Amendments To The Cabinet Of Ministers On 26 October 2010, The Regulation No 999 "rail Accident, Investigation And Classification Of Accounting Procedures"

Original Language Title: Grozījumi Ministru kabineta 2010.gada 26.oktobra noteikumos Nr.999 "Dzelzceļa satiksmes negadījumu klasifikācijas, izmeklēšanas un uzskaites kārtība"

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Read the untranslated law here: https://www.vestnesis.lv/op/2015/140.5


Cabinet of Ministers Regulations No. 400 in 2015 (14 July. No 34 15) amendments to the Cabinet of Ministers on 26 October 2010, the Regulation No 999 "rail accident, investigation and classification of accounting procedure" Issued under the Railway Act 40. the second paragraph of article 1 do cabinet 26 October 2010 regulations No. 999 "rail accident, investigation and classification of accounting procedures" (Latvian journal 174. nr., 2010; 13, 179. no; by 2014, 120. no) the following amendments: 1. complement the introductory part of paragraph 9, after the words "string with" with the words "at least"; 1.2. make 10 and 11 of the following paragraph: "the following are 10 serious type of accident that caused the rules referred to in paragraph 9 of the harmful effects: train collision: 10.1 10.1.1. railway rolling stock; 10.1.2. with obstacles structures zoom dimensions; 10.2. the train leaving on track; 10.3. the accident at level crossings or in transition, with the exception of the transition between the platforms and the transitions that are only intended for railway personnel; 10.4. the accident with people, involving the movement of rolling stock; 10.5. the rolling stock fire; 10.6. Another serious accident. 11. Train collision with railway rolling stock is part of the train collision with another train or rolling stock, or maneuver to requesting the rolling stock portion of the front, from the back or from the side. " 1.3. to supplement the provisions under point 11.1 the following: "11.1 collision with train barrier structure gauge is zoom collision between the train and the object, attaching or temporarily located on or near the track (except in the case of the level crossings or in transition), including confrontation with catenary."; 1.4. to express the following paragraph 13: "13. Accidents at level crossings or transition (with the exception of the transition between platforms and transition for the railway staff) is a accident involving railway rolling stock and one or more of the crossing or the transition across vehicles, pedestrians or objects, which are located on or near the tracks."; 1.5. deletion of paragraph 14, the words "(including on the pedestrian crossing)"; 1.6. to supplement the rules by 14.1 points as follows: "14.1 rolling stock fire is a fire or explosion in the composition of the train (including the) which stands out for its motion from station to the place of departure, including during the time of departure or at an intermediate station, the terminus, as well as rolling stock maneuver work."; 1.7. to express the point 15 as follows: "15. Another serious accident is any accident that triggered the rule in paragraph 9 of that adverse effect."; 1.8. the deletion of the words in paragraph 17.1. "or" collision "; 1.9. to supplement the provisions under section 17.1.1 in this wording: "rolling stock 17.1.1 clash with other rolling stock or railway infrastructure of a collision with an object, loading or unloading the machine elements or objects that threaten the safety of railway traffic;" 1.10. adding to 17.4. section behind the words "not ready" with the words "the route including electric rolling stock acceptance, or if the route or part thereof is not equipped with the contact wire or no voltage"; 1.11. to express in this paragraph 17.5.: "17.5. passing past the prohibitive tone when any part of the rolling stock shall not allow movement (passed or not after passing a dangerous place) contrary to the established order: the path signal 17.5.1. prohibitive or equipped for onboard equipment traction; 17.5.2. railway technical regulations for operation of oral or written permission, which announced the rolling stock movement end point (place); 17.5.3. kontrolstabiņš (dead end); 17.5.4. hand signals; " 1.12. in expressing subparagraph 11.1. by the following: "11.1. in-service rolling stock wheel and axle material of components (axis, the axis of the neck of the wheelset, wheel, wheel or tyre fractures) or cracks, which cause similar or collision or injury that could be further rolling stock movements of the reason and could cause a serious accident risk;" 1.13. the express section 17.14. by the following: "a dangerous alarm 17.14. failure, which led to the alarm system (the infrastructure or rolling stock) shows a more permissive signal than expected;" 