Regulations on the safety management for railway operations on the national railway network (security management regulations) date FOR-2011-04-11-389 Ministry Ministry of transportation published in the 2011 booklet 4 effective date last modified FOR 01.07.2011-2014-12-10-1578 from 01.01.2015 Change-2005-12-19-1621 applies to Norway Pursuant LAW-1993-06-11-100-section 6, FOR-2010-12-10-1568-section 1-3 Announced at 15.04.2011. 14.30 short title Security Management Regulations Chapter overview: Chapter 1. Introductory provisions (§ § 1-1-1-3) Chapter 2. Overall requirements to security management (§ § 2-1-2-3) Chapter 3. System for security management (§ § 3-1-3-3) Chapter 4. Management's responsibility (§ § 4-1-4-8) Chapter 5. Resource management (§ § 5-1-5-4) Chapter 6. Risk assessments (section section 6-1-6-2) Chapter 7. Measuring, monitoring and improvement (§ § 7-1-7-4) Chapter 8. Security indicators and annual reporting (section 8-1) Chapter 9. Final provisions (§ § 9-1-9-3) attachment in. Common Security indicators: the State's legal authority established by the railroad supervision 11. April 2011 with authorization in law 11. June 1993 No. about 100 construction and operation of the railway, including light rail, underground and suburban railway and more (Railway Act) section 6, cf. Regulation 10. December 2010 No. 1568 on the railway business, etc. on the national railway network (rail Regulation) § 1-3 eleventh paragraph.
EEA EEA referrals: annex XIII Nr. 37 (Directive 91/440/EEC as amended by Directive 2001/12/EC and Directive 2004/51/EC), Nr. 41a (Directive 95/18/EC as amended by Directive 2001/13/EC) and no. 42E (Directive 2004/49/EC as amended by Directive 2009/151/EC).
Changes: modified by regulations 19 aug 2011 No. 851, 10 Dec 2014 Nr. 1578. Chapter 1. Preliminary provisions section 1-1. Scope the regulation applies to railway companies on the national railway network.
§ 1-2. Purpose the purpose of this regulation is that the railway business is to work systematically and proactively so that the established level of security on the railway is maintained and to the extent it is necessary be improved, as well as the railway accidents, serious railway incidents and rail incidents be avoided.
§ 1-3. Definitions in the regulations here be understood with: a) serious rail event: an unwanted event that under slightly different circumstances could have led to a railway accident, b) barriers: technical, operational, organizational, or other planned and implemented measures that intend to break an identified unwanted event chain, c) infrastructure manager: any body or undertaking that is responsible in particular for creating and maintaining railway infrastructure, or part of this as specified in Directive 91/449/EEC Article 3; This may also include the management of control and security systems for the railway infrastructure. Infrastructure manager's tasks on a network or part of a network may be allocated to different bodies or undertakings, d) railway companies: railway enterprises as defined in the distribution regulations, and any other public or private companies, if the business is to provide services for the transport of goods and/or passengers by rail, and which undertakes to ensure traction; This also applies to companies that only provide traction, e) rail event: any other unwanted event than a railroad accident, which is connected with the railway operations, that affect security, f) rail system: the overall subsystems for structural and functional areas as set out in Directive 96/48/EC and 2001/16/EC, as well as the management and operation of the system as a whole, g) train accident: an unwanted or unintended sudden event or a specific number of such events which have harmful follows , including which means that someone dies or is seriously injured, which causes significant damage to railway material, on the railway infrastructure, on property outside the railway or on the environment, and all other similar accidents, h) railway business: business that operates the cargo and/or passenger transport, railway infrastructure and/or traffic management, i) risk acceptance criteria: criteria for decision on acceptable risk, j) risk analysis: systematic use of all available information to identify hazards and estimating the risk , k) risk evaluation: process to compare described or calculated risk with given risk acceptance criteria, l) risk assessment: the overall process that includes a risk analysis and a risk evaluation, m) security management: systematic measures an organization implements to achieve, maintain and further develop the security level in accordance with specific goals, n) security management system: Organization and systems created by an infrastructure manager or a railway undertaking for the purpose of secure management of their business.
Chapter 2. Overall requirements to the security management section 2-1. Overall responsibility for safety Rail business has responsibility for a safe operation of its part of the railway system and the control of risks where these occur in the rail system. The railway business has the duty to take the necessary risk management, and where relevant, cooperate with other businesses in the railway system.
section 2-2. Claims about the security management activities to exercise security management of the business that is operated for the purpose that it established safety level of the railway is maintained and to the extent it is necessary be improved.
