Appendix 1
Appendix 2	" Annex I
Appendix 3

Publication of the amendment to the implementation of the Railway Safety Directive 1)

§ 1

Notice no. 1293 of 23. In November 2010 on the implementation of the railway safety directive, the following changes are made :

1. Inline ITREAS :

' I pursuant to Article 102 (1). 1, in railway law, cf. law no. 686 of 27. The following may be adopted in May 2015 :

2. Foot notation the title of the notice shall be replaced by the following :

" 1) The announcement shall implement the Directive 2004 /49/EC of the European Parliament and of the Council of 29. April 2004 on EU rail safety and amending Council Directive 95 /18/EC on the granting of licences to railway undertakings and Directive 2001 /14/EC on the allocation of railway infrastructure capacity and the levying of charges for use by the Member States ; Rail infrastructure and safety certification (the Rail Safety Directive), EU Official Journal 2004, L No, 164 of 30. April 2004, page 44-113, as amended by Directive 2008 /57/EC of the European Parliament and of the Council of 17. June 2008 on the interoperability of the rail system in the Community, the EU Official Journal of 2008, L no. 191 by 18. July 2008, s. 1-45, Directive 2008 /110/EC of the European Parliament and of the Council of 16. In December 2008 amending Council Directive 2004 /49/EC on rail safety in the European Union (Rail Safety Directive), EU Official Journal 2008, L no. 345 of 23. December 2008, page 62-67, Commission Directive 2009 /149/EC of 27. November 2009 amending the Directive 2004 /49/EC of the European Parliament and of the Council with regard to common security indicators and common methods for calculating the cost of accidents, the EU Official Journal 2009, L No, 313 of the 28th. November 2009, page 65-74, Directive 2012 /34/EU of the European Parliament and of the Council of 21. November 2012 on the creation of a common European rail area, the European Union-Official Journal, L no. 343 of 14. December 2012, page 32-77, and Commission Directive 2014 /88/EU of 9. July 2014 amending the European Parliament and Council Directive 2004 /49/EU as regards common security indicators and common methods for calculating the cost of accidents, the EU Official Journal, 2014, L No, 201, 10.7.2014, page 9-17. "

3. § 1 ITREAS :

" § 1. The announcement shall implement the Directive 2004 /49/EC of the European Parliament and of the Council of 29. April 2004 (the Railway Safety Directive), as amended by Directive 2008 /57/EC of the European Parliament and of the Council of 17. June 2008, Directive 2008 /110/EC of the European Parliament and of the Council of 16. December 2008, Commission Directive 2009 /149/EC of 27. In November 2009, Directive 2012 /34/EU of the European Parliament and of the Council of 21. November 2012 and Commission Directive 2014 /88/EC of 9. July, 2014.

Paragraph 2. Directives 2004 /49/EC, 2008 /110/EC, 2009 /149/EC, species Forty in 2008 /57/EC, corrections, nature. '65 in 2012 /34/EU and Directive 2014 /88/EC are included as annexes to this notice.'

4. As Annex 7 the following Annex I shall be added to this notice.

5. I Annex 1 read Annex I as Annex 2 to this notice.

6. As Annex 8 the following Annex 3 is added to this notice.

§ 2

The announcement shall enter into force on the 15th. July, 2015.

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Appendix 1

' Appendix 7

EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 2012 /34/EF

of 21. November 2012

on the establishment of a common European railway area

(recast)

(Text with EEA relevance)

Article 65

Repeal

Directive 91 /440/EEC, 95 /18/EC and 2001 /14/EC, as amended by the Directives listed in Annex IX, Part A, shall be repealed with effect from the 15th. December 2012, without prejudice to the obligations of the Member States concerning the deadlines for transposition into national law of the Directives listed in Annex IX, Part B.

References to the repealed Directives shall be construed as references to this Directive and shall be read in accordance with the correlation table in Annex X. ' ;

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Appendix 2

" Annex I

Common security indicators

The common security indicators shall be reported annually by the security authorities, cf. Article 3 (g).

It shall include indicators for the activities covered by Article 2 (1). paragraph 2 (a) and (b) shall be set out separately.

If new conditions or failures are discovered after the presentation of the report, the indicators shall be modified for a given year or they are corrected by the security authority at the earliest opportunity, and most recently in the report, the following year.

The proposal provides common definitions for the common security indicators and common methods for calculating the socio-economic costs of accidents.

1. Accident Indicators

1.1. The total and relative (in relation to train kilometres) number of major accidents and a specification by the following types of accidents :

-the clashes between trains and railway vehicles

-train collisions with obstacles in the structure of the free trump

-trackings :

-in the case of rail-road accidents, including accidents involving pedestrians in the rail road runs, cf. further specification of the five types of accidents in the rail road runs in paragraph 6.2 ;

-personal accidents involving rolling stock, other than suicides and suicides ;

-fires in rolling stock

-Others.

Each significant accident shall be reported in the primary accident type, even if the effects of a secondary accident are more serious (e.g., fire after a derailment).

1.2. The total and relative (in the case of a train kilometre) the number of serious injured or killed for each accident type divided into the following categories :

-passengers (also in proportion to the total number of passenger kilometres and passenger rail kilometres),

-staff or contractors

-the users of the rail road runs,

-persons who are improperly situated on railway lines,

-other persons who are on a platform

-other people who aren't on a platform.

