Level Crossing Chap 3

CHAPTER 3:
3.1
RAILWAY LEVEL CROSSING SAFETY

EXPERIENCE AND ENHANCEMENT IN
DEVELOPED COUNTRIES
General
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3.2
Some definitions
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3.3
Experience of the United Kingdom in safety management
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3.3.1 A change in the philosophy of railway safety management
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Table 3.1: Costs of ATP ( million)!
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D-#1%55%1,&-!BRU!6(%)!1,8(<)%8(C!
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Total
QXQ!
2cU!
825
Source: Modern Railways, H(01(8'()!R\\X:!
!
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Figure 3.1: The ALARP Principle
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Source: Z:N:!./((#($),7/13!Recent Developments!in Risk Assessment in Rail, 0%0()!!
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(ii)
Risk Management Process in the United Kingdom

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Figure 3.2: Railtrack Risk Management System

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3.3.3
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Risk management as applied to level crossing accidents in the United
Kingdom
(i)
Trend in and relative significance of level crossing fatalities
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Figure 3.3: Level crossing fatalities relative to total
railway fatalities, United Kingdom
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Source: HSE Railway Safety Statistics Bulletin 1998/99.
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(ii)
Accident record of various types of level crossings
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Table 3.2: Accidents at protected level crossings,
1 April 1991 - 31 March 1992
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(iii)
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3.3.4
Safety Valuation in Transport Project Appraisal

(i)
The need for monetary valuation of accident casualties
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+(%1/! %-+! ,->9),(#! ,-! 1)%-#0&)1! %44,+(-1#:! E94/! &<! 1/,#! $&)A! )(5%1(#! 1&! )&%+! 1)%<<,4!
%44,+(-1#3!'91!1/(!0),-4,05(#!(-9-4,%1(+!1/()(,-!%)(!/,7/56!)(5(*%-1!1&!1/(!*%59%1,&-!&<!
+(%1/!%-+!,->9)6!0)(*(-1,&-!,-!)%,5$%6!%44,+(-1#:!
!
[/6!1/(-!,#!,1!,80&)1%-1!1/%1!1/(!0&1(-1,%5!'(-(<,1#!&<!%44,+(-1!0)(*(-1,&-!'(!
8(%#9)(+!,-!8&-(1%)6!1()8#p!!L/(!%-#$()!1&!1/,#!=9(#1,&-!5,(#!,-!1/(!4&-*(-1,&-!1/%1!
1/(!'(-(<,1#!&<!1)%-#0&)1!0)&>(41#!%)(!160,4%556!(F0)(##(+!,-!8&-(1%)6!1()8#!1&!%55&$!%!
4&80%),#&-! $,1/! 1/(! 4&#1#! &<! 1/(,)! ,805(8(-1%1,&-:! L/9#3! ,<! 1/(! 4&#1k'(-(<,1!
)(5%1,&-#/,0#! &<! #%<(16! 0)&>(41#! %)(! 1&! '(! $(,7/(+! %7%,-#1! 1/&#(! &<! &1/()! 1)%-#0&)1!
0)&>(41#3! 1/(6! %5#&! 89#1! '(! )(+94(+! 1&! 8&-(1%)6! 1()8#3! '91! 1/(! *%59%1,&-! &<! #%<(16!
'(-(<,1#!0&#(#!4&-#,+()%'5(!+,<<,49516:!
!
!
(ii)
Gross Output vs. Willingnessto-Pay
!
E%-6!+,<<()(-1!%00)&%4/(#!1&!1/(!*%59%1,&-!&<!#%<(16!/%*(!'((-!0)&0&#(+3!'91!
&-56! 1$&! /%*(! '((-! %+&01(+! W! -%8(56! 1/(! gross output! %00)&%4/! %-+! 1/(!
willingness-to-pay %00)&%4/:! Y&1/! %00)&%4/(#! /%*(! '((-! 9#(+! '6! 1/(! GJ!
?(0%)18(-1! &<! L)%-#0&)1! %1! *%),&9#! 1,8(#! ,-! %11(801,-7! 1&! (#1%'5,#/! %-! (<<(41,*(!
8(1/&+&5&76!<&)!1/(!4&#1b'(-(<,1!%-%56#,#!&<!1)%-#0&)1!#%<(16!,80)&*(8(-1!#4/(8(#:!!
!
L/(!7)&##!&91091!%00)&%4/!0),8%),56!%##(##(#!1/(!4&#1!&<!%-!%44,+(-1!%#!1/(!
+,#4&9-1(+! 0)(#(-1! *%59(! &<! %! *,41,8a#! <919)(! &910913! &)! ,-4&8(3! O(F1,-79,#/(+! %#! %!
)(#951! &<! /,#! &)! /()! 0)(8%19)(! +(8,#(:P! RU! L&! 1/,#! (#1,8%1(! &<! ,-4&8(! <&)(7&-(! ,#!
%++(+! %-! %55&$%-4(! <&)! *%),&9#! &1/()! (4&-&8,4! (<<(41#3! #94/! %#! *(/,45(! +%8%7(3!
0&5,4(! %-+! 8(+,4%5! 4&#1#:! ! D-! #&8(! 4&9-1),(#3! %-! %++,1,&-%5! B%)',1)%)6C! %55&$%-4(! ,#!
8%+(! <&)! 1/(! 0%,-3! 7),(<! %-+! #9<<(),-7! &<! 1/(! *,41,8! &)! 1/(! *,41,8a#! +(0(-+(-1#3!
)(5%1,*(#!%-+!<),(-+#:!!
L/(! 8%>&)! &'>(41,&-! )%,#(+! '6! (F0()1#! ,-! 1/,#! <,(5+! 1&! 1/(! 7)&##! &91091!
%00)&%4/!,#!1/%1!,1!+&(#!-&1!)(<5(41!%!0()#&-a#!1)9(!0)(<()(-4(!<&)!#%<(163!%#!+,#1,-41!
<)&8!1/(!+(#,)(!1&!0)(#()*(!49))(-1!%-+!<919)(!5(*(5#!&<!,-4&8(:!!!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
RU
! E:[:K&-(#b^((S! Valuing Safety in Transport Project Appraisal, Z%0()! <&)! N%,51)%4AkY),1,#/!
N%,5!.&-<()(-4(!&-!g%59(!<&)!E&-(6!,-!L)%-#0&)1!H%<(16!E(%#9)(#3!^&-+&-3!2f!K9563!R\\X:
f2!
L/(!$,55,-7-(##b1&b0%6!B[LZC!%00)&%4/3!&-!1/(!&1/()!/%-+3!*%59(#!1/(!4&#1!&<!
%44,+(-1#!%#!1/(!8%F,898!%8&9-1!%!0()#&-!B&)!0()#&-#C!$&95+!'(!0)(0%)(+!1&!0%6!
<&)! ,80)&*(8(-1#! ,-! /,#k/()! &$-! %-+! &1/()#a! #%<(16:! L/9#3! 1/(! [LZ! *%59%1,&-! ,#! %!
-%19)%5! 8(%#9)(! &<! 0()#&-%5! 0)(<()(-4(! <&)! #%<(16:! D1#! '%#,#! ,#! %! 4&8',-%1,&-! &<!
8%,5(+! %-+! 0()#&-%5! ,-1()*,($! #9)*(6#3! %#! $(55! %#! revealed preference #19+,(#! ,-!
$/,4/!%-!%##(##8(-1!,#!8%+(!&<!%419%5!#,19%1,&-#!$/()(!0(&05(!1)%+(!&<<!,-4&8(!&)!
$(%51/! <&)! 0/6#,4%5! ),#A! B160,4%556! ,-! /%@%)+&9#! &4490%1,&-#! $/,4/! 4&88%-+! $%7(!
0)(8,98#C:! D1! ,#! 4%5495%1(+! <&)! ,-+,*,+9%5#! %-+! 1/(-! %77)(7%1(+! <&)! 7)&90#! &<!
,-+,*,+9%5#! 9#,-7! +,#1),'91,&-%5! $(,7/1#3! ,-! &)+()! 1&! %)),*(! %1! %-! &*()%55! *%59(! <&)! 1/(!
#%<(16!,80)&*(8(-1!4&-4()-(+:!!
!
!
L&! 0()8,1! 4&80%),#&-#! '(1$((-! 1/(#(! %51()-%1,*(! 8(1/&+#! &<! #%<(16!
*%59%1,&-3!,1!,#!-(4(##%)6!1&!#1%-+%)+,@(!1/(!(#1,8%1(#!'6!)(5%1,-7!1/(8!1&!1/(!4&-4(01!
&<!%*&,+%-4(!&<!%!statistical death or injury. !"#!%-!,559#1)%1,&-!&<!1/,#3!,<!,1!,#!#900&#(+!
1/%1! %! 7)&90! &<! RUU3UUU! 0(&05(! (->&6! %! #%<(16! ,80)&*(8(-1! 1/%1! )(+94(#! 1/(!
0)&'%',5,16! &<! +(%1/! '6! R! ,-! RUU3UUU! <&)! each and every! 8(8'()! &<! 1/(! 7)&903! 1/(!
(F0(41(+! -98'()! &<! +(%1/#! $,1/,-! 1/(! 7)&90! +9),-7! %! 7,*(-! <919)(! 0(),&+! $,55! '(!
0)(4,#(56! &-(:! L/(! #%<(16! ,80)&*(8(-1! 8%6! 1/9#! '(! +(#4),'(+! %#! 1/(! %*&,+%-4(! &<!
&-(!statistical death. L/(!#1%1,#1,4%5!+(%1/!#%*(+!8%6!1/(-!'(!*%59(+!,-!%44&)+%-4(!
$,1/!(,1/()!&<!1/(!1$&!%51()-%1,*(!*%59%1,&-!8(1/&+#!,-!&)+()!1&!(#1,8%1(!1/(!'(-(<,1!&<!
%! #%<(16! ,80)&*(8(-1:! hL/(! *%59(! &<! %! #1%1,#1,4%5! +(%1/! #%*(+! ,#! )(<())(+! 1&! ,-! GJ!
)%,5$%6!#%<(16!+&498(-1%1,&-!%#!1/(!Og%59(!&<!%!M%1%5,16!Z)(*(-1(+P!&)!gZMi:!!
!
!
D1! /%#! 1&! '(! -&1(+! 1/%1! 1/(! 7)&##! &91091! %-+! [LZ! 8(1/&+#! &<! #%<(16! '(-(<,1!
*%59%1,&-! 0)&+94(! $,+(56! +,<<()(-1! )(#951#3! %#! ,#! #/&$-! '6! 1/(! *%59(#! 9#(+! '6! 1/(!
G-,1(+!J,-7+&8!?(0%)18(-1!,-!%##(##,-7!1/(!4&#1#!&<!)&%+!1)%<<,4!<%1%5,1,(#!B#((!L%'5(!
d:dC:!
!
Table 3.3: Gross output and WTP statistical life valuations used by
United Kingdom Department of Transport for road accidents
!
!
R\cQn!0),4(#!
R\c]!0),4(#!
R\\2!0),4(#!
R\\c!0),4(#!
Gross output
180,330!
!
!
!
Willingness-to-pay
!
500,000!
715,330
950,000!
Sources: BRC E:![:!K&-(#b^((3!Valuing Safety in Transport Project Appraisal, N%,51)%4AkY),1,#/!!

