Level Crossing Fulltext 2088

ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC
EVALUATION OF COST-EFFECTIVE SYSTEMS FOR RAILWAY

LEVEL-CROSSING PROTECTION
UNITED NATIONS
ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC
EVALUATION OF COST-EFFECTIVE SYSTEMS FOR RAILWAY

LEVEL-CROSSING PROTECTION
UNITED NATIONS
New York, 2000
ST/ESCAP/2088
______________
The opinions, figures and estimates set forth in this report were supplied by the
respective railway administrations. They are the responsibility of the author and should not
necessary be considered as reflecting the views or carrying the endorsement of the United
Nations.
The designations employed and the presentation of the material do not imply the
expression of any opinion whatsoever on the part of the Secretariat of the United Nations
concerning the legal status of any country, territory, city or area or of its authorities, or
concerning the delimitation of its frontiers or boundaries.
Mention of firm names and commercial products does not imply the endorsement of
the United Nations.
This publication has been issued without format editing.
CONTENTS
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Page
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CHAPTER 1
INTRODUCTION """""""""""""""##""""###"##!!!!$!
!
CHAPTER 2
SCALE AND SEVERITY OF RAILWAY LEVEL CROSSING
ACCIDENT PROBLEM IN SELECTED COUNTRIES OF THE
REGION"""""""""""""""""""""""##""#!!!!%!
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CONTENTS K/0)62):(9L!
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Page
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!
CHAPTER 3!
!
RAILWAY LEVEL CROSSING SAFETY EXPERIENCE AND
ENHANCEMENT IN DEVELOPED COUNTRIES""""""""#!D$!
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ii
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Page
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CHAPTER 4
RECOMMENDED TECHNIQUES FOR RAILWAY LEVEL CROSSING
SAFETY ASSESSMENT IN THE ASIA-PACIFIC REGION""##"!!I%!
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CHAPTER 5
CONCLUSIONS AND RECOMMENDATIONS"""""""#"#! $&$!
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T*()9!2)!,(.(,!<*0112)3!+<<29()61R!5+6+,262(1!+)9!2)\:*2(1R!!
W)26(9!46+6(1R!$INN_$IIN!"""""""""""""""! FF!
-(.(,!/*0112)3!@<<29()61!2)!/+)+9+#""""""""""#! ?J!
-(.(,!/*0112)3!M+6+,262(1!2)!/+)+9+!""""""""""##! ?$!
P:;H(*!05!,(.(,!<*0112)31!2)!c(16(*)!U:*0G(#""""""#! ?%!
-(.(,!<*0112)3!+<<29()61!2)!c(16(*)!U:*0G(#"""""#"##! ?=!
C(,+62.(!6*()91!2)!):;H(*1!05!,(.(,!<*0112)31!+)9!!
+<<29()61!d!M*+)<(""""""""""""""""#"###! ?D!
-(.(,!<*0112)3!+<<29()61R!H7!67G(!05!<*0112)3!d!M*+)<(""##! ?D!
-(.(,!<*0112)3!+<<29()6!*+6(1!2)!c(16(*)!U:*0G(#""#""##! ?F!
-(.(,!<*0112)3!5+6+,262(1!2)!c(16(*)!U:*0G("""""""##! ?F!
-(.(,!<*0112)3!5+6+,267!*+6(1!2)!c(16(*)!U:*0G("""""###! ??!
-(.(,!<*0112)3!2)\:*2(1!2)!c(16(*)!U:*0G(""""""""! ?N!
-(.(,!<*0112)3!2)\:*7!*+6(1!2)!c(16(*)!U:*0G(""""""#! ?N!
U55(<6!0)!52*16!<,+11!<*0112)3!+<<29()6!*+6(1!05!0H16*:<620)!
9(6(<60*!2)16+,,+620)!"""""""""""""""""##! N=!
T*()9!2)!+<<29()61!+6!$16!<,+11!,(.(,!<*0112)31!0)!6>(!]C!!
U+16!/0#!1716(;!"""""""""""""""""""! ND!
423)252<+)<(!05!-(.(,!/*0112)3!@<<29()61!2)!6>(!e.(*+,,!!
4+5(67!05!!C+2,A+71R!]+G+)""""""""""""""##! NF!
T*()9!2)!,(.(,!<*0112)3!+<<29()6!*+6(!!
K+<<29()61!G(*!;2,,#6*+2)_Z;L""""""""""""""##!NF!
@GG,2<+620)!05!M+:,6!T*((!@)+,7121!T(<>)2E:(1"""""###!$J&!
@GG,2<+620)!05!U.()6!T*((!@)+,7121!T(<>)2E:(1!"""""#!$J=!
@T/4!/0)<(G6!"""""""""""""""""""#!$$N!
vii
CHAPTER 1:
INTRODUCTION
Road/rail grade intersections are unique in the world of transport in as much

as they present the only case of two different infrastructures placed under different
responsibilities and travelled by vehicles with dramatically different performances
which converge and meet during their normal operation. The result is that these
intersections constitute high-risk spots for all railways in the world. The potential for
accidents is made higher as the railways only control only half the problem. The other
half, meanwhile, cannot really be said to be controlled by one entity as, even though
traffic rules and road design standards supposedly exist, the movements of road
users are not organised and monitored by one specific entity as rigidly as rail
movements. The railway systems of the ESCAP region do not escape this general
observation. Each year, accidents at level crossings not only cause the deaths of or
serious injuries to many thousands of road users and railway passengers, but also
impose a heavy financial burden in terms of interruption of railway and road services
and damage to railway and road vehicles and property.
The great majority of these collisions are caused by the negligence,
incompetence or incapacity of road vehicle drivers, who by and large operate their
vehicles in environments in which safety consciousness is practically non-existent.
Since it is the railway which must bear the responsibility for ensuring that it is
protected from the transgressions of road users (despite the fact that in many
countries the law gives it priority of passage over road users), it is the railway which
also has to shoulder most of the financial burden of providing this protection.
Similarly, it is the railway, which has most of the responsibility for educating road
users on the safe use of its level crossings.
Notwithstanding these responsibilities, it appears that many of the regions
railways are ill-equipped to be in a position to monitor level crossing safety effectively
and to take both corrective and pro-active measures to improve the safety of their
level crossing installations.
In view of this and, given the financial burden of accidents on the resources of
the operating companies in most cases government-granted subsidies ESCAP,
with generous financial assistance from the Government of Japan, launched the
present study in 1999 with the objective of assisting railway administrations in the
ESCAP region to improve railway safety through the provision of practical
guidance/methodology to select cost-effective systems for level-crossing protection.
The study outputs were to:
(i)
review the present status of level-crossing accidents in the ESCAP

region;
(ii)
present statistics, indicators, technology and problems relating to the

systems adopted by the participating countries for level-crossing
protection;
(iii)
analyse various alternative systems for level-crossing protection; and
(iv)
make recommendations pertaining to the selection of cost-effective

protection systems.
To accomplish the above the following activities were carried out:

(i)
assessment of level crossing safety performance and safety measures

in seven selected countries of the region (Bangladesh, India, the
Islamic Republic of Iran, the Philippines, the Russian Federation,
Thailand and Viet Nam);
(ii)
assessment of level crossing safety performance and safety measures

in a selection of other countries which are advanced in their railway
development and can possibly provide possible best practice
examples of methods and practices for dealing effectively with the
level crossing problem (these countries are: Canada, Belgium,
France, Germany, Japan, the Netherlands, the United Kingdom and
the United States);
(iii)
evaluation of the requirements of a Safety Management Information

System which adequately addresses the needs of railway
managements for information on level crossing safety performance;
(iv)
evaluation of the approaches to the application of Quantitative Risk

Analysis (QRA) to establishing priorities for level crossing safety
enhancement measures;
(v)
explanation of suitable approaches to undertaking Cost Benefit

Analysis of investments in level crossing safety enhancement;
(vi)
review of the technical attributes of modern, cost effective systems for

protection of level crossings as well as the criteria which can and
should be applied to the selection of appropriate systems; and
(vii)
recommendations of guidelines for adoption by the railway

administrations of the region in managing the problem of level
crossing safety on their systems.
Outputs (i) and (ii) relating to activities (i) and (ii) are addressed in Chapters 2
and 3 of this report, output (iii) relating to activity (vi) is addressed in Chapter 4 and
output (iv) relating to activities (iii), (iv), (v) and (vii) is addressed in Chapters 4 and 5.
Railway safety is a crucial aspect of rail operation the world over,
malfunctions resulting in accidents usually get wide media coverage even when the
railway is not at fault and give to rail transport among the uninformed public an
undeserved image of inefficiency often fuelling calls for immediate reforms. It is
therefore hoped that the present study will help the railway administrations
concerned strengthen their safety culture and develop the monitoring tools required
by modern safety management.
CHAPTER 2:
2.1
SCALE AND SEVERITY OF RAILWAY LEVEL

CROSSING ACCIDENT PROBLEM IN
SELECTED COUNTRIES OF THE REGION
General
!
T>21! <>+G6(*! 1:*.(71! 6>(! ,(.(,! <*0112)3! 1+5(67! G*0H,(;! 2)! *(,+620)! 60! 6>(!
0.(*+,,! *+2,A+7! 1+5(67! G*0H,(;! 2)! <(*6+2)! <0:)6*2(1! 05! 6>(! @12+_S+<252<! *(320)#! T>(!
<0:)6*2(1!50*!A>2<>!,(.(,!<*0112)3!1+5(67!9+6+!A(*(!0H6+2)(9!+*(!B!Q+)3,+9(1>R!8)92+R!
81,+;2<! C(G:H,2<! 05! 8*+)R! S>2,2GG2)(1R! C:112+)! M(9(*+620)R! T>+2,+)9R! +)9! O2(6! P+;#!!
Y(6+2,(9!9+6+!A(*(!*(E:(16(9!+)9!0H6+2)(9!5*0;!8)92+R!6>(!81,+;2<!C(G:H,2<!05!8*+)R!
6>(! C:112+)! M(9(*+620)! +)9! O2(6! P+;! A>2,(! 6>(! 9+6+! *(E:(16(9! +)9! 0H6+2)(9! 5*0;!
Q+)3,+9(1>R!S>2,2GG2)(1!+)9!T>+2,+)9!A(*(!05!+!;0*(!3()(*+,!)+6:*(#!
!
[+\0*!5+<60*1!2)<,:9(9!2)!6>(!+)+,7121!50*!2)92.29:+,!<0:)6*2(1!2)<,:9(B!
!
K2L!
Level crossing safety record!d!6*()9!9(6+2,1!50*!+H10,:6(!):;H(*1!+)9!
*+6(1!G(*!;2,,20)!6*+2)_Z;!05!,(.(,!<*0112)3!+<<29()61R!5+6+,262(1R!2)\:*2(1!
+)9!KA>(*(!G0112H,(L!G*0G(*67!9+;+3(f!!
!
K22L!
Level crossing characteristics and effectiveness 9(6+2,1! +)9!
(55(<62.()(11! 05! 6>(! 67G(1! 05! ,(.(,! <*0112)31! +)9! ,(.(,! <*0112)3!
G*06(<620)!1716(;1!2)!0G(*+620)R!+)9!G,+))(9!50*!5:6:*(!0G(*+620)f!
!
K222L!
Administration of railway safety regulations d! *(1G0)12H2,267! 50*!
()50*<(;()6!05!1+5(67!K2)<,:92)3!,(.(,!<*0112)3!1+5(67L!*(3:,+620)1!+)9!
50*!2).(1623+620)!05!+<<29()61f!
!
!!
K2.L!
Techniques used for evaluation of level crossing safety improvements
d! 6(<>)2<+,! +)9! 52)+)<2+,! K2)<,:92)3! E:+)6252(9! *21Z! +)+,7121R! A>(*(!
+GG,2<+H,(Lf!
!
K.L!
Initiatives taken for level crossing safety improvement in recent!years
6(<>)2<+,! +)9! )0)_6(<>)2<+,! K2)<,:92)3! G(9(16*2+)g;060*! .(>2<,(!
9*2.(*!(9:<+620)Lf!+)9!
!
K.2L!
Impediments to safety improvement at level crossings.
2.2
Level Crossing Safety in India
2.2.1
Summary
T>(! 8)92+)! C+2,A+7! )(6A0*Z! A26>! +! *0:6(! ,()36>! 05! F&R=ID! Z;! >+1! +! 606+,! 05!
=JR==D! ,(.(,! <*0112)31R! 0*! +)! +.(*+3(! 05! 0)(! (.(*7! $#D! Z2,0;(6*(1#! ! e5! 6>21! 606+,R!
$FR$%&!<*0112)31!+*(!;+))(9!A26>!10;(!50*;!05!H+**2(*!G*06(<620)!5+<2)3!*0+9!:1(*1R!
&JRD&N! +*(! 0G()! <*0112)31! A26>! 52V(9! *0+9! A+*)2)3! 123)1R! I=N! +*(! *0+9! <*0112)31!
+9\+<()6!60!<+)+,1!A26>0:6!H+**2(*!G*06(<620)R!H:6!A26>!*0+9!A+*)2)3!123)1R!+)9!&RN%?!
+*(! 12;G,(! 0G()! <*0112)31! A26>! )(26>(*! H+**2(*! G*06(<620)! )0*! 52V(9! *0+9! A+*)2)3!
123)1#!
!
!
!
%!
8)! $II?gINR! ,(.(,! <*0112)3! +<<29()61! <0)1626:6(9! FD! 0:6! 05! +! 606+,! 05! =&J!
+<<29()61! K0*! $D! G(*! <()6L! 05! +,,! 67G(1! 0)! 6>(! 8)92+)! C+2,A+7! )(6A0*Z#! ! h0A(.(*R! 2)!
6>(!1+;(!7(+*R!,(.(,!<*0112)3!+<<29()61!+<<0:)6(9!50*!=&!G(*!<()6!K$%=!2)92.29:+,1L!05!
+,,! 5+6+,262(1! +)9! $N! G(*! <()6! K$?I! 2)92.29:+,1L! 05! +,,! G(*10)1! 2)\:*(9! 2)! *+2,A+7!
+<<29()61!0)!6>(!)(6A0*Z#!
!
8)!0)(!7(+*!1:*.(7(9R!NJ!G(*!<()6!05!+,,!,(.(,!<*0112)3!+<<29()61!0<<:**(9!+6!
<*0112)31!A>2<>!A(*(!:);+))(9#!
!
8)92+)! C+2,A+71! >+.(! *(<()6,7! >+9! +! 1>256! 2)! 6>(2*! G0,2<7! *(3+*92)3! ,(.(,!
<*0112)3! 60! 6>(! (55(<6! 6>+6! 6>(! 9(<2120)! >+1! H(()! 6+Z()! 60! 30! 50*! ;+))2)3! +! ,+*3(!
):;H(*!05!:);+))(9!3+6(1!A26>!+!>23>!,(.(,!05!:1+3(!H7!*0+9!+)9g0*!*+2,!+)9!)06!60!
<0)16*:<6! +)7! ;0*(! <*0112)31! 50*! :);+))(9! 0G(*+620)#! 4:H\(<6! 60! 6>(! +.+2,+H2,267! 05!
5:)91R! ,(.(,! <*0112)31! A>2<>! >+.(! *(+<>(9! +! 6*+552<! ;0;()6! K6*+2)! ;0.(;()61! V!
;060*! .(>2<,(! ;0.(;()61L! 05! $JJRJJJ! G(*! 9+7! 0*! ;0*(! +*(! H(2)3! *(G,+<(9! H7! 6>(!
<0)16*:<620)!05!*0+9!0.(*!0*!:)9(*_G+11(1#!!h0A(.(*R!6>(1(!+*(!.(*7!<016,7!+)9!0),7!
DJ! G(*! <()6! 05! 6>(! <016! 05! 6>(2*! <0)16*:<620)! 21! H(2)3! 5:)9(9! 92*(<6,7! H7! 6>(! 16+6(!
30.(*);()6!*0+9!+:6>0*262(1#!
!
c>2,(! 6>(! 8)92+)! C+2,A+71! >+.(! <0)6*2H:6(9! 60! ;060*! .(>2<,(! 9*2.(*! +)9!
G(9(16*2+)! (9:<+620)! G*03*+;;(1R! 26! 21! <,(+*! 6>+6! 6>(1(! >+.(! >+9! ,2;26(9! 2;G+<6! d!
G(*>+G1!+!*(5,(<620)!05!+!,+<Z!05!+!1+5(67!+A+*()(11!<:,6:*(!2)!8)92+#!
!
8)! 5:6:*(! 26! 21! G0112H,(! 6>+6! 6>(! 8)92+)! C+2,A+71! A2,,! >+.(! 60! (;H*+<(! +!
5:)9+;()6+,! G0,2<7! <>+)3(! 2)! *(,+620)! 60! ,(.(,! <*0112)3! 1+5(67! d! 0)(! A>2<>! ;23>6!
2).0,.(!G*0.2120)!05!+:60;+62<!H+**2(*!+)9!A+*)2)3!,23>6g+:92H,(!A+*)2)3!G*06(<620)!+6!
10;(! 05! 6>(! &=R%$%! :)G*06(<6(9! <*0112)31! 6>*0:3>0:6! 8)92+#! ! c26>! 6>21! G0112H2,267! 2)!
.2(AR! 6>(! 8)92+)! C+2,A+71! +*(! G2,06_6(162)3! 6*+2)! +<6:+6(9! H+**2(*! +)9! *0+9! :1(*!
A+*)2)3!1716(;1!50*!1:<>!+GG,2<+620)1#
2.2.2
Level crossing safety record

(a)
Accidents
-(.(,! <*0112)3! +<<29()61! <0;G*21(! +! 1;+,,! H:6! 3*0A2)3! G*0G0*620)! 05! +,,!
*+2,A+7!+<<29()61!2)!8)92+#!8)!6>(!,+16!7(+*!50*!A>2<>!9+6+!A(*(!+.+2,+H,(!K$II?gINL!6>(!
606+,! ):;H(*! 05! *+2,A+7! +<<29()61! 2)! 8)92+! A+1! =&J! +)9! 6>(! ):;H(*! 05! *(<0*9(9!
+<<29()61!+6!,(.(,!<*0112)31!FD#!T>(!6*()9!2)!,(.(,!<*0112)3!+<<29()61!+1!+!G*0G0*620)!
05!+,,!*+2,A+7!+<<29()61!21!1>0A)!2)!T+H,(!&#$#!
!
Table 2.1: Significance of and trend in level crossing accidents in India
Year
$INN_NI!
$INI_IJ!
$IIJ_I$!
$II$_I&!
$II&_I%!
$II%_I=!
$II=_ID!
$IID_IF!
$IIF_I?!
$II?_IN!
Total railway accidents

(No.)
D=D!
D=$!
D%&!
?=&!
?=F!
F?D!
FJ=!
==J!
=&F!
=&J!
Accidents at level crossings