Security management should be exercised at all levels of the organization. The railway business shall also ensure that security management is exercised in the tasks performed by the vendor.
§ 2-3. Simple error and barriers to Business principle is planned, organized and carried out with a view that a single fault does not lead to a railway accident.
The railway business to have barriers that reduce the likelihood of error, danger-and accident situations evolve.
The barriers should be identified, and it shall be known in the business which barriers that are established and what features they should attend. Where necessary with multiple barriers, it should be sufficient independence between the barriers.
Chapter 3. System for security management § 3-1. Requirements for security management system to have a Railway Enterprise security management system.
Security management system should be adapted to the nature and extent of the current business and other aspects of this. Security management system to further ensure the management of all risks associated with the business.
Security management system should take into account all relevant risks that occur as a result of other railway corporate and third-party business. Security management system to show how the control is secured from the top management's page on different levels, how staff at all levels are involved and how continuous improvement of the safety management system is ensured.
Security management system should include the use of vendors. The railway business should ask the same management and security requirements for the activities carried out by the vendors as to the activities carried out by the own business.
The infrastructure manager's safety management system should take into account the effects of the different railway company business on the national railway network and include provisions that will make it possible for all railway undertakings to operate in accordance with the requirements of the railway legislation, as well as the requirements and conditions set out in in their security certificate.
section 3-2. Security management system documentation should be documented. The documentation to be made available and known in an appropriate manner for all personnel with a need for such access.
The railway business should have an updated list of all the provisions in the security management system where among other things, the status of validity for the provisions specified.
The documentation should be controlled and traceable. The railway business should have provisions on the management and control of documents which are included in the security management system.
section 3-3. Procedures and activities to develop procedures and/or regulations covering all the relevant conditions of importance for security.
The procedures and/or provisions to ensure compliance with the current, new and altered technical and operational standards and other requirements set out in the: a) the railway legislation, including regulations on technical specifications (TSI), b) other relevant rules and c) individual decisions taken by the authorities.
The procedures and/or provisions to ensure compliance with the standards and other requirements throughout the enterprise and the individual part the life cycle.
Chapter 4. Management's responsibility section 4-1. Management's responsibility the top management have the responsibility for the security management system is adopted, documented and obeyed. Moreover, the senior management team responsible for the security management system continuous improvement.
§ 4-2. Security policy business to Train top management develop a documented security policy. The security policy should: a) the set principles for the work of the security, b) be appropriate as a framework for the creation and review of security measures, c) be incorporated at all levels of the railway business and d) be communicated to everyone who works for or on behalf of the railway business.
section 4-3. The security target your business to Train top management develop qualitative and quantitative targets that are suitable to sustain and to the extent it is necessary to improve security. The goals should be designed in line with your company's security policy. Moreover, the goals be designed so that the results of the work of the security can be compared with the measurements.
The railway business should have plans that shows when and how they set the goals of the security is to be achieved.
§ 4-4. Risk acceptance criteria the top management has the responsibility to establish the risk acceptance criteria. The criteria should include the people, property and the environment.
Risk acceptance criteria should be suitable as the decision-making criteria for the issues and the level of detail risk reviews to cover.
The criteria should include the risk that business represents and is exposed to the overall as well as the risk your business make up for individuals and local conditions.
The criteria should be established before the risk assessment be carried out.
Risk acceptance criteria should be based on the probability and consequence. The opinions that is the basis for the design of the criteria should be documented.
§ 4-5. Clear responsibilities the top management is responsible for the rail business is organized so that their responsibility and authority clearly stated.
The top management is responsible for all tasks of importance for security is identified. Moreover, the senior management team responsible for the work tasks of security importance, as well as responsibility and authority in relation to the work tasks are clearly described.
section 4-6. Information transfer the top management is in charge of that it is designed a system for the transmission of information between the various levels and functions of the business, as well as with other railway companies to the extent that it is relevant, so that knowledge of the circumstances of importance for the work of the safety imparted to and processed at the relevant level.
section 4-7. Emergency preparedness the top management is responsible for the rail business has preparedness for emergency situations. Emergency response should be dimensioned on the basis of the results from the contingency analysis and be described in their own contingency plans.
The railway business should ensure that the necessary measures are being put in the works as soon as possible so that the risk situations don't develop into accident situations and people can be evacuated effectively and safely.