!!!!!!!!N%,5:!!.&-<()(-4(!&-!g%59(!<&)!E&-(6!,-!L)%-#0&)1!H%<(16!E(%#9)(#3!
!!!!!!!!^&-+&-3!K956!R\\X!:!
B2C! Judgement versus the cold numbers ,-!E&+()-!N%,5$%6#3!K956!R\\c:!
* ^%#1!6(%)!<&)!$/,4/!%!7)&##!&91091!'%#(+!(#1,8%1(!$%#!8%+(:!
(iii)
Problems associated with WTP approach
!
L/(! O$,55,-7-(##b1&b0%6P! (#1,8%1(#! ,-! L%'5(! d:d! %)(! 1/(! 8(+,%-! *%59(#! <)&8!
1/(!#9)*(6!+%1%:!"#!#94/3!1/(6!%)(!#,7-,<,4%-156!5&$()!1/%-!1/(!8(%-!*%59(#!<)&8!1/(!
#%8(!#9)*(6!+%1%!W!<&)!(F%805(3!/%+!1/(!8(%-!)%1/()!1/%-!1/(!8(+,%-!'((-!9#(+!<&)!
1/(! R\\2! (#1,8%1(3! %! *%59(! 45&#()! 1&! 2,000,000 (nearly three times the median
figure of 715,330) might have resulted:!!_-(!&<!1/(!0)&'5(8#!,805,4,1!,-!#(5(41,-7!
1/(![LZ!%00)&%4/!,#!1/%1!&<!+(1()8,-,-7!$/,4/!4(-1)%5!1(-+(-46!8(%#9)(!W!8(%-!&)!
8(+,%-! W! '(#1! )(<5(41#! 1/(! #%<(16! *%59%1,&-#! &<! %! 8%>&),16! &<! 0(&05(:! E&#1! (F0()1#!
#977(#1! 1/%1! 1/()(! ,#! -&! #9'#1,191(! <&)! 4),1,4%53! ,-<&)8(+! >9+7(8(-1! ,-! #(5(41,-7! %!
fd!
0%)1,495%)!*%59(!<)&8!%!7,*(-!)%-7(:![/(-!,-!R\cc3!1/(!G-,1(+!J,-7+&8!?(0%)18(-1!
&<! L)%-#0&)1! +(4,+(+! 1&! 8%A(! =9,1(! %! )%+,4%5! 4/%-7(! ,-! ,1#! 8(1/&+! &<! *%59,-7! )&%+!
<%1%5,1,(#!B<)&8!%!7)&##!&91091!1&!%![LZ!%00)&%4/C3!,1!())(+!&-!1/(!#,+(!&<!4%91,&-!%-+!
#(5(41(+! %! *%59(! %1! 1/(! 5&$()! (-+! &<! 1/(! )%-7(! &<! (#1,8%1(#! 1/(-! %*%,5%'5(:!
H9'#(=9(-1563! 1/(! [LZ! %00)&%4/! /%#! 7%,-(+! 7)(%1()! %44(01%-4(! %-+! ,#! -&$! 1/(!
%00)&%4/!1&!1/(!*%59%1,&-!&<!#%<(16!)(4&88(-+(+!,-!1/(!L)(%#9)6!O`)((-!Y&&AP:RR!!D1!
,#! 0&##,'5(! 1/%1! 1/,#! 8%6! ,-<59(-4(! 1/(! ?(0%)18(-1! &<! L)%-#0&)1! ,-! <919)(! 1&! #(1! ,1#!
*%59(!<&)!0)(*(-1,&-!&<!%!)&%+!<%1%5,16!45&#()!1&!1/&#(!,805,(+!'6!1/(!8(%-!(#1,8%1(#!
<&)!1/(!G-,1(+!J,-7+&8:!
!
(iv)
Valuation of Non-fatal Road Injuries
L/(!8%>&)!+,<<,49516!%##&4,%1(+!$,1/!&'1%,-,-7![LZ!*%59(#!<&)!0)(*(-1,-7!-&-b!
<%1%5! ,->9),(#! ,#! 1/%1! 1/(#(! 4&*()! %! $,+(! #0(41)983! <)&8! 8,-&)! 491#! %-+! ')9,#(#!
)(=9,),-7! -&! /&#0,1%5,#%1,&-! 1&! ,->9),(#! )(#951,-7! ,-! #(*()(! 0()8%-(-1! +,#%',5,16:!
;(*()1/(5(##3!#94/!(#1,8%1(#!/%*(!'((-!%11(801(+!,-!'&1/!1/(!GH"!%-+!1/(!G-,1(+!
J,-7+&8:!!
!
D-!1/(!G-,1(+!H%1(#3!(F0()1!8(+,4%5!&0,-,&-!$%#!4&-#951(+!1&!&'1%,-!(#1,8%1(#!
&<!O5&#1!6(%)#!&<!<9-41,&-,-7P!<&)!*%),&9#!4%1(7&),(#!&<!,->9)6:!L&!1/(#(!$()(!%005,(+!%!
O*%59(! 0()! 5,<(! 6(%)P! &<!GHq! R2U3UUU! BR\cf! 0),4(#C! ,-!&)+()! 1&! &'1%,-! %-! (#1,8%1(!&<!
1/(! 4&#1! &<! *%),&9#! 160(#! &<! ,->9)6:! L/(! *%59(! 0()! 5,<(! 6(%)! $%#! ,1#(5<! (#1,8%1(+! '6!
+,#4&9-1,-7!%-!%##98(+!*%59(!&<!%!#1%1,#1,4%5!5,<(!&<!GHq!R:\Q!8,55,&-!%1!f!0()!4(-1!0()!
%--98:!
!
!
D-! 1/(! G-,1(+! J,-7+&83! (#1,8%1(#! $()(! '%#(+! &-! 0()#&-%5! ,-1()*,($!
)(#0&-#(#! <)&8! %! -%1,&-%556! )(0)(#(-1%1,*(! #%805(! &<! c\R! 0()#&-#! ,-! I-75%-+3!
H4&15%-+! %-+! [%5(#:! I##(-1,%556! 1/(! #9)*(6! 8(1/&+! ,-*&5*(+! %#A,-7! )(#0&-+(-1#! 1&!
)%1(!1/(!),#A!&<!#9#1%,-,-7!*%),&9#!160(#!&<!#(),&9#!,->9)6!,-!)(5%1,&-!1&!5&##!&<!5,<(:!L/(!
#%805(!8(%-#!<&)!(%4/!160(#!&<!,->9)6!$()(!1/(-!%005,(+!1&!1/(!*%59(!&<!#1%1,#1,4%5!5,<(!
Bm! ]RQ3ddU! ,-! R\\2! 0),4(#C! 1&! %)),*(! %1! %! *%59(! <&)! 0)(*(-1,-7! (%4/! 160(! &<! #(),&9#!
,->9)6:!L/(!*%59(#!#&!+(),*(+!$()(!9#(+!'6!1/(!?(0%)18(-1!&<!L)%-#0&)1!1&!,-4)(%#(!
,1#!*%59%1,&-!&<!#(),&9#!,->9)6!<)&8!m!2U3UUU!B'%#(+!&-!1/(!7)&##!&91091!%00)&%4/C!1&!
m!]Q3UUU!B'%#(+!&-!1/(![LZ!%00)&%4/!%-+!%1!R\\2!0),4(#C:!L/(!*%59%1,&-!&<!#(),&9#!
,->9),(#! %#! %! 0)&0&)1,&-! &<! #1%1,#1,4%5! 5,<(! )%-7(+! <)&8! 2:Q! 0()! 4(-1! <&)! &910%1,(-1!
1)(%18(-1!%-+!<955!)(4&*()6!,-!dbX!8&-1/#!1&!RUU!0()!4(-1!<&)!0%)%05(7,%k=9%+),05(7,%!
%-+!#(*()(!/(%+!,->9),(#:!G#,-7!1/(!%*()%7(!*%59(!&<!m!]Q3UUU!0()!,->9)63!1/(!*%59(!&<!
%!#1%1,#1,4%5!5,<(!8%6!1/()(<&)(!'(!4%5495%1(+!%#!1/(!(=9,*%5(-1!&<!\:Q!#(),&9#!,->9),(#:!
(v)
Willingness-to-Pay valuations of railway casualties!
[/,5(! 1/(! [LZ! %00)&%4/! /%#! %5#&! '((-! %+&01(+! <&)! 1/(! *%59%1,&-! &<!
4%#9%51,(#!,-!GJ!)%,5$%6!%44,+(-1#3!1/(!%##(##(+!8%7-,19+(!&<!*%59(#!,#!4&-#,+()%'56!
7)(%1()!1/%-!1/%1!%005,(+!,-!1/(!4%#(!&<!)&%+!%44,+(-1!4%#9%51,(#:!!!
!
L/()(! ,#! -&! ,-19,1,*(! )(%#&-! $/6! 1/()(! #/&95+! '(! %-6! +,<<()(-4(! '(1$((-!
1/(#(! *%59(#:! V&$(*()3! 1/(! +,<<()(-4(! %),#(#! ,-! 1/(! 0()4(01,&-! &<! %! 8%>&),16! &<!
)(#0&-+(-1#! 1&! %44,+(-1! *%59%1,&-! #9)*(6#! 1/%1! %! )%,5! #,-75(! %44,+(-1! ,-*&5*,-7!
8951,05(!4%#9%51,(#!4%)),(#!$,1/!,1!%!7)(%1()!),#A!1/%-!#(*()%5!#8%55!)&%+!%44,+(-1#!$,1/!
&-(! &)! 1$&! 4%#9%51,(#:! ! L/,#! 0()4(01,&-! ,#! )(,-<&)4(+! '6! 1/(! <%41! 1/%13! 160,4%5563!
%44,+(-1#! ,-*&5*,-7! 1(-! &)! 8&)(! <%1%5,1,(#! %44&9-1! <&)! %! *()6! #8%55! 0)&0&)1,&-! &<! %55!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
RR
!VE!L)(%#9)6!BR\\RC!S!Economic Appraisal in Central Government. A Technical Guide for
Government Departments.
fX!
)&%+!<%1%5,1,(#3!$/()(%#!&*()!%-!(F1(-+(+!0(),&+!#94/!8951,05(!<%1%5,16!%44,+(-1#!%)(!
5,A(56!1&!%44&9-1!<&)!%!894/!5%)7()!0)&0&)1,&-!&<!%55!)%,5!<%1%5,1,(#:!!
!
L/(! <9)1/()! 0()4(01,&-! '6! #9)*(6! )(#0&-+(-1#! 1/%1! 1/(! ),#A#! &<! )%,5$%6!
%44,+(-1#! %)(! 5%)7(56! &91#,+(! &<! 0%##(-7()#a! 4&-1)&5! %5#&! &0()%1(#! 1&! ,-4)(%#(! 1/(!
1&1%5!4&#1!&<!%!)%,5!<%1%5,16!)(5%1,*(!1&!1/%1!&<!%!)&%+!<%1%5,16:!L/(!(*,+(-4(!,#!1/%1!0(&05(!
$,55!'(!$,55,-7!1&!0%6!%!#8%55()!%8&9-1!<&)!),#A!)(+941,&-!,<!1/(6!0()4(,*(!1/(!),#A!1&!'(!
9-+()! 1/(,)! &$-! 4&-1)&53! %##98(+! *&59-1%),563! 5%)7(56! 1/(,)! &$-! )(#0&-#,',5,163! %-+!
%'&*(!7)&9-+:!!L/(!8%>&),16!0()4(01,&-!,#!1/%1!%55!<&9)!4&-+,1,&-#!%)(!8(1!,-!1/(!4%#(!
&<!)&%+!%44,+(-1!),#A3!'91!1/%1!,-!1/(!4%#(!&<!)%,5$%6!%44,+(-1!),#A!&-56!1/(!5%#1!&<!1/(!
4&-+,1,&-#!,#!8(1!B,:(:!8&#1!)%,5$%6!%44,+(-1#!&449)!%'&*(!7)&9-+C3!%-+!,-!1/(!4%#(!&<!
9-+()7)&9-+!8(1)&!),#A!-&-(!&<!1/(!4&-+,1,&-#!,#!8(1:!!
!
Z9'5,4,16! 7,*(-! 1&! )%,5$%6! %44,+(-1#! %5#&! 1(-+#! 1&! ,-<59(-4(! 09'5,4! %11,19+(#:!
L/(!./%,)8%-!&<!1/(!GJ!V(%51/!%-+!H%<(16!IF(491,*(!$%#!)(4(-156!=9&1(+!%#!#%6,-7!
1/%1! O1/(! Y),1,#/! 09'5,4! /%#! -&! 1&5()%-4(! &<! %44,+(-1#! &-! 1/(! )%,5$%6! hri! 1(-! &)! #&!
+(%1/#!%!6(%)!%)(!%55!&*()!Lg!%-+!1/()(!%)(!1(-!+(%1/#!%!+%6!&-!1/(!)&%+#P:R2!!!!!
L/(!49))(-1!*%59%1,&-!&<!0)(*(-1,-7!%!<%1%5,16!,-!%!1)%,-!%44,+(-1!,-!1/(!G-,1(+!
J,-7+&8!,#!49))(-156!%'&91! 2:fQ!8,55,&-3!$/,4/!,#!-(%)56!1/)((!1,8(#!1/(!*%59%1,&-!&<!
0)(*(-1,-7!<%1%5,1,(#!,-!&1/()!160(#!&<!)%,5!%44,+(-1!&)!,-!)&%+!%44,+(-1#:!!
!
!
M)&8! 1/,#! ,1! 4%-! '(! #((-! 1/%1! <%1%5,16! *%59%1,&-! ,-! 5(*(5! 4)&##,-7! %44,+(-1#!
,-*&5*,-7!+(%1/#!'&1/!&<!)%,5$%6!0%##(-7()#!%-+!&<!8&1&)!*(/,45(!&4490%-1#!B#94/!%#!
8,7/1! )(#951! <)&8! %! 1)%,-! +()%,58(-1! %<1()! 4&55,#,&-! $,1/! %! 8&1&)! *(/,45(! %1! %! 5(*(5!
4)&##,-73! *,@:! 1/(! ^&4A,-71&-! %44,+(-1C! 8,7/1! 0)(#(-1! #&8(! +,<<,49516! $/()(! +,<<()(-1!
*%59(#! $&95+! '(! %005,(+! 1&! )%,5! %-+! )&%+! *(/,45(! &4490%-1#! A,55(+! ,-! 1/(! #%8(!
%44,+(-1:!
3.4
Level crossing experience of the United States of America