(No.)
DD!
=&!
%?!
=N!
?$!
?$!
?=!
FI!
FF!
FD!
Source: Indian Railways Country Paper.
!
!
=!
Level crossing
accident %
$J#$!
!!?#N!
!!?#J!
!!F#D!
!!I#D!
$J#D!!!
$&#%!
$D#?!
$D#D!
$D#D!
P(+*,7! 6A0! 6>2*91! 05! 6>(! 606+,! ):;H(*! 05! ,(.(,! <*0112)3! +<<29()61! 0<<:*! +6!
unmanned ,(.(,! <*0112)31! +)9! 6>21! G*0G0*620)! >+1! H(()! 2)<*(+12)3! 0.(*! 6>(! G+16!
9(<+9(!+1!21!1>0A)!2)!M23:*(!&#$#!
!
!
Figure 2.1: Level crossing accidents in India, by type of crossing
!
80
70
N um ber o f acciden ts
60
50
Unm anned crossings
40
M anned crossings
30
Allcrossings
20
Linear (Unm anned

crossings )
Linear (M anned crossings)
10
Linear (Allcrossings)
0
1988/8 1989/9 1990/9 1991/9 1992/9 1993/9 1994/9 1995/9 1996/9 1997/9
9
0
1
2
3
4
5
6
7
8
!
!
U nm anned crossings
36
29
21
39
44
58
54
53
45
49
M anned crossings
19
13
16
27
13
20
16
21
16
A llcrossings
55
42
37
48
71
71
74
69
66
65
!
(b)
Fatalities
!
!
8)!$IIFgI?R!5+6+,262(1!2)!,(.(,!<*0112)3!+<<29()61!<0;G*21(9!)(+*,7!F%!G(*!<()6!
05! +,,! 5+6+,262(1! 2)! *+2,A+7! +<<29()61! 2)! 8)92+R! +1! 21! 1>0A)! 2)! T+H,(! &#&#! @,6>0:3>! 6>(!
1>+*(! 05! ,(.(,! <*0112)3! 9(+6>1! 2)! +,,! *+2,A+7! 5+6+,262(1! 9(<,2)(9! 123)252<+)6,7! 2)! 6>(!
50,,0A2)3! 7(+*! K$II?gINLR! 0.(*! 6>(! 9(<+9(! 26! >+1! 1>0A)! +! *212)3! 6*()9! A>2<>! 21!
(VG,+2)(9!2)!G+*6!H7!2)<*(+12)3!6*+2)!1G((91!+)9!2)!G+*6!H7!2)<*(+12)3!;060*2a+620)!05!
*:*+,! <0;;:)262(1#! T>(*(! 21! (.29()<(! 60! 1:33(16! 6>+6! +! ;+\0*267! 05! ,(.(,! <*0112)3!
5+6+,262(1! 0<<:*! +6! :);+))(9! K+)9! 6>(*(50*(! :)G*06(<6(9L! ,(.(,! <*0112)31! 2)! *:*+,!
,0<+620)1! +)9! 2).0,.(! 1,0A! ;0.2)3! 5+*;! .(>2<,(1! 9*2.()! H7! 2)(VG(*2()<(9! 9*2.(*1#!!
T>(*(!+,10!+GG(+*1!60!H(!+!>23>!):;H(*!05!+<<29()61!2).0,.2)3!H:1(1R! which would
explain why the relatively low incidence of level crossing accidents results in a
disproportionately high number of fatalities.
!
!
D!
!
Table 2.2: Significance of and trend in level crossing fatalities in India
!
Year
Total fatalities
in railway accidents (No.)
Fatalities in level crossing

accidents (No.)
&%$!
&%I!
%&&!
&%D!
&N&!
%FI!
&IF!
DNI!
%D%!
%$F!
D&!
D$!
?D!
$J=!
$$F!
$FN!
$N?!
$%N!
&&$!
$%=!
$INN_NI!
$INI_IJ!
$IIJ_I$!
$II$_I&!
$II&_I%!
$II%_I=!
$II=_ID!
$IID_IF!
$IIF_I?!
$II?_IN!
Level crossing
fatality %
&&#D!
&$#%!
&%#%!
==#%!
=$#$!
=D#D!!!
F&#N!
&%#=!
F&#F!
=&#=!
(c)
Injuries
c26>! 6>(! (V<(G620)! 05! 6>*((! 7(+*1! K$II$gI&R! $II%gI=! +)9! $IIFgI?LR! 0.(*! 6>(!
G+16! 9(<+9(! ,(.(,! <*0112)3! 2)\:*2(1! >+.(! <0;G*21(9! +! *(,+62.(,7! <0)16+)6! G*0G0*620)!
K+H0:6!&J!G(*!<()6L!05!+,,!2)\:*2(1!2)!*+2,A+7!+<<29()61!2)!8)92+#!
!
Table 2.3: Significance of and trend in level crossing injuries in India
Year
Total injuries
in railway accidents (No.)
Injuries in level crossing

accidents (No.)
Level crossing
injury %
$INNgNI!
?%F!
$%=!
$N#&!
$INIgIJ!
II&!
$I&!
$I#=!
$IIJgI$!
NNN!
$?D!
$I#?!
$II$gI&!
NIF!
%J&!
%%#?!
$II&gI%!
IJN!
&&&!
&=#=!
$II%gI=!
IJF!
%$&!
%=#=!
$II=gID!
F?F!
$DI!
&%#D!
$IIDgIF!
I%=!
$I$!
&J#=!
$IIFgI?!
F$J!
&F=!
=%#%!
$II?gIN!
I??!
$?I!
$N#%!
(d)
Accident, Fatality and Injury Rates
8)! <0;;0)! A26>! +,,! 67G(1! 05! *+2,A+7! +<<29()61R! +<<29()61! +6! ,(.(,! <*0112)31!
+)9!6>(!9(+6>1!+)9!2)\:*2(1!6>(7!<+:1(!<+)!H(!(VG*(11(9!2)!6(*;1!05!+!*+6(!G(*!:)26!
05!*+2,A+7!6*+552<#!!T>(!*+2,A+7!6*+552<!:)26!;016!<0;;0),7!:1(9!50*!6>21!G:*G01(!21!6>(!
6*+2)! Z2,0;(6*(! K(VG*(11(9! 2)! 6(*;1! 05! ;2,,20)! 6*+2)! Z2,0;(6*(1! 0)! +! 1716(;_A29(!
H+121L#! ! T>21! :)26! 21! +,10! +! ;(+1:*(! 05! risk exposure! 50*! ;060*! .(>2<,(1! :12)3! ,(.(,!
<*0112)31#!
!
M23:*(!&#&!1>0A1!6>(!,(.(,!<*0112)3!+<<29()6R!5+6+,267!+)9!2)\:*7!*+6(1!50*!8)92+!
9:*2)3! 6>(! G+16! 9(<+9(#! ! T>(1(! 2)92<+6(! 16+H2,267! 2)! 6>(! +<<29()6! +)9! 2)\:*7! *+6(1!
!
!
F!
A>2<>! 2)! 6>(! <+1(! 05! 6>(! 50*;(*! *(;+2)(9! +,;016! <0)16+)6! +6! J#$J! G(*! ;2,,20)! 6*+2)!
Z2,0;(6*(1!+)9!2)!6>(!<+1(!05!6>(!,+66(*!5,:<6:+6(9!+*0:)9!+!,0)3!6(*;!*+6(!05!J#%D!G(*!
;2,,20)!6*+2)!Z2,0;(6*(1#!!Q7!<0)6*+16R!6>(!,(.(,!<*0112)3!5+6+,267!*+6(!*01(!1>+*G,7R!5*0;!
J#$J! G(*! ;2,,20)! 6*+2)! Z2,0;(6*(1! 2)! $INNgNI! 60! ;0*(! 6>+)! J#%J! G(*! ;2,,20)! 6*+2)!
Z2,0;(6*(1!2)!$IIFgI?R!H(50*(!9*0GG2)3!60!J#&J!G(*!;2,,20)!6*+2)!Z2,0;(6*(1!2)!$II?gIN#!!
T>(!5+<60*1!;()620)(9!2)!1:H_1(<620)!KHL!+H0.(!+*(!;016,7!*(1G0)12H,(!50*!6>(!*212)3!
6*()9!2)!,(.(,!<*0112)3!5+6+,262(1#!
!
!
Figure 2.2: Level crossing accident, fatality and injury rates in India
!
J #F J
R a te (n u m b e r ) p e r m i l l i o n tr a i n
J #D J
J #= J
J #% J
J #& J
- # / # ! 8) \ : * 7 ! C + 6 (
J #$ J
- # / # ! @ < < 29 ( ) 6 ! C + 6 (
- # / # ! M + 6 + ,26 7 ! C + 6 (
J #J J
$ I N N gN I
$ I N I gI J
$ I I J gI $
$ I I $ gI &
$ I I & gI %
$ I I % gI =
$ I I = gI D
$ I I D gI F
$ I I F gI ?
$ I I ? gI N
- # / # ! 8) \ : * 7 ! C + 6 (
J #& &
J #& ?
J #& N
J #D J
J #% =
J #= N
J #& =
J #& N
J #= J
J #& N
- # / # ! @ < < 29 ( ) 6 ! C + 6 (
J #J I
J #J F
J #J F
J #J N
J #$ $
J #$ $
J #$ $
J #$ J
J #$ J
J #$ J
- # / # ! M + 6 + ,26 7 ! C + 6 (
J #J I
J #J ?
J #$ &
J #$ ?
J #$ N
J #& F
J #& N
J #& J
J #% %
J #& $
Source: Indian Railways Country Paper#!!
2.2.3
Level crossing characteristics and effectiveness

(a)
General characteristics
T>(!8)92+)!C+2,A+71!)(6A0*Z!<0)6+2)1!6>(!3*(+6(16!):;H(*!05!,(.(,!<*0112)31!
05!+)7!*+2,A+7!1716(;!2)!@12+#!!8)!3()(*+,R!6>(!8C!)(6A0*Z!>+1!52.(!9255(*()6!67G(1!05!
,(.(,! <*0112)31R! 6>(1(! H(2)3B! +! ;+):+,,7! <0)6*0,,(9! 5:,,! A296>! ,2562)3! H+**2(*! 67G(f! +!
;(<>+)2<+,!5:,,!A296>!1A2)32)3!H+**2(*!67G(f!+!52V(9!A+*)2)3!123)!A26>0:6!H+**2(*!67G(f!
+)!0G()!67G(!<*0112)3R!A26>0:6!H+**2(*1!0*!A+*)2)3!123)1f!+)9!+!<+66,(!<*0112)3#!!T>(!
G0G:,+620)!05!,(.(,!<*0112)31!H7!67G(!0)!6>(!8C!)(6A0*Z!21!32.()!2)!T+H,(!&#=#!
!
!
!
?!
Table 2.4: Level crossings on the Indian Railways network, by type

!!
Class of L.C.
Manned
Type of L.C.
4G(<2+,!
@!
Q!
/!
/+)+,!
Unmanned
Sub-total,
manned
/!
!
/+)+,!
Y!
Sub-total,
unmanned
Total
No on system Brief description