Emergency response should include among other things: a) competent and trained personnel, b) Organization, equipment and materials for effective emergency response efforts, c) overview of the interface with other relevant businesses that have emergency resources, d) a documented contingency plan works, with clear role separation, alert lists and efforts plans and e) information readiness in crisis situations to ensure that travellers and the public get information about how to deal with.
Emergency response should be coordinated with the relevant public authorities.
Infrastructure manager has the responsibility for their own contingency plans and emergency response plans of the other railway companies that runs through the national railway network is coordinated.
Infrastructure manages to fix and communicate the provisions that are necessary in order to maintain effective communication with the railway companies and other relevant actors in emergency situations. Provisions shall be drawn up in collaboration with the railway companies.
§ 4-8. Management review the railway company's top management to be as necessary and at least once a year, review the security management system and the result from your business's security work to ensure that the security management system is still appropriate and up-to-date. By gjennomgåelsen it should be taken into account, among other things: a) results and the implementation of measures for internal audits and audits of suppliers, as well as the assessment of compliance with the law requirements and are pursued internal requirements, b) to what extent the security goals are achieved, c) new and updated risk assessments, d) changing assumptions, including changes in laws and/or regulations, e) analysis of railway accidents, serious railway incidents and rail events , f) deviations and the follow-up of these and g) follow-up measures after the leadership's previous gjennomgåelser.
Management review to reveal any need for change in the security policy, the security goals and action plans and other parts of the security management system.
Chapter 5. Resource management section 5-1. The skill requirements to have Railway business competence requirements that specify the required minimum competence for the execution of all tasks and functions of importance to the railway company's work with security. The railway business to further make sure that the skill requirements for tasks that are performed by the vendors ensures the expertise that the railway business deem necessary.
section 5-2. The railway to have business expertise available the expertise that is required for the business to operate within acceptable risk.
If the tasks of security importance performed by the supplier to the railway business have necessary expertise among other things to be able to specify the requirements for deliverables, follow up the supplier and take a position to the shipment.
Their own employees and the employees of suppliers, which performs tasks of importance to the railway company's work with security, should have sufficient expertise in relation to the tasks.
section 5-3. Training activities should have training programs for their own employees, as well as the requirements and systems that ensure that their competence is maintained so that the work of importance for safety can be carried out in a satisfactory way.
The railway business should require that providers have systems to ensure that their employees ' expertise is maintained in relation to the work of significance for the safety that he or she will perform.
§ 5-4. Security Organization of the work environment activities to facilitate the working environment for the mastery of the work tasks of importance for security.
Chapter 6. Risk assessments section 6-1. Risk assessments activities to plan and carry out the risk assessments that are necessary to determine whether the operation of the business is within the acceptable risk. Risk assessments should be planned and implemented in a systematic and coordinated manner through all enterprise phases.
It should be stated what is the purpose of the individual risk assessments as well as the assumptions and refinements that underlies.
Risk assessments should be carried out according to recognized and appropriate methods.
Risk identification which are included in the risk assessment should be at a sufficiently detailed level.
When needed should it be performed sensitivitetsvurdering to determine if the risk assessment is sufficiently robust.
By significant changes to the common method of risk assessments regulated in regulation 12. March 2010 No. 401 on the implementation of Commission Regulation (EC) No. 352/2009 on the introduction of common security method for risk assessments in accordance with article 6. section 3a of Directive 2004/49/EC (regulation on common security method for risk assessments) can be used to the extent that the regulation itself determines.
§ 6-2. Follow-up and updating risk assessments should follow activities systematically up the conditions for, and the results of "refinements" risk reviews. The railway business should implement the necessary measures for the management of risks identified in the risk assessments, possibly in cooperation with other railway companies and/or third parties.
By changes in the assumptions or refinements of risk assessments, or when there is other new knowledge of significance for reviews, risk assessments are updated.
The railway business should have the list of the performed risk assessments, as well as their validity status, assumptions and refinements. It should be ensured that complement the match or build reviews on each other.
Chapter 7. Measuring, monitoring and improvement section 7-1. Revisions to implement the activities systematic audits of its security management system to assess whether it is satisfactorily documented and obeyed and whether it satisfies the requirements of railway legislation.
The railway companies to systematically carry out audits of suppliers to assess whether the suppliers comply with requirements in or in pursuance of the agreements.