(i)
Administration of railway safety policy and regulations
D-! 1/(! G-,1(+! H1%1(#3! 1/(! )%,5$%6! ,-+9#1)6! ,#! +&8,-%1(+! '6! 5%)7(! 0),*%1(!
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(ii)
Level crossing characteristics
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(iii)
Level crossing safety record
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Figure 3.4: Trend in level crossing accidents, fatalities and injuries,

United States, 1988-1998
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Num be r
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Source: FRA Statistics, as reported on the Operation Lifesaver website, October 1999.
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(iv)
Reasons for level crossing safety improvement in the

United States
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3.5
Level crossing experience of Canada

(i)
Administration of rail safety policy and regulations in Canada
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#9'8,11(+! 1&! L)%-#0&)1! .%-%+%! $/,4/! 89#1! +(4,+(! 90&-! ,805(8(-1%1,&-! B&)!
&1/()$,#(C:! "#! %-! (F%805(! &<! 1/(! $%6! ,-! $/,4/! 1/,#! #6#1(8! &0()%1(#3! <&55&$,-7! %!
#(),&9#! +()%,58(-1! &<! %! gD"! N%,5! 1)%,-! -(%)! Y,77%)3! H%#A%14/($%-3! &-! d! H(01(8'()!
R\\]3! 1/(! L)%-#0&)1%1,&-! H%<(16! Y&%)+! )(4&88(-+(+3! %-+! L)%-#0&)1! .%-%+%!
%44(01(+!<&)!,805(8(-1%1,&-!$,1/,-!dU!+%6#3!8(%#9)(#!,-1(-+(+!1&!)(+94(!1/(!),#A!&<!
+(%1/! &)! #(),&9#! ,->9)6! 1&! 0%##(-7()#! ,-! 1/(! (*(-1! &<! %-! %44,+(-1:! L/(#(! 8(%#9)(#!
,-459+(+! 1/(! 0)&*,#,&-! &<! %+(=9%1(! #%<(16! (=9,08(-1! B#94/! %#! (8()7(-46! $,-+&$!
(F,1!/%88()#3!%00)&0),%1(56!(=9,00(+!1)%98%!A,1#3!)(%+,56!%44(##,'5(!<5%#/5,7/1#3!(14C:!
!
!
D-! 5%1(! R\\c3! %8(-+8(-1#! 1&! 1/(! N%,5$%6! H%<(16! "41! $()(! 0%##(+! '6! 1/(!
V&9#(!&<!.&88&-#:!L/(#(!,-459+(+S!
!
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%!-($!0&5,46!#1%1(8(-1T!
!"
%91/&),16!1&!)(=9,)(!)%,5$%6#!1&!)(0&)1!#%<(16b4),1,4%5!,-<&)8%1,&-!<&)!1/(!
09)0&#(!&<!)(*,($,-7!)%,5$%6!#6#1(8!#%<(16!0()<&)8%-4(T!
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H6#1(8#T!%-+!
,-4)(%#(+!%91/&),16!<&)!)%,5!#%<(16!,-#0(41&)#RQ!
!"
!
(ii)
Level crossing characteristics
!
[/,5(! -&! 0)(4,#(! ,-<&)8%1,&-! ,#! %*%,5%'5(! &-! 5(*(5! 4)&##,-7! -98'()#! %-+!
160(#3! ,1! %00(%)#! 5,A(56! 1/%1! ,-! 4&88&-! $,1/! 1/(! G-,1(+! H1%1(#3! .%-%+%! /%#! %!
0)(+&8,-%-4(!&<!9-8%--(+3!9-0)&1(41(+!5(*(5!4)&##,-7#:!!!
!
(iii)
Trend in of level crossing accidents, fatalities and injuries
_*()!1/(!-,-(!6(%)!0(),&+!<)&8!R\cc!1&!R\\]3!%44,+(-1#!%1!5(*(5!4)&##,-7#!,-!
.%-%+%! +)&00(+! #/%)056! b! <)&8! QU2! 1&! dU]:! L/,#! +(45,-(! $%#! %5#&! )(<5(41(+! ,-! %!
+(45,-,-7!accident rate, <)&8!X:UU!5(*(5!4)&##,-7!%44,+(-1#!0()!8,55,&-!1)%,-!A,5&8(1)(#!
,-!R\cc!1&!&-56!2:XX!0()!8,55,&-!1)%,-!A,5&8(1)(#!,-!R\\]!B#((!M,79)(!d:QC:!!
Figure 3.5: Level Crossing Accidents in Canada
X:QU
fUU
X:UU
QUU
Num be r
XUU
d:UU
2:QU
dUU
2:UU
2UU
Num be r pe r MTK
d:QU
R:QU
R:UU
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U:QU
U:UU
R\cc R\c\ R\\U R\\R R\\2 R\\d R\\X R\\Q R\\f R\\]
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" 44,+(-1#kELJ
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!
!
Source: L)%-#0&)1!H%<(16!Y&%)+3!.%-%+%3!H1%1,#1,4%5!Y955(1,-!R\\]:!
NoteS!!!!!!ELJ!o!E,55,&-!L)%,-bJ,5&8(1)(#:!
D-!1/(!4%#(!&<!5(*(5!4)&##,-7!fatalities3!1/(!,80)&*(8(-1!/%#!'((-!(*(-!8&)(!
+)%8%1,43! $,1/! 1/(! -98'()! &<! +(%1/#! <%55,-7! %58&#1! '6! /%5<! ,-! 1/(! -,-(! 6(%)! 0(),&+3!
<)&8!Qc!,-!R\cc!1&!dU!,-!R\\]!B#((!M,79)(!d:fC:!"1!1/(!#%8(!1,8(3!1/(!fatality rates <(55!
<)&8!U:Xf!1&!U:2X!0()!8,55,&-!1)%,-!A,5&8(1)(#:!
!
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/%*(!'((-!<%55,-7!4&-#,#1(-156:!V&$(*()3!%1!X2!0()!4(-1!,-!R\\f3!1/(6!#1,55!)(0)(#(-1(+!
%!5%)7(!0)&0&)1,&-!&<!%55!+(%1/#!,-!)%,5$%6!%44,+(-1#:!!
!
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<%1%5,1,(#!'(1$((-!R\cc!%-+!R\\]3!1/(!0)&0&)1,&-!&<!0()#&-#!A,55(+!%1!5(*(5!4)&##,-7#!
(=9,00(+!$,1/!automatic warning devices!,-4)(%#(+!&*()!1/(!#%8(!0(),&+3!<)&8!%-!
%*()%7(!&<!X\!0()!4(-1!'(1$((-!R\\R!%-+!R\\Q!1&!fd!0()!4(-1!,-!R\\f:!!!
!!!
L/(! -98'()! &<! ,->9),(#! %1! 5(*(5! 4)&##,-7#! #/&$#! %! #,8,5%)! +(45,-,-7! 0%11()-3!
<%55,-7!<)&8!Qf!,-!R\\d!1&!dU!,-!R\\]3!$,1/!%!4&))(#0&-+,-7!+(45,-(!,-!1/(!,->9)6!)%1(!
<)&8!U:Xf!1&!U:2X!0()!8,55,&-!1)%,-!A,5&8(1)(#:!BL/(!1)(-+!,-!,->9),(#!,#!-&1!%*%,5%'5(!<&)!
1/(!#%8(!1,8(!<)%8(!%#!<&)!%44,+(-1#!%-+!<%1%5,1,(#!%#!1/(!+%1%!#(),(#!$%#!4/%-7(+!,-!
R\\d!1&!,-459+(!&-56!#(),&9#!,->9),(#C:!
Figure 3.6:
Level Crossing Fatalities in Canada
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U:XR
U:X2
U:d\
U:2X
Ye a r
Source: L)%-#0&)1!H%<(16!Y&%)+3!.%-%+%3!H1%1,#1,4%5!Y955(1,-!R\\]:!
Note:
ELJ!o!E,55,&-!L)%,-bJ,5&8(1)(#:!
]R!
U:UU
Num be /M TK
fU
(iv)
Transport Canada Level Crossing Safety Initiatives
!
D-! 1/(! 4&-1(F1! &<! 5(*(5! 4)&##,-7! #%<(16! (-/%-4(8(-13! L)%-#0&)1! .%-%+%! /%#!
1%A(-! ,-,1,%1,*(#! 1&! <&)8%5,@(! %! -98'()! &<! #1%-+%)+#! <&)! 5(*(5! 4)&##,-7! 0)&1(41,&-:! D-!
R\\c3! ,1! #1%)1(+! $&)A! &-! 1/(! +(*(5&08(-1! &<! %! 8&+(5! 1&! 0)&*,+(! 4&-#,#1(-1!
8(%#9)(8(-1#!&<!1/(!#%<(16!'(-(<,1#!&<!<9-+,-7!5(*(5!4)&##,-7!,80)&*(8(-1#:!D1!/%#!
%5#&! '((-! %41,*(! ,-! 0)&8&1,-7! 09'5,4! (+94%1,&-! 4%80%,7-#3! %#! $(55! %#! 0)&*,+,-7!
<,-%-4,%5!#900&)1!<&)!<(-4,-7!%-+!4)&##,-7!45&#9)(#3!,-!%!',+!1&!)(+94(!4)&##,-7!9#()!
%-+!1)(#0%##()!4%#9%51,(#:!
!
!
D-! 4&88&-! $,1/! (F0(),(-4(! ,-! 1/(! G-,1(+! H1%1(#3! 5(*(5! 4)&##,-7! #%<(16!
,80)&*(8(-1#! ,-! .%-%+%! %00(%)! 1&! /%*(! '((-! *()6! 894/! 1/(! )(#951! &<! <&49#(+!
(+94%1,&-! 0)&7)%88(#:! M&)! (+94%1,&-! 0)&7)%88(#! 1&! '(! #944(##<953! /&$(*()3! %!
8,-,898! 5(*(5! &<! #%<(16! %$%)(-(##! #/&95+! (F,#1! $,1/,-! 1/(! 49519)(! &<! 1/(! 1%)7(1(+!
4&889-,16:![/,5(!#%<(16!%$%)(-(##!,#!%!4&88&-!4/%)%41(),#1,4!&<![(#1()-!#&4,(1,(#3!
,1!,#!-&1!%!4/%)%41(),#1,4!<&9-+!,-!1/(!8%>&),16!&<!"#,%-!#&4,(1,(#:!!!
!
!
3.6
Level crossing experience of continental Europe
L)(-+#! ,-! 1/(! -98'()! %-+! #%<(16! 0()<&)8%-4(! &<! 5(*(5! 4)&##,-7#! <&)! <&9)!
[(#1()-! I9)&0(%-! )%,5$%6! #6#1(8#! B?Y3! H;.Y3! H;.M3! ;HCRf! $()(! %##(##(+3! %#!
$()(!8(1/&+#!&<!),#A!%##(##8(-1!%#!%005,(+!1&!5(*(5!4)&##,-7!#%<(16!(-/%-4(8(-1!,-!
1/(!;(1/()5%-+#:!
!
(i)
Trend in level crossing numbers, by type
L/(!1)(-+!,-!1/(!1&1%5!-98'()!&<!5(*(5!4)&##,-7#!,-#1%55(+!&-!(%4/!&<!1/(!<&9)!
)%,5$%6! #6#1(8#! #9)*(6(+! ,#! #/&$-! ,-! M,79)(! d:]:! ! _*()! 1/(! 1(-b6(%)! 0(),&+! R\ccb
R\\c3! 1/(! 1&1%5! -98'()! &<! 5(*(5! 4)&##,-7#! 4%-! '(! #((-! 1&! '(! reducing! %1! %! )%1(! &<!
%'&91! R:f! W! 2:U! 0()! 4(-1! 0()! %--98! ,-! Y(57,983! M)%-4(! %-+! 1/(! ;(1/()5%-+#3! '91!
increasing!%1!%!)%1(!%*()%7,-7!%'&91!2:Q!0()!4(-1!0()!%--98!,-!`()8%-6:!!L/(!1)(-+!
<&)!`()8%-63!/&$(*()!$%#!,-<59(-4(+!'6!1/(!%'#&)01,&-!&<!1/(!)%,5$%6#!&<!1/(!<&)8()!
`()8%-!?(8&4)%1,4!N(09'5,4!,-1&!?Y!,-!R\\X:!!D1!,#!5,A(56!1/%1!1/(!+(45,-,-7!1)(-+!,-!
1/)((!&91!&<!1/(!<&9)!4&9-1),(#!#9)*(6(+!,#!+9(!1&!%!#1(%+,56!(F0%-+,-7!0)&7)%88(!&<!
7)%+(!#(0%)%1,&-3!)%1/()!1/%-!1&!1/(!45&#9)(!&<!5(*(5!4)&##,-7#!0()!#(:!
"51/&97/! -&! )(4(-1! +%1%! %)(! %*%,5%'5(! <&)! `()8%-63! ,1! %00(%)#! 1/%1!
9-0)&1(41(+!4)&##,-7#!4&80),#(!%#!894/!%#!X]!0()!4(-1!&<!?Ya#!1&1%5!5(*(5!4)&##,-7#3!
$,1/! %91&8%1,4! 4)&##,-7#! %44&9-1,-7! <&)! Xc! 0()! 4(-1! %-+! 8%--(+! 4)&##,-7#! Q! 0()!
4(-1:!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Rf
!L/(#(!%'')(*,%1,&-#!#,7-,<6!1/(!)%,5$%6!#6#1(8#!&<!1/(!<&55&$,-7!4&9-1),(#T!
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!
!
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!
!
!
!
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H;.M!W!M)%-4(!
;H!!!!!!b!!;(1/()5%-+#!
!
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!
!
Figure 3.7: Number of level crossings in Western Europe
dUUUU
No. L.C.'s (all types)
2QUUU
?Y!B`()8%-6C
H;.Y!BY(57,98C
2UUUU
H;.M!BM)%-4(C
;H!B;(1/()5%-+#C
RQUUU
^,-(%)!B?Y!B`()8%-6CC
^,-(%)!BH;.M!BM)%-4(CC
RUUUU
^,-(%)!BH;.Y!BY(57,98CC
^,-(%)!B;H!B;(1/()5%-+#CC
QUUU
U
?Y!B`()8%-6C
2U\] 2Ud] 2U2f 2UU2 2Udc 2Ud2 2X2X 2Xfd
H;.Y!BY(57,98C
2QRU 2dX\ 2dXf 2dRU 22cd 22Uc 22dU 22Rc 2R\c 2RXX
2cUX 2f\c
H;.M!BM)%-4(C
2RQU 2RX2 2R2f 2Uc\ 2U2c R\Xc Rcff Rc2] R]]] R]Q] R]QR
;H!B;(1/()5%-+#C dXc2 dXR2 ddcQ d2cU dRdc dUcf dUf] dUfR 2\cd 2\Xf 2\fX
Source: International Union of Railways (UIC).
_<! 1/(! <&9)! 4&9-1),(#! #9)*(6(+3! M)%-4(! /%#! 1/(! 5&$(#1! 0()4(-1%7(! &<!
9-0)&1(41(+!4)&##,-7#!$,1/!>9#1!9-+()!2Q!0()!4(-1!&<!,1#!4)&##,-7#!/%*,-7!-&!<&)8!&<!
'%)),()!0)&1(41,&-:!!Y(57,98!/%#!%!#5,7/156!/,7/()!0)&0&)1,&-!&<!9-0)&1(41(+!4)&##,-7#!
,-! ,1#! 5(*(5! 4)&##,-7! 0&095%1,&-! %1! >9#1! &-! 2Q! 0()! 4(-13! $/,5(! ,-! 1/(! ;(1/()5%-+#!
9-0)&1(41(+! 4)&##,-7#! #1,55! %44&9-1! <&)! dR! 0()! 4(-1! &<! 1/(! 1&1%5:! E%--(+! 4)&##,-7#!
/%*(!-&$!'((-!4&805(1(56!(5,8,-%1(+!,-!1/(!;(1/()5%-+#3!%-+!,-!Y(57,98!%-+!M)%-4(!
-&$! %44&9-1! <&)! &-56! %'&91! RR! 0()! 4(-1! &<! %55! 5(*(5! 4)&##,-7#:! "91&8%1,4! 4)&##,-7#!
-&$!+&8,-%1(!1/(!5(*(5!4)&##,-7!0&095%1,&-#!&<!Y(57,983!M)%-4(!%-+!1/(!;(1/()5%-+#!
$,1/!]X!0()!4(-13!fX!0()!4(-1!%-+!fc!0()!4(-1!&<!1/(!1&1%53!)(#0(41,*(56:!
(ii)
Trend in level crossing accidents, fatalities and injuries
(a)
Accidents
_*()! 1/(! #(*(-b6(%)! 0(),&+! R\\RbR\\c3! 1/(! -98'()! &<! 5(*(5! 4)&##,-7!
%44,+(-1#! ,-! `()8%-6! +(45,-(+! #9'#1%-1,%556! <)&8! ]2X! ,-! R\\R! 1&! Xcd! ,-! R\\c! B%-!
(<<(41,*(! )%1(! &<! +(4)(%#(! &<! Q:f! 0()! 4(-1! 0()! %--98C:! ! L)(-+#! <&)! 1/(! &1/()! 1/)((!
4&9-1),(#!$()(!%##(##(+!&*()!1/(!<955!+(4%+(!R\ccbR\\c3!%51/&97/!1/(!#(),(#!<&)!1/(!
;(1/()5%-+#! $%#! +,#4&-1,-9&9#! &*()! 1/,#! 0(),&+:! D-! M)%-4(3! 1/(! -98'()! &<! 5(*(5!
4)&##,-7! %44,+(-1#! %5#&! <&55&$(+! %! +(45,-,-7! 0%1/3! %5'(,1! %1! %! 8&)(! )(#1)%,-(+! )%1(!
1/%-! ,-! `()8%-63! $/,5(! ,-! Y(57,98! 1/(6! )(8%,-(+! %58&#1! 4&-#1%-1! %-+! ,-! 1/(!
;(1/()5%-+#!1/(6!,-4)(%#(+!#1(%+,56:!L/(#(!1)(-+#!%)(!,559#1)%1(+!,-!M,79)(!d:c.!
!
]d!
Figure 3.8: Level crossing accidents in Western Europe
1000
900
Number of accidents
800
700
600
500
400
300
200
100
0
]2X
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]c2
f2c
fUd
Qfd
X2c
2Q
R\
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2c
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2X
2\
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222
2UR
2R2
2dQ
RcX
R]Q
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RQX
Rff
RfQ
RQQ
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RRQ
RdU
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R2U
?Y!B`()8%-6C
H;.Y!BY(57,98C
H;.M!BM)%-4(C
;H!B;(1/()5%-+#C
Xcd
Source: (1) UIC.