&IF! [+):+,,7!<0)6*0,,(9!5:,,!A296>!,2562)3!H+**2(*#!@,,!
<*0112)31! 2)! <+6(30*7! +*(! 123)+,,(9#! C0+9!
*(3:,+*,7! 0G()#! /+**2(1! *0+9! 05! ;2)2;:;! ?#D!
;(6*(!A296>#!
$R=JF! [+):+,,7! <0)6*0,,(9! 5:,,! A296>! ,2562)3! H+**2(*#!!
@,,! <*0112)31! 2)! <+6(30*7! +*(! 123)+,,(9#! C0+9!
*(3:,+*,7! 0G()#! /+**2(1! *0+9! 05! ;2)2;:;! D#D!
;(6*(!A296>#!
%RNDN! [+):+,,7! <0)6*0,,(9! 5:,,! A296>! ,2562)3! H+**2(*g!
;(<>+)2<+,! 5:,,! A296>! 1A2)32)3! H+**2(*#! $RI$N!
<*0112)31! 2)! <+6(30*7! KDJiL! +*(! 123)+,,(9#!
C0+9!*(3:,+*,7!<,01(9#!
$JRDJI! [+):+,,7! <0)6*0,,(9! 5:,,! A296>! ,2562)3! H+**2(*g!
;(<>+)2<+,! 5:,,! A296>! 1A2)32)3! H+**2(*#! $RN?I!
<*0112)31! 2)! <+6(30*7! K$NiL! +*(! 123)+,,(9#!
C0+9!*(3:,+*,7!<,01(9#!
F%! [(<>+)2<+,! 5:,,! A296>! 1A2)32)3! H+**2(*#! C0+9!
*(3:,+*,7!<,01(9#!
16,132 !
&J! c+*)2)3! 123)+,#! eG()! <*0112)3! A26>0:6!
H+**2(*#!
&JRDJN! eG()!<*0112)3!A26>0:6!H+**2(*#!
I=N! eG()!<*0112)3!A26>0:6!H+**2(*#!
&RN%?! eG()!<*0112)3!A26>0:6!H+**2(*!+)9!A26>0:6!
<>(<Z!*+2,1!K<+66,(!<*0112)3L#!
24,313 !
40,445 !
4G(<2+,R!/,+11!@!+)9!/,+11!Q!,(.(,!<*0112)31!(11()62+,,7!>+.(!6>(!1+;(!67G(!
05!(E:2G;()6!H:6!+*(!92162)3:21>+H,(!5*0;!0)(!+)06>(*!2)!6(*;1!05!6>(!67G(1!05!*0+91!
6>(7! <+**7! +1! A(,,! +1! 6>(2*! 9+2,7! *0+9! +)9! *+2,! 6*+552<! 9()1267#! ! T>:1R! 4G(<2+,! /,+11!
<*0112)31!A>2<>!;016,7!<+**7!*0+91!05!P+620)+,!h23>A+7!16+)9+*9!+*(!(E:2GG(9!A26>!
A29(*!H+**2(*1!6>+)!+*(!/,+11!@!<*0112)31R!A>2,(!/,+11!@!<*0112)31!A2,,!*(E:2*(!A29(*!
H+**2(*1!6>+)!/,+11!Q!<*0112)31R!+)9!10!0)#!!T>(!60G!6>*((!<+6(30*2(1R!*(G*(1()62)3!
)(+*,7! =J! G(*! <()6! 05! +,,! ,(.(,! <*0112)31! 0)! 6>(! 8C! 1716(;R! >+.(! H+**2(*1! A>2<>! +*(!
5:,,7!2)6(*,0<Z(9!A26>!A+7129(!123)+,1#!!P0*;+,,7R!A+*)2)3!60!6*+2)!9*2.(*1!05!6>(!)((9!
60!160G!H(50*(!+!4G(<2+,_Q!/,+11!,(.(,!<*0112)3!21!G*0.29(9!.2+!9216+)6!123)+,1!G,+<(9!
+6!+)!2)6(*.+,!05!$!Z2,0;(6*(!5*0;!6>(!<*0112)3#!!@!1(<0)9!9216+)6!123)+,!21!G,+<(9!+6!+!
5:*6>(*!2)6(*.+,!05!$!Z2,0;(6*(!5*0;!6>(!52*16!25!6*+2)!1G((91!(V<((9!$&J!Z;!G(*!>0:*#!!
M*0;!6>(!6*+2)!9*2.(*j1!G(*1G(<62.(!(+<>!2)6(*,0<Z(9!,(.(,!<*0112)3!21!G*06(<6(9!H7!+!
k'+6(!460Gl!123)+,!A26>!+!H,+<Z!k'l!0)!+!7(,,0A!921<#!!c>()!+!,(.(,!<*0112)3!H(<0;(1!
0H16*:<6(9R!6>(!3+6(Z((G(*!21!*(E:2*(9!60!G*06(<6!6>(!3+6(!A26>!9(60)+60*!123)+,1#!!@!
G*0H,(;! A>2<>! (V2161! 6>*0:3>0:6! 6>(! 8C! 1716(;! 21! 6>+6! 9(60)+60*1! KA>2<>! >+.(! +!
,25(1G+)!05!$J!7(+*1L!+*(!056()!,25(_(VG2*(9!+)9!:)1(*.2<(+H,(#!
!
@6! )0)_2)6(*,0<Z(9R! H:6! ;+))(9R! ,(.(,! <*0112)31! A+*)2)3! 05! 6>(! 2;G()92)3!
+**2.+,!05!+!6*+2)!21!G*0.29(9!H7!6(,(G>0)(!60!6>(!<*0112)3!Z((G(*!H7!6>(!16+620)!;+16(*!
05!6>(!)(+*(16!16+620)#!!T>(!<*0112)3!Z((G(*!A2,,!6>()!(V<>+)3(!+!G*2.+6(!):;H(*!A26>!
!
!
N!
6>(! 16+620)! ;+16(*! 60! 2)92<+6(! 6>+6! >(! >+1! <,01(9! 6>(! H+**2(*! +)9! 6>+6! 6>(! 16+620)!
;+16(*!;+7!)0A!921G+6<>!6>(!6*+2)#!
!
/+)+,! <*0112)31! +*(! ,(.(,! <*0112)31! G*0.29(9! +<*011! <+)+,! 1(*.2<(! *0+91R!
:1(9! H7! 8**23+620)! @:6>0*262(1! 50*! 2)1G(<620)! +)9! ;+2)6()+)<(! 05! <+)+,1#! ! T>(! 3+6(1!
+<*011!6>(1(!1(*.2<(!*0+91!+*(!0G(*+6(9!+)9!,0<Z(9!H7!8**23+620)!@:6>0*262(1!A>0!+,10!
Z((G!6>(!Z(71#!
!
423)252<+)6! 5(+6:*(1! 05! 6>(! ,(.(,! <*0112)3! 2).()60*7! 9+6+! G*0.29(9! 2)! 6>(!
/0:)6*7!S+G(*!50*!8)92+!+*(!6>+6!6>(!(V216()<(!05!k:)0552<2+,l!,(.(,!<*0112)31!0)!6>(!8C!
1716(;! 21! )06! +<Z)0A,(93(9! +)9! 6>+6! $FR$%&! 0:6! 05! =JR==D! ,(.(,! <*0112)31! 0)! 6>(!
1716(;! K0*! )(+*,7! =J! G(*! <()6L! +*(! ;+))(9#! ! T>21! >23>! ;+))2)3! *+620! ;+7! ,+*3(,7!
(VG,+2)!A>7!6>(!8)92+)!C+2,A+71R!+6!,(+16!0)!6>(!1:*5+<(R!+GG(+*1!60!>+.(!+!*(,+62.(,7!
3009! ,(.(,! <*0112)3! 1+5(67! *(<0*9R! +,6>0:3>! 6>(! E:+,267! 05! 6>(! 9+6+! *(,+62)3! 60! ,(.(,!
<*0112)3!+<<29()61!+)9!<+1:+,62(1!>+1!*(<()6,7!H(()!<*262<2a(9!H7!6>(!/0;;21120)(*1!
50*!C+2,A+7!4+5(67!+)9!H7!6>(!C+2,A+7!4+5(67!C(.2(A!/0;;266((#$!!Y:*2)3!0)(!*(<()6!
7(+*R! 10;(! IJ! G(*! <()6! 05! +,,! ,(.(,! <*0112)3! +<<29()61! A(*(! (162;+6(9! 60! >+.(!
0<<:**(9! +6! :);+))(9R! +)9! 6>(*(50*(! :)G*06(<6(9R! ,(.(,! <*0112)31#! ! T>21! <0)6*+161!
A26>! 6>(! 126:+620)! 2)! c(16(*)! U:*0G(! A>(*(! H7! 5+*! 6>(! 3*(+6! ;+\0*267! 05! +<<29()61!
0<<:*!+6!,(.(,!<*0112)31!(E:2GG(9!A26>!+:60;+62<!H+**2(*!G*06(<620)!K1((!/>+G6(*!%L#!
!
@1!;+7!H(!0H1(*.(9!2)!T+H,(!&#DR!8C!1+5(67!16+62162<1!2)92<+6(!6>+6!>+,5!05!+,,!
+<<29()61!+6!;+))(9!,(.(,!<*0112)31!A(*(!<+:1(9!H7!k0G()!0*!2;G*0G(*,7!<,01(9!0*!
1(<:*(9! 3+6(1l#! ! T>(! 06>(*! ;+2)! 5+<60*1! <0)6*2H:62)3! 60! 6>(1(! +<<29()61! A(*(!
)(3,23()<(R! 2**(1G0)12H2,267! 0*! 2)<+G+<267! 0)! 6>(! G+*6! 05! ;060*! .(>2<,(! 9*2.(*1#! ! 8)! +)!
(550*6! 60! G*(.()6! +<<29()61! <+:1(9! H7! 6>21! 5+<60*R! 8C! >+1! +90G6(9! +! G,+)! 60! (E:2G!
$RJF%!,(.(,!<*0112)31!A26>!*(,+7!2)6(*,0<Z2)31!H(6A(()!)0A!+)9!6>(!7(+*!&JJ%#!
Table 2.5: Causes of accidents at manned level crossings,1993-94 to 1997-98
P0!!
$!
&!
%!
=!
D!
F!
?!
N!
T06+,!
/+:1(1!
Y:(!60!0G()!0*!2;G*0G(*,7!<,01(9!0*!
1(<:*(9!3+6(1#!
C0+9!.(>2<,(1!<0;2)3!0.(*!6>(!,(.(,!
<*0112)31!A>(*(!H+**2(*1!0)!6>(!06>(*!
129(!>+9!H(()!<,01(9#!!
C0+9!.(>2<,(1!<*+1>2)3!2)60!6>(!,2562)3!0*!
1A2)3!67G(!3+6(1!0*!H*(+Z2)3!6>(!,0<Z!+)9!
0G()2)3!26#!
C0+9!.(>2<,(1!H*(+Z2)3!0*!0G()2)3!6>(!
<>+2)1!+6!,(.(,!<*0112)31!<,01(9!H7!
<>+2)1#!!
C0+9!.(>2<,(1!,(56!+6!,(.(,!<*0112)31!0*!
2)5*2)32)3!6*+<Z#!
Y21*(3+*9!05!123)+,1!H7!9*2.(*1#!
P0)_211:(!05!<+:620)!0*9(*!60!9*2.(*!A>()!
3+6(!6(,(G>0)(!21!0:6!05!0*9(*#!!
e6>(*!/+:1(1#!!
!
I%_I=!
I=_ID!
ID_IF!
IF_I?!
I?_IN!
T06+,!
$$!
I!
?!
=%!
N!
N!
&!
$!
J!
&!
J!
D!
$!
=!
D!
D!
=!
$I!
J!
$!
J!
J!
$!
&!
J!
J!
J!
J!
J!
J!
&!
J!
=!
J!
J!
J!
&!
J!
=!
J!
$&!
J!
J!
$%!
&!
&J!
J!
$F!
%!
&$!
J!
$F!
D!
NF!
@)06>(*!:)2E:(!5(+6:*(!05!,(.(,!<*0112)31! 0)!6>(!8C!1716(;!21!6>+6!)(+*,7!IJ!
G(*!<()6!05!+,,!G*06(<6(9!K2#(#!;+))(9L!,(.(,!<*0112)31R!<0;G*212)3!6>01(!2)!/,+11(1!Q!
+)9!/R!+*(!)0*;+,,7!<,01(9!+3+2)16!*0+9!6*+552<!d!6>+6!21R!6>(!H+**2(*1!+*(!0),7!0G()(9!
A>()!6>(*(!21!+!123)252<+)6!H:2,9_:G!05!*0+9!6*+552<!+)9!+*(!6>()!<,01(9!+3+2)!A>()!6>(!
*0+9! 6*+552<! H:2,9_:G! 21! <,(+*(9#! ! T>21! G*0<(9:*(! 21! *+*(,7! +GG,2(9! 2)! 06>(*! <0:)6*2(1!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
$
!Report of the Railway Safety Review Committee 1998, P(A!Y(,>2R!@:3:16!$III#!
!
!
I!
+)9! ;+7! +,10! G+*6,7! 1(*.(! 60! (VG,+2)! 6>(! *(,+62.(,7! 3009! 1+5(67! G(*50*;+)<(! 05! 8C!
,(.(,!<*0112)31#!!
!
@!)(3+62.(!5(+6:*(!05!,(.(,!<*0112)3!0G(*+62)3!G*0<(9:*(1!0)!6>(!8C!1716(;!21!
6>+6!H+**2(*!<,01:*(!62;(!0)!10;(!,(.(,!<*0112)31!21!:):1:+,,7!,0)3#!!@)!2)1G(<620)!05!
,(.(,!<*0112)31!2)!6>(!@3*+!+*(+!9:*2)3!6>(!U4/@S!;21120)!60!8)92+!2)!e<60H(*!$III!
*(.(+,(9! 6>+6! +6! 0)(! k/,+11! @l! ,(.(,! <*0112)3! 6>(! ;+V2;:;! 62;(! 05! <,01:*(! 05! 6>(!
<*0112)3!H+**2(*1!A+1!N!;2):6(1R!A26>!+)!+.(*+3(!05!D!;2):6(1#!!4:<>!<,01:*(!62;(1!
+*(! ;:<>! ,0)3(*! 6>+)! 6>01(! A>2<>! A0:,9! )0*;+,,7! H(! 60,(*+6(9! H7! *0+9! :1(*1! +)9!
<0:,9! A(,,! *(1:,6! 2)! H+**2(*! H*(+Z6>*0:3>1! H7! ;060*! .(>2<,(1! +)9! G(9(16*2+)1#!!
UV<(112.(,7!,0)3!H+**2(*!<,01:*(!62;(1!6()9!60!H(!+!5(+6:*(!05!6>(!@H10,:6(!Q,0<Z2)3!
+)9! T+H,(6! 1716(;1! 05! 1+5(! A0*Z2)3! 2)! 6>+6! 6>(1(! 1716(;1! *(E:2*(! H+**2(*1! 60! H(!
<,01(9!2;;(92+6(,7!+56(*!+!6*+2)j1!9(G+*6:*(!5*0;!+!)(23>H0:*2)3!16+620)#!!Q7!<0)6*+16R!
67G2<+,!H+**2(*!<,01:*(!62;(1!()<0:)6(*(9!+6!;+2),2)(!,(.(,!<*0112)31!2)!T>+2,+)9!+)9!
2)!O2(6!P+;!A(*(!0),7!05!6>(!0*9(*!05!&!;2):6(1#!
!
T>(! G0,2<7! 05! 6>(! 8)92+)! C+2,A+71! 60! *(G,+<(! @H10,:6(! Q,0<Z! A26>! @:60;+62<!
Q,0<Z!423)+,,2)3!21!6>(*(50*(!+!;+\0*!16(G!50*A+*9R!+1!50*!.(*7!,266,(!+992620)+,!(VG()1(!
26! <+)! H(! (VG(<6(9! 60! *(1:,6! 2)! 123)252<+)6,7! 1>0*6(*! ,(.(,! <*0112)3! <,01:*(! 62;(1! A26>!
+66()9+)6! H()(5261! 2)! 6(*;1! 05! 2)<*(+1(9! ,2)(! <+G+<267! +)9! +! *(9:<(9! *21Z! 05! ,(.(,!
<*0112)3! +<<29()61! +)9! <+1:+,62(1! +1! +! *(1:,6! 05! H+**2(*! H*(+Z6>*0:3>1#! ! T>(! 5:*6>(*!
;0.(! 60A+*91! +)! @T/4! K*+920_H+1(9! @9.+)<(9! T*+2)! /0)6*0,! 4716(;L! A2,,! G*09:<(!
(.()!3*(+6(*!H()(5261R!12)<(!26!A2,,!+,,0A!<*0112)3!<,01:*(!62;(1!60!H(!+9\:16(9!2)!,2)(!
A26>!*0+9!6*+552<!9(;+)9!A26>0:6!<0;G*0;212)3!1+5(67#!
!
(b)
Characteristics by zonal railway
!
T>(! .+16)(11! 05! 6>(! <0:)6*7! +)9! 261! *+2,A+7! )(6A0*Z! >+1! ;+9(! *(320)+,!
+:60)0;7!2)!6>(!;+)+3(;()6!05!6>21!)(6A0*Z!(11()62+,#!!/0)1(E:()6,7R!6>(!)(6A0*Z!
21! 92.29(9! 2)60! )2)(! 0G(*+62)3! *(320)1! 0*! a0)(1R! (+<>! 0)(! >+.2)3! <0;G,(6(! <0)6*0,!
0.(*! +,,! +1G(<61! 05! *+2,A+7! 0G(*+620)1! 0)! 261! 6(**260*7R! 2)<,:92)3! 1+5(67#! ! T>(!
<>+*+<6(*2162<1!+)9!(55(<62.()(11!05!6>(!,(.(,!<*0112)3!1716(;1!2)!0G(*+620)!0)!(+<>!
a0)+,!*+2,A+7!;+7!H(!3+:3(9!5*0;!T+H,(!&#F!H(,0A#!
!
86! ;+7! H(! 0H1(*.(9! 5*0;! 6>21! 6+H,(! 6>+6! +<<29()6! 0<<:**()<(1! +*(! ;:<>!
3*(+6(*! 0)! 6>(! 40:6>(*)! C+2,A+7! 6>+)! 0)! +)7! 06>(*! a0)+,! *+2,A+7R! 7(6! 6>(! 40:6>(*)!
C+2,A+7! 21! )06! 123)252<+)6,7! 921+9.+)6+3(9! 2)! 6(*;1! 05! >+.2)3! +! >23>(*! G*0G0*620)! 05!
:);+))(9! ,(.(,! <*0112)31! 0*! +! ,0A(*! G*0G0*620)! 05! 2)6(*,0<Z(9! ,(.(,! <*0112)31! 6>+)!
+)7! 06>(*! a0)+,! *+2,A+7#! ! T>(! (VG,+)+620)! 05! 6>21! 9255(*()<(! ;23>6! ,2(! 2)! 6>(! .0,:;(!
+)9!<0;G012620)!05!6>(!6*+552<!<+**2(9!0)!6>21!*+2,A+7#!
!
!
!
$J!
!
Table 2.6: Level crossing characteristics and performance, by zonal railway
!
m0)+,!C+2,A+7!
P0!05!
-(.(,!
/*0112)31!
S*0G0*620)!
05!
8)6(*,0<Z(9!
-(.(,!
/*0112)31!
P0#!05!
:);+))(9!
-(.(,!
/*0112)31!
!!!!!!!!!KiL!
S*0G0*620)!
05!
:);+))(9!
-(.(,!
/*0112)31!
@<<29()61!
+6!-(.(,!
/*0112)31!
@<<29()61!
+6!-#/#g!
@<<29()61!+6!
-#/#g$JJJ!
$JJJ!-#/#!
:);+))(9!
-#/#!
!!!!!!!KiL!
/()6*+,!C#!
%R$&D!
$I!
$R&I=!
=$!
$N!
D#?F!
$%#I=!
U+16(*)!C#!
&R&F=!
&&!
IN?!
=%!
$J!
%#JF!
$J#$%!
P0*6>(*)!C#!!
FR?=N!
$N!
%RD$?!
D&!
?D!
$$#$$!
&$#%&!
P0*6>!U+16(*)!C#!
=RJ%N!
!!?!
&RDND!
F=!
=&!
$J#=J!
$F#&=!
P0*6>(+16!M*0)62(*!C#!
$RI=%!
$%!
$R&=?!
F=!
$$!
D#FF!
N#N&!
40:6>(*)!C#!
=R=N=!
$I!
&R&IJ!
D$!
?%!
$F#&N!
%$#NN!
40:6>!/()6*+,!C#!
!%R==%!
$?!
$RI=?!
D?!
=&!
$&#&J!
&$#D?!
40:6>!U+16(*)!C#!
=R%%N!
$=!
%R%I=!
?N!
&D!
D#?F!
?#%?!
c(16(*)!C#!
!?RJIN!
$J!
=R$&N!
DN!
=I!
F#IJ!
$$#N?!
%?R=N$n!
$D!
&JR%NI!
D=!
%=D!
I#&J!
$F#I&!
T06+,!
!!
* Note that this total does not include cattle crossings (unlike the total shown in Table 2.4).
!
2.2.4
Administration of railway safety regulations: role of the CRS
T>(! 8)92+)! C+2,A+71! @<6! +1123)1! *(1G0)12H2,267! 50*! +)7! +<<29()6! 0<<:**2)3! +6!
:);+))(9!,(.(,!<*0112)31!60!6>(!*0+9!:1(*#!!T>21!21!+,10!+1!G(*!6>(!G*0.2120)1!05!6>(!
[060*! O(>2<,(! @<61! 211:(9! H7! 6>(! 46+6(! '0.(*);()61#! ! 8C! >+1! 6*+92620)+,,7! )06!
<0)129(*(9!+)7!5:)9+;()6+,!G0,2<7!<>+)3(1!A26>!*(3+*9!60!:);+))(9!,(.(,!<*0112)31!
A>(*(!6>(!9()1267!05!6*+552<!>+1!H(()!,0A#!!TA0!05!6>(!>23>!,(.(,!C+2,!@<<29()61!8)E:2*7!
/0;;266((1R! )+;(,7R! 6>(! X:)a*:! /0;;266((! +)9! c+)<>00! /0;;266((R! >+.(! 2)! 6>(!
7(+*1! $IF&! +)9! $IFN! *(1G(<62.(,7R! )06! *(<0;;()9(9! +)7! 5:)9+;()6+,! G0,2<7!
<>+)3(1!+)9!>+.(!+,10!)06!*(<0;;()9(9!6>+6!8C!6+Z(1!0.(*!*(1G0)12H2,267#!
!
h0A(.(*R!+!1716(;!50*!2)9(G()9()6!2).(1623+620)!05!*+2,A+7!+<<29()6!>+1!H(()!
+90G6(9! 2)! 8)92+#! ! T>21! 1716(;! 2).0,.(1! 6>(! (16+H,21>;()6! 05! +)! 0552<(! 05!
/0;;21120)(*! 05! C+2,A+7! 4+5(67! K/C4L! 50*! (+<>! a0)+,! *+2,A+7#! ! T>(! /C4! 0G(*+6(1!
2)9(G()9()6,7!05!6>(!*+2,A+7!0*3+)2a+620)!+)9!+<6:+,,7!*(G0*61!60!6>(![2)216(*!05!/2.2,!
@.2+620)#!
!
8)! (11()<(R! 6>(! 5:)<620)1! 05! 6>(! /C4! +*(! 12;2,+*! 60! 6>01(! 05! 6>(! C+2,A+7!
8)1G(<60*+6(! 05! 6>(! h(+,6>! +)9! 4+5(67! UV(<:62.(! 2)! 6>(! W)26(9! X2)390;! 2)! 6>+6! 6>(!
G016! G*0.29(1! +)! 2)9(G()9()6! 10:*<(! 05! 2)E:2*7! +)9! +9.2<(! <0)<(*)2)3! +,,! *+2,A+7!
1+5(67!;+66(*1#!T>(!/C4!>+1!6>*((!;+2)!5:)<620)1R!)+;(,7B!
!
K2L!
2)1G(<620)!+)9!0G(*+620)+,!<(*6252<+620)!05!)(A!*+2,A+7!,2)(1f!
K22L!
0G(*+620)+,!<(*6252<+620)!05!+,,!)(A!;062.(!G0A(*!+)9!*0,,2)3!160<Zf!+)9!
K222L!
<0)9:<6!05!2)E:2*2(1!2)60!*+2,A+7!+<<29()61#!
!
T>(! ,+16! 05! 6>(1(! 5:)<620)1! <0;G*21(1! IJ! G(*! <()6! 05! 6>(! A0*Z,0+9! 05! 6>(!
/C4j1#! 8)! 3()(*+,R! 6>(! /C4! A2,,! 2).(1623+6(! +)! +<<29()6! 25! 26! 2).0,.(1! 5+6+,262(1R!
G*0G(*67!9+;+3(!3*(+6(*!6>+)!&#D!;2,,20)!*:G((1!K0*!+GG*0V2;+6(,7!W4o!D?RJJJLR!0*!25!
6>(! 2)6(**:G620)! 60! 6*+552<! 21! ,0)3(*! 6>+)! &=! >0:*1#! T>(! 9(<2120)! +1! 60! A>(6>(*! 60!
<0)9:<6! +)! 2)E:2*7! *(161! A26>! 6>(! /C4! A>0! ;+7! 9(<29(! 60! 9(,(3+6(! +)! 2)E:2*7! 60!
!
!
$$!
*+2,A+7! 0552<(*1#! 85! +! \:92<2+,! 2)E:2*7! 21! 1:H1(E:()6,7! 0*9(*(9R! 6>(! /C4! 21! 0H,23(9! 60!
1:1G()9!>21!0A)!2)E:2*7#!
!
c>2,(!6>(!/C4!>+1!6>(!G0A(*!60!<0)9:<6!+)!2)E:2*7R!60!A*26(!+!*(G0*6!+)9!60!
;+Z(! *(<0;;()9+620)1! 0)! (+<>! +<<29()6! 2).(1623+6(9R! 6>(! (V(<:62.(! +:6>0*267! 50*!
1+5(67! *(3:,+620)! *(129(1! A26>! 6>(! 0G(*+620)+,! ;+)+3(;()61! 05! (+<>! a0)+,! *+2,A+7#!
T>:1R! 6>(1(! ;+)+3(;()61! ;+7! 9(<29(! 60! +<<(G6! 6>(! *(<0;;()9+620)1! 05! 6>(! /C4!
(26>(*!2)!5:,,!0*!2)!G+*6R!0*!+,6(*)+62.(,7!60!*(\(<6!6>(;!<0;G,(6(,7#!8)!G*+<62<(R!>0A(.(*R!
6>(!/C4!A0*Z1!<,01(,7!A26>!6>(!UV(<:62.(!Y2*(<60*!4+5(67!+6!6>(!,(.(,!05!6>(!C+2,A+7!
Q0+*9!+)9!A26>!/>2(5!4+5(67!e552<(*1!+6!6>(!,(.(,!05!6>(!a0)+,!*+2,A+71#!!
!
Y21<:1120)1!A26>!6>(!/C4!+66+<>(9!60!6>(!P0*6>(*)!C+2,A+7!2)92<+6(9!6>+6!6>(!
*0,(! 05! 6>(! /C4! >+1! H(()! (55(<62.(! 2)! 29()62572)3! +! ):;H(*! 05! G*0H,(;1! *(,+6(9!
1G(<252<+,,7!60!,(.(,!<*0112)3!1+5(67#!T>(1(!2)<,:9(B!
!
K2L!
+! ,+<Z! 05! 2)50*;+620)! 2)! 0552<2+,! 1+5(67! 16+62162<1! +H0:6! +<<29()61!
2).0,.2)3! G(9(16*2+)1R! +6! ,(.(,! <*0112)31! 0*! (,1(A>(*(! K26! A+1!
(162;+6(9!6>+6!2)!6>(!P0*6>(*)!C+2,A+7!6>(1(!+;0:)6(9!60!+H0:6!D_$J!
G(*!9+7Lf!
!
K22L!
G00*! ;+2)6()+)<(! H7! 6>(! *+2,A+71! 05! 6>(! *0+9! +GG*0+<>(1! 60! ,(.(,!
<*0112)31! <+**2(1! A26>! 26! 6>(! *21Z! 05! .(>2<,(1! H(2)3! 3*0:)9(9! 0)!
<*0112)31! +)9! 1:H1(E:()6,7! H(2)3! 16*:<Z! H7! 6*+2)1! K1:<>! +<<29()61!
A(*(!<0)129(*(9!60!H(!.(*7!5*(E:()6!0)!6>(!P0*6>(*)!C+2,A+7Lf!
!
K222L!
6>(! 2)+9(E:+<7! 05! ;+):+,,7! 0G(*+6(9! 1A2)3! 3+6(1! 0)! 90:H,(! 6*+<Z!
,2)(1!K9:(!60!6>(!62;(!6+Z()!60!<,01(!6>(1(!3+6(1!*0+9!:1(*1!<+)!()6(*!
6>(!<*0112)3!5*0;!6>(!k0G()!129(l!+)9!*21Z!H(2)3!<+:3>6!2)!6>(!;299,(Lf!
+)9!
!
K2.L!
G00*! 6*+2)2)3! +)9! ,+<Z! 05! G*05(1120)+,! <0;G(6()<(! +;0)3! ,(.(,!
<*0112)3! 16+55! K6>(! /C4j1! >+.(! H(()! +<62.(! 2)! G*0;062)3! 6>(!
*(<03)2620)! 05! <*0112)3! Z((G(*1! +1! +)! 0<<:G+620)+,! 3*+9(! A26>! +!
<+*((*!G+6>!+)9!+!G*0G(*!6*+2)2)3!17,,+H:1L#!
!
!
2.2.5 Level crossing system evaluation techniques
!
4716(;+62<!(.+,:+620)!05!,(.(,!<*0112)3!1+5(67!G(*50*;+)<(!+)9!05!\:16252<+620)!
50*! :G3*+9(9! <*0112)3! G*06(<620)! 21! <+**2(9! 0:6! H7! 6>(! 8)92+)! C+2,A+71#! ! 8)! 3()(*+,R!
6>(! T*+2)! O(>2<,(! W)26! KTOWL! 21! :1(9! +1! 6>(! <*26(*20)! 50*! 29()62572)3! A>2<>! ,(.(,!
<*0112)31!A2,,!>+.(!G*20*267!50*!:G3*+92)3#!!T>(!TOW!+1!26!21!Z)0A)!2)!8)92+!21!29()62<+,!
60! 6>(! T*+552<! [0;()6! KT[L! 2)92<+60*1! +1! +GG,2(9! 2)! 06>(*! <0:)6*2(1! 2)! 6>+6! 26! *(1:,61!
5*0;!6>(!;:,62G,2<+620)!05!6>(!9+2,7!*0+9!6*+552<!.0,:;(!+6!+!,(.(,!<*0112)3!H7!6>(!9+2,7!
):;H(*!05!6*+2)1!G+112)3!6>*0:3>!6>+6!<*0112)3#!!T>(!TOW!<*26(*2+!+GG,2(9!2)!8)92+!+*(!
+1!1>0A)!2)!T+H,(!&#?#!
!
!
$&!
Table 2.7: TVU criteria for level crossing type

!
Item
$!
&!
Daily traffic density/ traffic movement

TOW!!!FRJJJ!
FRJJJ!p!TOW!q!$JRJJJ!
%!
=!
$JRJJJ!p!TOW!q!$JJRJJJ!
TOW!"!$JJRJJJ!
Type of crossing indicated

W);+))(9!,(.(,!<*0112)3!
@,,!:);+))(9!,(.(,!<*0112)31!60!H(!
;+))(9!0)!G*03*+;;(9!H+121!
[+))(9!,(.(,!<*0112)31!!
C0+9!5,70.(*!g!0.(*G+11!
!
!
O212H2,267! 21! +,10! +! <*26(*20)! :1(9! 2)! 0*9(*! 60! 29()6257! 6>01(! unmanned K+)9!
>()<(! :)G*06(<6(9L ,(.(,! <*0112)31! A>2<>! +*(! 60! H(! 32.()! G*20*267! 50*! ;+))2)3#! ! @,,!
:);+))(9!,(.(,!<*0112)31!+*(!*(E:2*(9!60!>+.(!+!<,(+*!.212H2,267!50*!*0+9!:1(*1!05!FJJ!
;(6*(1!+1!0H1(*.(9!H7!6>(;!+6!D!;(6*(1!5*0;!6>(!<()6*(!05!6>(!*+2,A+7!6*+<Z#!!-(.(,!
<*0112)31! )06! >+.2)3! .212H2,267! 60! *0+9g*+2,! 6*+552<! :G! 60! 6>(! G*(1<*2H(9! 9216+)<(! +*(!
<0)129(*(9! >+a+*90:1! +)9! +*(! ;+))(9! H7! 6>(! 8)92+)! C+2,A+71! +6! 261! <016#! ! T>(!
<0;H2)(9! TOW! +)9! .212H2,267! <*26(*2+! :1(9! 60! (16+H,21>! G*20*262(1! 50*! ;+))2)3! 05!
:)G*06(<6(9!,(.(,!<*0112)31!+*(!1(6!0:6!2)!T+H,(!&#N#!!T>*0:3>0:6!6>(!)(6A0*ZR!+!606+,!
05!=R==I!,(.(,!<*0112)31!>+.(!H(()!29()6252(9!+1!>+.2)3!G*20*267!50*!;+))2)3#!
!
Table 2.8: Criteria for manning of unprotected level crossings!
!
Priority
Category!
$!
&!
!
Description
-(.(,!<*0112)31!>+.2)3!;0*(!6>+)!$JRJJJ!TOW!
-(.(,!<*0112)31!>+.2)3!;0*(!6>+)!FRJJJ!TOWR!H:6!A>2<>!+*(!
>+a+*90:1!0)!+<<0:)6!05!*(16*2<6(9!.212H2,267!
Number on
system
$&%!
!
D?!
%!
!
-(.(,!<*0112)31!A>(*(!6*+552<!9()1267!21!,(11!6>+)!FRJJJ!TOW!H:6!
A>(*(!H:1(1!+)9!06>(*!;060*!.(>2<,(1!G,7!*(3:,+*,7#!
=!
!
-(.(,!<*0112)31!A26>!TOW!,(11!6>+)!FRJJJ!+)9!*(16*2<6(9!
.212H2,267R!H:6!A>(*(!;060*!.(>2<,(1!90!)06!G,7!
!
&RD%?!
-(.(,!<*0112)31!A>(*(!.212H2,267!21!+9(E:+6(!H:6!6*+552<!9()1267!
(V<((91!FRJJJ!TOW!
!
$R$=$!
=R==I!
D!
!
T06+,!
!
DI$!
!
@)06>(*!<*26(*20)!:1(9!60!(16+H,21>!G*20*262(1!50*!;+))2)3!05!:)G*06(<6(9!,(.(,!
<*0112)31!21!6>(!*(,+62.(!2;G0*6+)<(!05!6>(!*+2,A+7!,2)(!2)!6(*;1!05!6*+552<!9()1267!+)9!
;+V2;:;! 6*+2)! 1G((91#! ! 4(.()! <,+11252<+620)1! >+.(! H(()! 9(.21(9! A26>! 9(1<()92)3!
;+))2)3!G*20*262(1R!5*0;!'*0:G!@!60!'*0:G!U!+1!1>0A)!2)!T+H,(!&#I#!
!
!
$%!
!
Table 2.9: Measures of the importance of railway lines used to establish
level crossing manning priorities!
!
'*0:G!@!
'*0:G!Q!
'*0:G!/!
'*0:G!Y_4G(<2+,!
!
4G((91!05!:G!60!$FJZ;g>!
4G((91!05!:G!60!$%JZ;g>!
4:H:*H+)!1716(;1!2)!Q0;H+7!+)9!/+,<:66+!!
T*+552<!9()1267!21!.(*7!>23>!0*!,2Z(,7!60!3*0A!1:H16+)62+,,7!2)!5:6:*(!
+)9!6>(!1+)<620)(9!1G((9!21!$JJZ;g>!+6!G*(1()6!
'*0:G!Y!
4G((9!21!$JJZ;g>!+6!G*(1()6!!
'*0:G!U_4G(<2+,!
!
'*0:G!U!
!
T*+552<!9()1267!21!.(*7!>23>!0*!,2Z(,7!60!3*0A!1:H16+)62+,,7!2)!!
5:6:*(!+)9!G*(1()6!1+)<620)(9!1G((9!21!,(11!6>+)!$JJZ;g>!!
4(<620)1!+)9!H*+)<>!,2)(1!A26>!+!G*(1()6!1+)<620)(9!1G((9!05!
,(11!6>+)!$JJ!Z;g>#!
2.2.6
Level crossing safety initiatives