2. Hazardous Goods Indicators

The total and relative (in the case of a train kilometre) number of accidents related to the carriage of dangerous goods by rail are divided into the following categories :

-accidents involving at least one railway clothing transporting dangerous goods, cf. the definition in the Appendix ;

the number of such accidents where dangerous goods are released.

3. Suicide Indicators

The aggregate and relative (in relation to train kilometres) number of suicides and suicide attempts.

4. Accutors Indicators

The total and relative (in relation to train kilometres) number of trainers to accidents and a specification following the following runners are :

-Rail fracture

-solar curves and other errors in the relative track location,

-signalling error

-passing the stop signal on the passing of a farepunkt

-the bypass of a stop signal without the passage of a farepunkt

-defective wheels on rolling stock in operation,

-defective axles on rolling stock in operation.

All the runners must be reported, both those leading to accidents and those who do not. (Expires, which cause a major accident, also be reported under the indicators of runners, while runners who do not cause a significant accident shall be reported only under the indicators of the runners.

5. Indicators for the calculation of the socioeconomic costs of accidents

The total and relative (in relation to kilometres of train) amounts in euro for :

-the number of deaths and serious injuries multiplied by the value of the prevention of one person being the victim of an accident (value of one preventable accident victim, VPC : Value of Preventing a Casualty)

-the costs of environmental damage

-the cost of material damage to rolling stock or infrastructure ;

-the costs of delays caused by accidents.

The security authorities shall report the socio-economic costs of major accidents.

VPC is the value that society attaches to the prevention of accident victim, and may not be used as a reference to compensation requirements between parties involved in accidents.

6. Indicators of the technical safety of the infrastructure and for the introduction of technical safety measures

6.1. Percentage of lines in which an operating system (TPS) has been used and percentages of train kilometres using mobile operating assurance systems in which these systems include :

-warnings

-warnings and automatic stop

-warnings, automatic stop and point monitoring of speed

-warnings, automatic stop and continuous monitoring of speed.

6.2. Number of Rail Exerts (Total, Per the lines of the line and the per. a mile) spread out of the following five types :

(a) unsecured rail overruns

(b) secured rail overruns

i) Manual

(ii) automatic warning systems on the user side ;

iii) automatic protection of the user side

(iv) protection in the field side.

Addendum

Common definitions for the common security indicators and common methods for the calculation of the socio-economic costs of accidents

1. Accident Indicators

1.1. ' significant accident ` shall mean any accident involving at least one railway unit in motion and resulting in at least one person killed or seriously injured person, or in massive destruction of material, trails or other installations or the environment ; or in a comprehensive disruption of traffic. Accidents in workshops, stockpiles and deposits are not included.

1.2. ' extensive destruction of material, track or other installations or the environment ` shall mean the destruction of at least EUR 150 000.

1.3. 'comprehensive disruption of traffic' means the train traffic is suspended for 6 hours or more on a main rail route.

1.4. ' train ` means one or more railway vehicles drawn up by one or more locomotives or motor carriages, or a motor vehicle which is running on its own under a particular number or a specific name from a fixed starting point to a fixed end point. It's a locomotive that drives. alone, is considered a train.

1.5. ' collision between trains and rail vehicles ` shall mean the clashes between two trains or clashes between the front and the rear of two trains or the clashes between a part of a train and part of another train or railway clothing or a rail or a rail network ; rolling stock.

1.6. ' train collision with obstacles in the structure of the free trump ` shall mean a clash between a part of a train and object which is fixed or temporarily located or located on or near the track (except in the case of rail runs, the refurs of which have been lost) ; cross-vehicles or users). The definition also includes collisions with overhead contact lines.

1.7. "derailment" means any incident at which at least one of a train's wheel runs off the track.

1.8. ' accident in rail crossing ` shall mean any accident involving at least one railway vehicle and one or more crushing vehicles, other cross-users, such as pedestrians, or objects temporarily located on or near ; track if they are lost by cross-vehicles or users.

1.9. ' personal accident involving rolling stock means : damage to one or more persons affected by either a railway vehicle or a part of a railway vehicle or by an object attached to or detached from the vehicle. The definition also includes people who fall out of railway vehicles and those who fall or are hit by loose objects in the transport of railway vehicles.

1.10. ' fire in rolling stock ` means the industry or explosions in the railway vehicles (including their cargo) in the process of departure and destination, including when holding at the office of departure, the place of destination or by intermediate stops, and realloy.

1.11. ' other types of accidents ` shall mean any other accident other than clashes between trains and railway vehicles, collisions with obstacles in the structure of the free card, trams, accidents in the rail road-road accident, passenger accidents involving rolling stock ; or fires in rolling stock.

1.12. ' passenger ` means any person who carries out a journey by rail, excluding train crew. In the case of accident statistics, this includes people who are trying to get on or off a train.

1.13. ' staff or contractors ` shall mean any person employed in association with a railway and is working at the time of the accident. The definition shall include the staff and the self-employed contractors and the train crew and persons serving rolling stock and infrastructure facilities.

1.14. ' users of railway services ` means any person who uses a railway crossing to cross the railways by means of a means of transport or on foot.