(2) Protection and elimination of level crossings in Rail International, June 1999.
!
!
L/(!),#,-7!%44,+(-1!1)(-+!,-!1/(!;(1/()5%-+#!8%6!/%*(!'((-!4&-4(-1)%1(+!%1!
9-0)&1(41(+! 5(*(5! 4)&##,-7#! B$/,4/! 4&80),#(! dR! 0()! 4(-1! &<! %55! 5(*(5! 4)&##,-7#C3!
%51/&97/! %! )(4(-1! #19+6! 9-+()1%A(-! '6! N%,5-(+! B1/(! 7&*()-8(-1! &$-(+! )%,5$%6!
,-<)%#1)9419)(! 4&80%-6C! #977(#1#! %! /(%*6! ,-4,+(-4(! &<! %44,+(-1#! %1! %91&8%1,4%556!
0)&1(41(+!4)&##,-7#3!%#!,-+((+!,#!%5#&!1/(!4%#(!,-!M)%-4(!B#((!'(5&$C:!!
!
!
M,79)(!d:\ !,559#1)%1(#!1/(!1)(-+!,-!5(*(5!4)&##,-7!%44,+(-1#!,-!M)%-4(!%7%,-#1!
1/(!1)(-+!,-!1/(!-98'()!&<!5(*(5!4)&##,-7#!&<!%55!160(#:!L/(#(!1)(-+#!#977(#1!1/%1!1/(!
)(+94,-7!&449))(-4(!&<!%44,+(-1#!,#!0&#,1,*(56!4&))(5%1(+!$,1/!1/(!)(+94,-7!-98'()#!
&<! 5(*(5! 4)&##,-7#:! L/,#! ,#! ,-! 8%)A(+! 4&-1)%#1! $,1/! 1/(! #,19%1,&-! ,-! 1/(! ;(1/()5%-+#!
$/()(! 1/(! -98'()! &<! 5(*(5! 4)&##,-7#! /%#! '((- declining! &*()! 1/(! 0%#1! RU! 6(%)#! %1!
%'&91!R:f!0()!4(-1!0()!6(%)3!'91!5(*(5!4)&##,-7!%44,+(-1#!/%*(!'((-!increasing!%1!%!
)%1(!&<!%'&91!d!0()!4(-1!0()!6(%):!
!
"++,1,&-%5! ,-<&)8%1,&-! %*%,5%'5(! <&)! H;.M! 0)&*,+(#! %! ')(%A+&$-! &<! 5(*(5!
4)&##,-7!%44,+(-1#!'6!160(!&<!4)&##,-7:!L/,#!,-<&)8%1,&-!/%#!'((-!7)%0/(+!,-!M,79)(!
d:RU: D1! #/&$#! 1/%1! %91&8%1,4! 5(*(5! 4)&##,-7#! %)(! %44&9-1,-7! <&)! %-! ,-4)(%#,-7!
0)&0&)1,&-! &<! %55! 5(*(5! 4)&##,-7! %44,+(-1#! ,-! M)%-4(! B]Q! 0()! 4(-1! +9),-7! R\\c3! %#!
4&80%)(+! $,1/! f]! 0()! 4(-1! 1(-! 6(%)#! (%)5,()C:! [/,5(! 1/(! %'#&591(! -98'()#! &<!
%44,+(-1#!%1!%91&8%1,4!5(*(5!4)&##,-7#!)(+94(+!%1!1/(!)%1(!&<!2:d!0()!4(-1!0()!%--98!
&*()! 1/,#! 0(),&+3! 1/&#(! %1! 9-0)&1(41(+! 4)&##,-7#! )(+94(+! %1! 8&)(! 1/%-! +&9'5(3! %-+!
1/&#(!%1!8%--(+!4)&##,-7#!%1!8&)(!1/%-!#(*(-!1,8(#!1/,#!)%1(:![/,5(!,1!,#!-&1!0&##,'5(!
1&! (F05%,-! 1/(! )(5%1,*,16! &<! 1/(#(! 1)(-+#! $,1/&91! 8&)(! ,-<&)8%1,&-! )(5%1,-7! 1&! 1/(!
5&4%1,&-! B(:7:! 9)'%-! *#:! -&-b9)'%-C! %-+! 4&8',-(+! )&%+k)%,5! 1)%<<,4! +(-#,1,(#! &<! 1/(!
4)&##,-7#!,-*&5*(+3!it would seem that automatic level crossings pose a considerable
safety threat to the French railway system:!
]X!
Num be r
Figure 3.9: Relative trends in numbers of level crossings

and accidents - France
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Source: UIC.
Figure 3.10 :
Level crossing accidents, by type of crossing France
180
Num be r of a ccide nts
160
140
120
100
80
60
40
20
0
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Source: UIC.
[/(-! (F0)(##(+! %#! %! )%1(! 0()! 9-,1! &<! )%,5! 1)%<<,43! ,-! 1/,#! 4%#(! 8,55,&-! 1)%,-b
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more than one level crossing accident for every million train kilometres!&*()!1/(!;H!
)%,5!-(1$&)A:!!;&1$,1/#1%-+,-7!+%1%!+,#4&-1,-9,1,(#3!%!),#,-7!1)(-+!,-!1/(!5(*(5!4)&##,-7!
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Y6!4&-1)%#13!%44,+(-1!)%1(#!,-!`()8%-6!%-+!M)%-4(!$()(!<%55,-73!$/,5(!,-!Y(57,98!1/(!
%44,+(-1!)%1(!)(8%,-(+!%58&#1!#1%1,4!&*()!1/(!+(4%+(:!
]Q!
!
Figure 3.11: Level crossing accident rates in Western Europe
1.2
No. L.C. accidents per mill. train km
0.8
0.6
0.4
0.2
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Source: UIC.
!
(b)
Fatalities
"#!,#!#/&$-!,-!M,79)(!d:R23!&-56!`()8%-6!%8&-7!1/(!<&9)!#6#1(8#!#9)*(6(+!
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M)%-4(3! 1/()(! $%#! %! #9++(-! 9019)-! ,-! 5(*(5! 4)&##,-7! +(%1/#! ,-! R\\c! BQd! %#! %7%,-#1!
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+,#4&-1,-9&9#3!'91!,-+,4%1(#!5(*(5!4)&##,-7!<%1%5,1,(#!&<!%'&91!1/(!#%8(!8%7-,19+(!%#!
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!
Figure 3.12: Level crossing fatalities in Western Europe
160
Num be r of fa talities
140
120
100
80
60
40
20
0
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Source: (1) UIC.