(a)
Manning of unprotected level crossings
T>(! <:**()6! 52.(_7(+*! G,+)! K<0.(*2)3! 6>(! G(*209! $IIIg&JJJ! 60! &JJ%g&JJ=L!
G*0.29(1! 50*! 6>(! G*03*(112.(! <0).(*120)! 05! :);+))(9g:)G*06(<6(9! <*0112)31! 60!
;+))(9gG*06(<6(9!16+6:1#!!Y(G()92)3!:G0)!6>(!+1123)(9!<+6(30*7!05!(+<>!<*0112)3R!
6>21! A2,,! 2).0,.(! 2)16+,,+620)! 05! A+*)2)3! 123)1! 0*! ,23>61! +)9! H00;! H+**2(*1! 05! .+*20:1!
67G(1! +1! A(,,! +1! <0)16*:<620)! 05! +! <*0112)3! +66()9+)6j1! A0*Z16+620)! +6! G*20*2621(9!
,0<+620)1#!!Y(6+2,1!05!6>21!G*03*+;;(!+*(!32.()!2)!T+H,(!&#$J#!
!
!
Table 2.10: Annual plan of level crossing conversion to manned status
r(+*!
$IIIs&JJJ!
P0!05!,(.(,!<*0112)31!
G*0G01(9!50*!;+))2)3!
%I$!
&JJJs&JJ$!
&JJ$s&JJ&!
$RJJJ!
IDJ!
&JJ&s&JJ%!
IF?!
&JJ%s&JJ=!
T06+,!
$R$=$!
=R==I!
C0:6(!'*0:G!
S*20*267!/+6(30*7!
@R!Qt/!
8s8O!
Y_4G(<2+,!
U_4G,R!YtU!
8s8O!
8s8O!
U!
8sO!
@R!QR!/R!!Y_4G,RYR!U_4G,R!U!
O!
!
!
(b)
Other level crossing upgrading measures
8)!+992620)!60!<0).(*120)!05!:)G*06(<6(9!,(.(,!<*0112)31!60!;+))(9!16+6:1R!6>(!
8)92+)!C+2,A+71!>+1!+!G,+)!60!3*+9(!1(G+*+6(!0*!60!*(,+7!2)6(*,0<Z!10;(!05!6>(!;0*(!
9()1(,7!6*+552<Z(9!<*0112)31!0)!261!)(6A0*Z#!!
!
Y:*2)3! 6>(! <:**()6! 52.(_7(+*! G,+)! K$IIIg&JJJ_&JJ%g&JJ=LR! 26! 21! G*0G01(9! 60!
2)6(*,0<Z! +! 606+,! 05! $RJF%! ,(.(,! <*0112)31R! A>2,(! *0+9! :)9(*! 0*! 0.(*_G+11(1! +*(!
<:**()6,7! :)9(*! <0)16*:<620)! +6! %%I! ,0<+620)1! 6>*0:3>0:6! 8)92+#! ! eA2)3! 60! 6>(! >23>!
<016! 05! 6>(1(! 2)262+62.(1! +)9! K2)! 6>(! <+1(! 05! 3*+9(! 1(G+*+620)L! 60! 6>(! )(<(11267! 05!
!
!
$=!
1>+*2)3!6>(!<016!A26>!*0+9!+:6>0*262(1!+)9g0*!G*2.+6(!9(.(,0G(*1R!G*03*(11!>+1!H(()!
1,0A#!
!
(c)
Road user education
T>(!8)92+)!C+2,A+71!>+1!0),7!+!.(*7!1;+,,!H:93(6!50*!*0+9!:1(*!(9:<+620)!H:6!
90(1! ;+Z(! :1(! 05! 6>(! ;+11! ;(92+! K;+2),7! 6(,(.2120)! +)9! )(A1G+G(*1L! 60! G*0;06(!
G:H,2<!+A+*()(11!05!6>(!)((9!50*!<+:620)!A>()!:12)3!,(.(,!<*0112)31#!!e)(!(55(<62.(!
;(+)1!05!9211(;2)+62)3!6>21!;(11+3(!21!6>(!:1(!05!)062<(!H0+*91!2)!punjayat!K0*!,0<+,!
.2,,+3(L! 0552<(1! 60! 921G,+7! 1+5(67! G016(*1#! 42)<(! *(129()61! 05! *:*+,! +*(+1! 6()9! 60!
*(3:,+*,7! .2126! 6>(2*! punjayat! 0552<(1R! 6>21! 2)262+62.(! >+1! 6>(! G06()62+,! 60! *(+<>! +! A29(!
1(<620)! 05! 6>(! <0;;:)267#! ! e)(! 1:<>! G016(*! :1(9! 60! G*0;06(! <+:620)! H7! 6>(! G:H,2<!
A>()!:12)3!,(.(,!<*0112)3!21!1>0A)!>(*(+56(*#!
!
!
!
!
$D!
2.2.7
Level crossing safety impediments
@G+*6! 5*0;! +! ,+<Z! 05! +9(E:+6(! <+G26+,! 5:)91! 60! :G3*+9(! ,(.(,! <*0112)31R! 6>(!
;+2)! 5+<60*1! <0)129(*(9! 60! H(! A0*Z2)3! +3+2)16! +)! 2;G*0.(;()6! 2)! ,(.(,! <*0112)3!
1+5(67!2)!8)92+!+*(B!
!
K2L!
the lack of priority!32.()!H7!*0+9!+:6>0*262(1!60!2;G*0.2)3!,(.(,!<*0112)3!
1+5(67! K)0! 90:H6! (VG,+2)(9! H7! 6>(! 5+<6! 6>+6! ,(.(,! <*0112)3! +<<29()61!
*(G*(1()6! +)! 2)123)252<+)6! G*0G0*620)! 05! +,,! *0+9! 6*+552<! +<<29()61! 2)!
8)92+Lf!
!
K22L!
6>(! lack of funding! priority! 2)! 6>(! 8)92+)! C+2,A+71! H:93(6! 50*! ,(.(,!
<*0112)3!2;G*0.(;()6g:G3*+92)3!K:),2Z(!6>(!126:+620)!A>2<>!+GG,2(1!2)!
06>(*!<0:)6*2(1!05!6>(!*(320)R!,(.(,!<*0112)3!+<<29()61!+<<0:)6!50*!0),7!
+! 1;+,,! G*0G0*620)! d! 0),7! $D! G(*! <()6! 2)! $II?gIN! d! 05! +,,! *+2,A+7!
+<<29()61!2)!8)92+Lf!!
!
K222L!
increasing disposable incomes and motorization! 2)! 8)92+R! ,(+92)3!
G+*62<:,+*,7! 60! +)! 2)<*(+12)3! 2)<29()<(! 05! ,(.(,! <*0112)3! +<<29()61! 2)!
*:*+,! +*(+1! A>(*(! 3()(*+,! ,(.(,1! 05! (9:<+620)! +)9! 1+5(67! +A+*()(11!
+*(!G00*f!+)9!
!
K2.L!
6>(! predominance of Absolute Block and Tablet systems of safe
working! 0)! 6>(! ,(11! 9()1(,7! 6*+552<Z(9! *+2,A+7! *0:6(1! 2)! 8)92+! ;(+)1!
6>+6! ,()36>7! 9(,+71! 60! *0+9! 6*+552<! +6! ,(.(,! <*0112)31! A2,,! G(*1216! 50*!
10;(! 62;(! 2)60! 6>(! 5:6:*(R! +992)3! 60! 6>(! G0112H2,267! 05! +)! 2)<*(+12)3!
2)<29()<(!05!H+**2(*!H*(+Z6>*0:3>1!+6!;+))(9!,(.(,!<*0112)31#!
!
!
2.3
Level Crossing Safety in the Islamic Republic of Iran
2.3.1
Summary
T>(! 8*+)2+)! 81,+;2<! C(G:H,2<! C+2,A+71! 0G(*+6(1! +! *0:6(! )(6A0*Z! A26>! +! 606+,!
,()36>! 05! DRIID! Z2,0;(6*(1#! ! T>21! )(6A0*Z! 21! 1:H92.29(9! 2)60! 52.(! ;+2)! *0:6(1! +)9!
6>2*6(()!0G(*+62)3!*(320)1!0*!9216*2<61#!!c26>2)!6>21!)(6A0*Z!6>(*(!+*(!%==!0552<2+,!,(.(,!
<*0112)31!05!+,,!67G(1!+)9!?=!:)0552<2+,!,(.(,!<*0112)31!32.2)3!+!606+,!05!=$NR!0*!*0:3>,7!
0)(!<*0112)3!50*!(.(*7!$=#%!*0:6(_Z;!0)!+.(*+3(#!!T>:1R!0.(*+,,R!6>(!)(6A0*Z!<+))06!
H(!1+29!60!>+.(!+!G+*62<:,+*,7!9()1(!<0)<()6*+620)!05!,(.(,!<*0112)31#!
!
T>(!*(320)!A26>!6>(!3*(+6(16!,(.(,!<*0112)3!9()1267!21!6>(!4>0;+,!*(320)!60!6>(!
(+16!05!T(>*+)!A26>!%N$!*0:6(_Z;!+)9!ND!,(.(,!<*0112)31R!0*!0)(!50*!(.(*7!=#D!*0:6(_
Z;#!!@6!6>(!06>(*!(V6*(;(!21!6>(!]0)0H(1>+*3!*(320)!2)!6>(!10:6>(+16!05!6>(!<0:)6*7R!
A26>!FND!*0:6(_Z;!+)9!0),7!$=!,(.(,!<*0112)31R!0*!0)(!50*!(.(*7!=I!*0:6(_Z;#!
!
e5! 6>(! %==! 0552<2+,! ,(.(,! <*0112)31! 2)! 6>(! )(6A0*ZR! &$?! K0*! F%! G(*! <()6L! +*(!
(E:2GG(9!A26>!*0+9!A+*)2)3!,23>61!+)9!H+**2(*!G*06(<620)!+)9!6>(!*(;+2)2)3!$&?!K%?!
G(*! <()6L! +*(! 12;G,(! 0G()! <*0112)31! A26>! )0! 50*;! 05! *0+9! A+*)2)31! +)9! H+**2(*!
G*06(<620)!A>+6(.(*#!
!
T0!+!,+*3(!(V6()6!,(.(,!<*0112)3!1+5(67!21!+!5:)<620)!05!6>(!):;H(*!+)9!9()1267!
05!,(.(,!<*0112)31!0)!+!*+2,!1716(;#!!T>(!*(,+62.(,7!,0A!9()1267!05!,(.(,!<*0112)31!0)!
6>(! *+2,A+7! 1716(;! 05! 6>(! 81,+;2<! C(G:H,2<! 05! 8*+)! 21! *(5,(<6(9! 2)! 1;+,,! ):;H(*1! 05!
+<<29()61R!5+6+,262(1!+)9!2)\:*2(1!0)!6>21!1716(;#!!8)!$IINR!+<<29()6R!5+6+,267!+)9!2)\:*7!
*+6(1! 50*! 6>(! 1716(;! *(1G(<62.(,7! 16009! +6! J#F=R! J#$$R! +)9! J#$?! G(*! ;2,,20)! 6*+2)_Z;R!
!
!
$F!
9(;0)16*+62)3! 6>+6! 6>(! 81,+;2<! C(G:H,2<! 05! 8*+)! >+1! 0)(! 05! 6>(! H(66(*! ,(.(,! <*0112)3!
1+5(67! *(<0*91! 2)! @12+! +)9! 0)(! A>2<>! 21! 2)9((9! 1:G(*20*! 60! 6>+6! 05! ;0*(! 6>+)! +! 5(A!
9(.(,0G(9!<0:)6*2(1#!
!
T>(! 8*+)2+)! 81,+;2<! C(G:H,2<! C+2,A+71! >+1! +! G0,2<7! 60! (,2;2)+6(! +1! ;+)7! 05!
6>(!,(.(,!<*0112)31!+1!G0112H,(!6>*0:3>!grade separation. h0A(.(*R +,6>0:3>!+H0:6!
=?! ,(.(,! <*0112)31! >+.(! H(()! )0;2)+6(9! 50*! *(G,+<(;()6! H7! *0+9! 0.(*G+11(1R! 6>(!
<0)16*:<620)! <016! 05! 6>(1(! 0.(*G+11(1! >+1! 10! 5+*! G*0.()! G*0>2H262.(R! +)9! 06>(*!
<>(+G(*! 50*;1! 05! 1+5(67! ()>+)<(;()6! >+.(! H(()! G:*1:(9#! ! T>(1(! >+.(! 2)<,:9(9B!
G*0.2120)!05!<(;()6!H+**2(*1!+,0)3!*+2,A+7!,2)(1!K(1G(<2+,,7!2)!6>(!(V26!+*(+1!05!<262(1LR!
2)! 0*9(*! 60! G*(.()6! *0+9! :1(*1! 5*0;! <*0112)3! 6>(! 6*+<Z1! +6! 06>(*! 6>+)! 6>(! 0552<2+,,7!
9(123)+6(9! ,(.(,! <*0112)31f! 2)16+,,+620)! 05! (,(<6*2<+,,7! 0G(*+6(9! H+**2(*1! 60! *(G,+<(!
;(<>+)2<+,!H+**2(*1R!6>(*(H7!*(9:<2)3!6>(!62;(!50*!<,01:*(!05!<*0112)31!60!*0+9!6*+552<f!
*(G,+<(;()6!05!0,9(*!,(.(,!<*0112)3!16+55!H7!70:)3(*R!5266(*!16+55f!+)9!*(G,+<(;()6!05!
9(5(<62.(! 123)1! +)9! 06>(*! *0+9! A+*)2)3! 9(.2<(1! A26>! 16+6(_05_6>(! +*6! +:92H,(! +)9!
.212H,(!A+*)2)3!1716(;1#!
2.3.2

(a)
Accidents
=D
$ #N J
=J
$ #F J
%D
$ #= J
%J
$ #& J
&D
$ #J J
&J
J #N J
$D
J #F J
$J
J #= J
J #& J
J
- # / # ! + < < 29 ( ) 6 1
- # / # ! + < < 29 ( ) 6 ! * + 6 (
$II$
$II&
$II%
$II=
$IID
$IIF
$II?
$IIN
=&
=J
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&F
%%
%=
%?
%J
$ #F J
$ #= ?
$ #% %
J #N F
J #N %
J #? &
J #? %
J #F =
- # / # ! + < < 29 ( ) 6 1
- # / # ! + < < 29 ( ) 6 ! * + 6 (
- 2) ( + * ! K - # / # ! + < < 29 ( ) 6 ! * + 6 ( L
- 2) ( + * ! K - # / # ! + < < 29 ( ) 6 1 L
Source: Country Paper for Islamic Republic of Iran.
!
!
J #J J
N o .a c c id e n t s p e r m ill.t
N o . L .C . a c c id
S*20*!60!$II?R!9+6+!0)!*+2,A+7!+<<29()61!2)!6>(!81,+;2<!C(G:H,2<!05!8*+)!A(*(!
)06!+.+2,+H,(#!!U+<>!*(320)!<0,,(<6(9!+<<29()6!2)50*;+620)!2)!+!50*;!A>2<>!1:26(9!261!
0A)!*(E:2*(;()61#!!h0A(.(*R!9+6+!+GG(+*!60!H(!+.+2,+H,(!0)!+!<0)1216()6!H+121!0.(*!
6>(!G(*209!$II$_$IIN#!
!
e.(*!6>21!G(*209R!+<<29()61!+6!,(.(,!<*0112)31!+GG(+*(9!60!*(G*(1()6!0),7!F_N!
G(*!<()6!05!+,,!*+2,A+7!+<<29()61#!!@1!;+7!H(!0H1(*.(9!2)!M23:*(!&#%R!6>(!):;H(*!05!
,(.(,!<*0112)3!+<<29()61!9:*2)3!6>21!G(*209!5(,,!5*0;!=&!2)!$II$!60!%J!2)!$IINR!+)9!6>(!
+<<29()6!*+6(!5*0;!$#F!60!J#F=!+<<29()61!50*!(.(*7!;2,,20)!6*+2)_Z2,0;(6*(1!*:)#!
!
Figure 2.3: Level crossing accidents in the Islamic Republic of Iran
$?!
Q7! 5+*! 6>(! 3*(+6(16! G*0G0*620)! KNJ_IJ! G(*! <()6L! 05! 6>(! 606+,! ):;H(*! 05! ,(.(,!
<*0112)3! +<<29()61! 0)! 6>(! 1716(;! 0<<:**(9! +6! :)G*06(<6(9! ,(.(,! <*0112)31R! +1! 21!
1>0A)!2)!M23:*(!&#=#!
Figure 2.4: Number of accidents by type of level crossing in the

Islamic Republic of Iran
=D
=J
N u m b e r o f a c c id e
%D
%J
&D
&J
$D
$J
D
J
@ < < 29 ( ) 6 1 ! + 6
G *0 6 ( < 6 ( 9 ! - # / # 1
@ < < 29 ( ) 6 1 ! + 6
: ) G * 0 6 ( < 6 ( 9 ! - # / # u1
$II$
$II&
$II%
$II=
$II?
$IIN
$J
$IID $IIF
=
&
%=
%%
%J
&$
&I
%J
%=
&N
(b)
Fatalities and injuries
W),2Z(! +<<29()6! 0<<:**()<(1R! 6>(! ):;H(*! 05! G(*10)1! Z2,,(9! K1((! M23:*(! &#DL!
+)9!2)\:*(9!K1((!M23:*(!&#FL!2)!,(.(,!<*0112)3!+<<29()61!>+.(!H(()!0)!+!*212)3!6*()9!
0.(*!6>(!G+16!?_N!7(+*1R!9(1G26(!9*+;+62<!2;G*0.(;()61!2)!6>(1(!16+62162<1!9:*2)3!6>(!
,+16!6A0!7(+*1!05!6>(!*(.2(A!G(*209!K$II?!+)9!$IINL#!!h0A(.(*R!6>(!5+6+,267!+)9!2)\:*7!
*+6(1! <0**(1G0)92)3! A26>! 6>(! +H10,:6(! 16+62162<1! >+.(! H(()! 9(<,2)2)3!16(+92,7! +)9! +6!!!!!!!!!!!!!!!
J#$$! G(*10)1! Z2,,(9! +)9! J#$?! G(*10)1! 2)\:*(9! G(*! ;2,,20)! 6*+2)_Z;! 2)! $IIN! <0;G+*(!
E:26(!5+.0:*+H,7!A26>!;+)7!A(16(*)!<0:)6*2(1#!
!
!
$N!
Figure 2.5: Level crossing fatalities in the Islamic Republic of Iran