1.15. ' persons who are unduly on railway land ` means any person who is staying on the territory of a Railway where it is prohibited, except for the users of the rail road runs.

1.16. ' other persons on a platform ` shall mean any person in a platform which cannot be defined as "passenger", "staff or contractors", "users of railway services", other persons who are not on a platform ` ; or ' persons who are improperly situated on railway lines `.

1.17. ' other persons who are not on a platform ` means any person who is not on a platform and cannot be defined as "passenger", "staff or contractors", "the users of railway services", other persons located on a person ; ' or ' persons who are wrongly situated on railway land `.

1.18. ' killed ` shall mean the person killed on the spot or dies within 30 days following an accident. Suicide is not included.

1.19. ' seriously injured person ' shall mean the person who has been hospitalized for more than 24 hours as a result of an accident. Suicide attempt is not included.

2. Hazardous Goods Indicators

2.1. ' accident in the transport of dangerous goods ` shall mean any accident or incident to be reported in accordance with Chapter 1.8.5 of the RID, 1) /ADR.

2.2. ' dangerous goods ` means any substance or object which may not be transported under the RID, or may only be transported in accordance with conditions laid down in RID.

3. Suicide Indicators

3.1. ' suicides ` shall mean the action by which a person intentionally inflicting injury to death and to be recorded as such by the competent national authorities.

3.2. ' attempted suicide ` shall mean the action by which a person intentionally inflicting injury on the cause of serious personal injury.

4. Accutors Indicators

4.1. ' rail ` shall mean any rail which has split into two or more pieces or any rail from which a piece of metal detached from a gap of more than 50 mm length and more than 10 mm deep on the surface of the driving surface.

4.2. ' sunbaskever and other errors in the relative track ' shall mean an error in track continuum or geometry, which shall require closure of the track or immediate reduction of the permitted speed.

4.3. ' signalling error ` shall mean any technical malfunction in the signalling system (either on the infrastructure or on the rolling stock) resulting in a less restrictive signal than required.

4.4. "passing the stop signal when passing a farepunkt" : Any situation where any part of the train is running longer than the permitted limit and passing through the fareptile.

4.5. ' bypass of stop signals without passing a phase ' shall mean any situation in which any part of the train is running longer than allowed but not passing through the fareptile.

To drive forward more than authorised as referred to in 4.4 and 4.5 above will say how to drive by :

a light-or-arm signal by the track that, by its illuminating or the position, is signalling stop, or a stop order on lines where an operating system (TPS) is not in use ;

-the endpoint of a safety-related driver permit given above an operating security system (TPS)

-a point which has been notified in a written oral or written authorisation ;

-stop signs (including not trace stoppers) or hand signals.

The case where the vehicles without interconnected traction unit or unmandered trains are running past a stop signal are not covered by this definition. Trap where the signal, regardless of the reason, does not show the 'stop' in time for the driver to stop the train before the signal is not covered by this definition.

The security authorities may report on the four indents under this item separately, but they must report at least a total indicator of data for all four points.

4.6. ' defective wheel on rolling stock ` means the use of a wheel affecting the wheel and thus creates a risk of accident (derailment or clashes).

4.7. ' defective axle on rolling stock ` means the use affecting the axle and thus creates a risk of accident (derailment or clashes).

5. Common methods for calculating the societal costs of accidents

5.1. The value of a preventable accident victim (VPC) is composed of the following elements :

1) The value of security itself : the value of payment (WTP : Willingness to Pay), based on "the stated preference" tests carried out in the Member State in which they are used.

2) Direct and indirect socioeconomic costs : cost values that are assumed in the Member State and consist of :

-medical expenses and revalidation costs ;

-process costs, police costs, private investigation costs, emergency management costs and administrative costs for the insurance

-loss of production : the value of the community of goods and services, which may have been produced by the person concerned if the accident had not occurred.

For the calculation of the costs of accidents, killed and seriously injured separately (different VPC for fatalities and seriously injured).

5.2. Common principles governing the value of security in themselves and of the direct and indirect socioeconomic costs :

For the value of safety in itself, the assessment shall be based on whether the estimation of the estimates is reasonable, in the following considerations :

-the estimations must be based on a system of valuation of mortality risk reduction in the transport sector, based on the determination of the will (WTP) after the ' stated preference ' methods ;

-respondents shall constitute a representative subset of the population concerned. In particular, they shall reflect the population's alders and income structure and other relevant socioeconomic / demographic characteristics ;

-the method of payment-level values : the investigation must be organised so that the issues are clear and meaningful for respondents.

The direct and indirect socio-economic costs must be placed on the basis of the real costs that society is holding.

5.3. Definitions

5.3.1. ' environmental damage ' costs shall mean the costs to be borne by railway undertakings and the infrastructure managers, on the basis of their experience of leading a damaged area back to the condition of the rail accident.

5.3.2. ' costs of material damage to rolling stock or infrastructure ` shall mean the costs of acquiring new rolling stock or to initiate new infrastructure with the same functionality and technical parameters as the irreparable damage ; the costs of rolling stock or infrastructure that can be repaired back to the condition of the accident. Both must be set up by railway undertakings and the infrastructure managers on the basis of their experience. Costs for the rent of rolling stock to replace damaged vehicles that are not available are also covered.