]f!
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,-+,4%1(!%!8%)A(+!,80)&*(8(-1!%-+!%!#1(%+6!,80)&*(8(-1!)(#0(41,*(56!,-!1/(!4%#(#!
&<!`()8%-6!%-+!M)%-4(3!%!#1(%+,56!),#,-7!1)(-+!,-!Y(57,98!%-+!%!#9'#1%-1,%556!),#,-7!
1)(-+! ,-! 1/(! ;(1/()5%-+#:! "1! U:2c! 0()#&-#! A,55(+! 0()! 8,55,&-! 1)%,-bA,5&8(1)(#3! 1/(!
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8&)(!1/%-!1)('5(!1/%1!&<!M)%-4(!<&)!1/(!#%8(!6(%):!D1!,#!,-1()(#1,-7!1&!-&1(!1/%1!M)%-4(!
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!
!
Figure 3.13: Level crossing fatality rates in Western Europe
!
No.fa ta litie s pe r m ill. tra in-km
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
0
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Source: (1) UIC.

(c)
Injuries
!
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]]!
Figure 3.14: Level crossing injuries in Western Europe

450
400
Num be r of injurie s
350
300
250
200
150
100
50
0
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Source: (1) UIC.

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!
Figure 3.15: Level crossing injury rates in Western Europe
0.6
No.injurie s pe r m ill.tra in-km
0.5
0.4
0.3
0.2
0.1
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Source: (1) UIC.

]c!
(iii)
Analysis of level crossing safety performance in the Netherlands
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<,-+,-7! 1/(8#(5*(#! %-+! 1/(,)! *(/,45(#! &-! 1/(! 1)%4A! %7%,-#1! 1/(,)! $,553!
$/(-! 1)%00(+! '6! &1/()! 1)%<<,4! &)! %#! %! )(#951! &<! *(/,45(! <%,59)(! B2d! 0()!
4(-1C:!_<!1/&#(!%44,+(-1#!)(#951,-7!<)&8!*,#9%5!8,#>9+7(8(-13!8&#1!BRX!
0()! 4(-1C! $()(! %11),'91(+! 1&! +,#1)%41,&-! &)! '5,-+,-73! 4%9#,-7! *(/,45(!
+),*()#!-&1!1&!-&1,4(!4)&##,-7#!%-+!#,7-%5!,-+,4%1,&-#T!%-+!
!"
\U! 0()! 4(-1! &<! %55! +),*()#! ,-*&5*(+! ,-! 4&55,#,&-#! %1! 5(*(5! 4)&##,-7#! 9#(!
1/&#(! 4)&##,-7#! )(795%)56:! L/(! O<%8,5,%),16! ')((+#! 4&-1(801P!
0/(-&8(-&-!&0()%1(#!/()(:!
!
D1! $%#! <&9-+! 1/%1! &-! %*()%7(! 5(*(5! 4)&##,-7! %44,+(-1#! $/,4/! )(#951! ,-! 1)%,-!
+()%,58(-1#! &449)! %'&91! &-4(! %! 6(%):! [/,5(! 1/,#! ,#! 4()1%,-56! 8&)(! <)(=9(-1! 1/%-! ,1!
#/&95+!'(3!+9),-7!1/(!0(),&+!R\cRbR\\]!+()%,58(-1#!<&55&$,-7!5(*(5!4)&##,-7!4&55,#,&-#!!
)(#951(+! ,-! &-56! &-(! +(%1/! B%! )%,5$%6! 0%##(-7()C3! &-(! #(),&9#! ,->9)6! B%! 1)%,-! +),*()C!
%-+!8,-&)!,->9),(#!1&!dc!0%##(-7()#:!
!
L/(!N%,5-(+!#19+6!)(4&88(-+(+!%!-98'()!&<!#0(4,<,4!8(%#9)(#!1&!,80)&*(!
1/(! #%<(16! &<! 5(*(5! 4)&##,-7#! &<! 1/(! "_VY! 160(:! L/(#(! 8(%#9)(#! $()(! 45%##,<,(+!
9-+()!<&9)!/(%+,-7#S!
!
B,C!
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!
B,,C!
Z)(*(-1! %44,+(-1#! '6! ,805(8(-1,-7! 1(4/-,4%5! ,80)&*(8(-1#! B,-#1%55!
+(*,4(#!<&)!+(1(41,&-!&<!*(/,45(#!&'#1)941,-7!5(*(5!4)&##,-7#CT!
!
B,,,C!
^,8,1!1/(!number of accidents!1/)&97/!'(11()!(-<&)4(8(-1!&<!)95(#!%-+!
)(795%1,&-#! %-+! ,805(8(-1%1,&-! &<! %! 09'5,4! %$%)(-(##! 4%80%,7-3!
'%4A(+! 90! '6! 1(4/-,4%5! %-+! 4&))(41,*(! 8(%#9)(#! B(:7:! ,-#1%55%1,&-! &<!
)(+!5,7/1!4%8()%#CT!%-+!!
!
B,*C!
^,8,1! %#! 894/! %#! 0&##,'5(! 1/(! damage resulting from accidents!
1/)&97/! )(795%1,&-#3! %! 09'5,4! %$%)(-(##! 4%80%,7-! %-+! 1(4/-,4%5!
8(%#9)(#! %,8(+! %1! ,80)&*,-7! (8()7(-46! )(#0&-#(! %-+! +%8%7(!
4&-1)&5:!
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L/(!#19+6!)(0&)1!9)7(#!1/(!0),&),1,@%1,&-!&<!8(%#9)(#!,-!%44&)+%-4(!$,1/!1/&#(!
$/,4/S! eliminate 4%9#(#3! prevent! %44,+(-1! &449))(-4(#3! %-+! mitigate! 1/(!
4&-#(=9(-4(#! &<! %44,+(-1#:! D1! %5#&! 45%##,<,(#! 8(%#9)(#! ,-! 1()8#! &<! 1/&#(! )(5%1(+! 1&!
1/(!5(*(5!4)&##,-7!,1#(5<!%-+!1/&#(!)(5%1(+!1&!0/6#,4%5!(-*,)&-8(-1!&<!1/(!4)&##,-7:!
!
M)&8! %! 5,#1! &<! %55! 0&##,'5(! 160(#! &<! 8(%#9)(#3! 1/(! #19+6! ,+(-1,<,(+! %! 5,#1! &<!
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+(1(),&)%1,-7! #%<(16! 0()<&)8%-4(! &<! 1/(! "_VY! 160(! 4)&##,-7#:! L/,#! 5,#1! &<! #0(4,<,4!
8(%#9)(#!$%#!%#!<&55&$#S!
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B,C!
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B,,C!
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B,,,C!
Z5%4(!%!HL_Zb#,7-!&-!1&0!&<!5&$()(+!'%)),()#T!
B,*C!
I=9,0! 4)&##,-7! ,5598,-%1,&-! 5,7/1#! $,1/! ',77()! 5(-#(#! <&)! /,7/()! 5,7/1!
6,(5+T!
B*C!
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,5598,-%1,&-T!
cU!
B*,C!
B*,,C!
B*,,,C!
B,FC!
BFC!
BF,C!
BF,,C!
BF,,,C!
BF,*C!
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G#(!',77()!'%4A7)&9-+!#,7-#T!
D-4)(%#(!1/(!,-1(-#,16!&<!'(%8!5,7/1#!&-!5&4&8&1,*(#T!
Z)&*,+(!$%)-,-7#!&<!1)%<<,4!4&-7(#1,&-!<&)!4)&##,-7!9#()#T!
D80)&*(!)&%+!#9)<%4(#!&*()!4)&##,-7#T!
N(05%4(!%55!<,F(+!$%)-,-7!5,7/1#!$,1/!<5%#/,-7!5,7/1#T!
D-#1%55!&)!,80)&*(!#0((+!/980#!%1!5(*(5!4)&##,-7!%00)&%4/(#T!
Z)&*,+(!$%)-,-7!#,7-#!%+*,#,-7!8&1&),#1!&<!0)(#(-4(!&<!#0((+!/980#T!
Z)&*,+(! '%)),()! #(7)(7%1,&-! &<! )&%+! 5%-(#! (,1/()! #,+(! &<! 4)&##,-7#! ,-!
&)+()!1&!0)(*(-1!#5%5&8,-7!B&)!OHP!8&*(#!%)&9-+!5&$()(+!'%)),()#CT!
BF*C! Z)&*,+(! 8(%-#! &<! #(0%)%1,-7! 8&1&),@(+! %-+! #5&$! 1)%<<,4! &-! 5(*(5!
4)&##,-7#!%-+!(F1(-+!<&&10%1/#!%-+!4645,-7!1)%4A#!&-1&!4)&##,-7#T!
BF*,C! Z%,-1!)&%+!#9)<%4(#!&<!%55!4)&##,-7#!$,1/!598,-(#4(-1!8%)A,-7#T!%-+!
BF*,,C! Z%,-1!9-,-1())901(+!5,-(#!%5&-7!1/(!)&%+!'&)+()#!<&)!%!+,#1%-4(!&<!-,-(!
8(1)(#!(,1/()!#,+(!&<!4)&##,-7#:!
!
"++,1,&-%5!8(%#9)(#!)(4&88(-+(+!$()(!1/(!45&#9)(!&<!#&8(!5(*(5!4)&##,-7#!
%-+!4&-*()#,&-!&<!"JD!4)&##,-7#!B5(*(5!4)&##,-7#!$,1/!%91&8%1,4!$%)-,-7!5,7/1#!'91!-&!
'%)),()#C!1&!"V_Y!B"91&8%1,4!V%5<!_0(-!Y%)),()C!4)&##,-7#:!
!
L/(! (4&-&8,4! '(-(<,1#! 5,A(56! 1&! '(! 0)&+94(+! '6! 1/(#(! 8(%#9)(#! $()(!
%##(##(+!'6!,+(-1,<6,-7!<)&8!%!M%951!L)((!"-%56#,#!1/&#(!%44,+(-1!4%9#(#!&-!$/,4/!
(%4/!8(%#9)(!$%#!5,A(56!1&!/%*(!%-!,80%41!%-+!1/(-!(#1%'5,#/,-7!1/(!5,A(56!-98'()!&<!
,->9),(#!$/,4/!$&95+!'(!%*&,+(+!%#!%!)(#951!&<!%0056,-7!1/(!8(%#9)(!B%-+!(5,8,-%1,-7!
1/(!4%9#(C:!L/(#(!,->9),(#!$()(!1/(-!7,*(-!%-!(=9,*%5(-1!*%59(!,-!)(5%1,&-!1&!5&##!&<!
5,<(3!%#!<&55&$#S!
!
!" M%1%5!,->9),(#! !
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o!U:R!
!
L/(! -98'()! &<! (=9,*%5(-1! <%1%5,1,(#! 1/9#! 4%5495%1(+! $%#! 1/(-! *%59(+! %1! 1/(!
)%1(! %55&$%'5(! <&)! )&%+! 1)%<<,4! %44,+(-1! *,41,8#3! %-+! 1/(! )(#951,-7! '(-(<,1#! &<! 1/(#(!
8(%#9)(#!4&80%)(+!$,1/!1/(!4&#1#!&<!,805(8(-1%1,&-:!!
!
"55! &<! 1/(! )(4&88(-+(+! 8(%#9)(#! $()(! <&9-+! 1&! /%*(! %! Y(-(<,1k.&#1! N%1,&!
7)(%1()!1/%-!&-(:!!!!
!
!
3.7
Level crossing experience of Japan
3.7.1 Level crossing evolution