J #% J
$=
$&
$J
N o . L .C . f a t a lit
J #& J
N
J #$ D
F
J #$ J
=
J #J D
&
J
- # / # ! 5 + 6 + ,26 2( 1
- # / # ! 5 + 6 + ,26 7 ! * + 6 (
N o .L .C .f a t a lit ie s p e r m ill.t r a
J #& D
$II$
$II&
$II%
$II=
$IID
$IIF
$II?
$IIN
$&
J #$ I
J #$ N
J #& %
J #& J
J #& %
J #& F
J #$ F
J #$ $
J #J J
- # / # ! 5 + 6 + ,26 2( 1
- # / # ! 5 + 6 + ,26 7 ! * + 6 (
- 2) ( + * ! K - # / # ! 5 + 6 + ,26 7 ! * + 6 ( L
- 2) ( + * ! K - # / # ! 5 + 6 + ,26 2( 1 L
?J
$ #= J
FJ
$ #& J
DJ
$ #J J
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J #N J
%J
J #F J
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J #= J
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J #& J
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- # / # 2) \: * 2( 1
- # / # ! 2) \: * 7 ! * + 6 (
$II$
$II&
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$II=
$IID
$IIF
$II?
$IIN
$D
$F
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J #D ?
J #$ D
J #D %
J #= F
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$ #& N
J #& &
J #$ ?
J #J J
N o .L .C . in ju r ie s p e r m ill.t r a
N o . L .C . in ju r
Figure 2.6: Level crossing injuries in the Islamic Republic of Iran
- # / # 2) \: * 2( 1
- # / # ! 2) \: * 7 ! * + 6 (
- 2) ( + * ! K - # / # ! 2) \: * 7 ! * + 6 ( L
- 2) ( + * ! K - # / # 2) \: * 2( 1 L
!
!
2.3.3
S*06(<6(9! ,(.(,! <*0112)31! 0)! 6>(! 1716(;! 05! 6>(! 8*+)2+)! 81,+;2<! C(G:H,2<!
C+2,A+71!+*(!(E:2GG(9!(V<,:12.(,7!A26>!;(<>+)2<+,,7!0G(*+6(9!H+**2(*1#!!T>(1(!+*(!05!
6A0!67G(1B!5:,,!A296>!+)9!>+,5!A296>!,2562)3!H+**2(*1!K1((!T+H,(!&#$$L#!
!
8)!6(*;1!05!6>(!,(.(,!05!G*06(<620)!6>(7!+550*9R!6>(1(!H+**2(*!2)16+,,+620)1!<+)!H(!
1+29!60!H(!1+5(R!12)<(!+<<29()61!0<<:**2)3!+6!G*06(<6(9!,(.(,!<*0112)31!+*(!<,(+*,7!.(*7!
!
!
$I!
5(A!2)!):;H(*!K0),7!&!2)!$IINL#!!h0A(.(*R!<0)<(*)!A+1!*+21(9!2)!6>(!<0:)6*7!*(G0*6!
6>+6! ;(<>+)2<+,! H+**2(*1! ;+7! H(! 2)<0;G+62H,(! A26>! <*0112)3! <,01:*(! 62;(1! 05! 1>0*6!
9:*+620)R! 12)<(! 16+55! *(E:2*(! ;0*(! 62;(! 60! 0G(*+6(! ;+):+,,7! 9(G,07(9! H+**2(*1! 6>+)!
6>(7!;23>6!25!6>(!H+**2(*1!A(*(!(,(<6*2<+,,7!9(G,07(9#!!P0!2)50*;+620)!A+1!G*0.29(9!0)!
+.(*+3(!<*0112)3!<,01:*(!62;(!50*!6>(!1716(;#!
!
Table 2.11: Level crossing installations by type, Islamic Republic of Iran
Type
Brief Description
Number
on
system
42)3,(! Q+**2(*! [(<>+)2<+,!
5:,,! &JJ!
K5:,,!A296>L!
A296>!,2562)3!H+**2(*!
Associated
Rail
Signalling
M2V(9!*+2,!,(.(,!
<*0112)3!
A+*)2)3!H0+*9!
[+):+,!!
Y0:H,(!
Q+**2(*1! K>+,5_
A296>Ln!
[(<>+)2<+,!
>+,5! !!$?!
A296>!,2562)3!H+**2(*!
M2V(9!*+2,!,(.(,!
<*0112)3!
A+*)2)3!H0+*9!
W)G*06(<6(9!
W)0552<2+,!!
T06+,!
!!!!!!!!!_!
!!!!!!!!!_!
!
eG()!<*0112)3!
eG()!<*0112)3!
!
P0)(!
P0)(!
!
Class
[+):+,!
$&?!
!!?=!
=$N!
Associated
Road
Signalling
M2V(9!*0+9!
,(.(,!<*0112)3!
A+*)2)3!H0+*9f!
5,+1>2)3!*(9!
,23>6!+3+2)16!
*0+9!:1(*1#!
M2V(9!*0+9!
,(.(,!<*0112)3!
A+*)2)3!H0+*9f!
5,+1>2)3!*(9!
,23>6!+3+2)16!
*0+9!:1(*1#!
P0)(!
P0)(!
!

* T>(1(! +*(! :)9(*16009! 60! H(! 05! 6>(! U:*0G(+)! 9(123)! A>(*(H7! >+,5! H+**2(*1! +*(! G,+<(9!!!!!!!!!!!!!!!!!!
+,6(*)+6(,7!+<*011!6>(!*0+9!<+**2+3(A+7!0)!(26>(*!129(!05!6>(!6*+<Z#!!
2.3.4
Administration of railway safety regulations
8)! 6>(! +H1()<(! 05! +)7! 2)92<+620)! 60! 6>(! <0)6*+*7! 2)! 6>(! <0:)6*7! G+G(*R! 26! A+1!
+11:;(9! 6>+6! 6>(! 8*+)2+)! 81,+;2<! C(G:H,2<! C+2,A+71! >+1! 10,(! *(1G0)12H2,267! 50*! 6>(!
+9;2)216*+620)!05!+,,!1+5(67!*(3:,+620)1!0)!261!1716(;#!
!
8)! 6(*;1! 05! 261! ,2+H2,267! 50*! >:;+)! <+1:+,62(1! +)9! G*0G(*67! 9+;+3(! *(1:,62)3!
5*0;!,(.(,!<*0112)3!+<<29()61R!6>(!*+2,A+7!21!)06!,2+H,(!50*!<0;G()1+620)!:),(11!1:<>!
+<<29()61! 0<<:*! +6! G*06(<6(9! ,(.(,! <*0112)31! and 6>(! *+2,A+7! >+1! H(()! 9((;(9!
*(1G0)12H,(!H7!6>(!<0:*61!1716(;!+1!+!*(1:,6!05!)(3,23()<(!0)!6>(!G+*6!05!261!16+55!0*!05!
5+2,:*(!05!261!(E:2G;()6#!8)!1:<>!<+1(1R!6>(!*+2,A+7!21!*(E:2*(9!60!G+7!<0;G()1+620)!05!
:G! 60! W4o! $JRJJJ! 50*! (+<>! G(*10)! Z2,,(9! 0*! 2)\:*(9R! 6>21! +;0:)6! H(2)3! .+*2(9! (.(*7!
7(+*! 2)! +<<0*9+)<(! A26>! 81,+;2<! -+A#! ! 8)! <0;;0)! A26>! ;016! *+2,A+71R! 6>(! 8*+)2+)!
81,+;2<!C(G:H,2<!C+2,A+71!>+1!+H10,:6(!G*20*267!60!0G(*+6(!A26>2)!261!0A)!*23>6_05_A+7R!
A>2<>!21!9(52)(9!+1!6>(!2)6(*.+,!H(6A(()!H0:)9+*2(1!52V(9!+6!N#D!;(6*(1!0)!(26>(*!129(!
05!6>(!6*+<Z!<()6*(,2)(#!!C0+9!:1(*1!+*(!)06!G(*;266(9!60!()<*0+<>!0)!6>21!*23>6_05_A+7!
(V<(G6!A26>!6>(!G(*;21120)!05!6>(!*+2,A+7!+)9!+6!6>(!+GG*0G*2+6(!<*0112)31!G*0.29(9!
H7!6>(!*+2,A+7#!
!
2.3.5 Level crossing system evaluation techniques (technical and financial)
T>(! 8*+)2+)! 81,+;2<! C(G:H,2<! C+2,A+71! +11(11(1! ,(.(,! <*0112)3! :G3*+92)3!
G*20*262(1!2)!*(,+620)!60!6>(!50,,0A2)3!<>+*+<6(*2162<1B!
!
!
!
&J!
K2L!
K22L!
K222L!
,0<+620)!05!6>(!<*0112)3f!
*+2,!+)9!*0+9!6*+552<!9()1262(1f!+)9!
A296>!05!6>(!*0+9!<*0112)3!6>(!*+2,!6*+<Z1#!
!
T>:1R!25!+!,(.(,!<*0112)3!21!A26>2)!+!<267!+)9!>+1!+!A29(!*0+9!<+**2+3(A+7!!K(#3#!
90:H,(!,+)(R!9:+,!<+**2+3(A+7LR!26!A2,,!H(!(E:2GG(9!A26>!90:H,(!H+**2(*1!(26>(*!129(!05!
6>(! 6*+<Z1#! ! 85! 6>(! ,(.(,! <*0112)3! <+**2(1! +! )0*;+,! 6A0! ,+)(! *0+9R! 26! A2,,! H(! (E:2GG(9!
A26>!+!12)3,(!H+**2(*!(26>(*!129(!05!6>(!6*+<Z1#!!85!6>(!,(.(,!<*0112)3!21!,0<+6(9!0:6129(!+!
<267!+)9!90(1!)06!<+**7!+!;+2)!*0+9R!26!A2,,!)0*;+,,7!)06!H(!G*06(<6(9R!2#(#!26!A2,,!>+.(!
0),7!52V(9!*0+9!A+*)2)3!H0+*91!+6!261!+GG*0+<>(1#!
!
T>(! 8*+)2+)! 81,+;2<! C(G:H,2<! C+2,A+71! 21! 2)! 6>(! G*0<(11! 05! 9(.(,0G2)3!
3:29(,2)(1!50*!:1(!2)!+11(112)3!6>(!<+1(!50*!:G3*+92)3!261!,(.(,!<*0112)3!2)16+,,+620)1#!
c>2,(!)0!0552<2+,!6*+552<!9()1267!<*26(*2+!7(6!(V216!+1!+!H+121!50*!9(6(*;2)2)3!A>()!+)9!
60! A>+6! (V6()6! ,(.(,! <*0112)31! 1>0:,9! H(! :G3*+9(9R! +! *(<()6! 16:97! H7! 16+55! 05! 6>(!
C+2,A+7! C(1(+*<>! /()6*(! >+1! 2)92<+6(9! 6>(! 50,,0A2)3! T[! KT*+552<! [0;()6! v! 9+2,7!
):;H(*!05!*0+9!.(>2<,(1!V!9+2,7!):;H(*!05!6*+2)1L!.+,:(1!50*!67G2<+,!,(.(,!<*0112)31!2)!
(+<>!05!6>(!6>*((!<+6(30*2(1!2)!6>(!1716(;B!
!
!
K2L!
Class a <*0112)31#! [2)2;:;!*0+9!.(>2<,(1!G(*!>0:*B!
FJJ!
!
!
[2)2;:;!6*+2)1!G(*!9+7B!
&J!
!
!
T[!v!FJJ!V!&=!V!&J!v!
288,000
!
K22L! Class b <*0112)31#! [2)2;:;!*0+9!.(>2<,(1!G(*!>0:*B!
=DJ!
!
!
[2)2;:;!6*+2)1!G(*!9+7B!
&J!
!
!
T[!v!=DJ!V!&=!V!&J!v!
216,000
!
K222L! Class c <*0112)31#! [2)2;:;!*0+9!.(>2<,(1!G(*!>0:*B!
%JJ!
!
!
[2)2;:;!6*+2)1!G(*!9+7B!
$J!
!
!
T[!v!%JJ!V!&=!V!$J!v!
72,000
!
!
86! ;:16! H(! )06(9! 6>+6! 6>(! 8*+)2+)! 81,+;2<! C(G:H,2<! C+2,A+71! 90(1! )06R! +1! +!
;+66(*!05!*0:62)(R!6+Z(!<0:)61!05!*0+9!.(>2<,(1!:12)3!261!,(.(,!<*0112)31#!!P(26>(*!+*(!
6>(1(! <0:)61! 6+Z()! H7! 6>(! 30.(*);()6! +3()<2(1! *(1G0)12H,(! 50*! *0+9! <0)16*:<620)!
+)9! ;+)+3(;()6#! ! T>(! +H0.(! 9+6+! A(*(! H+1(9! 0)! k0)(_055l! <0:)61! 05! 6*+552<! :12)3!
6>(!H:12(16!*0+91!2)!(+<>!G*0.2)<(#!
!
Q+1(9! 0)! 6>(! +H0.(! *(1:,61! 05! 6>(! C(1(+*<>! /()6*(! 16:97R! 6>(! *+2,A+7!
G*0G01(1!60!(16+H,21>!<*26(*2+!50*!6>(!+11(11;()6!05!,(.(,!<*0112)31!+1!50,,0A1B!
Proposed level crossing assessment criteria, Islamic Republic of Iran
TM value
Indicated crossing type
T[!q!?&RJJJ!
?&RJJJ!p!T[!p!&NNRJJJ!
P0!G*06(<620)!d!12;G,(!52V(9!*0+9!A+*)2)3!123)1!+6!<*0112)3!+GG*0+<>(1!0),7!
[(<>+)2<+,! 0*! (,(<6*2<+,,7! 0G(*+6(9! ,2562)3! H+**2(*1f! 52V(9! A+*)2)3! H0+*9! +)9!
5,+1>2)3!A+*)2)3!,23>61!+3+2)16!*0+9!:1(*1f!52V(9!,(.(,!<*0112)3!A+*)2)3!H0+*9!
+3+2)16!6*+2)!9*2.(*1!
C0+9!0.(*G+11!0*!:)9(*G+11!
T[!w!&NNRJJJ!
!
!
!
!
&$!
86! 21! 30.(*);()6! G0,2<7! 60! *(G,+<(! ,(.(,! <*0112)31! A26>! 3*+9(! 1(G+*+6(9!
<*0112)31! A>(*(.(*! 6>21! ;+7! H(! \:16252(9! H7! 6>(! 5*(E:()<7! 05! +<<29()6! 0<<:**()<(1!
+)9! 6>(! <0;H2)(9! .0,:;(! 05! *0+9! +)9! *+2,! 6*+552<! +6! 6>(! <*0112)3! ,0<+620)1! :)9(*!
+11(11;()6#!
!
C(1G0)12H2,267!50*!9(6(*;2)2)3!G*20*262(1!+)9!50*!:)9(*6+Z2)3!3*+9(!1(G+*+620)!
+)9!06>(*!,(.(,!<*0112)3!:G3*+92)3!A0*Z1!*(129(1!A26>!6>(!Y(G:67![2)216(*!05!C+2,A+7!
/0)16*:<620)!+)9!Y(.(,0G;()6#!!
!
T>(! Y(G:67! [2)216(*j1! 9(G+*6;()6! A2,,! <+**7! 0:6! (<0)0;2<! (.+,:+620)1! 05!
3*+9(!1(G+*+620)!G*0G01+,1!6+Z2)3!2)60!+<<0:)6!6>(!50,,0A2)3!5+<60*1B!
!
#$
T>(! present annual value! KPAVL! 05! 6>(! *(E:2*(9! 2).(16;()6! 2)! 6>(!
3*+9(!1(G+*+620)!A0*Z1f!
#$
4+,+*7!+)9!;+2)6()+)<(!<016!05!6>(!,(.(,!<*0112)3!60!H(!*(G,+<(9f!
#$
4+.2)31! 60! *0+9! :1(*1! *(1:,62)3! 5*0;! *(9:<(9! 5:(,! <0)1:;G620)R!
.(>2<,(!9(G*(<2+620)!+)9!G(*10)+,!9(,+7!62;(f!+)9!
#$
4+.2)31!60!6>(!*+2,A+7!6>*0:3>!(,2;2)+620)!05!1G((9!*(16*2<620)1#!
!
86!;:16!H(!)06(9!6>+6!6>(1(!(.+,:+620)1!90!not 2)<,:9(!+,,0A+)<(1!50*!H()(5261!
+*212)3!5*0;!*(9:<(9!,011!05!,25(R!2)\:*7!+)9!G*0G(*67!9+;+3(R!G0112H,7!H(<+:1(!05!6>(!
92552<:,67!05!29()62572)3!.+,29!<0161!50*!6>(1(!(,(;()61#!
!
8)! 6>(! <+1(! 05! (.+,:+620)1! 05! ;+\0*! ,(.(,! <*0112)3! G*06(<620)! G*0G01+,1R! 6>(!
;+\0*!H()(526!+11(11(9!21!6>(!*(9:<620)!05!+<<29()61!+6!6>(!,(.(,!<*0112)31!2).0,.(9#!
@3+2)R! 1:<>! (.+,:+620)1! +GG(+*! 60! (V<,:9(! <0)129(*+620)! 05! 6>(! H()(5261! +110<2+6(9!
A26>! *(9:<(9! ,011! 05! ,25(R! G(*10)+,! 2)\:*7! +)9! G*0G(*67! 9+;+3(R! +)9! +*(! ,2Z(,7! 60! H(!
,2;26(9!60!6>(!52)+)<2+,!1+.2)31!+<<*:2)3!60!6>(!*+2,A+7!2)!6>(!50*;!05!*(9:<(9!G*0G(*67!
9+;+3(! +)9! 6*+552<! 921*:G620)R! +1! A(,,! +1! ,2)(! <+G+<267! (VG+)120)! *(1:,62)3! 5*0;!
*(;0.+,!05!1G((9!*(16*2<620)1#!
!
!
2.3.6 Level crossing safety initiatives
e)(! 05! 6>(! ;+\0*! 1+5(67! 6>*(+61! 60! 6>(! *+2,A+7! +*21(1! 5*0;! 6>(! G*(1()<(! 05!
:)0552<2+,! ,(.(,! <*0112)31! A>2<>! .(*7! 056()! 6+Z(! 6>(! 50*;! 05! k9216*2H:6(9! <*0112)31l!
+,0)3! +! H*0+9! *23>6_05_A+7! 5*0)6+3(! 2)! 6>(! (V26! +*(+1! 05! <262(1#! ! T>(! 8*+)2+)! 81,+;2<!
C(G:H,2<!C+2,A+71!>+1!+66(;G6(9!60!(,2;2)+6(!6>21!G*0H,(;!H7!<0)16*:<62)3!<0)<*(6(!
H+**2(*1!+,0)3129(!6>(!*+2,A+7!6*+<Z1!+6!10;(!05!6>(!;0*(!<*262<+,!,0<+620)1#!
!
2.3.7 Level crossing safety impediments
T>(!8*+)2+)!81,+;2<!C(G:H,2<!C+2,A+71!>+1!)0;2)+6(9!6>(!50,,0A2)3!5+<60*1!+1!
;+\0*!2;G(92;()61!60!6>(!2;G*0.(;()6!05!,(.(,!<*0112)3!1+5(67!0)!261!1716(;B!
!
K2L!
Limited finance.!!/0)16*:<620)!05!3*+9(!1(G+*+6(9!<*0112)31!21!,2Z(,7!60!
<016!+)7A>(*(!H(6A(()!W4o!$!;2,,20)!+)9!W4o!?!;2,,20)!G(*!<*0112)3!
9(G()92)3! :G0)! 6>(! ,()36>! 05! H*293(! 1G+)1! *(E:2*(9R! A>2,(! H+**2(*!
G*06(<620)! +)9! A+*)2)3! ,23>6! 2)16+,,+620)! 21! (162;+6(9! 60! <016! W4o!
$NRJJJ!G(*!<*0112)3!K1:33(162)3!+!606+,!05!+H0:6!W4o!%#F!;2,,20)!25!+,,!
&J$! 05! 6>(! (V2162)3! :)0552<2+,! +)9! 0552<2+,R! H:6! :)G*06(<6(9R! <*0112)31!
+*(! :G3*+9(9L#! T>(! *+2,A+7! <:**()6,7! 5+<(1! 1(.(*(! *(16*2<620)1! 0)! 261!
<+G26+,! 1G()92)3! +)9! 2)9((9! >+1! )0! 1G(<252<! 5:)9! 50*! ,(.(,! <*0112)3!
2;G*0.(;()6f!
!
!
&&!
K22L!
Unfavourable social environment. h23>!*21Z!,(.(,!<*0112)31!6()9!60!H(!

,0<+6(9!2)!6>(!(V26!+*(+!05!<262(1!A>(*(!6>(!G00*!(9:<+620)!+)9!,+<Z!05!
G(*10)+,! 921<2G,2)(! 05! ,0<+,! <0;;:)262(1! +*(! 5+<60*1! 2)! 6>(! >23>!
5*(E:()<7!05!,(.(,!<*0112)3!+<<29()61f!
K222L!
Problem of unofficial distributed level crossings. @1! G*(.20:1,7!

;()620)(9R!6>(!2)<*(+12)3!:1+3(!05!6>(1(!:)0552<2+,!<*0112)31!H7!,0<+,!
<0;;:)262(1! 1((Z2)3! 60! +.029! 9(,+71! +6! 0552<2+,! <*0112)31! <0)6*2H:6(1!
60! 6>(! >23>! 5*(E:()<7! 05! ,(.(,! <*0112)3! +<<29()61! 0)! 6>(! ;+*32)1! 05!
<262(1f!
!
K2.L!
Poor road signalling. 8)16+,,+620)! 05! *0+9! A+*)2)3! 123)1! +6! 6>(!
+GG*0+<>(1! 60! ,(.(,! <*0112)31! 21! 6>(! *(1G0)12H2,267! 05! *0+9!
<0)16*:<620)g;+)+3(;()6! +:6>0*262(1! 12)<(! 6>(1(! 123)1! +*(! ,0<+6(9!
0:6129(! 05! *+2,A+7! *23>61_05_A+7#! [+)7! 05! 6>(1(! 123)1! >+.(!
9(6(*20*+6(9!9:(!60!,+<Z!05!+9(E:+6(!;+2)6()+)<(f!
!
K.L!
Inefficient and ill-trained crossing staff. !T>(!:1(!05!0,9(*R!,(11!(552<2()6!

+)9! 3()(*+,,7! :)6*+2)(9! <*0112)3! G*06(<620)! 16+55! >+1! H(()! +! 5+<60*!
<0)6*2H:62)3!60!10;(!+<<29()61!0)!6>(!1716(;#!!T>(!2)+H2,267!60!*(G,+<(!
6>(1(!16+55!A26>!70:)3(*R!;0*(!(552<2()6!+)9!6*+2)(9!G(*10))(,!2;G(9(1!
1+5(67!()>+)<(;()6!+6!10;(!<*0112)3!,0<+620)1f!+)9!
K.2L!
Careless and negligent motor vehicle drivers.!!-+<Z!05!*(1G(<6!50*!*0+9!