5.3.3. ' costs due to delays caused by accident ` shall mean the pension value of delays as users of rail transport (passengers and goods), resulting from accidents, calculated according to the following model :

VT = the cash value of travel time savings

The value of time for a train passenger (an hour)

VT P = [ VT for worktraveler ] * [ the work travellers annual average percentage of all traveller ] + [ VT for anyone other than working travellers ] * [ others other than work-traveler's annual share percentage of travellers ]

VT P shall be measured in euro per passenger per Hour.

' working traveller ` means a passenger travelling in the field of business activity, not by commuters.

Value of time for a freight and (one hour)

VT F = [ VT for good-stog ] * [ (ton-km) / (2-mile) ]

VT F shall be measured in euro per tons of goods by the Hour.

Annual quantity of quantity in tonnes per tonne. freight trains = (ton-km.) / (2-mile).

CM = Costs at 1 minute delay of a train

People Took

CM P = K1 * (LOW P /60) * [ (Passenger -kilometer) / (2-mile) ]

The average number of passengers per year. train = (passenger kilometres) / (2-mile).

Godstog

CM F = K2 * (ANY F /60)

The factors K1 and K2 are between the value of the time and the value of the delay in accordance with estimates based on "the " stated preference" studies. They are being added to take account of the fact that a time loss caused by delays is significantly more negative than normal travel times.

Costs of accident-related delays = CM P * (minutes delay of persontrains) + CM F * (minute delay of freight train)

Scope of the model

The costs of delays in major accidents shall be calculated as follows :

-actual delays in the tracts where accidents have occurred ;

-actual delays or, if these cannot be measured, estimated delays on other lines concerned.

6. Indicators of the technical safety of the infrastructure and for the introduction of technical safety measures

6.1. ' Operating system (TSP) ` means a system that helps to enforce compliance with signals and speed restrictions.

6.2. ' mobile systems ` means systems which help the engine driver to respect signals along the line and lead-space signals and thus provide protection against staging points and enforcing speed restrictions. Mobile operating assurance systems can be described as follows :

(a) warnings : warn automatically warning the driver of the driver

(b) warnings and automatic stop warning : warn the driver automatically and automatically stop the train when a stop signal is passed

(c) warnings, automatic stops and point monitoring of speeds : provide protection at farepuncts. "Point monitoring of speed" means that speed is monitored in certain locations (speed traps) when the train is approaching a signal

d) warnings, automatic stop and continuous monitoring of speed : provides protection at phase contacts and monitor the current speed limits of the current line. Continuous monitoring of speed means the maximum allowable speeds are continuously indicated and enforced on all line sections.

Type d) is considered an automated operating system (ATP).

6.3. ' rail crossing ` shall mean any level crossing between a road or a passage and a rail as approved by the infrastructure manager and open to public or private users of the public or private sector. Passenger business between platforms in stations and passenger over tracks to be used only by employees is not covered by this definition.

6.4. ' road ` means : for accident statistics, any public or private road, street or road, including entry paths and bicycle paths.

6.5. ' passage ` means any route that is not a road to which people, animals, vehicles and machinery can be used.

6.6. ' unsafe rail crossing ` means a railway overdrive where no warning system or protection is activated when users are unable to make use of the over-ramp in safety.

6.7. ' safe rail exit ` means a railway overdrive, where users are protected from or warned of trains approaching, of devices that are activated when users are unable to make use of the over-ramp.

-The protection in the form of physical impediments includes :

-Half-or-boom-boom.

-Gates.

-Caution by fixed mounted equipment by rail overruns :

-Invisible devices : light-signalling devices ;

-flagging devices : bells, horns and so on.

Raised rail overruns shall be classified as :

manual : a railway overdrive where the protection or warning system on the user side is activated manually by a railway employee ;

(b) automatic warning labels on the user side : a railway overdrive, where the warning system on the user side is activated by a train approaching

c) automatic protection of the user since : a railway overdrive, where the protection of the user side is activated by a train approaching. This includes rail overruns with both protection and warning systems on the user side

(d) protected on the track side : a railway overdrive, where a signal or other operating system only allows a train to drive forward if the rail crossing is fully protected by the user side, and no one is passing it.

7. Units of Measure Definitions

7.1. ' 2-km ` means the unit of measurement corresponding to a two-way movement over a one kilometre stretch. The distance that is used is as far as pracable as possible the distance travelled, otherwise the railway line ' s standard distance between the start and endpoint shall be used. Only the quest for the territory of the reporting country must be taken into account.

7.2. ' passenger kilometres ` means the measuring device corresponding to the carriage of one passenger by rail over a kilometre of one kilometre. Only the quest for the territory of the reporting country must be taken into account.

7.3. ' long-distance miles ` shall mean the length of the railway network in the Member States, the extent of which is defined in Article 2 ; for multi-track tracts, only the distance between the starting and final points shall be the distance between the start and end points.