!
!!
L/()(! $()(! )%,5$%6! 5(*(5! 4)&##,-7#! ,-! K%0%-! #,-4(! 1/(! ,-1)&+941,&-! &<! 1/(!
)%,5$%6!,-!Rc]d:!L/(!<,)#1!5(*(5!4)&##,-7!$%)-,-7!+(*,4(#!$()(!,-1)&+94(+!,-!K%0%-!,-!
R\2X!%-+!8&+()-!5(*(5!4)&##,-7!'%)),()#!'(7%-!1&!%00(%)!,-!R\X\:!
!
^(*(5! 4)&##,-7! %44,+(-1#! #9++(-56! ,-4)(%#(+! %<1()! R\QU:! L/()(! $()(! 8%-6!
'9#!%44,+(-1#!%1!9-0)&1(41(+!5(*(5!4)&##,-7#!)(#951,-7!,-!5%)7(!-98'()#!&<!+(%1/#!%-+!
,->9),(#:! "<1()! R\fU3! $,1/! 1/(! )%0,+! 7)&$1/! ,-! 1)94A! 0&095%1,&-#3! 4&55,#,&-#! '(1$((-!
1)%,-#! %-+! 1)94A#! ,-4)(%#(+! ,-! <)(=9(-46:! L/(#(! %44,+(-1#! $()(! 4%9#(+! '6! 1/(!
-(75,7(-4(!&<!1)94A!+),*()#!$/&!,7-&)(+!<5%#/,-7!5,7/1!%-+!%9+,'5(!$%)-,-7!,-+,4%1,&-#!
%1!5(*(5!4)&##,-7#!%-+!1/(!(-#9,-7!4&55,#,&-#!&<1(-!)(#951(+!,-!1/(!+()%,58(-1!&<!1)%,-#!
4%9#,-7!5%)7(!-98'()#!&<!+(%1/#!%-+!,->9),(#!%8&-7!)%,5$%6!#1%<<!%-+!0%##(-7()#:!
cR!
!
!!
D-!R\fR3!%-!O"41!1&!Z)&8&1(!^(*(5!.)&##,-7!D80)&*(8(-1P!$%#!0%##(+!'6!1/(!
K%0%-(#(!Z%)5,%8(-1!$,1/!1/(!&'>(41,*(!&<!0)(*(-1,-7!5(*(5!4)&##,-7!%44,+(-1#!%-+!!&<!
,80)&*,-7!1/(!<5&$!&<!1)%<<,4!%1!1/(!,-1()<%4(#!'(1$((-!)&%+!%-+!)%,5!1)%-#0&)1:!L/,#!"41!
#0(4,<,(+!1/%1!0),&),16!89#1!'(!7,*(-!1&!1/(!)(05%4(8(-1!&<!5(*(5!4)&##,-7#!$,1/!7)%+(!
#(0%)%1(+! 4)&##,-7#! B,:(:! )&%+! &*()0%##(#! &)! 9-+()0%##(#C:! "#! $(55! %#! 1&! 1/(!
,80)&*(8(-1! &<! 5(*(5! 4)&##,-7! ,-<)%#1)9419)(! %-+! 1/(! %+&01,&-! &<! -($! 5(*(5! 4)&##,-7!
#%<(16! +(*,4(#:! H1,55! 8&)(3! 1/(! "41! ,-1)&+94(+! 1/(! 0%68(-1! &<! #0(4,<,4! 5(*(5! 4)&##,-7!
#9'#,+,(#!1&!#8%55!)%,5$%6!4&80%-,(#!,-!&)+()!1&!(-4&9)%7(!1/(8!1&!1%A(!8(%#9)(#!1&!
,80)&*(!1/(!#%<(16!&<!1/(,)!5(*(5!4)&##,-7#:!
!
L/(!"41!/%+!%-!(-<&)4(8(-1!5,<(!&<!<,*(!6(%)#3!'91!1/,#!$%#!)(-($(+!#(*()%5!
1,8(#3!#&!1/%1!1/(!5(7,#5%1,&-!,#!#1,55!,-!&0()%1,&-:!!
!
D-! _41&'()! R\]U3! %! +980! 1)94A! +),*()3! ,-! ,7-&)%-4(! &<! <5%#/,-7! 5,7/1! %-+!
%9+,'5(! $%)-,-7#3! (-1()(+! %! 5(*(5! 4)&##,-7! '(1$((-! H%7,-&-,6%! %-+! V%-%#%A,!
#1%1,&-#! &-! 1/(! D#(@%A,! 5,-(! &<! 1/(! L&/'9! N%,5$%6! .&80%-6! %-+! 4&55,+(+! $,1/! %-!
(5(41),4!0%##(-7()!1)%,-:!L/,#!4&55,#,&-!)(#951(+!,-!1/(!+()%,58(-1!&<!1/(!1)%,-!5(%*,-7!Q!
0()#&-#!+(%+!%-+!2dX!,->9)(+:!L/(!5(*(5!4)&##,-7!$%#!(=9,00(+!$,1/!<5%#/,-7!5,7/1#!
%-+!%-!%9+,'5(!$%)-,-7!8(4/%-,#83!'91!$%#!$,1/&91!0)&1(41,*(!'%)),()#:!!
!
H&&-! %<1()! 1/,#! %44,+(-13! 1/(! Z),8(! E,-,#1()a#! +(0%)18(-1! 4&-*(-(+! %!
.&88,11((! &<! L)%<<,4! H%<(16:! L/(! 4&88,11((! +(4,+(+! &-! 8%-6! 4&9-1()8(%#9)(#! 1&!
(5,8,-%1(! 5(*(5! 4)&##,-7! %44,+(-1#:! _-(! &<! 1/(#(! $%#! 1&! +(<,-(! %41,&-#! 1&! '(! 1%A(-!!
%7%,-#1!+980!1)94A!+),*()#!$/&!&0()%1(!1/(,)!*(/,45(#!-(75,7(-156!,-!&)+()!1&!8,-,8,@(!
+(5%6#! %-+! #&! <95<,5! 1/(,)! $&)A! =9&1%#:! _1/()! 4&9-1()8(%#9)(#! %+&01(+! '6! 1/(!
4&88,11((!$()(!1/(!%8%57%8%1,&-!&<!#8%55!+980!1)94A!(-1()0),#(#!!%-+!1/(!7)%+9%5!
,-#1%55%1,&-! &<! 0)&1(41,*(! '%)),()#! %1! %55! 4)&##,-7#! $,1/! %! )&%+! $,+1/! 7)(%1()! 1/%-! f:Q!
8(1)(#:!
!
!!
D-! %++,1,&-! 1&! 1/(#(! 4&9-1()8(%#9)(#3! 1/(! .&88,11((! &<! L)%<<,4! H%<(16! ,-!
M(')9%)6! R\]R! <&)895%1(+! %-! O&*()%55! 4&9-1()8(%#9)(! 05%-! <&)! 0)(*(-1,&-! &<! 5(*(5!
4)&##,-7!%44,+(-1#P:!L/,#!05%-!$%#!1&!'(!,805(8(-1(+!$,1/!1/(!<&)4(!&<!%!)(795%1,&-:!!
D1!4&*()(+!1/(!,-1(7)%1,&-!%-+!%'&5,1,&-!&<!5(*(5!4)&##,-7#!%-+!1/(,)!)(05%4(8(-1!$,1/!
7)%+(!#(0%)%1(+!4)&##,-7#3!1/(!#1)(-71/(-,-7!&<!)&%+!1)%<<,4!)(795%1,&-#!%#!1/(6!%0056!
1&!5(*(5!4)&##,-7#3!%-+!1/(!,80)&*(8(-1!&<!5(*(5!4)&##,-7!,-<)%#1)9419)(!%-+!$%)-,-7!
+(*,4(#:! L/(! 05%-! ,-,1,%556! /%+! %-! (-<&)4(8(-1! 5,<(! &<! <,*(! 6(%)#3! '91! $%#! )(-($(+!
(*()6!#9'#(=9(-1!<,*(!6(%)!0(),&+!%-+!,#!#1,55!,-!&0()%1,&-!90!9-1,5!1/(!0)(#(-1!1,8(:!
!!
L/(#(!1$&!,-#1)98(-1#3!1/(!O!"41!1&!0)&8&1(!5(*(5!4)&##,-7!,80)&*(8(-1P!%-+!
1/(! O&*()%55! 4&9-1()8(%#9)(! 05%-! <&)! 0)(*(-1,&-! &<! 5(*(5! 4)&##,-7! %44,+(-1#P3! $()(!
/,7/56!#,7-,<,4%-1!,-,1,%1,*(#!%-+!%)79%'56!)(#951(+!,-!%!#9'#1%-1,%556!)(+94(+!-98'()!
&<!5(*(5!4)&##,-7!%44,+(-1#!,-!K%0%-:!
!
3.7.2 Current level crossing inventory

!
!!
^(*(5! 4)&##,-7#! ,-! K%0%-! %)(! #9'+,*,+(+! ,-1&! <&9)! 45%##(#3! +(0(-+,-7! 90&-!
1/(! 160(#! &<! #%<(16! +(*,4(#! 1/(6! ,-4&)0&)%1(:! L/(! <,)#1! 45%##! ,#! %! 0)&1(41(+! 5(*(5!
4)&##,-7! $,1/! '%)),()#! %-+! <5%#/,-7! )&%+! $%)-,-7! 5,7/1#:! L/(! #(4&-+! 45%##! ,#! %!
1(80&)%),56! 8%--(+! %-+! 0)&1(41(+! 5(*(5! 4)&##,-73! '91! 1/(#(! 4)&##,-7#! %)(! -&-b
(F,#1(-1!%1!1/(!0)(#(-1!1,8(:!L/(!1/,)+!45%##!,#!%!5(*(5!4)&##,-7!(=9,00(+!$,1/!<5%#/,-7!
5,7/1#3! %-! %9+,'5(! $%)-,-7! +(*,4(3! %-+! %! <,F(+! )&%+! #,7-! ,-+,4%1,-7! %! 5(*(5! 4)&##,-73!!
'91! $,1/&91! '%)),()#:! L/(! <&9)1/! 45%##! ,#! %! 5(*(5! 4)&##,-7! (=9,00(+! &-56! $,1/! %! )&%+!
#,7-! ,-+,4%1,-7! %! 5(*(5! 4)&##,-7! B,:(:! $,1/&91! '%)),()#3! <5%#/,-7! 5,7/1#! %-+! %9+,'5(!
$%)-,-7!+(*,4(#C:!L/(!-98'()!&<!4)&##,-7#!,-!(%4/!45%##!,#!#/&$-!,-!L%'5(!d:X:
c2!
Table 3.4: Level crossings in Japan, by class

