 1 297
757
2011
218
2010
797
2010
BE
2010
Active LC with
automatic user-side
protection and war- 2011
ning, and rail-side
protection
2012
Active LC with
automatic user-side
protection and
warning
Active LC with
automatic user-side
protection
Active LC with
automatic user-side
warning
AT
CT
CZ
0
693
743
0 1 051
726
895
999
DE
422
422
422
0 4 580 5 210
0 4 580 5 595
0 4 673 7 080
0 3 735 9 065
452
486
667
910
904
163
163
171
165
165
164
0 3 735 9 925
29
29
29
136
136
135
EE
10
313
800
910
904
800
DK
134
110
133
324
415
436
97
107
325
544
395
0 1 100
0 3 818
0 1 104 6 547
0 1 104 7 260
0 1 072 6 269
0 2 209
0 2 209
0 2 324
Table 11
928
946
971
17
17
17
453
464
480
458
464
472
ES
FR
46
840
788
151
794 11 843
806 12 693
817 13 110
0 1 725
0 10 968
704 10 018
716
727
90
90
90 13 110
FI
806
723
817
19
43
48
23
762
678
767
EL
988
HU
466
468
463
176
176
169
73
73
69
924 3 151
924 3 151
912 3 144
594 2 890
594 2 892
528 2 820
17
17
17
69
69
72
47 1155
47 1 155
193 1 126
312
312
155
149 1 015
149 1 015
91
HR
39
46
60
IT
277
294
294
158
154
154
381
384
384
28
32
33
15
15
15
13
10
10
310
308
306
LT
31
32
32
106
106
106
18
18
18
82
82
82
LU
114
114
116
10
89
70
NL
373
349
349
98
119
19
26
19
1 806
38
52
0 1 562
0 1 552
1 520
0 1 658
0 1 718
297 3 146
210 3 146
56
444
416
395
411
389
362
1 1 295
1 1 282
297 3 142
PL
1 1 249
119
NO
143
150
155
653
628
622
0 8 948
0 9 109
0 8 738
16
16
20
62 1 501
65 1 486
86 1 501
413
367
346
LV
11
31
836
843
918
SE
25
10
591
695
533
40
29
19
16
87
87
62
77
78
19
233 2 215
190 2 196
218 2 280
936
908
871
RO
10
13
17
32
60
70
349
347
340
38
35
35
PT
All
1 099
1 157
1 461
5 370
433
404
404
392
419
419
56
2 663
4 189
2 436
4 697
4 230
4 054
3 977
3 956
4 254
5 650
55 15 574
55
492 31 594
494 22 229
494 20 775
296 11 378
288 11 375
288 24 200
UK
0 1 660 62 550
18
58
143
33
149
126
512
429
459
351
SK
4 987 59 991
549
339
24
25
25
281
281
282
22
21
24
SI
808 1 239
811 1 182
838 1 100
207 4 361
207 4 488
212 4 583
181
195
191
18 4 039
4 4 140
12 4 218
IE
56 684
57 038
59 991
57 440
59 095
58 939
2 663
4 189
2 436
4 697
4 230
4 054
831
810
1 112
5 277
15 225
5 021
31 594
22 229
20 775
1 001
1 038
1 342
11 377
11 374
24 199
EU-28
Percentage
of audits accomplished/
required
and/or
planned
Total
number of
accomplished audits
Category
381
524
392
2010
2011
2012
96
92
89
97
93
2008
2009
2010
2011
2012
2007
2006
220
2009
83
66
45
2008
109
2007
BE
AT
2006
Year
100
2941
BG
81
100
92
76
59
85
22
45
35
19
24
25
CT
97
97
97
100
100
100
100
742
692
628
410
263
290
159
CZ
DE
EE
78
20
81
84
83
97
95
94
98
77 100
100
100 100
100
1 909
34
32
36 249
33
DK
777
755
731
ES
100
100
90
100
100
100
100
0 1 216
0 1 217
0 1 127
0 1 365
EL
95
80.8
90
92
97
67
91
82
52
18
26
33
43
44
FI
1
89
100
100
100
100
211
50
44
FR
HR
79
93
71
100
77
31
40
29
41
21
HU
88
94
100
90
100
100
100
22
18
20
18
21
13
21
IE
88
87
80
84
83
56
98
3 110
2 455
2 223
2 431
2 158
2 157
1 278
IT
99
83
77
401
469
409
317
LU
100
100
100
100
100
97
100
265
1 853
131
LV
100
98
97
100
100
100
235
100
35
20
20
NL
89
96
75
77
95
74
70
62
79
60
86
72
66
55
NO
87
100
100
100
466
351
PL
100
100
100
100
100
100
100