6*+552<! *:,(1! 21! (162;+6(9! 60! (VG,+2)! =J! G(*! <()6! 05! +,,! ,(.(,! <*0112)3!
+<<29()61! 2)! 6>(! 81,+;2<! C(G:H,2<! 05! 8*+)#! ! T>(! E:+,267! 05! 9*2.(*!
(9:<+620)! +)9! E:+,252<+620)! G*03*+;;(1! +.+2,+H,(! 2)! 6>(! <0:)6*7! ;+7!
*(E:2*(!*(_(.+,:+620)!+)9!*(50*;!25!6>21!21!60!H(!(,2;2)+6(9!+1!+!;+\0*!
<0)6*2H:60*7!5+<60*#!
2.4
Level Crossing Safety in the Russian Federation
2.4.1
Y+6+! G*0.29(9! H7! 6>(! C:112+)! [2)216*7! 05! C+2,A+71! K1((! T+H,(! &#$&! +)9! 6>(!
+<<0;G+)72)3! 92+3*+;L! 1>0A! 6>+6! 6>(! ):;H(*! 05! ,(.(,! <*0112)31! 2)! 6>(! C:112+)!
M(9(*+620)! >+1! H(()! 9(<,2)2)3! 16(+92,7! 12)<(! $II&#! T>(! 606+,! ):;H(*! 05! <*0112)31!
9(<,2)(9!H7!+)!+.(*+3(!05!&#$!G(*!<()6!G(*!7(+*!H(6A(()!$II&!+)9!$IIIR!A>2,(!6>(!
+)):+,! *+6(1! 05! 9(<,2)(! 9:*2)3! 6>(! 1+;(! G(*209! 50*! ;+))(9! +)9! :);+))(9! ,(.(,!
<*0112)31!+.(*+3(9!&#?!G(*!<()6!+)9!$#I!G(*!<()6!*(1G(<62.(,7#!
!
!
&%!
Table 2.12: Trend in level crossing numbers

Manned Level
Crossings
Unmanned Level
Crossings
Total
1992
3,443
1993
3,425
1994
3,370
1995
3,273
1996
3,171
1997
3,062
1998
2,921
1999
2,844
12,270
12,437
12,329
12,186
12,011
11,739
11,238
10,737
15,713
15,862
15,699
15,459
15,182
14,801
14,159
13,581
Source: Ministry of Railways Country Paper.
16000
12000
Manned L.C.
Unmanned L.C.
Total
8000
4000
1992
1993
1994
1995
1996
1997
1998
1999
During the same period, the number of accidents at level crossings declined
by an average of 2.6 per cent per annum, with the decline in the number of accidents
at manned level crossings averaging 1.8 per cent per annum and at unmanned level
crossings 2.7 per cent per annum.
Table 2.13: Trend in level crossing accidents
No of Accidents on Manned L.C.
No of Accidents on Unmanned L.C.
Total
1992
67
374
441
1993
113
402
515
1994
86
401
487
1995
68
346
414
1996
60
340
406
1997
83
350
433
1998
59
309
368
600
400
No. of Accidents
on Manned L.C.
200
No. of Accidents
on Unmanned L.C.
Total
1992
1993
1994
1995
1996
1997
1998
However, accident rates (i.e. accidents per million train-km) are increasing as
shown in Table 2.14 and the accompanying diagram. The declining traffic task as
reflected in the train kilometre trend was not matched by the decrease in the number
of level crossing accidents.
24
Table 2.14: Trend in level crossing accident rates
Million train-km
Accidents per
million train-km
1993
16,400
0.031
1994
13,600
0.036
1995
13,100
0.032
1996
12,100
0.034
1997
11,300
0.038
1998
9,300
0.040
0.045
0.04
0.035
0.03
0.025
0.02
0.015
0.01
0.005
0
Accidents/mtk
Details of the types of level crossings currently in operation on the railway

system of the Russian Federation are given in Table 2.15, the trend in installations of
each type of manned crossing is given in Table 2.16, and the trend in the numbers of
each type of unmanned crossing is given in Table 2.17.
Trends in the numbers of manned crossings by type indicate that the numbers
of all types of installations except types B and H have been declining over the past
seven years. In particular, there was a steady reduction in the numbers of the most
advanced A type crossing which, apart from being manned, is equipped with
automatically operated barriers and full warning light protection against road and rail
traffic. By comparison, over the same period, there was a decline in all types of
unmanned level crossings, except type J, which now represents 40 per cent of all
level crossings in the Russian Federation. Significantly, B type crossings, while
equipped with automatically operated warning lights against road traffic, have no
warning signals against train drivers.
Although there is insufficient evidence available, the decline in the A type
crossing (averaging 3.2 per cent per annum), coupled with the increase in the J
type crossing (averaging 2.3 per cent per annum) may have contributed to the
deteriorating trend in level crossing accidents per million train-kilometres over the
seven year period reviewed. It must also be noted that accident rates have
increased despite a decline (averaging 4.2 per cent per annum) in the number of
unprotected crossings on the system.
25
Table 2.15: Types of level crossings operational in 1999

!
Category
Number
on system
Manning
status
@!
$R$?J!
4(*.(9!H7!9:67!
A0*Z(*!
!
Q!
$R$%D!
4(*.(9!H7!9:67!
A0*Z(*!
/!
&N$!
4(*.(9!H7!9:67!
A0*Z(*!
Y!
F?!
4(*.(9!H7!9:67!
A0*Z(*!
U!
=&!
4(*.(9!H7!9:67!
A0*Z(*!
M!
%D!
4(*.(9!H7!9:67!
A0*Z(*!
'!
II!
4(*.(9!H7!9:67!
A0*Z(*!
h!
%DD!
8!
$R%=&!
4(*.(9!H7!9:67!
A0*Z(*!
P06!1(*.(9!H7!
9:67!A0*Z(*!
]!
DRD&&!
X!
%IN!
P06!1(*.(9!H7!
9:67!A0*Z(*!
P06!1(*.(9!H7!
9:67!A0*Z(*!
Type of level crossing

signalling system for
road vehicles
@:60;+62<!H+**2(*1!A26>!
+:60;+62<!6*+552<!,23>6!
123)+,!1716(;#!
4(;2_+:60;+62<!H+**2(*1!
A26>!+:60;+62<!6*+552<!
,23>6!123)+,#!Q+**2(*1!+*(!
<,01(9!+:60;+62<+,,7!+)9!
+*(!0G()(9!H7!G*(112)3!
H:660)#!
!
U,(<6*0!G:1>H:660)!
H+**2(*1!A26>!
+)):)<2+60*!+)9!;+):+,!
,23>6!123)+,!1716(;#!
U,(<6*0!G:1>H:660)!
H+**2(*1!A26>!
+)):)<2+60*!123)+,!
1716(;!K)0!,23>6!1716(;L#!
[(<>+)2a(9!H+**2(*1!A26>!!
+)):)<2+60*!+)9!;+):+,!
,23>6!123)+,!1716(;#!
[(<>+)2a(9!H+**2(*1!A26>!
+)):)<2+60*!123)+,!
1716(;!K)0!,23>6!1716(;L#!
[(<>+)2a(9!H+**2(*1!
A26>0:6!+)):)<2+60*!0*!
,23>6!1716(;1#!
h0*2a0)6+,!*06+*7!
Q+**2(*1!0),7#!
@:60;+62<!6*+552<!,23>6!
123)+,!1716(;!A26>!
H,2)Z2)3!A>26(!,23>6#!
@:60;+62<!6*+552<!,23>6!
123)+,!1716(;#!
T*+552<!,23>6!123)+,!
1716(;!
:12)3!1>:)62)3!123)+,!
A26>!*(9!+)9!A>26(!,23>61!
+1!+!G*06(<620)#!
!
!
!
!
!
!
&F!
Type of signalling system

for railway transport
-(.(,! <*0112)3! G*06(<620)!
,23>6#! 423)+,! G*0.29(9! H:6! 6>(!
+:60;+62<! H,0<Z2)3! 1716(;!
123)+,1! <+)! +,10! H(! :1(9! +1!
<*0112)3!G*06(<620)!123)+,1#!
T>(! 123)+,1! 50*! +**2.+,! +)9!
9(G+*6:*(! 05! 6*+2)1! +6! 16+620)!
+*(! :1(9! 50*! ,(.(,! <*0112)3!
G*06(<620)R! H:6! 2)! *(+10)+H,(!!
<+1(1R!
,(.(,!
<*0112)3!
G*06(<620)! 123)+,1! A2,,! H(!
G*0.29(9#!
4G(<2+,! 123)+,1! A26>! *(9! +)9!
A>26(! +,+*;! ,23>61! +*(!
<0)6*0,,(9! H7! ! 6>(! 0)! 9:67!
A0*Z(*#!
@1!+H0.(#!
@1!+H0.(#!
@1!+H0.(#!
@1!+H0.(#!
@1!+H0.(#!
8)! *(+10)+H,(! <+1(1! 0)!
90:H,(!6*+<Z!1(<620)1R!1G(<2+,!
G*06(<620)! ,23>61! A2,,! H(!
G*0.29(9#!!
P06!G*0.29(9#!
4G(<2+,! 123)+,1! A26>! +,+*;!
,23>61! +*(! <0)6*0,,(9! H7!
1>:)62)3! 0*! ,0<0;062.(! <*(AR!
0*!0G(*+6(!+:60;+62<+,,7#!
Table 2.16: Trend in the numbers of each manned crossing type

T7G(!05!
<*0112)3!
@!
Q!
/!
Y!
U!
M!
'!
h!
$II&!
$II%!
$II=!
$IID!
$IIF!
$II?!
$IIN!
$III!
$R=?&!
$RJ$&!
=N$!
$&?!
F&!
D?!
&$I!
&IF!
$R=N?!
$RJ%N!
=%&!
$%J!
DN!
F$!
$IF!
=J=!
$R=F&!
$RJ=F!
=%=!
$$?!
D?!
DD!
$I&!
=JD!
$R=&I!
$RJD=!
=$J!
$JJ!
D$!
=N!
$D=!
%FJ!
$R=$&!
$RJNN!
%?F!
NJ!
==!
=D!
$F=!
%=$!
$R&N&!
$R$%F!
%=F!
N%!
%=!
%I!
$%$!
%?&!
$R&$I!
$R$&?!
&IN!
?N!
=N!
%&!
$J?!
=$N!
$R$?J!
$R$%D!
&N$!
F?!
=&!
%D!
II!
%DD!
Table 2.17: Trend in the numbers of each unmanned crossing type

!
T7G(!05!
<*0112)3!
$II&!
$II%!
$II=!
$IID!
$IIF!
$II?!
$IIN!
$III!
8!
&%?%!
&JI&!
&J$%!
$NFI!
$??D!
$F=&!
$=JD!
$%=&!
]!
=FNJ!
D=%D!
DD%N!
DFID!
D??=!
D?D&!
DFF%!
DD&&!
X!
D$?!
DF=!
DF&!
D&J!
=D%!
=D=!
==$!
%IN!
P0!9(.2<(!
=?JJ!
=%=F!
=&$F!
=$J&!
=JJI!
%NI&!
%?&I!
%=?D!
!
2.4.2
Level crossing evaluation system
T>(! C:112+)! M(9(*+620)! C+2,A+71! >+1! <,+11252(9! 261! ,(.(,! <*0112)31! 2)!
+<<0*9+)<(!A26>!+!;+6*2V!1716(;R!A>2<>!*(,+6(1!6>(!2)6()1267!05!G+112)3!*+2,!6*+552<!60!
6>(!2)6()1267!05!G+112)3!*0+9!6*+552<!A26>2)!+!&=!>0:*!G(*209#!!T>21!1716(;!21!9(1<*2H(9!
2)!T+H,(!&#$N#!
!
!
Table 2.18: Level crossing classification in the Russian Federation

!
8)6()1267!05!*+2,!6*+552<!0)!;+2),2)(!
K606+,!):;H(*!05!G+112)3!6*+2)1!G(*!
9+7!2)!H06>!92*(<620)1L!!
-(11!6>+)!$F!2)<,:12.(R!+)9!+,10!0)!+,,!
16+620)!+)9!+<<(11!6*+<Z1!
$?_$JJ!
$J$_&JJ!
[0*(!6>+)!&JJ!
8)6()1267!05!*0+9!6*+552<!K606+,!):;H(*!05!G+112)3!.(>2<,(1!G(*!9+7!
2)!H06>!92*(<620)1L!
-(11!6>+)! &J$_$JJJ!
$JJ$_%JJJ! %JJ$_?JJJ! [0*(!6>+)!
&JJ!
?JJJ!
2)<,:12.(!
=6>!/,+11!
=6>!/,+11!! =6>!/,+11!
%*9!/,+11!
&)9!/,+11!
=6>!/,+11!
=6>!/,+11!
%*9!/,+11!
=6>!/,+11!
%*9!/,+11!
&)9!/,+11!
%*9!/,+11!
&)9!/,+11!
&)9!/,+11!
&)9!/,+11!
$16!!/,+11!
$16!!/,+11!
$16!/,+11!
$16!/,+11!
$16!/,+11!!
!
!
T>(! 9216*2H:620)! 05! +,,! 6>(! ,(.(,! <*0112)31! A26>2)! 6>21! <,+11252<+620)! 1716(;! 21!
32.()!2)!T+H,(!&#$I#!
!
!
&?!
Table 2.19: Distribution of all level crossings, by traffic density class

!
T*+552<!9()1267!<,+11!
$!
&!
%!
=!
T06+,!
[+))(9R!G*06(<6(9!,(.(,!
/*0112)31n!
=?=!
IJF!
?F&!
?J?!
&RN=I!
W);+))(9R!:)G*06(<6(9!
,(.(,!<*0112)31nn!
J!
&=?!
$RJ=D!
IR==D!
$JR?%?!
T06+,!
!=?=!
$R$D%!
!$RNJ?!
!$JR$D&!
!$%RDNF!

n!!!8)92<+6(1!5:,,!H+**2(*!G*06(<620)#!
nn!!8)92<+6(1!)0!H+**2(*!G*06(<620)#!!
T>(! ,(.(,! <*0112)3! 3*+92)3! <*26(*2+! +90G6(9! H7! 6>(! C:112+)! M(9(*+620)!
C+2,A+71!appear!60!2)92<+6(!6>+6!+,,!<*0112)31!05!6>(!52*16!6*+552<!9()1267!<,+11!1>0:,9!2)!
5:6:*(!H(!;+))(9!+)9!6>+6!<*0112)31!05!6>(!&)9!60!=6>!6*+552<!9()1267!<,+11(1!1>0:,9!
H(!:);+))(9!+)9!(E:2GG(9!A26>!.+*20:1!67G(1!05!+:60;+62<!123)+,!A+*)2)3!1716(;1R!
H:6!without barriers#!
!
T>21!<,+11252<+620)!*(G*(1()61!+!9(G+*6:*(!5*0;!G*(1()6!G*+<62<(!2)!6>(!1()1(!
6>+6!6>(*(!21!+!>23>(*!G(*<()6+3(!05!G*06(<6(9!<*0112)3!6>+)!A0:,9!H(!2)92<+6(9!H7!6>(!
6*+552<!9()1267!<,+11252<+620)!1716(;R! 7(6!6>(*(!>+1!H(()!+!A0*1()2)3!05!6>(!+<<29()6!
*+6(!0.(*!6>(!1(.()!7(+*!G(*209!*(.2(A(9#!
!
h0A(.(*R! 6>(! [2)216*7! 05! C+2,A+71! /0:)6*7! C(G0*6! +,10! 2)92<+6(1! 6>+6! ! k+6!
G*(1()6R! 0H,23+60*7! *(E:2*(;()61! 60! 6>(! (E:2G;()6! 05! *+2,A+7! ,(.(,! <*0112)31!
9(G()92)3! 0)! 6>(2*! 67G(! 0)! 6>(! C:112+)! M(9(*+620)! C+2,A+71! +*(! )06! (16+H,21>(9#!!
T>(! 1G(<252<! <>02<(! 05! 6>(! (E:2G;()6! 21! 9(6(*;2)(9! H7! *+2,A+71! 9(G()92)3! 0)!
<0)92620)1! 05! 0G(*+620)f! .212H2,267! 05! 6*+2)! +)9! .(>2<,(R! 6*+552<! 9()1267! 05! .(>2<,(1! +)9!
6*+2)1R!+.+2,+H2,267!05!(,(<6*2<!1:GG,7!50*!6>(!(E:2G;()6!05!,(.(,!<*0112)31!A26>!6>(!,(.(,!
<*0112)3!123)+,!1716(;!9(.2<(1!+)9!06>(*!5+<60*1l#!!M*0;!6>21!26!;23>6!H(!2)5(**(9!6>+6!
6>(! C:112+)! M(9(*+620)! C+2,A+71! 9(<29(! 0)! 6>(! :G3*+92)3! 05! ,(.(,! <*0112)31! 5*0;!
:)G*06(<6(9! 60! G*06(<6(9! 16+6:1! 0)! +! <+1(_H7_<+1(! H+121! +)9! 90! )06! +<6:+,,7! +GG,7!
6>(!<*26(*2+!2)92<+6(9!2)!T+H,(!&#$?!+H0.(#!
!
!
!
T>(! C:112+)! M(9(*+620)! C+2,A+71! >+1! 29()6252(9! 6>(! 50,,0A2)3! 5+<60*1! +1! 6>(!
;+2)!<+:1(1!05!,(.(,!<*0112)3!+<<29()61B!
!
K2L!
low level of public discipline!+)9R!+1!+!<0)1(E:()<(R!;+11!.20,+620)1!
H7!.(>2<,(!9*2.(*1!05!6>(!*:,(1!*(,+62)3!60!G+112)3!05!,(.(,!<*0112)31f!
!
K22L!
motor vehicle driver misjudgements! <0)<(*)2)3! *0+9! <0)92620)1! +)9!
6>(!+GG*0+<>!05!6*+2)1!0)!,(.(,!<*0112)31f!
!
K222L!
motor vehicle driver misjudgements! 05! .(>2<,(! 1G((9! +)9! H*+Z2)3!
<+G+H2,262(1!9:*2)3!6>(!A2)6(*!;0)6>1f!
!
K2.L!
technical malfunction of road vehiclesf!
!
K.L!
non-compliance by highway authorities! A26>! 6>(! 16+)9+*91! 05! *0+9!
;+2)6()+)<(!+6!6>(!+GG*0+<>(1!60!,(.(,!<*0112)31f!
!
!
!
&N!
K.2L!
!
K.22L!
poor maintenance! 05! ,(.(,! <*0112)3! A+*)2)3! +)9! G*06(<620)! 9(.2<(1f!