1.14. Express 17.20.2. subparagraph as follows: "17.20.2." the track superstructure failure (for example, discards, sludge), which is associated with the track continuity and geometry "; 1.15. Express 18.6. subparagraph by the following: "the railway 18.6. infrastructure manager, but if there's been a railway accident on the private use of the rail infrastructure and rail accident has damaged at least one car, which is used in traffic over the public-use railway infrastructure, including track, the public railway infrastructure manager;" 1.16.44.45. supplementing and point after the number "17.1." with the number "17.1.1"; 1.17.57 and 58. make the point as follows: "57. National Railway Technical Inspectorate shall publish each year a report on rail safety safety development. The national railway technical inspection before 30 September of the year the European Railway Agency the safety reports and notified of the previous year's common security indicators (annex 4). The national railway technical inspection in accordance with the provisions of annex 4 contains the calculation methodology also provides an overview of the serious economic impact of the accident. 58. If these provisions 57. notification referred to common security indicators reveal new facts or errors are detected, the national railway technical inspection to immediately clarify the reported joint security indicators and not later than until the next notification sent to the specified information to the European Railway Agency. "; 1.18. Add to the informative reference to directives of the European Union with paragraph 3 by the following: "3), Commission 2014 9. Directive of July 2014/88/EU of the European Parliament and Council Directive 2004/49/EC as regards common security indicators and common methods crash losses."; 1.19. put 2 and 3 of the annex by the following: "2. the annex to Cabinet of 26 October 2010 regulations No 999 serious accident investigation report drawn up dial date (name) on (date) 1. Accident date (date, time) accident site 2 (station period) 3. classification of accident 4. Infrastructure: 4.1 main track (kilometers and pickets) 4.2 Station Road (road Nr. crossings No.) 4.3. links (public or private) (road Nr. crossings No.)         5. Accident: 5.1 persons died (gender, age, person) 5.2 a person seriously injured (person's gender, age) 5.3. rolling stock and infrastructure damage (description) 5.4. rolling stock and infrastructure damage costs (sum) 1 5.5. environment damage (description) 5.6. environmental damage cost (amount) 2 5.7 stopped a train moving on the main track (hours, minutes) delayed trains 5.8 (train No. , the delay time in minutes) 5.8.1 5.8.2. passenger load 6. Of the rail infrastructure (merchant name, registration number, address, and phone number) 7. Carrier (operator's name, registration number, address, and phone number) 8. Description of the accident victims of the 9 categories (required mark) 9.1 9.2 9.3. pasažieris3 nodarbinātais4 crossing lietotājs5 9.4. any outsider rail territory (access offenders) 6 9.5. another person on perona7 9.6. other person outside perona8 9.7. led to suspicions of pašnāvību9 or suicide mēģinājumu10, which represents: 9.7.1. leave letter 9.7.2. exercise before a moving train on Rails nogulšan 9.7.3.9.7.4. inadequate reaction/response to signals 10. conclusions on the cause of the accident 11. safety recommendations 12. to improve the investigation carried out by the Chairman of the Commission Commission members 13. list of documents of the investigation notes. 1 rolling stock or infrastructure essential damage costs are the costs necessary to permanently damaged rolling stock or infrastructure in place to purchase new rolling stock or infrastructure that has the same functions and technical characteristics, as well as costs needed to repairable in the rolling stock or infrastructure is restored to the State they were in before the accident. These costs shall be determined on the basis of the carrier and infrastructure experience and taking account of the rolling stock lease costs that arise in connection with the damaged rolling stock shortages. 2 the cost of environmental damage is expected the carrier and the cost of the infrastructure manager to restore the damaged areas in the State in which it was before the accident. 3 passenger is any person (except for train maintenance members), who makes a trip by rail. Railway accident statistics also included passengers trying to board a moving train or get off of it. 4 employee is any person whose employment is linked to the railway and which, at the time when an accident, is in his work, including the self-employed, members of the train crew and the person serving the rolling stock and infrastructure equipment. 