15
10
PT
89
98
97
351
262
285
RO
88
88
87
74
88
96
98
204
179
187
164
156
188
319
SE
100
100
100
100
SI
100
100
100
100
100
SK
100
100
100
96
100
100
81
29
28
30
27
29
27
21
LT
89
90
88
100
97
93
869
899
912
47
189
720
UK
All
EU28
9 149
10 600
2007
2008
Number of track
kilometres (double
track lines are to be
counted TWICE)
Number of line
kilometres (double
track lines are to be
counted ONCE)
Number of Freight
tonne km
Number of Other
train km
8 049
7 201
7 360
2010
2011
2012
5 188
5 257
2011
5 807
2012
21 523
2012
2010
22 438
22 143
2010
2011
2010
2011
40
2012
2012
43
2011
6 446
6 344
6 344
3 587
3 587
15
0.01
98
13
14
44
Number of Freight
train km
85
102
2010
5 154
5 154
5 154
3 946
3 946
3 973
20
23
22
85
104
1 876
2 067
2 099
2 144
2 334
2 423
2 420
27
31
30
31
35
36
36
100
9 493
94 93
10 493
10 403
9 932
9 607
99.26
100.57
98
91.87
92.9
103.59
BG
2010
Number of passenger 2011
train km
2012
10 900
11 160
2011
2012
10 500
8 830
2006
10 700
152
149
2011
2012
152
156
2009
2010
155
158
2007
2008
Number of Passenger
2009
km
2010
152
2006
BE
200
200
159
159
159
108
49
71
61
0.27
0.12
0.14
0.96
0.96
518
506
496
CT
Year
Reference data
AT
Table 13
254
272
255
783
780
777
85 034
85 034
83 702
81 612
82 500
79 100
77 803
1 038
1 053
1 032
1 002
1 043
1 048
1 013
DE
11 554
11 554
11 554
9 487
9 614
9 628
61 431
63 067
63 839
33 479
33 736
33 803
36
37
36
125
123
12 3
6 750
6 750
6 553
6 472
6 659
6 906
6 908
161
160
160
163
174
152
159
CZ
63
64
63
82
82
78
80
3 210
3 216
3 233
2 459
2 460
2 477
2 278
2 614
2 240
14
14
14
45
46
45
5 468
5 405
5 230
5 055
5 196
5 080
6 274
DK
2 164
2 164
2 167
918
918
899.8
10 302
12 464
13 694
249
393
456
231
274
274
EE
11
12
16
19
21
19
19
3 041
3 041
3 070
2 523
2 523
2 552
282
351
393
0.77
0.87
0.98
10
11
15
832
957
1 143
1 414
1 657
1 930
1 811
EL
50
51
51
50
53
52
50
8 883
8 885
8 862
5 944
5 944
5 919
9 275
9 395
9 750
14
15
15
36
35
35
4 035
3 882
3 959
3 876
4 052
3 778
3 540
FI
45 937
42 088
42 039
29 675
29 297
42 039
32 706
88
75
74
423
425
410
85 230
82 750
81 750
83 260
87 000
78 740
76 470
511
501
484
504
541
529
508
FR
25
25
24
2 976
2 976
2 976
2 722
2 722
2 722
2 332
2 438
2 618
1.6
18
18
16
1 103
1 486
1 742
HR
10 577
10 577
10 577
7 690
7 690
8 657
9 093
9 010
8 798
0.12
0.14
27
26
17
88
83
85
8 070
7 795
7 665
7 945
8 288
10 080
9586
115
110
102
106
109
114
106
HU
18
18
17
18
19
16
18
2165
2165
2165
1683
1683
1683
90
105
92
0.70
0.70
0.77
0.36
0.36
0.34
17
17
16
1583
1639
1677
1681
1975
2007
1872
IE
24 334
24 377
24 370
16 722
16 789
16 794
20 945
21 308
19 563
0.57
40
43
43
274
273
280
41 609
41 325
43 473
46 425
49 407
49 090
58 679
316
317
323
350
366
370
377
IT
14
15
14
14
15
14
13
2 189
2 184
2 148
1 767
1 767
1 767
14 172
15 088
13 451
0.23
403
389
373
357
397
409
430
LT
621
614
614
275
275
275
759
626
717
0.08
0.08
0.71
0.90
0.9
377
353
349
332
LU
19 326
19 372
18 966
13 996
13 965
13 852
7 149
8 653
23
26
25
161
161
158
20 789
21 399
20 977
21 729
22 073
20 584
20 477
188
191
186
188
192
185
185
ES
18
18
16
18
19
18
17
3 908
3 998
3 395
1 859
1 865
1 897
21 866
21 410
17 178
12
12
10
717
732
740
747
951
983
992