.5%##!
#1
R !
-+
2 !
)+
d !
1/
X !
L&1%5!
!
R\fQ!
R\]U!
R\]Q!
R\cU!
R\cQ!
R\\U!
R\\d!
R\\X!
R\\Q!
R\\f!
R\\]!
R\\c!
fQXd!
d2U!
R2fcR!
XR]fX!
fRdUc!
RUQQ2!
]2!
RXQXQ!
2]\fR!
Qd2dU!
2RR\\!
d]!
ff2R!
2UXQR!
XcdUc!
2]2QU!
2U!
XQdX!
Rd\X\!
XQ]Qd!
2\QX]!
U!
d]cc!
\2fc!
X2fUd!
dUQf2!
U!
2XRU!
ffcd!
d\fQQ!
dU\f\!
U!
2UX2!
QcR\!
dcc]U!
dU\XR!
U!
R\XR!
QfXU!
dcQQ2!
dU\\X!
U!
RcR2!
QXUX!
dc2RU!
dRU2d!
U!
R]2X!
Q2dd!
d]\cU!
dRUcU!
U!
RQ\\!
QUd2!
d]]RR!
dU\2d!
U!!
RX\c!
X\UQ!
d]d2f!
Source: Transportation Ministry, Japan.
70000
60000
50000
40000
30000
20000
10000
1st
2nd
3rd
4th
98
19
97
19
96
19
95
19
94
19
93
19
90
19
85
19
80
19
75
19
70
19
19
65
total
!
!
D-! K%0%-3! 1/()(! %)(! 49))(-156! %'&91! d]3UUU! 5(*(5! 4)&##,-7#! &<! %55! 160(#3! &<!
$/,4/!'%)),()!0)&1(41(+!B45%##!RC!4)&##,-7#!4&80),#(!cd!0()!4(-1:!"58&#1!%55!&<!1/(#(!
%)(!-&$!9-8%--(+:!!H(4&-+!45%##!5(*(5!4)&##,-7#!/%*(!'((-!(5,8,-%1(+3!$/,5(!1/,)+!
45%##!4)&##,-7#3!(=9,00(+!$,1/!<5%#/,-7!5,7/1#!%-+!%9+,'5(!$%)-,-7!+(*,4(#3!4&80),#(!
&-56!X!0()!4(-1!&<!1/(!1&1%5:!M,-%5563!<&9)1/b45%##!5(*(5!4)&##,-7#3!$/,4/!%)(!(=9,00(+!
&-56! $,1/! <,F(+! )&%+! $%)-,-7! #,7-#3! )(0)(#(-1! Rd! 0()! 4(-1! &<! 1&1%5! 5(*(5! 4)&##,-7#! ,-!
K%0%-:!
!!
!!
"#!8%6!'(!&'#()*(+!,-!L%'5(!d:X!%-+!1/(!%##&4,%1(+!<,79)(3!1/(!1&1%5!-98'()!
&<! 5(*(5! 4)&##,-7#! ,-! K%0%-! /%#! '((-! +(45,-,-7! #1(%+,56! &*()! 1/(! ddb6(%)! 0(),&+! &<!
%-%56#,#:! L/,#! 1)(-+! ,#! (F05%,-(+! 5%)7(56! '6! 1/(! &0()%1,&-! &<! 7&*()-8(-1! 0&5,46! 1&!
%'&5,#/! &)! ,-1(7)%1(! 5(*(5! 4)&##,-7#:! "1! 1/(! #%8(! 1,8(3! ,1! 8%6! '(! #((-! 1/%1! 1/(!
-98'()#! &<! <,)#1! 45%##! 4)&##,-7#! $()(! ,-4)(%#,-73! 0%)1,495%)56! +9),-7! 1/(! +(4%+(!
'(1$((-! R\]U! %-+! R\cU:! L/,#! $%#! %! 4&-#(=9(-4(! &<! ,805(8(-1%1,&-! &<! %! 0&5,46! 1&!
4&-*()1! <&9)1/b45%##! 4)&##,-7#! ,-1&! <,)#1! 45%##! 4)&##,-7! $,1/&91! 7&,-7! 1/)&97/! 1/(!
,-1()8(+,%1(!#1%7(!&<!4&-*()#,&-!1&!1/,)+!45%##!4)&##,-7#:!L/(!)(%#&-!<&)!1/,#!0&5,46!
$%#! 1/%1! 5(*(5! 4)&##,-7#! (=9,00(+! &-56! $,1/! <5%#/,-7! 5,7/1#! %-+! %9+,'5(! $%)-,-7!
+(*,4(#! $()(! <&9-+! 1&! '(! ,-(<<(41,*(! %1! 0)(*(-1,-7! 5(*(5! 4)&##,-7! %44,+(-1#! %#!
4&80%)(+! $,1/! '%)),()! 0)&1(41(+! 4)&##,-7#:! L/,#! ,#! %00%)(-1! <)&8! 1/(! 1)(-+#! ,-!
%44,+(-1#!%-+!4%#9%51,(#!0)(#(-1(+!,-!L%'5(!d:Q:!
cd!
!
Table 3.5: Level crossing accidents and casualties, by class of crossing
j(%)!
.5%##!
R\\f!
R#1!
d)+!
X1/!
L&1%5!
R#1!
d)+!
X1/!
L&1%5!
R#1!
d)+!
X1/!
L&1%5!
R\\]!
R\\c!
"44,+(-1#!
dcR!
XX!
RUR!
Q2f!
dQX!
Xd!
RU2!
X\\!
dfc!
2f!
cd!
X]]!
"44kRUU^:.:!
M%1%5,1,(#!
R:2d!
2:QQ!
R:\d!
R:dc!
R:RX!
2:f\!
2:Ud!
R:d2!
R:R\!
R:]X!
R:f\!
R:2c!
\R!
R\!
d2!
RX2!
cX!
Rd!
2]!
R2X!
RUf!
\!
2d!
Rdc!
M%1%5:kRUU^:.
:!
U:2\!
R:RU!
U:fR!
U:d]!
U:2]!
U:cR!
U:QX!
U:dd!
U:dX!
U:fU!
U:X]!
U:d]!
D->9),(#!
RdU!
dd!
Qf!
2R\!
R2f!
2U!
df!
Rc2!
RU]!
c!
X]!
Rf2!
D->:kRUU^:.:!
U:X2!
R:\R!
R:U]!
U:Qc!
U:XR!
R:2Q!
U:]2!
U:Xc!
U:dQ!
U:Qd!
U:\c!
U:Xd!
M)&8! 1/,#! 1%'5(! ,1! 8,7/1! '(! 4&-459+(+! 1/%1! d)+! 45%##! 5(*(5! 4)&##,-7#! %)(! 1/(!
8&#1! +%-7()&9#! ,-! K%0%-3! %#! 8(%#9)(+! '6! 1/(,)! %44,+(-1! )%1,&! 0()! /9-+)(+!
4)&##,-7#:!
!
V&$(*()3!8%6!,1!%5#&!'(!4&-459+(+!1/%1!R#1!45%##!5(*(5!4)&##,-7#!,-!K%0%-!%)(!
#%<(p!!L/(!+%1%!,-!L%'5(!d:Q #977(#1!1/%1!R#1!45%##!4)&##,-7#!%)(!&-56!#5,7/156!#%<()!
1/%-! X1/! 45%##! 4)&##,-7#! $,1/! %44,+(-1! )%1,&#! B%44,+(-1#! 0()! /9-+)(+! 4)&##,-7#C! &-56!
dU!0()!4(-1!5&$()!1/%-!1/%1!&<!1/(!X1/!45%##!4)&##,-7#:!
!
L/()(!,#!1/(!0&##,',5,16!&<!8%A,-7!5(*(5!4)&##,-7#!#%<()!1/)&97/!1/(!,-#1%55%1,&-!
&<!obstruction detectors and warning devices:!?%1%!<&)!KN!I%#1!.&:!'&1/!'(<&)(!%-+!
%<1()! 1/(! ,-#1%55%1,&-! &<! 5(*(5! 4)&##,-7! &'#1)941,&-! +(1(41&)#! #/&$! 1/%1! 1/,#! %41,&-!!
)(#951(+!,-!%!+)%8%1,4!,80)&*(8(-1!,-!1/(!5(*(5!4)&##,-7!%44,+(-1!)%1,&!W!#((!M,79)(!
d:Rf:!
Figure 3.16: Effect on first class crossing accident

rates of obstruction detector installation
1.2
1.06
1
0.8
0.6
0.4
0.23
0.2
0
Accidents/mill.train-km BEFORE installation
Accidents/mill.train-km AFTER installation
!
SourceS!KN!I%#1!.&:!
!
!
cX!
V&$(*()3! ,1! 89#1! '(! -&1(+! 1/%1! 1/,#! ,80)&*(8(-1! $%#! %4/,(*(+! 1/)&97/! 1/(!
,-#1%55%1,&-! &<! 4:&:+:a#! B4)&##,-7! &'#1)941,&-! +(1(41&)#C! %1! &-56! 1/(! 8&#1! +(-#(56!
1)%<<,4A(+! <,)#1! 45%##! 4)&##,-7#3! )(0)(#(-1,-7! 5(##! 1/%-! &-(! 1/,)+! &<! %55! <,)#1! 45%##!
4)&##,-7#!&-!1/(!KN!I%#1!#6#1(8!W!#((!L%'5(!d:f:
!
Table: 3.6 : Numbers of 1st class level crossings and crossing
obstruction detectors (c.o.d.) on JR East system!
R\c]!
R\cc!
;&!&<!!
R#1!45%##!^:.:!
;&!&<!4:&:+:!!
f32fd! f3df2! fX2X!
f3Qcd! f3ffU! f3]2Q! f3]Xf! f3]XQ! f3]2\! f3]2X! f3fcR! f3QcQ! f3Qf]!
2UU!
fX2!
2dQ!
R\c\!
X2d!
R\\U!
R\\R!
]\Q!
R\\2!
R\\d!
R\\X!
R\\X!
R\\Q!
R\\f!
R\\]!
R3U]R! R3Q22! R3c]c! R3\\f! 23RdQ! 232]2! 232]c! 23dUR!
!
!
L/(! #1((0! )(+94,-7! 1)(-+! ,-! %44,+(-1! &449))(-4(#! )(#951,-7! <)&8! 4:&:+:!
,-#1%55%1,&-! %1! <,)#1! 45%##! 5(*(5! 4)&##,-7#! &-! 1/(! KN! I%#1! #6#1(8! ,#! %00%)(-1! <)&8!
M,79)(!d:R]:
!
!
Figure 3.17: Trend in accidents at 1st class level crossings on

the JR East Co.system
!
200
150
100
50
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
Accidents
!
!
SourceS!!KN!I%#1!.&:!
!
!
[/,5(! 1/(! +%1%! +,#05%6(+! /()(! %)(! <&)! 1/(! KN! I%#1! #6#1(8! &-563! 8&#1! &<! 1/(!
&1/()!)%,5$%6!4&80%-,(#!,-!K%0%-!/%*(!%5#&!9-+()1%A(-!1/(!,-#1%55%1,&-!&<!4:&:+a#!,-!
)(4(-1!6(%)#!%-+!%#!%!)(#951!/%*(!%4/,(*(+!#,8,5%)!#%<(16!,80)&*(8(-1#:!
!
!!
3.7.3 Level crossing safety performance in Japan
(i)
R\\c!
Accidents
L/(! #%<(16! 0()<&)8%-4(! &<! 1/(! K%0%-(#(! )%,5$%6! #6#1(8#! /%#! ,80)&*(+!
+)%8%1,4%556!&*()!1/(!c!6(%)!0(),&+!'(1$((-!R\\U!%-+!R\\c3!%#!,#!#/&$-!,-!L%'5(!d:]
%-+!M,79)(!d:Rc: ?9),-7!1/,#!0(),&+!&*()%55!%44,+(-1#!)(+94(+!'6!-(%)56!dU!0()!4(-13!
'91!5(*(5!4)&##,-7!%44,+(-1#!were down by nearly 40 per cent:!!D-!R\\c3!5(*(5!4)&##,-7!
%44,+(-1#!)(0)(#(-1(+!%'&91!/%5<!&<!%55!)%,5$%6!%44,+(-1#!,-!K%0%-3!#977(#1,-7!%!-((+!
<&)!%!4&-1,-9,-7!<&49#!&-!8(%#9)(#!1&!(5,8,-%1(!5(*(5!4)&##,-7!%44,+(-1#:!
!
cQ!
Table 3.7: Railway Accidents and Level Crossing Accidents in Japan

!
!
N:"!
^:"!
R\]Q! R\cU! R\cQ! R\\U!! R\\R! R\\2! R\\d! R\\X! R\\Q! R\\f! R\\]! R\\c!
d]\X! 22fd! RQ\X! RdUc! R2XR! RRQX! RRcU! RU]d! RUXf! RUUd! \fX! \d\!
R\R]! R2dd! \Xd! ]QX! ]UX! fXR! fQd! QXU! QQc! Q2f! X\\! X]]!
N:"!!S!!N%,5$%6!"44,+(-1#!B&1/()!1/%-!^(*(5!.)&##,-7!"44,+(-1#C!!!!^:"!!S!!^(*(5!.)&##,-7!"44,+(-1#! !
!
!
!
Figure 3.18: Significance of Level Crossing Accidents in

the Overall Safety of Railways, Japan
Railway accidents
98
19
97
19
96
19
95
19
94
19
93
19
92
19
91
19
90
19
85
19
80
19
19
75
4000
3500
3000
2500
2000
1500
1000
500
0
L.C.accidents
[/(-! )(5%1(+! 1&! )%,5! 1)%<<,4! 5(*(5#! ,-!8,55,&-! 1)%,-bA83! ,1! 4%-! '(! #((-! 1/%1!! 1/(!
#%<(16! 0()<&)8%-4(! &<! 5(*(5! 4)&##,-7#! ,-! K%0%-! ,#! 4&80%)%'5(! $,1/! 1/(! '(#1! &<! 1/(!
#%<(16!0()<&)8()#!,-!I9)&0(:!M&)!(F%805(3!,-! R\\c!K%0%-!%4/,(*(+!%!#%<(16!)%1(! &<!
U:df!5(*(5!4)&##,-7!%44,+(-1#!0()!8,55,&-!1)%,-!A,5&8(1)(#!%#!4&80%)(+!$,1/!1/(!H;.M!
BM)%-4(C! $/,4/! ,-! 1/%1! 6(%)! %4/,(*(+! U:dd! 5(*(5! 4)&##,-7! %44,+(-1#! 0()! 8,55,&-! 1)%,-!
A,5&8(1)(#:!L/(!)(#951#!<&)!K%0%-!%)(!#/&$-!,-!M,79)(!d:R\:!
!
Figure 3.19: Trend in level crossing accident rate (accidents per mill. train-km)
!
1.5
1.36
1
0.93
0.77
0.6
0.5
0.55
0.5
0.5
0.42
0.43
0.4
0.38
0.36
0
1975
1980
1985
1990
1991
1992
1993
1994
1995
L.C.accidents per mill.train-kilometres
cf!
1996
1997
1998
!
"-!%-%56#,#!&<!)%,5$%6!%44,+(-1#!'6!0),8%)6!4%9#(!<&)!R\\c!,-+,4%1(#!1/%1!5(*(5!
4)&##,-7!%44,+(-1#!%44&9-1!<&)!'6!<%)!1/(!7)(%1(#1!#/%)(!&<!)%,5$%6!%44,+(-1#!,-!K%0%-!
BL%'5(!d:cC:!!D-<),-7(8(-1!&-!1/(!)%,5$%6!,#!8&#156!'6!0(+(#1),%-#3!$,1/!RQ]!+(%1/#!,-!
R\\c:!
!!!
!
Table 3.8: Railway accidents in Japan 1998, by primary cause