+)9!
human error!0)!6>(!G+*6!05!,(.(,!<*0112)3!16+55#!
!
!
8)! +<<0*9+)<(! A26>! 6>(1(! G*2;+*7! +<<29()6! <+:1+620)! 5+<60*1R! 6>(! C:112+)!
M(9(*+620)! C+2,A+71! >+1! )0;2)+6(9! 6>(! 50,,0A2)3! +1! 6>(! *(;(92+,! ;(+1:*(1! A>2<>!
1>0:,9!>+.(!G*20*267!50*!2;G,(;()6+620)!2)!5:6:*(!6>*0:3>0:6!261!*+2,A+7!)(6A0*ZB!
!
K2L!
2;G*0.(!*0+9!921<2G,2)(!05!.(>2<,(!9*2.(*1!+)9!0H1(*.+)<(!05!,+A!+)9!
0*9(*!0)!,(.(,!<*0112)31f!
!
K22L!
2;G*0.(!*(,2+H2,267!05!9(.2<(1!0G(*+62)3!0)!,(.(,!<*0112)31f!
!
K222L!
;09(*)2a+620)!+)9!2;G*0.(;()6!05!6(<>)2<+,!9(.2<(1!2)16+,,(9!+6!,(.(,!
<*0112)31f!
!
K2.L!
2)6*09:<620)!05!2;G*0.(9!;(6>091!50*!;+2)6()+)<(!05!,(.(,!<*0112)31f!
!
K.L!
H(66(*!0*3+)2a+620)!05!6*+552<!1+5(67!<0)6*0,!0)!,(.(,!<*0112)31f!
!
K.2L!
+<<(,(*+6(9! 3*+9(! 1(G+*+620)! 05! ,(.(,! <*0112)31! A26>2)! 6>(! >23>(16!
6*+552<!9()1267!<,+11252<+620)f!
!
K.22L! 2;G*0.(;()6!05!;060*!.(>2<,(!9*2.(*!(9:<+620)!G*03*+;;(1f!
!
K.222L! ()>+)<(;()6! 05! 6*+2)2)3! +)9! E:+,252<+620)! *(E:2*(;()61! 50*! ;060*!
.(>2<,(!9*2.(*1!+)9!*+2,A+7!,(.(,!<*0112)3!G(*10))(,f!
!
K2VL!
*(52)(;()6!05!,(.(,!<*0112)3!<,+11252<+620)!1716(;f!
!
KVL!
2;G*0.(;()6! 05! ;+6(*2+,1! 2)50*;2)3! 6>(! G:H,2<! +H0:6! ,(.(,! <*0112)3!
1+5(67!*:,(1f!+)9!
!
KV2L!
32.2)3! 3*(+6(*! G*20*267! 60! ,(.(,! <*0112)3! 2;G*0.(;()6! 2)! <+G26+,! A0*Z1!
H:93(61#!
!
T>(! 92552<:,67! A26>! 6>(1(! *(;(92+,! ;(+1:*(1! 21! 6>+6R! H7! +)9! ,+*3(R! 6>(7! +*(!
+H16*+<6!+)9!90!)06!50<:1!0)!6>(!+GG+*()6!;+\0*!5+<60*!<0)6*2H:62)3!60!+!A0*1()2)3!05!
6>(!,(.(,!<*0112)3!+<<29()6!*+6(R!2#(#!a reduction in the number of manned, protected
level crossings#!T>21!21!)06!60!1:33(16!6>+6!+,,!<*0112)31!1>0:,9!H(!;+))(9!2)!5:6:*(#!
h0A(.(*R!26!;+7!H(!+*3:(9!6>+6!6>(*(!21!+!16*0)3!<+1(!50*!G*0.292)3!H+**2(*!G*06(<620)!
+6! +,,! H:6! 6>(! ,(+16! 9()1(,7! 6*+552<Z(9! <*0112)31#! 86! ;:16! H(! (;G>+12a(9! 6>+6! :)9(*!
G*(1()6! +**+)3(;()61R! )0)(! 05! 6>(! 0552<2+,! :);+))(9! ,(.(,! <*0112)31R! *(G*(1()62)3!
;0*(! 6>+)! DJ! G(*! <()6! 05! 6>(! 0552<2+,! <*0112)31! 0)! 6>(! C:112+)! M(9(*+620)j1! *+2,A+7!
)(6A0*ZR! >+1! +)7! 50*;! 05! H+**2(*! G*06(<620)! A>+6(.(*#! 8)! +992620)R! 6>(*(! +*(! +)06>(*!
%R=?D! <*0112)31! 0)! 6>(! )(6A0*Z! A26>0:6! +)7! 50*;! 05! A+*)2)3! 0*! G*06(<620)! 9(.2<(#!
T>(1(! +*(! G*(1:;+H,7! 9(123)+6(9! H7! 6>(! [2)216*7! 05! C+2,A+71! +1! k:)0552<2+,l!
<*0112)31R! H:6! )0! 2)92<+620)! >+1! H(()! G*0.29(9! +1! 60! 6>(! 6*+552<! 9()1267! 05! 1:<>!
<*0112)31!+)9!05!6>(2*!16+6:1!2)!6>(!G*03*+;;(!50*!,(.(,!<*0112)3!2;G*0.(;()6#!!
!
!
M2)+,,7R!6>(*(!21!)0!2)92<+620)!6>+6!6>(![2)216*7!05!C+2,A+71!>+1!7(6!+90G6(9!+!
G+*62<:,+*,7! (552<2()6! 1716(;! 50*! *(<0*92)3! +)9! 9211(;2)+62)3! ,(.(,! <*0112)3! +<<29()6!
!
!
&I!
16+62162<1#! @)! 2)262+62.(! 60! 2;G*0.(! 6>(! 9211(;2)+620)! 05! Z)0A,(93(! +H0:6! ,(.(,!
<*0112)3! 1+5(67! G(*50*;+)<(! 21! 1(()! +1! +)! (11()62+,! <0;G0)()6! 05! +)7! G0,2<7! 60!
2;G*0.(!,(.(,!<*0112)3!1+5(67#!
!
!
2.5
Level Crossing Safety in Viet Nam
2.5.1
Summary
T>(!*+2,A+7!1716(;!05!O2(6!P+;!A26>!+!606+,!*0:6(!,()36>!05!0),7!&R?$&!Z;!>+1!
+)! (162;+6(9! =RN=&! ,(.(,! <*0112)31R! 0*! +)! +.(*+3(! 05! 0)(! <*0112)3! 50*! (.(*7! >+,5! +!
Z2,0;(6*(! 05! *0:6(! ,()36>#! ! T>:1! O2(6! P+;! >+1! 0)(! 05! 6>(! 9()1(16! ,(.(,! <*0112)3!
1716(;1!2)!@12+R!A26>!;0*(!6>+)!6>*((!62;(1!6>(!,(.(,!<*0112)3!9()1267!05!8)92+#!
!
e5! 6>(! 606+,! ):;H(*! 05! ,(.(,! <*0112)31R! 10;(! %RFJJ! K0*! ?D! G(*! <()6L! +*(!
:)0552<2+,R!2#(#!)06!0552<2+,,7!G*0.29(9!H7!O2(6)+;!C+2,A+71!+)9R!H7!9(52)2620)R!>+.(!)0!
50*;!05!G*06(<620)!+3+2)16!2)5*2)3(;()6!H7!*0+9!:1(*1#!!W)0552<2+,!<*0112)31!<0;H2)(9!
A26>! 0552<2+,R! H:6! :)G*06(<6(9R! <*0112)31! <0;G*21(! )(+*,7! I%! G(*! <()6! 05! +,,! ,(.(,!
<*0112)31!2)!O2(6!P+;#!!T>21!3*0:G!>+1!H(()!(162;+6(9!60!+<<0:)6!50*!IJ!G(*!<()6!05!
+,,!,(.(,!<*0112)3!+<<29()61!2)!O2(6!P+;#!!T>21!*(G0*6!2)<0*G0*+6(1!estimates!50*!O2(6!
P+;! 05! +<<29()6R! 5+6+,267! +)9! 2)\:*7! *+6(1! G(*! ;2,,20)! 6*+2)! Z2,0;(6*(1#! ! 86! A+1!
)(<(11+*7!60!;+Z(!6>(1(!(162;+6(1!+1!6*+2)!Z2,0;(6*(!16+62162<1!+*(!)06!;+2)6+2)(9R!+6!
,(+16!+6!6>(!,(.(,!05!6>(!*+2,A+7!>(+9E:+*6(*1#!!Train-kilometre estimates were based
on information supplied by the railway in respect of the number of trains and average
distances run.
!
42)<(! +<<29()61! +6! ,(.(,! <*0112)31! *(G*(1()6! )(+*,7! 6A0_6>2*91! 05! +,,! *+2,A+7!
+<<29()61!+)9!+<<0:)6!50*!;0*(!6>+)!?D!G(*!<()6!05!5+6+,262(1!+)9!;0*(!6>+)!N$!G(*!
<()6!05!2)\:*2(1!2)!+,,!67G(1!05!*+2,A+7!+<<29()61!2)!O2(6!P+;R!26!H(<0;(1!+!;+66(*!05!
<*:<2+,!2;G0*6+)<(!60!()50*<(!)(A!1+5(67!;(+1:*(1!A>2<>!<+)!(,2;2)+6(!0*!;2)2;2a(!
+<<29()61! 05! 6>21! 67G(#! ! h0A(.(*R! 6>(! 6(<>)2E:(1! +.+2,+H,(! 50*! +:60;+6(9! ,(.(,!
<*0112)3!G*06(<620)!+*(!)06!+550*9+H,(!50*!O2(6)+;!C+2,A+71!+)9R!32.()!6>(!*(,+62.(,7!
,0A!<016!05!,+H0:*R!26!21!,2Z(,7!6>+6!+)7!1+5(67!()>+)<(;()6!G*03*+;;(!A0:,9!>+.(!60!
50<:1! 0)! (V6()120)! 05! ;+):+,! G*06(<620)! 60! <:**()6,7! :)G*06(<6(9! <*0112)31#!!
UV<(G620)1!A0:,9!H(!+!,2;26(9!):;H(*!05!<*0112)31!2)!h+)02!+)9!h0!/>2![2)>!/267R!
A>(*(! H06>! *0+9! +)9! *+2,! 6*+552<! .0,:;(1! +)9! G06()62+,! 62;(! 1+.2)31! 50*! *0+9! :1(*1!
A0:,9! \:16257! <0)129(*+620)! 05! +:60;+62<! G*06(<620)! 1716(;1! A26>! 9(,+7! ;2)2;2a2)3!
5(+6:*(1#!
!
T0! +11216! 6>(! G*0<(11! 05! G*20*26212)3! ;(+1:*(1! 60! 2;G*0.(! ,(.(,! <*0112)3!
1+5(67R!26!A2,,!H(!(11()62+,!50*!O2(6)+;!C+2,A+71!60!2;G*0.(!6>(!1716(;!50*!1+5(67!9+6+!
<+G6:*(! +)9! 60! *(_9(52)(! 6>(! <*26(*2+! :1(9! 50*! 9(6(*;2)2)3! A>2<>! ,(.(,! <*0112)31!
1>0:,9! E:+,257! 50*! 3*+9(! 1(G+*+620)! 0*! (E:2G;()6! :G3*+92)3#! ! T>(! G*(1()6! kT*+552<!
[0.(;()6l! 2)92<+60*! :1(9! 60! 29()6257! 6>01(! <*0112)31! 50*! A>2<>! 3*+9(! 1(G+*+620)!
1>0:,9! H(! G*0.29(9! 21! 0),7! &JRJJJ! G(*! 9+7R! +1! <0;G+*(9! A26>! $JJRJJJ! G(*! 9+7! 2)!
8)92+#!M:*6>(*R!*0+9!6*+552<!<0:)61!+*(!)06!6+Z()!+1!+!;+66(*!05!*0:62)(R!0*!2)9((9!eve*R!
+)9!+<<29()6!16+62162<1!+*(!;+):+,,7!;+2)6+2)(9!0),7!+6!6>(!,(.(,!05!(+<>!05!6>(!6>*((!
+9;2)216*+62.(! 92.2120)1! K:1:+,,7! <+,,(9! kW)20)! C+2,A+71lL#! 86! 21! 6>(*(50*(! 2;G0112H,(!
50*!>(+9E:+*6(*1!16+55!60!9(<29(!:G0)!G*20*262(1!A>()!6>(7!>+.(!)(26>(*!6>(!+H2,267!60!
9(6(*;2)(!A>2<>!,(.(,!<*0112)31!>+.(!G+*62<:,+*,7!G00*!1+5(67!*(<0*91R!)0*!6>(!+H2,267!
60!9(6(*;2)(!6>(!6*()9!2)!*0+9!6*+552<!9()1267!50*!2)92.29:+,!<*0112)31#!
!
!
%J!
2.5.2
!
(a)
Accidents
!
P0! 6*()9! 2)50*;+620)! 2)! *(1G(<6! 05! ,(.(,! <*0112)3! +<<29()61! A+1! ;+9(!
+.+2,+H,(R! H:6! 50*! 6>(! G(*209! $INN_$IIN! 6>(! ):;H(*! 05! ,(.(,! <*0112)3! +<<29()61! A+1!
*(<0*9(9! +1! &RDID! K*(G*(1()62)3! FF#%! G(*! <()6! 05! +,,! *+2,A+7! +<<29()61! 9:*2)3! 6>21!
G(*209L#! ! 86! 21! ,2Z(,7! 6>+6! 6>(*(! >+1! H(()! +! *212)3! 6*()9! H06>! 2)! 6>(! ):;H(*! 05! ,(.(,!
<*0112)3!+<<29()61!+)9!2)!6>(2*!1>+*(!05!606+,!*+2,A+7!+<<29()61#!!UVG*(11(9!+1!+!*+6(!
G(*!;2,,20)!6*+2)_Z;R!+<<29()61!0.(*!6>(!G(*209!$INN_$IIN!+.(*+3(9!$&#%=!G(*!;2,,20)!
6*+2)_Z;#!T>21!A+1!3*(+6(*!6>+)!6>(!+<<29()6!*+6(!2)!8)92+!H7!+!5+<60*!05!;0*(!6>+)!$JJ!
+)9!3*(+6(*!6>+)!6>(!+<<29()6!*+6(!2)!/+)+9+!H7!+!5+<60*!05!=#!!Q7!6>(1(!;(+1:*(1R!
O2(6!P+;!>+1!+!9216:*H2)3,7!>23>!2)<29()<(!05!,(.(,!<*0112)3!+<<29()61#!
!
86!>+1!H(()!(162;+6(9!6>+6!FJ!G(*!<()6!05!+,,!,(.(,!<*0112)3!+<<29()61!0<<:*!+6!
:)0552<2+,!<*0112)31R!A26>!%J!G(*!<()6!0<<:**2)3!+6!:)G*06(<6(9!0552<2+,!<*0112)31!+)9!
$J!G(*!<()6!+6!G*06(<6(9!<*0112)31#!
!
!
(b)
Fatalities
T>(! 6*()9! 2)! 6>(! ):;H(*! 05! 5+6+,262(1! +)9! 2)! 6>(! 5+6+,267! *+6(! G(*! ;2,,20)! 6*+2)!
Z2,0;(6*(1!21!1>0A)!2)!M23:*(!&#?#!!T>21!2)92<+6(1!6>+6!6>(!):;H(*!05!5+6+,262(1!2)!,(.(,!
<*0112)3!+<<29()61!2)<*(+1(9!H7!+)!+.(*+3(!05!%#D!G(*!<()6!G(*!7(+*!H(6A(()!$INF!
+)9!$IINR!H:6!6>+6!H(6A(()!$IIF!+)9!$IIN!6>(!*+6(!05!2)<*(+1(!>+9!*21()!60!$$#N!G(*!
<()6! G(*! 7(+*#! ! Y:*2)3! 6>(! ,+66(*! G(*209R! 6>(! +.(*+3(! 1G((91! 05! (VG*(11! G+11()3(*!
6*+2)1!A(*(!(162;+6(9!60!>+.(!2)<*(+1(9!5*0;!=N!Z;!G(*!>0:*!60!D=!Z;!G(*!>0:*!K$&#D!
G(*! <()6LR! A>2<>! 21! ,2Z(,7! 60! >+.(! >+9! 10;(! 2)5,:()<(! 0)! 2)<*(+1(1! H06>! 2)! 6>(!
):;H(*1!05!,(.(,!<*0112)3!5+6+,262(1!+)9!6>(!+110<2+6(9!):;H(*!05!5+6+,262(1#!
Figure 2.7: Numbers and rates of level crossing fatalities in Viet Nam!
$=J
F#JJ
$&J
N umbe r of fatalitie s
$JJ
=#JJ
NJ
%#JJ
FJ
&#JJ
=J
$#JJ
&J
J#JJ
1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
L.C .fatalities
76
71
82
86
85
88
87
82
84
86
92
101 115
L.C .fatality rate 2.62 2.16 3.23 5.36 5.47 5.45 5.47 5.39 4.72 3.94 4.15 4.48 5.29
Source: Country Report for Viet Nam.
!
!
%$!
N o. fatalitie s pe r million train-km
D#JJ
M23:*(! &#?! +,10! 2)92<+6(1! +! 9*+;+62<! 2)<*(+1(! 2)! 6>(! *+6(! 05! ,(.(,! <*0112)3!
5+6+,262(1! G(*! ;2,,20)! 6*+2)! Z2,0;(6*(1! H(6A(()! $INN! +)9! $INI! +)9! +3+2)! H(6A(()!
$II?!+)9!$IIN#!T>21!21!(VG,+2)(9!H7!6>(!5+<6!6>+6!6>(!):;H(*!05!5+6+,262(1!<0)62):(9!60!
*21(!A>2,(!rail trafficR!;(+1:*(9!2)!6(*;1!05!6*+2)!Z2,0;(6*(1R!9(<,2)(9#!!P0!2)50*;+620)!
2)! *(1G(<6! 05! 6*()91! 2)! 6>(! .0,:;(! +)9! <0;G012620)! 05! *0+9! 6*+552<! 0.(*! 6>(1(! 6A0!
G(*2091! A+1! +.+2,+H,(#! ! P(.(*6>(,(11R! 26! 21! ,2Z(,7! 6>+6! 0.(*! 6>(1(! G(*2091! *0+9! 6*+552<!
.0,:;(1!2)<*(+1(9!123)252<+)6,7R!(1G(<2+,,7!2)!6>(!h+)02!+)9!h0!/>2![2)>!/267!:*H+)!
+*(+1! A>2<>! >+.(! H7! 5+*! 6>(! 3*(+6(16! <0)<()6*+620)! 05! ,(.(,! <*0112)31! A26>2)! O2(6!
P+;j1!*+2,A+7!)(6A0*Z#!
!
e.(*!6>(!G+16!9(<+9(R!6>(!,(.(,!<*0112)3!5+6+,267!*+6(!+.(*+3(9!+H0:6!=#I!G(*!
;2,,20)!6*+2)_Z;R!A>2<>!A+1!3*(+6(*!6>+)!6>(!<0**(1G0)92)3!*+6(!2)!8)92+!H7!+!5+<60*!05!
&D!+)9!3*(+6(*!6>+)!6>(!<0**(1G0)92)3!*+6(!2)!/+)+9+!H7!+!5+<60*!05!$$#!
!
c>2,(! )0! 2)50*;+620)! 0)! 6>(! <0**(1G0)92)3! 6*()9! 2)! 5+6+,262(1! 2)! +,,! 67G(1! 05!
*+2,A+7!+<<29()61!A+1!;+9(!+.+2,+H,(R!0.(*!6>(!G+16!9(<+9(!,(.(,!<*0112)3!+<<29()61!
+<<0:)6(9!50*!INN!K0*!?D#&!G(*!<()6L!0:6!05!+!606+,!05!$R%$%!G(*10)1!Z2,,(9!2)!+,,!*+2,A+7!
+<<29()61!2)!O2(6!P+;#!!/,(+*,7R level crossing accidents claim by far the greatest loss
of life in railway operations in Viet Nam.!
!
!
(c)
Injuries
T>(! 6*()9! 2)! 6>(! ):;H(*! 05! 2)\:*2(1! +)9! 2)! 6>(! 2)\:*7! *+6(! G(*! ;2,,20)! 6*+2)!
Z2,0;(6*(1!21!1>0A)!2)!M23:*(!&#N#!
!
!
Figure 2.8: Numbers and rates of level crossing injuries in Viet Nam
$& #JJ
&D J
$J #JJ
Num be r of injurie s
N#J J
$D J
F#J J
$J J
=#J J
DJ
&#J J
J#J J
1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
L.C .injuries
147
138 158
146 112
123
129 108
121
137 185
180 226
L.C .injury rate 5.07 4.19 6.23 9.10 7.21 7.62 8.11 7.10 6.79 6.27 8.34 7.98 10.40
!
!
%&!
N o.injuries per m illion train-km
&J J
e.(*!6>(!G(*209!$INF_$IINR!6>(!):;H(*!05!2)\:*2(1!1:16+2)(9!2)!,(.(,!<*0112)3!
+<<29()61! *01(! H7! +)! +.(*+3(! 05! %#F! G(*! <()6! G(*! 7(+*R! H:6! 9:*2)3! 6>(! 6>*((! 7(+*!
G(*209! $IID_$IIN! 6>(! +.(*+3(! +)):+,! 2)<*(+1(! A+1! $N#&! G(*! <()6#! 8)! <0;;0)! A26>!
,(.(,!<*0112)3!5+6+,262(1R!26!21!<0)129(*(9!6>+6!2)<*(+12)3!6*+2)!1G((91!<0)6*2H:6(9!60!6>(!
*(<()6!9*+;+62<!3*0A6>!2)!,(.(,!<*0112)3!2)\:*2(1#!UVG*(11(9!+1!+!*+6(!G(*!;2,,20)!6*+2)!
Z2,0;(6*(1R!6>(!):;H(*!05!,(.(,!<*0112)3!2)\:*2(1!+.(*+3(9!?#?!0.(*!6>(!G+16!9(<+9(#!
T>21!A+1!&=!62;(1!3*(+6(*!6>+)!6>(!*+6(!*(<0*9(9!2)!8)92+!+)9!+H0:6!&J!62;(1!3*(+6(*!
6>+)!6>(!*+6(!*(<0*9(9!2)!/+)+9+!0.(*!6>(!1+;(!G(*209#!
!
!
2.5.3 Level crossing characteristics and effectiveness
!
(a)
General characteristics/overall density
!
'*+9(!1(G+*+6(9!2)6(*1(<620)1!H(6A(()!*0+9!+)9!*+2,!(V216!+6!0),7!$$!,0<+620)1!
6>*0:3>0:6!O2(6!P+;#!42V!05!6>(1(!+*(!,0<+6(9!A26>2)!6>(!'*(+6(*!h+)02!+*(+R!05!A>2<>!
52.(! 9+6(! H+<Z! 60! 6>(! (+*,7! G+*6! 05! &J6>! <()6:*7! A>()! 6>(! M*()<>! <0,0)2+,!
+9;2)216*+620)! <0)16*:<6(9! +! *+2,A+7! .2+9:<6! 60! ,2)Z! :G! A26>! 6>(! -0)3! Q2()! Q*293(!
+<*011!6>(!C(9!C2.(*#!-(.(,!<*0112)31!+*(!6>(*(50*(!6>(!G*(90;2)+)6!50*;!05!*0+9g*+2,!
2)6(*1(<620)!2)!O2(6!P+;!+)9!+*(!,2Z(,7!60!*(;+2)!10!50*!10;(!62;(!2)60!6>(!5:6:*(#!
!
Y(6+2,1!05!6>(!9()1267!+)9!):;H(*!05!,(.(,!<*0112)31!H7!67G(R!+1!1:GG,2(9!H7!
O2(6)+;!C+2,A+71!+*(!32.()!2)!T+H,(!&#&J.
!
Table 2.20: Number and density of level crossings in Viet Nam
P0#!05!0552<2+,!,(.(,!<*0112)31!
P:;H(*!05!
*0:6(_Z;!
T06+,!)0#!05!
,(.(,!
<*0112)31!
-(.(,!<*0112)3!
9()1267!
!K)0#!G(*!*0:6(_
Z;L!!
S*06(<6(9!
W)G*06(<6(9!
P0#!05!
:)0552<2+,!,(.(,!
<*0112)31!
&R?$&!
=RN=&!
$#N!
%F?!
N%%!
%RF=&!
!
e552<2+,! ,(.(,! <*0112)31! +*(! 6>01(! A>2<>! >+.(! H(()! +:6>0*2a(9! K+)9! ;016!
056()L! 9(123)(9! +)9! <0)16*:<6(9! H7! O2(6)+;! C+2,A+71#! ! @1! ;+7! H(! 1(()! 2)! T+H,(!
&#&JR!6>(7!<0;G*21(!0),7!0)(!E:+*6(*!05!+,,!,(.(,!<*0112)31!2)!O2(6!P+;#!!T>(7!+*(!05!
6A0!67G(1R!G*06(<6(9!+)9!:)G*06(<6(9#!
!
S*06(<6(9! <*0112)31! +*(! 6>01(! A>2<>! >+.(! 10;(! 50*;! 05! H+**2(*! G*06(<620)!
5+<2)3!*0+9!.(>2<,(1!2)!0*9(*!60!G*(.()6!6>(2*!2)6*:120)!0)60!<*0112)31!A>()!6*+2)1!+*(!
G+112)3#! ! T>(! 67G(1! 05! H+**2(*1! ;016! <0;;0),7! :1(9! +*(! 12;G,(! 5:,,! A296>! ,2562)3!
H+**2(*1!+)9!6*0,,(7!3+6(1#!
!
!
!
%%!
Q06>! +*(! ;+):+,,7! 0G(*+6(9R! *(E:2*2)3! &=! >0:*! G(*! 9+7! ;+))2)3! 05! +,,!
G*06(<6(9! <*0112)31#&! ! c>2,(! +,,! 0552<2+,! <*0112)31! >+.(! A+*)2)3! H0+*91! 5+<2)3! *0+9!
6*+552<R! 0),7! 10;(! >+.(! ;+):+,,7! 0G(*+6(9! *(9! ,23>6! A+*)2)3! 123)+,1! +3+2)16! *0+9!
6*+552<#! 8)! ;016! <+1(1! 6>(1(! +*(! 16(+97! ,23>6! 123)+,1R! +,6>0:3>! +! 1(6! 05! 5,+1>2)3! *(9!
,23>6! 123)+,1! A+1! 0H1(*.(9! +6! 0)(! ;+\0*! <*0112)3! 2)! h+)02#! ! @:92H,(! A+*)2)3!
;(<>+)21;1! K;016,7! 2)! 6>(! 50*;! 05! A+*)2)3! H(,,1L! +*(! 2)16+,,(9! +6! +! ;2)0*267! 05!
G*06(<6(9! ,(.(,! <*0112)31#! T>(1(R! +,10R! +*(! 0G(*+6(9! H7! *+2,A+7! <*0112)3! 16+55#! @1!
*(G0*6(9!H7!O2(6)+;!C+2,A+71R!A+*)2)3!123)+,1!+3+2)16!6*+2)1!+*(!2)16+,,(9!+6!0),7!?!
,0<+620)1! 0)! 6>(! 1716(;R! +,6>0:3>! +6! ,(+16! %! ,0<+620)1! +6! A>2<>! 6>(1(! 123)+,1! +*(!
2)16+,,(9! A(*(! .2126(9! 9:*2)3! 6>(! U4/@S! ;21120)! 60! h+)02#! c>()! +<62.+6(9! H7! ,(.(,!
<*0112)3! 16+55R! 6>(1(! 123)+,1! 921G,+7! +! 16(+97! A>26(! ,23>6! +3+2)16! 6*+2)! 9*2.(*1! 60!
2)92<+6(!6>(!G*(1()<(!05!+)!0H16*:<620)!0)!6>(!<*0112)3#!c+*)2)3!05!6>(!9(G+*6:*(!05!
+! 6*+2)! 5*0;! 6>(! )(+*(16! 16+620)! +)9! 05! 261! 2;G()92)3! +**2.+,! +6! +! G*06(<6(9! ,(.(,!
<*0112)3!21!;016,7!32.()!60!6>(!<*0112)3!Z((G(*!H7!6(,(G>0)(R!+,6>0:3>!26!21!G0112H,(!
6>+6! +6! 10;(! G*06(<6(9! <*0112)3! ,0<+620)1! 0)! 6>(! 1716(;! 6>21! A+*)2)3! A0:,9! H(!
*(<(2.(9! H7! H,0<Z! 6(,(3*+G>#! ! 8)! 3()(*+,R! 6>(! *+2,A+7! 1716(;! 05! O2(6! P+;! 21! )06!
(E:2GG(9! A26>! *(,+7! 2)6(*,0<Z(9! 123)+,1R! +,6>0:3>! @,16>0,;R! 6>*0:3>! M*()<>!
30.(*);()6! +11216+)<(R! +*(! <:**()6,7! ()3+3(9! 2)! +! G*0\(<6! 60! 2)16+,,! 2)6(*,0<Z2)31! +6!
%&! 16+620)1! H(6A(()! h+)02! +)9! O2)>#! @1! G+*6! 05! 6>21! G*0\(<6R! +! ,(.(,! <*0112)3! )(+*!
Y0)3!'2+0!K$%J!Z;!10:6>!05!h+)02L!21!H(2)3!2)6(*,0<Z(9!A26>!6>(!H,0<Z!1716(;!0)!+!
6*2+,!H+121#!
!
Q7! 9(52)2620)R! 6>(! %RF=&! :)0552<2+,! <*0112)31! K*(G*(1()62)3! ?D! G(*! <()6! 05! 6>(!
606+,!):;H(*!05!,(.(,!<*0112)31!0)!6>(!1716(;L!+*(!:)G*06(<6(9#!T>(1(!+*(!<*0112)31!
A>2<>! >+.(! H(()! (16+H,21>(9! 2,,(3+,,7! H7! ,0<+,! <0;;:)262(1#! T>(7! *+)3(! 5*0;! 5+2*,7!
10G>2162<+6(9!<0)16*:<620)1!;+9(!5*0;!G+.2)3!H,0<Z1!G,+<(9!(26>(*!129(!05!6>(!6*+<Z!
60! *:92;()6+*7! G+6>1! H:2,6! +<*011! 6>(! 6*+<Z1! 5*0;! *:HH,(! 0*! (+*6>! 52,,#! ! 8)! O2(6! P+;R!
6>(2*!):;H(*!21!5+2*,7!5,:29!d!6>(7!<+)!H(!<0)16*:<6(9!0)(!9+7!+)9!*(;0.(9!6>(!)(V6#!
c>2,(! 6*+2)! 9*2.(*1! ;+7! H(! +A+*(! 05! 6>(2*! (V216()<(R! 6>(2*! 1+5(! :1(! 21! 606+,,7!
9(G()9()6!:G0)!6>(!\:93(;()6!+)9!1+5(67!+A+*()(11!05!,0<+,!*0+9!:1(*1#!
!
(b)
Level crossing types and density by area
!
T>(!*+2,A+7!1716(;!05!O2(6!P+;!21!92.29(9!2)60!6>*((!+9;2)216*+62.(!92.2120)1R!
Z)0A)!+1!kW)20)1l#!!W)20)!8R!2)<0*G0*+62)3!6>+6!G+*6!05!6>(!1716(;!H(6A(()!6>(!H0*9(*!
A26>! />2)+!+)9! Y0)3! h02! K10:6>! 05!O2)>! 0)! 6>(! h+)02_h0! />2! [2)>! /267! 6*:)Z! ,2)(LR!
<0)6+2)1! D=! G(*! <()6! 05! 6>(! 1716(;j1! *0:6(! Z2,0;(6*(1R! H:6! 10;(! ?D! G(*! <()6! 05! 261!
:)0552<2+,! ,(.(,! <*0112)31#! W)20)! 88! KY0)3! h02_Y2(:! T*2L! >+1! &&! G(*! <()6! 05! 6>(!
1716(;j1!*0:6(!Z2,0;(6*(1!H:6!0),7!F!G(*!<()6!05!261!:)0552<2+,!<*0112)31R!A>2,(!W)20)!888!
KY2(:!T*2_h0!/>2![2)>!/267L!A26>!&=!G(*!<()6!05!6>(!1716(;j1!*0:6(!Z2,0;(6*(1!<0)6+2)1!
$I! G(*! <()6! 05! 261! :)0552<2+,! <*0112)31#! 85! FJ! G(*! <()6! 05! ,(.(,! <*0112)3!+<<29()61! +*(!
6>0:3>6!60!0<<:*!+6!:)0552<2+,!<*0112)31R!6>()!<,(+*,7!6>(!+*(+!<0.(*(9!H7!W)20)!8!>+1!
+!;+\0*!,(.(,!<*0112)3!1+5(67!G*0H,(;#!
!
@1!;23>6!H(!(VG(<6(9R!,(.(,!<*0112)3!9()1267!21!3*(+6(16!2)!6>(!:*H+)!+*(+1!05!
h+)02!+)9!h0!/>2![2)>!/267#!h+)02!A26>!+!*+2,!*0:6(!Z2,0;(6*+3(!05!%=!>+1!)0!5(A(*!
6>+)!%JD!,(.(,!<*0112)31R!0*!+)!+.(*+3(!05!0)(!<*0112)3!(.(*7!$$J!;(6*(1#!e5!6>(1(R!
%&! +*(! ;+))(9R! DD! +*(! (E:2GG(9! 0),7! A26>! *0+9! A+*)2)3! H0+*91! +)9! &$N! +*(!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
&
!e)(!(V<(G620)!21!6>(!<*0112)3!+6!6>(!;+\0*!Y+2!/0!O2(6g-(!Ya:+)!*0+9!2)6(*1(<620)!+H0:6!%!
Z;!10:6>!05!<()6*+,!h+)02#!h(*(R!+!606+,!05!$$!(,(<6*2<+,,7!G0A(*(9!6*0,,(7!3+6(1!21!G*0.29(9!
50*! *0+9g*+2,! 6*+552<! 1(G+*+620)#! ! c>()! 6>21! <*0112)3! A+1! .2126(9! 9:*2)3! 6>(! <0:*1(! 05! 6>(!
U4/@S! ;21120)R! >0A(.(*R! 6>(! (,(<6*2<! ;060*1! :1(9! 60! G0A(*! 6>(! 6*0,,(7! 3+6(1! A(*(!
:)1(*.2<(+H,(!+)9!6>(!6*0,,(7!H+**2(*1!A(*(!;+):+,,7!9(G,07(9!H7!10;(!05!6>(!I!*+2,A+7!16+55!
G(*!1>256!+1123)(9!60!6>21!,0<+620)#!
!
!
%=!
:)0552<2+,#!P0!2)50*;+620)!A+1!G*0.29(9!0)!6>(!):;H(*!05!0552<2+,!,(.(,!<*0112)31!2)!h0!
/>2![2)>!/267R!H:6!6>(!):;H(*!05!:)0552<2+,!<*0112)31!21!(162;+6(9!+6!D&#!
!
W)50*6:)+6(,7R!+<<29()6!+)9!+110<2+6(9!<+1:+,67!9(6+2,1!A(*(!)06!+.+2,+H,(!H7!
+*(+R!10!6>+6!26!A+1!)06!G0112H,(!60!29()6257!6>(!*(,+62.(!(V6()6!05!6>(!1+5(67!G*0H,(;!2)!
:*H+)! .(*1:1! )0)_:*H+)! +*(+1! 05! O2(6! P+;R! )0*! 2)9((9! 60! 29()6257! k>06_1G061l! A26>!
>23>! +<<29()6! 5*(E:()<2(1! +)9! <+1:+,67! *+6(1#! T>21! 21! 2)92<+62.(! 05! 6>(! ,+<Z! 05! +)7!
1716(;+62<! +GG*0+<>! 60! *+2,A+7! 1+5(67! 9+6+! <0,,(<620)! +)9! +)+,7121! A26>2)! O2(6)+;!
C+2,A+71R! +)! 211:(! A>2<>! 21! 921<:11(9! 2)! 3*(+6(*! 9(G6>! 2)! 4(<620)! &#D#?#! @1! +!
<0)1(E:()<(R! 26! 21! 0),7! G0112H,(! 60! infer! +! *(,+620)1>2G! H(6A(()! 6>(! 9()1(!
<0)<()6*+620)! 05! ,(.(,! <*0112)31! K+)9! (1G(<2+,,7! 05! :)G*06(<6(9! ,(.(,! <*0112)31L! +)9!
6>(!5*(E:()<7!05!*0+9g*+2,!<0,,2120)1!+6!,(.(,!<*0112)31!2)!:*H+)!+*(+1#!!
!
(c)
Relative efficiency of different types of crossing protection
-(.(,! <*0112)3! (552<2()<7! ;+7! H(! ;(+1:*(9! 2)! 6A0! A+71B! 2)! 6(*;1! 05! 6>(!
(55(<62.()(11!05!9255(*()6!67G(1!05!G*06(<620)!1716(;1!2)!G*(.()62)3!+<<29()61!+)9!2)!
6(*;1!05!6>(!<+G+H2,267!05!(+<>!67G(!05!G*06(<620)!1716(;!60!;2)2;2a(!6>(!9(,+7!60!*0+9!
6*+552<! A+262)3! 50*! 6>(! G+11+3(! 05! 6*+2)1! K+)9! 10;(62;(1! 60! ;2)2;2a(! 6>(! 9(,+7! 60!
6*+2)1R! A>(*(! 6>(*(! 21! +! *(E:2*(;()6! 50*! ,0A! 1G((9! 0G(*+620)! 05! 6*+2)1! 6>*0:3>! ,(.(,!
<*0112)31L#!
!
M0*! 6>(! *(+10)1! 05! 9+6+! )0)_+.+2,+H2,267R! +1! 2)92<+6(9! (+*,2(*R! 26! A+1! )06!
G0112H,(!60!<0)<,:9(!A>(6>(*!6>(!H+**2(*!G*06(<620)!1716(;1!2)!:1(!2)!O2(6!P+;!>+9!
H(()!(55(<62.(!2)!G*(.()62)3!+<<29()61!d!+,6>0:3>!26!;+7!H(!*(+10)+H,(!60!;+Z(!1:<>!
+)!2)5(*()<(#!
!
8)! 6(*;1! 05! 6>(2*! (552<2()<7! 2)! ;2)2;2a2)3! 9(,+7! 60! *0+9! :1(*1R! 0H1(*.+620)1!
;+9(!9:*2)3!6>(!<0:*1(!05!6>(!U4/@S!;21120)!60!h+)02!*(.(+,(9!6>+6!H+**2(*1!A(*(!
<,01(9! 0)! +.(*+3(! 50*! not longer than two minutes#! 4:<>! +! 9(,+7! 21! ,2Z(,7! 60! H(!
+<<(G6+H,(! (.()! A26>! 6>(! >(+.7! *0+9! 6*+552<! (VG(*2()<(9! +6! 10;(! 2)6(*1(<620)1! 2)!
h+)02R!12)<(!+.(*+3(!*+2,!6*+552<!2)!6>(!1(<620)!0H1(*.(9!KH(6A(()!h+)02!+)9!'2+!Q+6LR!
+6!+H0:6!N!G+2*1!05!6*+2)1!G(*!9+7R!21!<0;G+*+62.(,7!,23>6#!P(.(*6>(,(11R!26!+GG(+*1!6>+6!
6>(! ;+)+3(;()6! 05! O2(6)+;! C+2,A+71! >+1! +90G6(9! +! 5:6:*(! 6+*3(6! 05! +! 0)(! ;2):6(!
9(,+7! 50*! +,,! G*06(<6(9! ,(.(,! <*0112)31#! T>21! 26! >0G(1! 60! +<>2(.(! H7! 2)16+,,2)3! 6*+2)_
+<6:+6(9!H+**2(*!G*06(<620)!+6!<*0112)31!A>2<>!90!)06!<+**7! 1:552<2()6!6*+552<!60!\:16257!
3*+9(!1(G+*+620)#!!
!
!
2.5.4 Administration of safety regulations in relation to level crossings
8)! O2(6! P+;R! 6>(*(! 21! )0! 1:G*+_*+2,A+7! 0*3+)2a+620)! A>2<>! 21! *(1G0)12H,(! 50*!
+9;2)216*+620)! 05! 1+5(67! *(3:,+620)1#! O2(6)+;! C+2,A+71! 21! 261(,5! *(1G0)12H,(! 50*!
()1:*2)3!6>+6!30.(*);()6!*(3:,+620)1!*(,+62)3!60!*+2,A+7!1+5(67!+*(!()50*<(9#!
!
T>(!<:**()6!30.(*);()6!9(<*((!A>2<>!30.(*)1!1+5(67!+6!*0+9g*+2,!<*0112)31!21!
k'0.(*);()6+,! Y(<*((! %Ig/S! ()1:*2)3! 1+5(67! +)9! 1(<:*267! 50*! *+2,A+7! 6*+)1G0*6l! 05!
D!]:,7!$III#!
!
M2.(!+*62<,(1!05!6>21!9(<*((!+*(!*(,(.+)6!60!,(.(,!<*0112)3!1+5(67#!T>(1(!+*(!+1!
50,,0A1B!
!
#$
Article 31R! A>2<>! *(E:2*(1! +,,! 0*3+)2a+620)1! +)9! 2)92.29:+,1! >+.2)3! +!
)((9! 60! 0G()! +! ,(.(,! <*0112)3! 60! H(! *(1G0)12H,(! 50*! 6>(! <016! 05!
!
!
%D!
2)16+,,+620)R! ;+)+3(;()6R! ;+2)6()+)<(! +)9! *(G+2*! 05! *0+9! 123)1! +)9!