7.4. ' miles ` shall mean the length of the railway network of the railway network in the Member States, the extent of which is laid down in Article 2, including each track for a multi-track track. ` ;

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Appendix 3

" Appendix 8

COMMISSION DIRECTIVE 2014 /88/EU

of 9. July 2014

amending Directive 2004 /49/EC of the European Parliament and of the Council with regard to common security indicators and common methods for calculating the costs of accidents

(Text with EEA relevance)

THE EUROPEAN COMMISSION HAS-

Having regard to the Treaty establishing the Functioning of the European Union,

Having regard to Directive 2004 /49/EC of the European Parliament and of the Council of 29, April 2004 on EU rail safety and amending Council Directive 95 /18/EC on the granting of licences to railway undertakings and Directive 2001 /14/EC on the allocation of railway infrastructure capacity and the levying of charges for use by the Member States ; Rail infrastructure and safety certification (the Rail Safety Directive) 1) , in particular Article 5 (5), 2, and

in the following considerations :

(1) In accordance with Article 5 (5), Member States are collecting information on common safety indicators in Directive 2004 /49/EC, in order to facilitate the assessment of the common security objectives and to enable the general development of rail safety to be monitored. In accordance with Article 7 (3) of the Directive, 3, the common security targets shall determine the safety levels expressed in risk acceptance criteria for social risks. The main objective of the common security indicators should be to measure the level of safety and to facilitate the assessment of the economic impact of the common safety targets. It is therefore necessary to move away from indicators of costs related to accidents organised by the railways, and turn to indicators for the socio-economic impact of accidents.

(2) When better security is attributable to monetary value, it should be seen in the context of the limited budgetary resources for public policy initiatives. Therefore, in initiatives to ensure efficient resource allocation, priority should be given to it.

(3) Article 9 of Regulation (EC) No 2 of the European Parliament and of the Council 881/2004 2) the establishment of the European Railway Agency (hereinafter referred to as ' the Agency ') to establish a network of national security authorities (as defined in Article 3 of Directive 2004 /49/EC) and the national authorities responsible for the studies, in order to establish the common safety indicators listed in Annex I to Directive 2004 /49/EC. According to this, the Agency presented the 10. December 2013 a recommendation on the revision of Annex I (ERA REC-08-2013).

Annex I to Directive 2004 /49/EC should therefore be amended.

(5) The measures provided for in this Directive are in accordance with the opinion of the Committee set up by Article 27 (1). 1, in Directive 2004 /49/EC,

ATTACHED TO THIS DIRECTIVE :

ARTICLE 1

Annex I to Directive 2004 /49/EC is replaced by the text in the Annex to this Directive.

ARTICLE 2

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 30. July, 2015. They shall forthwith inform the Commission of these laws and regulations.

The laws and regulations must contain a reference to this Directive or shall be accompanied by such reference on the occasion of their official publication. The methods of making such reference shall be laid down by the Member States.

Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.

3. The obligation to apply this directive into national law does not apply to the Republic of Cyprus and the Republic of Malta as long as there is no railway system in their territory.

ARTICLE 3

This Directive shall enter into force on the 20th day following that of its publication in : Official Journal of the European Union .

ARTICLE 4

This Directive is addressed to the Member States.

Done at Brussels, 9. July, 2014.

For the Commission

José Manuel BARROSO

BORS

' ANNEX 1

Common security indicators

The common security indicators shall be reported annually by the security authorities, cf. Article 3 (g).

It shall include indicators for the activities covered by Article 2 (1). paragraph 2 (a) and (b) shall be set out separately.

If new conditions or failures are discovered after the presentation of the report, the indicators shall be modified for a given year or they are corrected by the security authority at the earliest opportunity, and most recently in the report, the following year.

The proposal provides common definitions for the common security indicators and common methods for calculating the socio-economic costs of accidents.

1. Accident Indicators

1.1. The total and relative (in relation to train kilometres) number of major accidents and a specification by the following types of accidents :

-the clashes between trains and railway vehicles

-train collisions with obstacles in the structure of the free trump

-trackings :

-in the case of rail-road accidents, including accidents involving pedestrians in the rail road runs, cf. further specification of the five types of accidents in the rail road runs in paragraph 6.2 ;

-personal accidents involving rolling stock, other than suicides and suicides ;

-fires in rolling stock

-Others.

Each significant accident shall be reported in the primary accident type, even if the effects of a secondary accident are more serious (e.g., fire after a derailment).

1.2. The total and relative (in the case of a train kilometre) the number of serious injured or killed for each accident type divided into the following categories :

-passengers (also in proportion to the total number of passenger kilometres and passenger rail kilometres),

-staff or contractors

-the users of the rail road runs,

-persons who are improperly situated on railway lines,

-other persons who are on a platform

-other people who aren't on a platform.

2. Hazardous Goods Indicators

The total and relative (in the case of a train kilometre) number of accidents related to the carriage of dangerous goods by rail are divided into the following categories :

-accidents involving at least one railway clothing transporting dangerous goods, cf. the definition in the Appendix ;

the number of such accidents where dangerous goods are released.

3. Suicide Indicators

The aggregate and relative (in relation to train kilometres) number of suicides and suicide attempts.

4. Accutors Indicators

The total and relative (in relation to train kilometres) number of trainers to accidents and a specification following the following runners are :

-Rail fracture

-solar curves and other errors in the relative track location,

-signalling error

-passing the stop signal on the passing of a farepunkt

-the bypass of a stop signal without the passage of a farepunkt

-defective wheels on rolling stock in operation,

-defective axles on rolling stock in operation.