.%9#(!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
^(*(5!4)&##,-7!%44,+(-1#!!!!!!!!!!!!!!!!!!!!
D-<),-7,-7!&-!N%,5$%6!!!!!!!!!!!!!!!!!!!!!!
_'#1%45(#!&-!N%,5$%6!!!!!!!!!!!!!!!!!!!!!!
N%,5$%6!H1%<<!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Y%+!E%,-1(-%-4(!&<!N&55,-7!H1&4A!tL)%4A!!!
_1/()!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
L&1%5!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
!!
!!!!!!!!!"44,+(-1#!!!!!!
!!!!!!!!!!!X]Q!!!!!!!!!!
!!!!!!!!!!!222!!!!!!!!!!
!!!!!!!!!!!RUR!!!!!!!!!!
!!!!!!!!!!!!!2X!!!!!!!!!!!
!!!!!!!!!!!!!RQ!!!!!!!!!!!
!!!!!!!!!!!RU2!!!!!!!!!!
!!!!!!!!!!!\XR!!!!!!!!!!
!!!!!!!!!!!Z()!4(-1!
QU:]!
2d:f!
RU:]!
2:f!
R:f!
RU:c!
RUU:U!
!
!
!
!
!
L/(!0),8%)6!4%9#(!&<!5(*(5!4)&##,-7!%44,+(-1#!,-!K%0%-3!%44&9-1,-7!<&)!f2!0()!
4(-1! &<! %55! 5(*(5! 4)&##,-7! %44,+(-1#3! ,#! 8&1&)! *(/,45(! +),*()#! B<&)! $/%1(*()! )(%#&-C!
1%A,-7!1/(,)!*(/,45(#!&*()!5(*(5!4)&##,-7#!,-1&!1/(!0%1/#!&<!&-4&8,-7!1)%,-#:!L/(!7)(%1!
8%>&),16!&<!1/(#(!%44,+(-1#!&449))(+!%1!M,)#1!.5%##!^(*(5!.)&##,-7#3!%#!8%6!'(!#((-!
,-!L%'5(!d:\:!!!!
!
!
Table 3.9: Level crossing accidents in Japan 1998, by primary cause

!.%9#(!
.5%##(#!&<!^:.:!
.)&##,-7!%1!#%8(!1,8(!%#!1)%,-!
!
!
!
!M,)#1!.5%##!
L/,)+!.5%##!
M&9)1/!.5%##!
L&1%5!
N&%+!*(/,45(!#1&00(+!&-!5(*(5!4)&##,-7!
N&%+!*(/,45(!,-<),-7(+!5(*(5!4)&##,-7!45(%)%-4(!5,8,1!!
_1/()!
L&1%5!
!"44,+(-1#!
RUd!
Rc!
]X!
2\Q!
!!!!c\!
!!!!fd!
!!!!dU!
!!!X]]!
Z()!4(-1!
!!!X2:f!
!!!!!!!!!d:c!
!!!RQ:Q!
!!!fR:c!
!!!Rc:]!
!!!!!!!Rd:2!
!!!f:d!
!!!RUU:U!
!!!!!!!!!!!!!!!
!!
(ii)
Fatalities and injuries
L/(!1)(-+!,-!<%1%5,1,(#!%-+!,->9),(#!,-!5(*(5!4)&##,-7!%44,+(-1#!)(5%1,*(!1&!1/&#(!
,-! %55! )%,5$%6! %44,+(-1#! ,-! K%0%-! ,#! 7,*(-! ,-! L%'5(! d:RU! %-+! 1/(! %44&80%-6,-7!
+,%7)%8:!
c]!
!
Table 3.10: Number of fatalities and injuries in level crossing accidents in
Japan
!!!!
j(%)!
"55!)%,5$%6!
%44,+(-1#S!
Fatalities
Injuries
^:.:!
%44,+(-1#S!
Fatalities
Injuries
R\]Q!
!
R\cU!
!
R\cQ!
!
R\\U!
!
R\\R!
!
R\\2!
!
R\\d!
!
R\\X!
!
R\\Q!
!
R\\f!
!
R\\]!
!
R\\c!
!
!!\2c!
R3ff\!
!
!!Q]X!
!!\c\!
!
!!XRf! !!X2d!
RUQX!!! !!fUf!
!
!
!!XQR!
RX2d!
!
!!XdU!
!!c\d!
!
!!d\2!
!!]U\!
!
!!dff!
!!X\2!
!
!!dXd!
!!Xc\!
!
!!dfU!
!!XXX!
!
!!d2c!
!!fR\!
!
!!dX\!
!!dfQ!
!
!!Xcf!
!!\X\!
!!2\X!
!!QdX!
!!2Uf!
!!X\Q!
!!R]U!
!!Q]Q!
!!R]d!
!!dUU!
!!RQ\!
!!22d!
!!Rdf!
!!2dX!
!!RXd!
!!2]]!
!!RX2!
!!2R\!
!!R2X!
!!RcR!
!!Rdc!
!!Rf2!
!!2U2!
!!dQQ!
!
!
!
1800
1600
1400
1200
1000
800
600
400
200
0
1975
1980
1985
1990
Fatalities-Total
1991
1992
Injuries-Total
1993
1994
1995
Fatalities-L.C.
1996
1997
1998
Injuries- L.C.
!
!
!
M%1%5,1,(#!%-+!,->9),(#!,-!5(*(5!4)&##,-7!%44,+(-1#!4&80),#(!%!#1(%+,56!)(+94,-7!
0()4(-1%7(!&<!<%1%5,1,(#!%-+!,->9),(#!,-!%55!160(#!&<!)%,5$%6!%44,+(-1#!,-!K%0%-:!D-!R\\c3!
1/(!#/%)(!&<!5(*(5!4)&##,-7!<%1%5,1,(#!%-+!,->9),(#!,-!1/(!&*()%55!-98'()#!<&)!%55!)%,5$%6!
%44,+(-1#!,-!K%0%-!$()(!XU!0()!4(-1!%-+!XX!0()!4(-1!)(#0(41,*(56:!
!
[/,5(! 1/(! -98'()! &<! +(%1/#! ,-! 5(*(5! 4)&##,-7! %44,+(-1#! /%#! '((-! +(45,-,-7!
#1(%+,56! %-+! 4&-#,#1(-156! ,-! %55! 6(%)#! (F4(01! R\\2! %-+! R\\c3! 1/(! -98'()! &<! ,->9),(#!
/%#! '((-! <%55,-7! %1! %! #,7-,<,4%-156! <%#1()! )%1(:! L/(! 8%,-! (F4(01,&-! 1&! 1/,#! 1)(-+!
&449))(+!,-!K9-(!R\\R!$/(-!%!0%##(-7()!1)%,-!<,55(+!1&!4%0%4,16!&-!1/(!M9A91,6%8%!
5,-(!4&55,+(+!$,1/!%!1)94A!$/,4/!$%#!5&%+,-7!%!0&$()!#/&*(5!4%)!%1!%!<,)#1!45%##!5(*(5!
4)&##,-7! 5&4%1(+! &-! %! 49)*(:! L/(! 1)94A! 4&95+! -&1! 8&*(! <)&8! 1/(! 5(*(5! 4)&##,-7!
'(4%9#(! %! #/&*(5! %)8! &<! 1/(! 0&$()! #/&*(5! 4%)! &-! 1/(! 1)94A! $%#! 4%97/1! ,-! %! 5%)7(!
&*()/(%+! 5,-(! 0)&1(41&):! ! "! 1&1%5! &<! ddd! 0()#&-#! #9#1%,-(+! ,->9),(#! ,-! 1/,#! #,-75(!
%44,+(-1! %-+3! %#! %! 4&-#(=9(-4(3! 1/(! 1&1%5! -98'()! &<! ,->9),(#! <&)! 1/%1! 6(%)! %58&#1!
+&9'5(+:!
!
L/(! 1)(-+#! ,-! <%1%5,1,(#! %-+! ,->9),(#! ,-! 5(*(5! 4)&##,-7! %44,+(-1#! (F0)(##(+! %#!
)%1(#! 0()! 8,55,&-! 1)%,-bA,5&8(1)(#! %)(! 7,*(-! ,-! L%'5(! d:RR! %-+! 1/(! %44&80%-6,-7!
cc!
+,%7)%8:! L/(#(! 1)(-+#! ,-+,4%1(! %! #1(%+,56! )(+94,-7! )%1(! &<! 4%#9%516! &449))(-4(! 0()!
8,55,&-! 1)%,-bA,5&8(1)(#:! L/(! 5(*(5! 4)&##,-7! <%1%5,16! )(4&)+! <&)! K%0%-! 4&80%)(#!
<%*&9)%'56! $,1/! 1/&#(! <&)! [(#1()-! I9)&0(%-! 4&9-1),(#3! $,1/! %! 5(*(5! 4)&##,-7! <%1%5,16!
)%1(!,-!R\\c!(=9,*%5(-1!1&!1/%1!&<!`()8%-6!%-+!5&$()!1/%-!1/&#(!&<!Y(57,98!%-+!1/(!
;(1/()5%-+#:!L/(!5(*(5!4)&##,-7!,->9)6!)%1(!&<!K%0%-!,-!1/(!#%8(!6(%)!$%#!5&$()!1/%-!
1/&#(!&<!%55![(#1()-!I9)&0(%-!4&9-1),(#3!(F4(01!<&)!M)%-4(:!!
!
!
Table 3.11: Trend in level crossing fatality and injury rates (per mill. train-km)!
!
j(%)!
M%1%5,1,(#!
D->9),(#!
R\\U!
U:Rf!
U:2c!
R\\R!
U:Rd!
U:XQ!
R\\2!
U:Rd!
U:2d!
R\\d!
U:R2!
U:R]!
R\\X!
U:RR!
U:Rc!
R\\Q!
U:RR!
U:2R!
R\\f!
U:RR!
U:R]!
1994
1995
1996
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0.5
0.4
0.3
0.2
0.1
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1990
1991
1992
1993
L.C.Fatalities/mill.train-km
1997
1998
L.C.Injuries/mill.train-km
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!
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3.7.4
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Level crossing evaluation methods in Japan
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Level Crossing Chap 3

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Level Crossing Chap 3

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CHAPTER 3:

RAILWAY LEVEL CROSSING SAFETY

Experience of the United Kingdom in safety management

Source: Modern Railways, H(01(8'()!R\\X:!

N%,51)%4A! 8%-9%5! OI-7,-((),-7! H%<(16! E%-%7(8(-1P3! A-&$-! 4&55&=9,%556! %#! 1/(!

The ALARP Principle

Figure 3.1: The ALARP Principle

Risk Management Process in the United Kingdom

Figure 3.2: Railtrack Risk Management System

Source: W.S.Atkins, Review of Railway Safety Management for European

Detailed scenario modelling!$,55!7(-()%556!'(!)(=9,)(+!&-56!$/()(!1/(!

Trend in and relative significance of level crossing fatalities

L& 1% 5!M% 1% 5,1,( #

Source: HSE Railway Safety Statistics Bulletin 1998/99.

Accident record of various types of level crossings

The Lockington accident and its significance

Safety Valuation in Transport Project Appraisal

The need for monetary valuation of accident casualties

Sources: BRC E:![:!K&-(#b^((3!Valuing Safety in Transport Project Appraisal, N%,51)%4AkY),1,#/!!

Willingness-to-Pay valuations of railway casualties!

Level crossing experience of the United States of America

Administration of railway safety policy and regulations

Figure 3.4: Trend in level crossing accidents, fatalities and injuries,

Reasons for level crossing safety improvement in the

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Level crossing experience of Canada

Administration of rail safety policy and regulations in Canada

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Figure 3.5: Level Crossing Accidents in Canada

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Level Crossing Fatalities in Canada

Transport Canada Level Crossing Safety Initiatives

Level crossing experience of continental Europe

No. L.C.'s (all types)

2U\] 2Ud] 2U2f 2UU2 2Udc 2Ud2 2X2X 2Xfd

Source: International Union of Railways (UIC).

Trend in level crossing accidents, fatalities and injuries

Figure 3.8: Level crossing accidents in Western Europe

Source: (1) UIC.

Figure 3.9: Relative trends in numbers of level crossings

Level crossing accidents, by type of crossing France

Num be r of a ccide nts

No. L.C. accidents per mill. train km

Source: (1) UIC.

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No.fa ta litie s pe r m ill. tra in-km

Source: (1) UIC.

Figure 3.14: Level crossing injuries in Western Europe

Source: (1) UIC.

No.injurie s pe r m ill.tra in-km

Source: (1) UIC.

Analysis of level crossing safety performance in the Netherlands

Level crossing experience of Japan

3.7.1 Level crossing evolution

3.7.2 Current level crossing inventory

Table 3.4: Level crossings in Japan, by class

Source: Transportation Ministry, Japan.

Source: Transportation Ministry, Japan.

Figure 3.16: Effect on first class crossing accident

Accidents/mill.train-km AFTER installation

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