Revisions will be implemented according to the recognized methodology, adopted the audit programs and in a way that safeguards the objectivity and independence.
section 7-2. Follow up of railway accidents and Railway Train to have events business system for internal reporting, registration, investigation and analysis of railway accidents, serious railway incidents and rail events.
The railway business to examine and analyze the railway accidents, serious railway incidents and rail events. The events you want to analyze both individually and in relation to other events to ensure that the necessary actions are identified.
The measures are to be followed up, and the effect is evaluated. Until the necessary measures are implemented it should be carried out, if necessary compensatory measures.
section 7-3. Emergency response exercises to Train your business regularly conduct exercises in order to verify that the alert works after its purpose.
The railway companies shall coordinate such exercises to the extent it is necessary.
section 7-4. Follow-up of variances to record the activities and follow up on departure from the railway legislation and internal regulations. It should be taken a position on the security avvikenes importance to the, both individually and in relation to other variances.
The railway business to correct discrepancies, uncover the reasons for the deviations and take steps to prevent recurrence. The measures are to be followed up and the effect of the measures be evaluated. Until the deviation is directed to it by compensating measures are conducted needs.
Chapter 8. Security indicators and annual reporting section 8-1. Annual reporting activities to annual report common security indicators, jf. attachment in to this regulation, to the State's Railway Inspectorate. Reporting on the form and within the time limit the State's Railway Inspectorate determines.
The railway business should prepare an annual security report on the previous calendar year. The security report is to be sent the State's railway supervision within 30. June and on the form Norwegian railway supervision decides. The security report will contain the following: a) information about your business's fulfillment of own security goals as well as the results of the security plans, b) information about the common security indicators set out in Annex i to this regulation, if this is relevant to the particular business, c) the results of the audits and audits of suppliers and d) notes about the missing and malfunctioning by the business that may be relevant for Norwegian Railway Inspectorate.
Chapter 9. Final provisions § 9-1. Exceptions to the regulations the State's railway supervision can in each case make exceptions from this regulation if special reasons warrant and this is not in violation of international agreements that Norway has entered into.
section 9-2. Entry into force these regulations shall enter into force 1. July 2011.
section 9-3. Changes in other regulations in regulation 19. December 2005 Nr. 1621 about the requirements for the railway operations on the national railway network (safety regulations) made the following changes:-attachment in. Common Security indicators common security indicators that the State's railway supervision to provide annual notification of the. The first reporting period to be 2010.
If new facts or errors are discovered after the report is provided, to the indicators for a particular year be changed or corrected by the Norwegian Railway Inspectorate at the first appropriate opportunity and at the latest in the closest to the subsequent annual report.
When it comes to the indicators relating to accidents under paragraph 1, the European Parliament and Council Regulation (EC) No. 91/2003 of 16. December 2002 on rail transport statistics traffic application in the extent the information is available.
1. Indicators relating to accidents 1.1.
Overall, and relatively (compared to train kilometres) number of serious accidents and distribution on the following types of accidents:-train clashes, including clashes with obstacles within the free profile-derailments, accidents at level crossings, including accidents where pedestrians are involved,-person accidents caused by vehicles in motion, except suicide,-fire in the vehicle,-other.
Any serious accident should be reported under the primary accident type, also of the consequences of the secondary accident are more severe, eg. fire as a result of the derailment.
1.2. total and relative (per train kilometres) number of seriously damaged or dead people by accident type, divided in the following categories:-passengers (also in relation to total number of passenger kilometres and passenger train kilometres), personnel, including during the suppliers ' personnel, users of the level crossing,-any unauthorized people trespassing on the railway plants,-other.
2. Indicators related to dangerous goods collected and relatively (compared to train kilometres) number of accidents in connection with the transport of dangerous goods, broken down into the following categories:-accidents where at least one vehicle carrying dangerous goods, as defined in the annex, is involved,-the number of accidents involving emissions, during transportation of dangerous goods.
3. Indicators related to suicide together and relatively (compared to train kilometres) number of suicide.
4. Indicators relating to accidents and near misses to Total relatively (compared to train kilometres) number of rail failure,-solslyng,-signal error,-passing of the stop signal,-wheel and axle failure on vehicle in operation.
All near misses should be reported, both those who are causing the accident, and those who do not. is causing near-miss accident, should be reported under the joint security indicator for near misses; If the accidents that take place are serious, they should be reported under the joint security indicator for the accidents referred to in point 1.
