Annual Report to Parliament 2003-2004

RAIL
Occurrence Statistics and Investigations

ANNUAL STATISTICS

A total of 1030 rail accidents were reported to the TSB in 2003, a 5% increase from last year's total of 984 but a 3% decrease from the 1998-2002 average of 1062. As rail activity has been relatively constant over the last six years, averaging 89.5 million train-miles annually, the accident rate increased to 11.5 accidents per million train-miles in 2003, compared to 11.0 in 2002, but decreased compared to the 1998-2002 average rate of 11.9. Rail-related fatalities reached a 21-year low of 79 in 2003, compared to 96 in 2002 and the 1998-2002 average of 98.

Main-track collisions totalled 6 in 2003, compared to 8 in 2002 and the 1998-2002 average of 10. In 2003, there were 148 main-track derailments-a 28% and 25% increase respectively over the 2002 total of 116 and the 1998-2002 average of 118. Non-main-track collisions totalled 104 in 2003, a 7% decrease over the 112 reported in 2002, but comparable to the 1998-2002 average of 105. Non-main-track train derailments numbered 388 in 2003, up from 347 in 2002 and the 1998-2002 average of 382.

There were 247 crossing accidents in 2003, down from 261 in 2002 and the 1998-2002 average of 272. In 2003, crossing-related fatalities totalled 27-a 41% and 31% decrease respectively over last year's total of 46 and the 1998-2002 average of 39.

Trespasser accidents (individuals, primarily pedestrians, struck by rolling stock on railway rights-of-way other than at railway crossings) totalled 68 in 2003, down from 73 in 2002 and the 1998-2002 average of 81. There were 46 trespassing fatalities in 2003, down 8% and 19% respectively from last year's total of 50 and the 1998-2002 average of 57.

Reported rail incidents reached a 21-year low of 295 in 2003, down from 303 in 2002 and the 1998-2002 average of 45. Dangerous-goods leakers not related to train accidents annually account for the largest proportion of total incidents. There were 151 dangerous-goods leakers in 2003, down from 167 in 2002 and the 1998-2002 average of 198.

Figure 7 - Rail Occurrences and Fatalities

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RAIL INVESTIGATIONS STARTED IN 2003-2004

The following information is preliminary. Final determination of events is subject to be TSB's full investigation.

RAIL REPORTS RELEASED IN 2003-2004

RAIL RECOMMENDATIONS ISSUED IN 2003-2004

ASSESSMENT OF RESPONSES TO RAIL RECOMMENDATIONS ISSUED IN 2002-2003

OTHER RAIL SAFETY ACTION TAKEN

• CP amended their General Operating Instructions, governing train brake tests, to prescribe that a service application and release of the train air brakes must be obtained without an undesired emergency air brake application, for the test to be considered successful.
  
  
• VIA Rail Canada conducted refresher training on the importance of readings from the wheel impact load detectors (WILDs). VIA implemented a two-phase inspection of all Light, Rapid Comfortable axles. The first phase involves ultrasonic inspection with the wheel set still under the car. In the second phase, all axles are removed and a more detailed ultrasonic inspection is performed. A dye penetrant inspection of the surface is also done.
  
  
• CN implemented a cold weather Temporary Slow Order policy of 30 mph below -25ºC for portions of track with higher rail defect counts or a history of in-service rail failures.
  
  
• CP has modified all hot box detectors to broadcast the ambient temperature in degrees Celsius as soon as a train has passed by the detector. In hot weather zones, as indicated by Bulletin or General Bulletin Order, if the ambient is above 32ºC the train operation is restricted to 40 mph, and in cold weather zones the operating speed is restricted to 35 mph if the ambient temperature falls below -25ºC.
  
  
• CN and CP are participating in the Rail Integrity Task Force committee with the United States Federal Railroad Administration to investigate root causes of broken rail derailments and rail failures.
  
  
• CP has tightened track evaluation car thresholds for rock and roll surface roughness and cross-level defects in Class 2 track from the original Class 2 levels to Class 3 levels.
  
  
• CP, CN and TC are participating in a research program relating track geometry characteristics to lateral/vertical ratios for instrumented hopper car wheel sets.
  
  
• CN and CP have jointly installed a Trackside Acoustic Detector System (TADS) on the directionally shared trackage in BC. The TADS is designed to identify roller bearings with internal defects, prior to the bearings overheating and failure. The TADS is ethernet linked to the Association of American Railroads (AAR) monitoring centre. The TADS has a proven 97% success rate in defective bearings identified.
  
  
• The AAR has implemented a new rule that all turned wheels must pass an ultrasonic scan before being released in order to eliminate shattered rim events on turned wheel sets.
  
  
• CN and CP have established new criteria and procedures for handling cars which have been identified by WILD as having potentially defective wheels. The Railway Association of Canada is developing an industry policy on WILD response.
  
  
• CP has developed a computerized system of train marshalling instructions to enable the operation of heavier trains, and Locotrol trains with a mix of different car types, both loaded and empty. The Train Area Marshalling system has specific computer-supported marshalling instructions for each of the five areas of CP, defined by their combination of grade and curvature. The relatively restrictive marshalling instructions that apply to trains operating on mountain grades, for instance, do not apply to trains operating in areas of lower grades and curvatures.
  
  
• TC has approved new Light Emitting Diode (LED) technology for use in flashing light signals at highway/railway grade crossings. The lights last longer and are visible from a greater distance.
  
  
• TC approved the Work/Rest Rules for Rail Operating Employees effective in 2003. The railways have implemented Fatigue Management Plans for their operating employees.
  
  
• CN and Ultramar have delivered TransCARE, a Community Awareness and Response program, to the communities along the route of the Ultramar fuel train between the refinery at Saint-Romuald and Montréal. The program has been presented to TC for review by TC's remedial measures specialists.
  
  
• In Windsor, Ontario, there has been increased education and awareness in the schools and media to address the safety issue of trespassing. A six-foot-high fence has been installed with a key access gate. The city has adjusted bus routes and bus stop locations away from trespass areas. The anti-whistling instructions at certain crossings were revoked.
  
  
• TC has directed that a Hump Yard Control System Study be initiated to gain an in-depth understanding of how the speed of dangerous goods rail cars are controlled in Canadian hump yards.

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