All the runners must be reported, both those leading to accidents and those who do not. (Expires, which cause a major accident, also be reported under the indicators of runners, while runners who do not cause a significant accident shall be reported only under the indicators of the runners.

5. Indicators for the calculation of the socioeconomic costs of accidents

The total and relative (in relation to kilometres of train) amounts in euro for :

-the number of deaths and serious injuries multiplied by the value of the prevention of one person being the victim of an accident (value of one preventable accident victim, VPC : Value of Preventing a Casualty)

-the costs of environmental damage

-the cost of material damage to rolling stock or infrastructure ;

-the costs of delays caused by accidents.

The security authorities shall report the socio-economic costs of major accidents.

VPC is the value that society attaches to the prevention of accident victim, and may not be used as a reference to compensation requirements between parties involved in accidents.

6. Indicators of the technical safety of the infrastructure and for the introduction of technical safety measures

6.1. Percentage of lines in which an operating system (TPS) has been used and percentages of train kilometres using mobile operating assurance systems in which these systems include :

-warnings

-warnings and automatic stop

-warnings, automatic stop and point monitoring of speed

-warnings, automatic stop and continuous monitoring of speed.

6.2. Number of Rail Exerts (Total, Per the lines of the line and the per. a mile) spread out of the following five types :

(a) unsecured rail overruns

(b) secured rail overruns

i) Manual

(ii) automatic warning systems on the user side ;

iii) automatic protection of the user side

(iv) protection in the field side.

Addendum

Common definitions for the common security indicators and common methods for the calculation of the socio-economic costs of accidents

1. Accident Indicators

1.1. ' significant accident ` shall mean any accident involving at least one railway unit in motion and resulting in at least one person killed or seriously injured person, or in massive destruction of material, trails or other installations or the environment ; or in a comprehensive disruption of traffic. Accidents in workshops, stockpiles and deposits are not included.

1.2. ' extensive destruction of material, track or other installations or the environment ` shall mean the destruction of at least EUR 150 000.

1.3. 'comprehensive disruption of traffic' means the train traffic is suspended for 6 hours or more on a main rail route.

1.4. ' train ` means one or more railway vehicles drawn up by one or more locomotives or motor carriages, or a motor vehicle which is running on its own under a particular number or a specific name from a fixed starting point to a fixed end point. It's a locomotive that drives. alone, is considered a train.

1.5. ' collision between trains and rail vehicles ` shall mean the clashes between two trains or clashes between the front and the rear of two trains or the clashes between a part of a train and part of another train or railway clothing or a rail or a rail network ; rolling stock.

1.6. ' train collision with obstacles in the structure of the free trump ` shall mean a clash between a part of a train and object which is fixed or temporarily located or located on or near the track (except in the case of rail runs, the refurs of which have been lost) ; cross-vehicles or users). The definition also includes collisions with overhead contact lines.

1.7. "derailment" means any incident at which at least one of a train's wheel runs off the track.

1.8. ' accident in rail crossing ` shall mean any accident involving at least one railway vehicle and one or more crushing vehicles, other cross-users, such as pedestrians, or objects temporarily located on or near ; track if they are lost by cross-vehicles or users.

1.9. ' personal accident involving rolling stock means : damage to one or more persons affected by either a railway vehicle or a part of a railway vehicle or by an object attached to or detached from the vehicle. The definition also includes people who fall out of railway vehicles and those who fall or are hit by loose objects in the transport of railway vehicles.

1.10. ' fire in rolling stock ` means the industry or explosions in the railway vehicles (including their cargo) in the process of departure and destination, including when holding at the office of departure, the place of destination or by intermediate stops, and realloy.

1.11. ' other types of accidents ` shall mean any other accident other than clashes between trains and railway vehicles, collisions with obstacles in the structure of the free card, trams, accidents in the rail road-road accident, passenger accidents involving rolling stock ; or fires in rolling stock.

1.12. ' passenger ` means any person who carries out a journey by rail, excluding train crew. In the case of accident statistics, this includes people who are trying to get on or off a train.

1.13. ' staff or contractors ` shall mean any person employed in association with a railway and is working at the time of the accident. The definition shall include the staff and the self-employed contractors and the train crew and persons serving rolling stock and infrastructure facilities.

1.14. ' users of railway services ` means any person who uses a railway crossing to cross the railways by means of a means of transport or on foot.

1.15. ' persons who are unduly on railway land ` means any person who is staying on the territory of a Railway where it is prohibited, except for the users of the rail road runs.

1.16. ' other persons on a platform ` shall mean any person in a platform which cannot be defined as "passenger", "staff or contractors", "users of railway services", other persons who are not on a platform ` ; or ' persons who are improperly situated on railway lines `.

1.17. ' other persons who are not on a platform ` means any person who is not on a platform and cannot be defined as "passenger", "staff or contractors", "the users of railway services", other persons located on a person ; ' or ' persons who are wrongly situated on railway land `.

1.18. ' killed ` shall mean the person killed on the spot or dies within 30 days following an accident. Suicide is not included.

1.19. ' seriously injured person ' shall mean the person who has been hospitalized for more than 24 hours as a result of an accident. Suicide attempt is not included.