5. Indicators for the calculation of the economic consequences of accidents Overall and relative (compared to train kilometres) costs in euro:-the number of deaths and serious injuries multiplied by the value of preventing a person accident (Value of Preventing a casualty, VPC),-the cost of environmental damage-the cost of damage to the vehicle or infrastructure,-the cost of delays as a result of accidents.
The security authorities to report either the financial consequences of any accidents or just the financial consequences of serious accidents. What is selected, should be clearly specified in the annual report referred to in article 18.
The value of preventing a person accident is the value society attributes to preventing a death or a serious injury and can, as such, not constitute a reference for compensation between the parties that are involved in an accident.
6. Indicators related to your infrastructure's security and technical implementation of this 6.1.
Percentage of tracks with automatic speed surveillance (ATP) in operation, percentage of train kilometres where operational ATP systems are applied.
6.2. The number of level crossings (total, per line kilometre and track kilometers) according to the following eight types: a) crossings with active hedging in the form of: i) automatic notification against travellers, ii) automatic hedge against travellers, iii) automatic fuse and warning against travellers, iv) automatic fuse and warning against travellers and hedge against rail line, v) manual warning against travellers, we) manual hedge against travellers, vii) manual fuse and warning against travellers , b) level crossings with passive safety.
7. Indicators related to security management internal audits that are carried by the railway infrastructure regulate stewardships and enterprises according to the documentation for the security management system. The total number of completed audits and the percentage in relation to the number of audits required (and/or planned).
8. Definitions Common definitions of the common safety indicators and common methods for calculating the financial consequences of accidents are set out in the attachment.
Add-ins. Common definitions of the most common security indicators and the common methods for calculating the financial consequences of accidents 1.
Indicators relating to accidents 1.1.
With "serious accidents" refers to any accident where at least one vehicle in motion is involved, and that means that at least one person perish or become seriously injured, or significant damage to stock, track, other installations or the outer environment, or extensive traffic interference. Accidents that take place in workshops, warehouses and depots are excluded.
1.2. With "serious damage to the materials, track, other installations or environment" refers to damage to a value of at least 150 000 euros.
1.3. With "comprehensive traffic interference" is meant that the trains on a hovedjernbanelinje be set for six hours or more.
1.4. With the "train" means the vehicle drawn by one or more locomotives or one or more rail motor vehicles or rail motor vehicle running alone during a specific number from a fixed issue location to a fixed arrival place. A lightweight machine, IE. a locomotive running alone, be considered as a train.
1.5. With "train clash, including clashes with obstacles within the free profile" is meant a clash front facing the front, front facing end or between a part of a train and part of another train, or with: i) changing vehicles, ii) objects that are hard-wired or temporarily reside on or near the track (except by level crossings if they are lost by intersecting vehicle or user).
1.6. With "train derailment" refers to any case in which at least one wheel on a train track.
1.7. With "accidents at level crossing" refers to accidents at level crossings involving at least one vehicle and one or more intersecting other users vehicles, crossed as pedestrians, or other objects that temporarily reside on or near the track if they are lost by intersecting vehicle/user.
1.8. With "person accidents caused by vehicles in motion" refers to accidents in which one or more people are hit by a vehicle or an object that is attached to the vehicle or have come loose from the vehicle. People falling from the vehicle, as well as the people that fall or are hit by loose objects when they travel with the vehicle, are included.
1.2. With "fire in the vehicle" means the fire and explosions that occur on the vehicle (including the download) along the way from the departure station to destination, including when the material has stopped at the departure station, destination or hop and under change operations.
1.10. With "other types of accidents" refers to all other accidents than those already mentioned (train collision, train derailment, accident at the level crossing, personal accidents caused by vehicles in motion and fire in the vehicle).
1.11. "passenger" means any person, excluding members of the train crew/crew, traveling by rail. Passengers attempting to Board/rise of a train in motion, are included in the accident statistics.
1.12. "personnel (under suppliers ' personnel and subcontractors that are self employed included)" means any person who has employment in connection with a railway and that is in service at the time of the accident. It also includes the crew on the train and people who handle the vehicle and infrastructure installations.
1.13. "users of the level crossing" means any person who utilizes the plan the transition to cross the railway line by the use of any means of transport or by foot.
1.14. With "any unauthorized persons on railway system» means any person who is trespassing on the railway system, with the exception of users of the level crossing.