5 crossing user is any individual who uses the crossing of the railway line crossing of any vehicle or on foot. 6 any outsider rail territory (access offenders) is any person who is in the area of the rail where it's banned. 7 another person on the platform is any person on a railway platform, which is not defined as a passenger, employee, crossing the user, another person outside the platform or any outsider rail territory (access offenders). 8 other person outside the platform is any person who is not on the railway platform and which is not defined as a passenger, employee, crossing the user, another person on the platform or any outsider rail territory (access offenders). 9 suicide is a deliberate action of the person with the intention to cause myself injury resulting in death, such as recorded and classified by the competent national authority. 10 ' attempted suicide ' means an act to deliberately kill themselves. The meaning of these provisions for the suicide attempt is considered action to deliberately injure oneself resulting in serious injury. The action, shall be registered and classified by the competent national authority. 3. the Cabinet of Ministers on 26 October 2010, the Regulation No 999 railway traffic safety infringement report drawn up dial date (name) on (date) 1. Infringement date (date, time) 2. Infringement place (station, phase) 3. classification of the Infringement 4. Infrastructure: 4.1 main track (kilometers and pickets) 4.2 Station Road (road Nr. crossings No.)   4.3. links (public or private) (road Nr. crossings No.)         5. consequences of violation: 5.1. rolling stock and infrastructure damage (description) 5.2. rolling stock and infrastructure damage costs (sum) 1 5.3. environmental damage (description) 5.4 the environmental damage cost (amount) 2 5.5. stop a train moving on the main track (hours, minutes) 5.6 delayed trains (train number, the delay time in minutes) passenger 5.8 5.7 6. load of the rail infrastructure (merchant name, registration number legal address and telephone number) 7. Carrier (operator's name, registration number, address, and phone number) 8. Description of the Offence 9. conclusions on the cause of the infringement 10. recommendations for improving the safety of 11. investigations shall be conducted by the Chairman of the Commission Commission members 12. list of documents of the investigation notes. 1 rolling stock or infrastructure essential damage costs are the costs necessary to permanently damaged rolling stock or infrastructure in place to purchase new rolling stock or infrastructure that has the same functions and technical characteristics, as well as costs needed to repairable in the rolling stock or infrastructure is restored to the State they were in before the accident. These costs shall be determined on the basis of the carrier and infrastructure experience and taking account of the rolling stock lease costs that arise in connection with the damaged rolling stock shortages. 2 the cost of environmental damage is expected the carrier and the cost of the infrastructure manager to restore the damaged areas in the State in which it was before the accident. " 1.20. to supplement the provisions of annex 4 by the following: "4. in the annex to Cabinet of 26 October 2010 regulations no common safety indicators 999 1. total and relative number of serious accidents, broken down as follows (serious railway accidents are classified in the light of its original form, even if the secondary effects are more severe, such as a fire after exiting the train off the Rails): 1.1 train collision with railway rolling stock; 1.2. the train collision with obstacles in the dimensions of structures zoom; 1.3. the train leaving on track; 1.4. the accident at level crossings, including accidents on level crossings involving pedestrians; 1.5. an accident with a person who is involved in the movement of existing rolling stock (except for suicide and suicide attempts); 1.6. the rolling stock fire; 1.7. other serious accident. 2. total and relative number of persons that have serious injury or destroyed, by type of accident, broken down as follows: 2.1 the passenger; 2.2. the employee; 2.3. user level crossings; 2.4. any outsider rail territory (access offenders); 2.5. the other person on the platform; 2.6. other person outside the platform. 3. in point 2.1 of this annex during the case, the number also refers to the total number of passengers — km train km. Passenger-km is a measure that expresses one passenger transport by rail over a distance of one kilometre. 