Towards safer level crossings: existing recommendations, new applicable technologies and a proposed simulation model

Every year,more than 400 people are killed in over 1,200 accidents at road-rail level crossings in the European Union. Together with tunnels and specific road black spots, level crossings have been identified as being a particular weak point in road infrastructure, seriously jeopardizing road safety. In the case of railway transport, level crossings can represent as much as 29% of all fatalities caused by railway operations. Up to now, the only effective solution appears to involve upgrading level crossing safety systems even though in more than 90% of cases the primary accident cause is inadequate or improper human behavior rather than any technical, rail-based issue. This article provides results of research done on possible technological solutions to reduce the number of accidents at level crossings and demonstrate the effectiveness of the latter. Elements of these recommendations and related research activities constitute the main focus of the research work described in this paper. It is organized as follows: In Section 2, we consider statistical data related to LX accidents in certain given European countries. These statistics as well as a European Commission Directive related to safety targets are analyzed and the main trends are drawn. The study was carried out on the basis of the classification by the European Railway Agency of active LXs and passive LXs. These results form the foundation for the work described in Section 3. Section 3 focuses on advanced technology to improve LXs safety. The main thrust of the study is to evaluate low-cost, standard technology that can contribute to a direct decrease in the number of accidents, at an affordable cost. Existing surveillance technologies already used in rail or road transport are first considered. To facilitate LX bimodality, special emphasis is put on technical solutions which have already demonstrated high efficiency in both environments. In Section 4, the mode of operation of each potential solution is modeled and evaluated considering several operational scenarii, in order to evaluate the aggregate benefits of all the input. Setting models to describe the dynamics surrounding the LX environment will prepare a basis to support the decision making process of a joint rail and road sector strategy on how to control LXs. Finally, section 5 brings the study to a close with a list of the main areas in which to concentrate our future work

Leading indicators of operational risk on the railway: A novel use for underutilised data recordings

Flight Data Monitoring (FDM) is the process by which data from on-board recorders, or so-called ‘black boxes’, is analysed after every journey to detect subtle trends which, if allowed to continue, would lead to an accident. An opportunity has been identified to advance the state of the art in FDM processes by coupling recorder data to established Human Factors methodologies so that issues arising from the strategically important human/machine-system interface can be better understood and diagnosed. The research has also identified a significantly underused source of recorder-data within the railway industry. Taking this data, the paper demonstrates how key areas of driver performance can be quantified using a simple behavioural cluster detection method coupled to sensitivity and response bias metrics. Faced with a class of operational accident that is increasingly human-centred, an underused source of data, and methods that can join it to established human performance concepts, the potential for detecting risks in advance of an accident are significant. This paper sets out to describe and demonstrate this potential

The effectiveness of operation lifesaver in reducing railroad-highway grade crossing accidents

Typescript (photocopy).Operation Lifesaver is an education, enforcement, and engineering program designed to reduce accidents at railroad-highway grade crossings. There are more than 400,000 public and private grade crossings in the United States, and these are the sites of 1,000 fatalities and 12,000 accidents annually. The reported research analyzed the results of the Operation Lifesaver programs in Illinois and Georgia, as compared to the accident experience in California and North Carolina--states that did not implement Operation Livesaver. In addition, the accident experience of Illinois was evaluated against the United States (with other Operation Lifesaver states subtracted) as a further comparison. The impact of Operation Lifesaver was analyzed using the Box-Jenkins time series analysis. The results of the research showed a significant reduction of 34.36 accidents per month in Illinois after the implementation of Operation Lifesaver, while California had a non-significant reduction of 3.03 per month during the same time. Neither state showed a significant reduction in grade crossing fatalities. Georgia experienced a significant reduction of 2.46 fatalities per month after the introduction of Operation Lifesaver, while North Carolina had a non-significant reduction of 0.57 fatalities per month during the same time. Because of reporting changes, it was impossible to measure the impact of Operation Lifesaver on grade crossing accidents in Georgia. The results of the comparison of the accident experience of Illinois with the United States showed a significant reduction of 34.36 accidents per month in Illinois, as compared to an increase of 9.84 accidents in the United States during the same time. The research concluded that Operation Lifesaver reduced railroad-highway grade crossing accidents in Illinois and fatalities in Georgia. For these reasons, the national adoption of this program is recommended