With "others (third parties)" means any person that is not defined as "passenger," "personnel, including under the vendor's personnel", "users of the level crossing" or "unauthorized persons on railway construction."
1.16. With "deaths (killed person)" is meant that a person perish immediately or dying within 30 days as a result of an accident, excluding suicides.
1.17. "seriously injured person» means an injured person as in placed on the hospital for more than 24 hours as a result of an accident, excluding suicides.
2. Indicators related to dangerous goods 2.1.
With "accident in connection with the transport of dangerous goods" means an accident or event to be reported in accordance with RID/ADR section 1.8.5.
2.2. With "dangerous goods" means the substances and objects which it is forbidden to transport according to RID, or that requires approval according to the conditions set out in RID.
3. Indicators related to suicide 3.1.
With the «suicide» means an action in which a person intentionally hurt themselves by death, and that is recorded and classified as such by the competent national authority.
4. Indicators related to the near-miss to accidents 4.1.
With "shine" violations meant all Rails that are divided into two or more parts, or all of the Rails where part of the metal have came loose and creating a gap on the sliding surface, which is more than 50 mm long and more than 10 mm deep.
4.2. With "solslyng" will mean all errors related to the race and the geometry of the rails and that requires rail or immediate blocking the reduction of allowed travel speed to maintain the security.
4.3. With "signal error" refers to all the errors on a signal system (either on infrastructure or vehicles) that leads to the signal information that is less restrictive than what is required.
4.4. With the "passing of the stop signal (make event)" refers to all cases where any part of a train running longer than allowed.
To run longer than allowed is meant here to overtake:-light-or semaforsignaler by the track, as with the color or position signal danger, or a stop order on the lines where a system of automatic train stop (ATCS) or the ATP system is not in operation,-the end point in a security-related run the permission given by a ATCS-or ATP-system-specific point which is communicated through oral or written approval set out in the regulation ,-stopping (track toppere is not included) or hand signals.
Cases where the rail motor vehicle without connected the tractor or an unmanned train running past a stop signal, is not included. In cases where the signal of one reason or another not in time for signals the danger that the train driver can stop the train before the signal, is not included.
National security authorities may report about the four types of individually, but should at least submit a summary report that contains information about all four types.
4.5. With "wheels and shaft fracture" refers to violations that have an impact on essential parts of the wheel or shaft, and that creates a risk of accident (derailment or collision).
5. Common methods for the calculation of the economic consequences of accidents 5.1.
The value of preventing a person accident (VPC) consists of: 1. Separate the value of security: the value of the payment the will based on the investigations of the specified preferences carried out in the Member States, this value applies.
2. Direct and indirect economic cost: estimates of the costs calculated in the Member States, consisting of:-medical costs and rehabilitation costs, legal costs, costs to the police investigation or private investigation of the clashes, the rescue service and the administrative costs of insurance, production loss: the value society puts on the goods and services that could have been produced by a person if that person had not been the victim of the accident.
5.2. Common principles for the determination of own value of security and direct/indirect economic costs: For their own value of the security, to the assessment of whether or not the available estimates are appropriate or not, be based on the following considerations:-the estimates should be based on a system for the determination of the value of the reduced risk of death in the transport sector and follow an approach that builds on the payment the will according to the specified preferences ,-the selection of respondents used to fix the values shall be representative of the affected population. The selection shall in particular reflect the distribution of age/income in addition to other relevant socio-economic/demographic characteristics of the population,-method to calculate the value of the payment will: the questionnaire should be designed so that the questions are unique/makes sense for respondents.
The value of direct or indirect costs to be determined on the basis of the actual social cost.
5.3. With "the cost of environmental damage" means the costs to be borne by the railway undertaking/infrastructure regulate stewardships, determined on the basis of their experience, with the aim of the damaged area should be restored to the condition it was in before the accident.
5.4. With "the cost of damage to vehicles or infrastructure" refers to the cost of providing new vehicle or new infrastructure that has the same functionality and technical parameters as the vehicle or the infrastructure that was irreparable damaged, as well as the cost to reverse the vehicle or infrastructure that can be fixed to the stand it/it was in before the accident occurred. Both values will be calculated from the railway undertaking on the basis/infrastructure regulate stewardships of their experience. Also includes costs related to the hiring of vehicles to replace what is damaged.