4. total and relative to the number of accidents related to the transport of dangerous goods by rail, broken down as follows: 4.1 accident involving at least one rolling stock unit with dangerous goods (any accident to be reported in accordance with the 1999 Protocol on 3 June amendments 9 May 1980 Convention concerning international carriage by rail (COTIF) Appendix C "rules for the international carriage of dangerous goods by rail (RID) ' attachment to the conditions of point 1.8.5); 4.2. the number of accidents that have occurred in the dangerous goods spills. 5. total and relative of suicide and suicide attempts, broken down as follows: 5.1 suicide; 5.2. the suicide attempt. 6. total and relative rail traffic safety violations, broken down as follows (classified also breaches that caused a severe railway accident or serious accident): 6.1 the rail fracture; 6.2. the track superstructure failure (for example, discards, sludge), which is associated with the track continuity and geometry; 6.3. a dangerous alarm failure; 6.4. passing past the prohibitive tone, after passing a dangerous place; 6.5. passing past the prohibitive tone, not after passing a dangerous place; 6.6. fracture of the wheel of railway rolling stock in service; 6.7. the wheelset axle fracture of railway rolling stock in service. 7. This annex 1, 2, 4, 5 and 6 above, the relative number of points to train km. Train-km is a unit of measurement that expresses the train run over a distance of one kilometre. The distance used is the distance actually run (if known). In other cases, use the standard network distance from starting point to the destination point. 8. the serious railway accident economic calculations is the total and relative amount in euro, including: 8.1 fatalities and seriously injured persons, multiplied by a serious accident costs for measures relating to the security of persons and which are not parties to the case from one another is not used for determining compensation; 8.2. the cost of environmental damage; 8.3. railway rolling stock or infrastructure damage costs; 8.4. traffic absence costs for a serious accident. 9. This annex 8.1. referred to serious casualty estimates (different deaths and serious injury): 9.1. one man's security assessment to be determined by the results of studies of the European Commission, in calculating the following risk reduction and preparedness to pay (WTP); 9.2. the real direct and indirect economic costs (measured on the company generating real costs), established in the country, comprising: 9.2.1. medical and rehabilitation costs; 9.2.2. the costs of the proceedings, police costs, private investigation costs, emergency services and insurance administrative costs; 9.2.3. the loss of production of goods and services – public value that would produce the injured party where the serious accident would not have happened. 10. in determining one's assessment of the safety of people and the direct and indirect economic costs, referred to respectively in 9.1 and 9.2 of this annex., the following principles shall apply: 10.1 calculations associated with death risk reduction assessment system in the transport sector and observed WTP according to the European Commission the methods set out in the study; 10.2. the respondents in the sample used for determination, the value is representative of the population concerned (the sample reflects the income distribution by age groups, as well as other relevant population representative of the socio-economic and demographic indicators); 10.3. the establishment survey is the WTP to respondents asked questions are clear and understandable to them. 11. This annex 8.4. in the case referred to in point to a serious accident-related absences cost is rail transport users (passengers and shippers) to a serious traffic accident-related absence costs in money terms, which are calculated as follows: 11.1. passenger train running time (hours) savings value (VTp) Euro per passenger per hour is calculated using the following formula: VTp = p1 + p2 x x VTp1 VTp2 VTp1-which it staffers driving passenger time savings in terms of the value of the euro who drove in connection with their professional activities (excluding movements between residence and place of work); P1-passenger part of the workers, averaged over the year; – Non-working passenger VTp2 driving time savings in terms of the value of the euro; P2-working part of passengers, averaged over the year; 11.2. a freight train running time (hours) savings value (VTk) Euro per tonne of cargo in one hour is calculated using the following formula: x = VT VTk (tonne-km/train km) VT-freight train time (hours) savings in terms of the value of the euro; (tonne-km/train km) – the average freight tonnage carried by one train in one year; 11.3. passenger trains the one delay minutes cost (CMp) euro is calculated using the following formula: CMp = 2.5 x (Gsp/60) x (— km/train km), where the coefficient is 2.5 between time values and default value specified in the studies of the European Commission to take into account that the time lost due to delays is valued more than the usual negative driving time; (— km/train km) – the average number of passengers carried by one train in one year; 11.4. freight train delays in one minute (CMk) euro is calculated using the following formula: = 2.15 x CMk (VTk/60), which rate is between 2.15 time value and default value specified in the studies of the European Commission to take into account that the time lost due to delays is valued more than the usual negative driving time; 11.5. a serious incident caused by the absence of euro cost is calculated using the following formula: cost of delay = CMp x passenger trains delay duration in minutes + x CMk freight train delay duration in minutes. 