2. Hazardous Goods Indicators

2.1. ' accident in the transport of dangerous goods ` shall mean any accident or incident to be reported in accordance with Chapter 1.8.5 of the RID, 1) /ADR.

2.2. ' dangerous goods ` means any substance or object which may not be transported under the RID, or may only be transported in accordance with conditions laid down in RID.

3. Suicide Indicators

3.1. ' suicides ` shall mean the action by which a person intentionally inflicting injury to death and to be recorded as such by the competent national authorities.

3.2. ' attempted suicide ` shall mean the action by which a person intentionally inflicting injury on the cause of serious personal injury.

4. Accutors Indicators

4.1. ' rail ` shall mean any rail which has split into two or more pieces or any rail from which a piece of metal detached from a gap of more than 50 mm length and more than 10 mm deep on the surface of the driving surface.

4.2. ' sunbaskever and other errors in the relative track ' shall mean an error in track continuum or geometry, which shall require closure of the track or immediate reduction of the permitted speed.

4.3. ' signalling error ` shall mean any technical malfunction in the signalling system (either on the infrastructure or on the rolling stock) resulting in a less restrictive signal than required.

4.4. "passing the stop signal when passing a farepunkt" : Any situation where any part of the train is running longer than the permitted limit and passing through the fareptile.

4.5. ' bypass of stop signals without passing a phase ' shall mean any situation in which any part of the train is running longer than allowed but not passing through the fareptile.

To drive forward more than authorised as referred to in 4.4 and 4.5 above will say how to drive by :

a light-or-arm signal by the track that, by its illuminating or the position, is signalling stop, or a stop order on lines where an operating system (TPS) is not in use ;

-the endpoint of a safety-related driver permit given above an operating security system (TPS)

-a point which has been notified in a written oral or written authorisation ;

-stop signs (including not trace stoppers) or hand signals.

The case where the vehicles without interconnected traction unit or unmandered trains are running past a stop signal are not covered by this definition. Trap where the signal, regardless of the reason, does not show the 'stop' in time for the driver to stop the train before the signal is not covered by this definition.

The security authorities may report on the four indents under this item separately, but they must report at least a total indicator of data for all four points.

4.6. ' defective wheel on rolling stock ` means the use of a wheel affecting the wheel and thus creates a risk of accident (derailment or clashes).

4.7. ' defective axle on rolling stock ` means the use affecting the axle and thus creates a risk of accident (derailment or clashes).

5. Common methods for calculating the societal costs of accidents

5.1. The value of a preventable accident victim (VPC) is composed of the following elements :

1) The value of security itself : the value of payment (WTP : Willingness to Pay), based on "the stated preference" tests carried out in the Member State in which they are used.

2) Direct and indirect socioeconomic costs : cost values that are assumed in the Member State and consist of :

-medical expenses and revalidation costs ;

-process costs, police costs, private investigation costs, emergency management costs and administrative costs for the insurance

-loss of production : the value of the community of goods and services, which may have been produced by the person concerned if the accident had not occurred.

For the calculation of the costs of accidents, killed and seriously injured separately (different VPC for fatalities and seriously injured).

5.2. Common principles governing the value of security in themselves and of the direct and indirect socioeconomic costs :

For the value of safety in itself, the assessment shall be based on whether the estimation of the estimates is reasonable, in the following considerations :

-the estimations must be based on a system of valuation of mortality risk reduction in the transport sector, based on the determination of the will (WTP) after the ' stated preference ' methods ;

-respondents shall constitute a representative subset of the population concerned. In particular, they shall reflect the population's alders and income structure and other relevant socioeconomic / demographic characteristics ;

-the method of payment-level values : the investigation must be organised so that the issues are clear and meaningful for respondents.

The direct and indirect socio-economic costs must be placed on the basis of the real costs that society is holding.

5.3. Definitions

5.3.1. ' environmental damage ' costs shall mean the costs to be borne by railway undertakings and the infrastructure managers, on the basis of their experience of leading a damaged area back to the condition of the rail accident.

5.3.2. ' costs of material damage to rolling stock or infrastructure ` shall mean the costs of acquiring new rolling stock or to initiate new infrastructure with the same functionality and technical parameters as the irreparable damage ; the costs of rolling stock or infrastructure that can be repaired back to the condition of the accident. Both must be set up by railway undertakings and the infrastructure managers on the basis of their experience. Costs for the rent of rolling stock to replace damaged vehicles that are not available are also covered.

5.3.3. ' costs due to delays caused by accident ` shall mean the pension value of delays as users of rail transport (passengers and goods), resulting from accidents, calculated according to the following model :

VT = the cash value of travel time savings

The value of time for a train passenger (an hour)

VT P = [ VT for worktraveler ] * [ the work travellers annual average percentage of all traveller ] + [ VT for anyone other than working travellers ] * [ others other than work-traveler's annual share percentage of travellers ]

VT P shall be measured in euro per passenger per Hour.

' working traveller ` means a passenger travelling in the field of business activity, not by commuters.

Value of time for a freight and (one hour)

VT F = [ VT for good-stog ] * [ (ton-km) / (2-mile) ]

VT F shall be measured in euro per tons of goods by the Hour.

Annual quantity of quantity in tonnes per tonne. freight trains = (ton-km.) / (2-mile).