Research on the System Safety Management in Urban Railway

Nowadays, rail transport has become one of the most widely utilised forms of transport thanks to its high safety level, large capacity, and cost-effectiveness. With the railway network's continuous development, including urban rail transit, one of the major areas of increasing attention and demand is ensuring safety or risk management in operation long-term remains for the whole life cycle by scientific tools, management of railway operation (Martani 2017), specifically in developed and developing countries like Vietnam. The situation in Vietnam demonstrates that the national mainline railway network has been built and operated entirely in a single narrow gauge (1000mm) since the previous century, with very few updates of manual operating technology. This significantly highlights that up to now, the conventional technique for managing the safety operation in general, and collision in particular, of the current Vietnamese railway system, including its subsystems, is only accident statistics which is not a scientific-based tool as the others like risk identify and analyse methods, risk mitigation…, that are already available in many countries. Accident management of Vietnam Railways is limited and responsible for accident statistics analysis to avoid and minimise the harm caused by phenomena that occur only after an accident. Statistical analysis of train accident case studies in Vietnam railway demonstrates that, because hazards and failures that could result in serious system occurrences (accidents and incidents) have not been identified, recorded, and evaluated to conduct safety-driven risk analysis using a well-suited assessment methodology, risk prevention and control cannot be achieved. Not only is it hard to forecast and avoid events, but it may also raise the chance and amount of danger, as well as the severity of the later effects. As a result, Vietnam's railway system has a high number of accidents and failure rates. For example, Vietnam Rail-ways' mainline network accounted for approximately 200 railway accidents in 2018, a 3% increase over the previous year, including 163 collisions between trains and road vehicles/persons, resulting in more than 100 fatalities and more than 150 casualties; 16 accidents, including almost derailments, the signal passed at danger… without fatality or casual-ty, but significant damage to rolling stock and track infrastructure (VR 2021). Focusing and developing a new standardised framework for safety management and availability of railway operation in Vietnam is required in view of the rapid development of rail urban transport in the country in recent years (VmoT 2016; VmoT 2018). UMRT Line HN2A in southwest Hanoi is the country's first elevated light rail transit line, which was completed and officially put into revenue service in November 2021. This greatly highlights that up to the current date, the UMRT Line HN2A is the first and only railway line in Vietnam with operational safety assessment launched for the first time and long-term remains for the whole life cycle. The fact that the UMRT Hanoi has a large capacity, more complicated rolling stock and infrastructure equipment, as well as a modern communica-tion-based train control (CBTC) signalling system and automatic train driving without the need for operator intervention (Lindqvist 2006), are all advantages. Developing a compatible and integrated safety management system (SMS) for adaption to the safety operating requirements of this UMRT is an important major point of concern, and this should be proven. In actuality, the system acceptance and safety certification phase for Metro Line HN2A prolonged up to 2.5 years owing to the identification of difficulties with noncompliance to safety requirements resulting from inadequate SMS documents and risk assessment. These faults and hazards have developed during the manufacturing and execution of the project; it is impossible to go back in time to correct them, and it is also impossible to ignore the project without assuming responsibility for its management. At the time of completion, the HN2A metro line will have required an expenditure of up to $868 million, thus it is vital to create measures to prevent system failure and assure passenger safety. This dissertation has reviewed the methods to solve the aforementioned challenges and presented a solution blueprint to attain the European standard level of system safety in three-phase as in the following: • Phase 1: applicable for lines that are currently in operation, such as Metro Line HN2A. Focused on operational and maintenance procedures, as well as a training plan for railway personnel, in order to enhance human performance. Complete and update the risk assessment framework for Metro Line HN2A. The dissertation's findings are described in these applications. • Phase 2: applicable for lines that are currently in construction and manufacturing, such as Metro Line HN3, Line HN2, HCMC Line 1 and Line 2. Continue refining and enhancing engineering management methods introduced during Phase 1. On the basis of the risk assessment by manufacturers (Line HN3, HCMC Line 2 with European manufacturers) and the risk assessment framework described in Chapter 4, a risk management plan for each line will be developed. Building Accident database for risk assessment research and development. • Phase 3: applicable for lines that are currently in planning. Enhance safety requirements and life-cycle management. Building a proactive Safety Culture step by step for the railway industry. This material is implemented gradually throughout all three phases, beginning with the creation of the concept and concluding with an improvement in the attitude of railway personnel on the HN2A line. In addition to this overview, Chapters 4 through Chapter 9 of the dissertation include particular solutions for Risk assessment, Vehicle and Infrastructure Maintenance methods, Inci-dent Management procedures, and Safety Culture installation. This document focuses on constructing a system safety concept for railway personnel, providing stringent and scientific management practises to assure proper engineering conditions, to manage effectively the metro line system, and ensuring passenger safety in Hanoi's metro operatio

Great East Japan Earthquake, JR East Mitigation Successes, and Lessons for California High-Speed Rail, MTI Report 12-37

California and Japan both experience frequent seismic activity, which is often damaging to infrastructure. Seismologists have developed systems for detecting and analyzing earthquakes in real-time. JR East has developed systems to mitigate the damage to their facilities and personnel, including an early earthquake detection system, retrofitting of existing facilities for seismic safety, development of more seismically resistant designs for new facilities, and earthquake response training and exercises for staff members. These systems demonstrated their value in the Great East Japan Earthquake of 2011 and have been further developed based on that experience. Researchers in California are developing an earthquake early warning system for the state, and the private sector has seismic sensors in place. These technologies could contribute to the safety of the California High-Speed Rail Authority’s developing system, which could emulate the best practices demonstrated in Japan in the construction of the Los Angeles-to-San Jose segment