12. This annex referred to in paragraph 11.2. tonne-kilometre is the unit of measure of goods transport which the explanation given by the Commission on 3 July 2003 Regulation (EC) no 1192/2003, amending European Parliament and Council Regulation (EC) No 91/2003 on rail transport statistics, article 1, paragraph 18. 13. paragraph 8 of this annex, the relative amount in euro notes for train km. 14. the part of the track (in percentage), which operates the train protection system and train km share (percentage), which uses the train protection system onboard. 15. the annex referred to in paragraph 14 of the train protection system is a system which enables signals and speed limits. 16. This annex referred to in point 14 of the train protection system is a system that helps the driver traction (the driver) to observe the field of alarm and integrated cab signalling, providing protection in dangerous posts, and the enforcement of speed limits, and provides:-automatic warning of 16.1 traction (the engineer) warning; 16.2. warning and automatic braking – automatic traction (the engineer) warning and automatic braking, after passing prohibitive tone; 16.3. warning, automatic braking and speed monitoring-discrete protection in dangerous areas and speed monitoring in certain places, approaching the signal; 16.4. warning, automatic braking and continuous speed supervision-protection of hazardous areas and continuous monitoring of the line speed limit (the maximum allowed continuous production of mērķātrum and performance in all stages of the line), which considered the automatic train protection system. 17. the level-crossing number by the level-crossing ways: 17.1. passive railway crossing, which is not used for any kind of warning or protection system when crossing users have safe passage; 17.2. active railway crossing, where physical devices (drop-down pusbarjer or close barriers and barriers) protects the user from crossing the train approaching, or level crossings on the user is alerted with light signals, calls, and Horn tweeters, or other sound devices that activate when crossing users have a safe crossing. Active railway level crossings are broken down as follows: 17.2.1. manual railway crossing, crossing the user hand protection or warning devices manually activated by a railway employee; 17.2.2. railway crossing with automatic user alerting parties of crossing that activates the train approaching; 17.2.3. railway crossing with automatic level crossings in the user hand protection that activates the train approaching, or with automatic level crossings the user-side protection and warning that activates the train approaching; 17.2.4. railway crossing with railway hand protection, which signals the alarm system or other train protection system allows the train to proceed only if the railway crossing is a complete user side and crossing protection is not busy. 18. This annex 1.4 and 2.3 above and crossing referred to in paragraph 17 is considered road infrastructure (public or private road, street or highway, including adjacent sidewalks and bicycle paths) or transition (sidewalk or roadway path and not on which is designed to move people, animals, motor vehicles or machinery) and the track junction, which is open to the public or private users. The ferries are not considered transitional between the platforms of the station, as well as the transition to the tracks for the railway staff. 19. Each Annex, 17.2.1, 17.2.2 17.1..., and in paragraph 17.2.3.17.2.4. the said crossing type indicates the total number of level crossings and their number to līnijkilometr and track kilometres. Līnijkilometr is a rail network length in kilometers, where rail lines with multiple tracks, only the distance from start to destination. The track kilometer is the length of the railway network in kilometers, where rail lines with multiple tracks, take into account all individual track. " 2. the rules shall enter into force on 30 July 2015. The Prime Minister is the Rapidity of traffic Newsletters instead of Ministers – Minister of education and science Ladybug seile