CM = Costs at 1 minute delay of a train

People Took

CM P = K1 * (LOW P /60) * [ (Passenger -kilometer) / (2-mile) ]

The average number of passengers per year. train = (passenger kilometres) / (2-mile).

Godstog

CM F = K2 * (ANY F /60)

The factors K1 and K2 are between the value of the time and the value of the delay in accordance with estimates based on "the " stated preference" studies. They are being added to take account of the fact that a time loss caused by delays is significantly more negative than normal travel times.

Costs of accident-related delays = CM P * (minutes delay of persontrains) + CM F * (minute delay of freight train)

Scope of the model

The costs of delays in major accidents shall be calculated as follows :

-actual delays in the tracts where accidents have occurred ;

-actual delays or, if these cannot be measured, estimated delays on other lines concerned.

6. Indicators of the technical safety of the infrastructure and for the introduction of technical safety measures

6.1. ' Operating system (TSP) ` means a system that helps to enforce compliance with signals and speed restrictions.

6.2. ' mobile systems ` means systems which help the engine driver to respect signals along the line and lead-space signals and thus provide protection against staging points and enforcing speed restrictions. Mobile operating assurance systems can be described as follows :

(a) warnings : warn automatically warning the driver of the driver

(b) warnings and automatic stop warning : warn the driver automatically and automatically stop the train when a stop signal is passed

(c) warnings, automatic stops and point monitoring of speeds : provide protection at farepuncts. "Point monitoring of speed" means that speed is monitored in certain locations (speed traps) when the train is approaching a signal

d) warnings, automatic stop and continuous monitoring of speed : provides protection at phase contacts and monitor the current speed limits of the current line. Continuous monitoring of speed means the maximum allowable speeds are continuously indicated and enforced on all line sections.

Type d) is considered an automated operating system (ATP).

6.3. ' rail crossing ` shall mean any level crossing between a road or a passage and a rail as approved by the infrastructure manager and open to public or private users of the public or private sector. Passenger business between platforms in stations and passenger over tracks to be used only by employees is not covered by this definition.

6.4. ' road ` means : for accident statistics, any public or private road, street or road, including entry paths and bicycle paths.

6.5. ' passage ` means any route that is not a road to which people, animals, vehicles and machinery can be used.

6.6. ' unsafe rail crossing ` means a railway overdrive where no warning system or protection is activated when users are unable to make use of the over-ramp in safety.

6.7. ' safe rail exit ` means a railway overdrive, where users are protected from or warned of trains approaching, of devices that are activated when users are unable to make use of the over-ramp.

-The protection in the form of physical impediments includes :

-Half-or-boom-boom.

-Gates.

-Caution by fixed mounted equipment by rail overruns :

-Invisible devices : light-signalling devices ;

-flagging devices : bells, horns and so on.

Raised rail overruns shall be classified as :

manual : a railway overdrive where the protection or warning system on the user side is activated manually by a railway employee ;

(b) automatic warning labels on the user side : a railway overdrive, where the warning system on the user side is activated by a train approaching

c) automatic protection of the user since : a railway overdrive, where the protection of the user side is activated by a train approaching. This includes rail overruns with both protection and warning systems on the user side

(d) protected on the track side : a railway overdrive, where a signal or other operating system only allows a train to drive forward if the rail crossing is fully protected by the user side, and no one is passing it.

7. Units of Measure Definitions

7.1. ' 2-km ` means the unit of measurement corresponding to a two-way movement over a one kilometre stretch. The distance that is used is as far as pracable as possible the distance travelled, otherwise the railway line ' s standard distance between the start and endpoint shall be used. Only the quest for the territory of the reporting country must be taken into account.

7.2. ' passenger kilometres ` means the measuring device corresponding to the carriage of one passenger by rail over a kilometre of one kilometre. Only the quest for the territory of the reporting country must be taken into account.

7.3. ' long-distance miles ` shall mean the length of the railway network in the Member States, the extent of which is defined in Article 2 ; for multi-track tracts, only the distance between the starting and final points shall be the distance between the start and end points.

7.4. ' miles ` shall mean the length of the railway network of the railway network in the Member States, the extent of which is laid down in Article 2, to be included in a multi-track track for itself. ` ;

1) The announcement is that the Commission Directive 2014 /88/EU of 9 is implemented by the Commission. July 2014 amending the European Parliament and Council Directive 2004 /49/EU as regards common security indicators and common methods for calculating the cost of accidents, the EU Official Journal, 2014, L No, 201 of 10.7.2014, page 9-17.

1) RID : rules relating to the international rail transport of dangerous goods, as adopted by Directive 2008 /68/EC of the European Parliament and of the Council of 24. September 2008 on the inland transport of dangerous goods (OJ L 260, 30.9.2008, p. 13).

1) OJ L 164, 30.4.2004, p. 44.

2) Regulation (EC) No, Regulation (EC) No, 881/2004 of 29. April 2004 on the creation of a European Railway Agency (Agency Regulation) (OJ L 164, 30.4.2004, p. 1).

1) RID : rules relating to the international rail transport of dangerous goods, as adopted by Directive 2008 /68/EC of the European Parliament and of the Council of 24. September 2008 on the inland transport of dangerous goods (OJ L 260, 30.9.2008, p. 13).