5.5. With "the cost of delays as a result of the accident" will mean the pengemessige value of the delays for users of rail transport (passengers and freight enterprises) as a result of accidents, calculated from the following model: VT = The pengemessige the value of travel time gain the value of time for a train passenger (per hour) VTP = [VT for work commuters] * [Average percentage of job commuters per year] + [VT for other travelers] * [Average percentage other travelers per year] VT measured in EUR per passenger per hour value of time for a freight train ( per hour) VTF = [VT for freight train] * [tonne-km)/(train-km)] VT is measured in EUR per tonne of goods per hour average number of tonnes of freight per train per year = (tonne-km)/(train-km) CM = the cost of a one-minute delay for a train passenger train CMP = K ₁ * (VTP/60) * [(passenger-km)/(train-km)] the average number of passengers per train per year = (passenger-km)/(train-km) freight train CMF = K * ₂ (VTF/60) Factors K ₁ and K is the value of ₂ between time and the value of the delay , calculated through preference surveys, in order to take into account that the loss of time as a result of the delays perceived significantly more negative than the normal travel time.
The cost of an accident = CMP * (the number of minutes delay for passenger trains) + CMF * (the number of minutes delay for freight train) scope for the model the cost of delays should be calculated for all accidents, both severe and non-severe.
Delays should be calculated as follows:-actual delays on the rail line where the accident occurred,-actual delays or, if this is not possible calculate, calculated delays on other affected lines.
6. Indicators related to your infrastructure's security and technical implementation of this 6.1.
With the "automatic speed surveillance (ATP)" means a system that enforces the observance of signals and speed limits through speed monitoring, including automatic stop signals.
6.2. With "level crossing" means a place where a railway line and a transition cross each other at the same level, which is approved by the infrastructure management and open to the public or private habitation. Transitions between platforms at the stations is not included, nor transitions over Rails exclusively intended for use by staff.
6.3. With "transition" refers to public or private road, street or highway, including the walkway and bicycle path, or way which is intended for the transport of people, animals, motor vehicles or machinery.
6.4. With "level crossing with active protection» means the level crossing where the intersecting users be protected or to be notified about upcoming train at that devices activated when it is not safe for the users to use the transition.
-Hedging in the form of physical obstacles:-half or the whole fall short,-grinder.
notification in the form of permanently installed equipment by level crossings:-visible devices: light signals, audible devices: watches, horns, sirens, etc.
-physical devices, eg. vibrations due to bumps in the road.
Level crossing with active protection are classified as: 1. "level crossing with automatic fuse and/or alert signal towards travellers" means a level crossing where the fuse and/or alert signal is activated by the coming train.
Such crossings are classified as: automatic notification in the way) against rushing, ii) automatic hedge against travellers, iii) automatic fuse and warning against travellers, iv) automatic fuse and warning against travellers and hedge against rail line.
With "hedge against rail line" refers to a signal or other system for automatic speed surveillance that only allow a train to pass if the plan the transition is secured against travellers and no one is about to cross the track; This last is controlled through the use of monitoring and/or detection of obstacles.
2. With the "level crossing with manual hedge against travellers and/or notification" refers to a level crossing where the fuse and/or alert is activated manually and there is not an interlocked railway signal that alerts the train that it just might pass when the protection and/or notification by plan the transition is enabled.
Such crossings are classified as:
v) manual warning against travellers, we) manual hedge against travellers, vii) manual fuse and warning against travellers.
6.5. With "level crossings with passive hedging" is meant a level crossing without any kind of warning system and/or breaker that is activated when it is unsafe for the user to cross the transition.
7. Indicators related to security management 7.1.
With "audit" means a systematic, independent and documented process to obtain audit evidence and evaluate these objectively to determine the extent to which audit criteria are fulfilled.
8. Definitions of units of measure 8.1.
"Train kilometres" is the unit of measure that denotes a togs movement over one kilometre. The distance being used, is, if possible, the actual tilbakelagte the distance; otherwise be used the default distance between the train's point of origin and destination. Only the distance on innberettende State national territory be included in the calculation.
8.2. "Passenger kilometre" is the unit of measure that denotes the transport of one passenger by rail over a distance of one kilometre. Only the distance on innberettende State national territory be included in the calculation.
8.3. "Line km» is the length, measured in kilometers, on the Member State's rail lines, if the scope is set out in article 2. For more tracked railway lines to just the distance between the departure station and arrival place is excluded.
5.2. "track kilometres" is the length, measured in kilometers, on rail lines in the Member States, if the scope is set out in article 2. In more tracked rail lines to each track is excluded.