LV
7 033
7 000
6 830
3 063
3 035
3 016
3 725
6 378
6 385
0.46
0.25
0.18
11
12
12
138
147
134
17 247
16 892
16 620
16 800
16 500
16 400
15 600
149
160
146
132
139
140
133
NL
Number of track
kilometres (double
track lines are to be
counted TWICE)
Number of line
kilometres (double
track lines are to be
counted ONCE)
Number of Freight
tonne km (million)
4 114
3 646
4 341
4 341
3 891
2011
2012
2010
2011
2012
3 813
4 114
2012
2010
4036
2011
28 664
28 730
28 743
19 960
20 066
20 045
49 079
53 103
3 239
3 483
3 530
2 541
2 794
2 842
2 421
2 321
2 842
3 893
2010
48 952
0
0
29
30
32
3 802
4 143
4 111
4 151
4 154
3 990
76
79
73
142
37
37
40
40
41
2011
2012
143
145
17 737
39
40
3 876
PT
2010
Number of Other train 2011
km (million)
2012
Number of Freight
train km (million)
35
2012
2010
34
35
2011
2010
Number of passenger
train km (million)
3 207
2012
18 049
17 799
3 153
3 036
20 144
18 576
19 374
18 173
223
227
219
208
224
2 859
2011
221
223
2 996
2 859
2 859
2006
2007
45
46
2011
2012
43
46
2009
2010
46
2008
2008
Number of
2009
Passenger km (million)
2010
Total number of
Train km (million)
47
47
2006
2007
PL
Year
Reference data
NO
Table 13
94
93
88
96
96
20 077
20 129
20 171
17 168
17 220
17 263
16 972
17 524
11 412
27
25
22
80
79
70
4 896
5 141
5 499
6 176
6 955
6 724
108
104
RO
132
140
140
141
143
138
134
14 739
15 601
15 347
9 944
11 206
11 066
22 000
22 705
23 463
39
43
40
100
96
94
11 530
11 434
11 036
11 216
10 838
10 295
9 716
SE
18
19
20
18
18
20
19
2 177
2 177
2 187
1 209
1 209
1 228
3 815
3 751
3 283
11
11
10
741
773
813
840
834
812
11.37
SI
50
46
45
47
44
49
51
4 648
4 641
4 638
3 631
3 624
3 622
17 322
18 014
18 230
13
14
14
31
31
33
2 461
2 427
2 291
2 246
2 278
2 147
2 194
SK
535
549
521
31 752
31 108
31 630
16 219
16 187
15 777
23 192
22 817
18 531
37
37
34
498
490
485
58 882
56 059
55 831
52 764
53 002
50 473
49 750
535
528
520
568
UK
333 807
332 046
332 759
217 885
219 470
229 714
397 765
419 535
418 133
41
39
136
806
829
769
3 248
3 240
3 122
402 599
398 180
387 094
397 049
408 475
390 684
385 020
4 095
4 109
4 028
4 058
4 196
4 137
3 964
EU-28
337 698
336 387
337 100
221 531
223 584
233 828
401 578
423 571
422 027
44
41
139
813
838
777
3 284
3 275
3 157
405 806
401 216
390 247
400 045
411 334
393 544
387 880
4 142
4 155
4 074
4 101
4 243
4 184
4 011
All
Country
Austria
Belgium
Bulgaria
(Ministry of Transport Railway Administration Executive Agency)
www.iaja.government.bg
Czech Republic
Germany
Denmark
Trafikstyrelsen
www.trafikstyrelsen.dk
Estonia
Greece
(Regulatory Authority
for Railways)
www.ras-el.gr
Spain
Ministerio de Fomento
Direccin General de Infraestructuras Ferroviarias
www.fomento.es
Ministerio de Fomento
Comision de Investigacin de Accidentes ferroviarios
www.fomento.es
Finland
France
Croatia
Hungary
Ireland
Italy
Lithuania
Luxembourg
Netherlands
Norway
Poland
Portugal
Romania
Sweden
Transportstyrelsen
www.transportstyrelsen.se
Statens haverikommission
www.havkom.se
Slovenia
Ministry of Transport
Railway Accident and Incident Investigation Division
www.mzp.gov.si
Slovakia
United Kingdom
Channel Tunnel
Latvia
82
era.europa.eu
84
TR-AB-14-001-EN-C