(E:2G;()6!)(<(11+*7!50*!1(<:*267!+)9!1+5(67!+6!6>+6!G,+<(f!
!
#$
Article 32R! A>2<>! *(E:2*(1! 6>+6! ,(.(,! <*0112)3! 2)16+,,+620)! ;:16! H(!
k<0;;21120)(9l! +)9! <+**2(9! 0:6! 2)! <0)50*;267! A26>! (16+H,21>(9!
16+)9+*91!+)9!1G(<252<+620)1f!
#$
Article 44, A>2<>! <0)6+2)1! +! ):;H(*! 05! G*0.2120)1! *(,+62)3! 60!

0<<:G+620)!05!,(.(,!<*0112)31!H7!6*+2)1!+)9!60!+<620)!60!H(!6+Z()!A>()!
+<<29()61! 0<<:*! +6! ,(.(,! <*0112)31#! 4G(<252<+,,7R! 26! 16+6(1! 6>+6B! 6>(!
*+2,A+7!21!50*H299()!60!160G!6*+2)1!2)129(!,(.(,!<*0112)31!(V<(G6!2)!6>(!
<+1(! 05! +! 1:99()! +<<29()6f! 6>+6! 6>(! 9(,+7! 60! *0+9! 6*+552<! +*212)3! 5*0;!
6>(! 1>:)62)3! 0*! 160GG2)3! 05! 6*+2)1! 2)129(! +! ,(.(,! <*0112)3! 1>0:,9! )06!
(V<((9!6>*((!;2):6(1!50*!+!/,+11!$!0*!&!<*0112)3!+)9!52.(!;2):6(1!50*!
+! /,+11! %! <*0112)3f! +)9! 6>+6! 2)! 6>(! <+1(! 05! +)! +<<29()6! +6! +! ,(.(,!
<*0112)3!6>(!h(+9!05!T*+2)!46+55R!*+2,A+7!9*2.(*1!+)9!06>(*!*(1<:(!16+55!
;:16! 9(6(*;2)(! +<620)! )((9(9! 60! *(160*(! 6>*0:3>! *0+9! +)9! *+2,! 6*+552<!
+1!100)!+1!G0112H,(f
#$
Article 45, A>2<>!16+6(1!6>+6!,(.(,!<*0112)3!H+**2(*1!;:16!H(!<,01(9!+6!

,(+16!0)(!;2):6(!H(50*(!6>(!+**2.+,!05!+!6*+2)!2)!6>(!<+1(!05!+)!(,(<6*2<+,!
H+**2(*! +)9! +6! ,(+16! 0)(! +)9! +! >+,5! ;2):6(1! H(50*(! 6*+2)! +**2.+,! 2)! 6>(!
<+1(!05!+!;+):+,!H+**2(*#!42;2,+*,7!6>21!+*62<,(!,2;261!6>(!<,01:*(!05!,(.(,!
<*0112)3!H+**2(*1!60!)06!;0*(!6>+)!%!;2):6(1!H(50*(!6*+2)!+**2.+,!2)!6>(!
<+1(! 05! /,+11(1! $! +)9! &! <*0112)31! +)9! 60! )06! ;0*(! 6>+)! D! ;2):6(1!
H(50*(!6*+2)!+**2.+,!2)!6>(!<+1(!05!/,+11!%!<*0112)31f!+)9
#$
Article 46R! A>2<>! 16+6(1! 6>+6B! K+L! 6>(! *+2,A+7! ;09(! >+1! G*20*267! 05!
G+11+3(f! KHL!G(9(16*2+)1! +)9! 06>(*! *0+9! :1(*1! ;:16! <0;G,7! A26>!
A+*)2)31! H(! 6>(7! 2)16*:<620)1! 05! ,(.(,! <*0112)3! Z((G(*1R! 123)+,!
2)92<+620)1! H7! ;(+)1! 05! ,+;G1R! 5,+31! 0*! 123)1R! 0*! 9(G,07;()6! 05!
G*06(<62.(!H+**2(*1f!K<L!+6!H+**2(*_(E:2GG(9!,(.(,!<*0112)31R!G(9(16*2+)1!
+)9! 06>(*! *0+9! :1(*1! ;:16! 2;;(92+6(,7! *(1G0)9! 60! 160G! 123)+,1! H7!
>+,62)3!0)!6>(!*23>6_>+)9!129(!05!6>(!*0+9!+6!,(+16!%!;(6*(1!2)!5*0)6!05!
6>(!160G!123)f!K9L!+6!)0)_H+**2(*!(E:2GG(9!,(.(,!<*0112)31R!G(9(16*2+)1!
+)9! 06>(*! *0+9! :1(*1! >+.(! +! 9:67! 60! Z((G! +! ,00Z_0:6! 50*! 6*+2)1! +)9! 25!
0)(!21!+GG*0+<>2)3!60!160G!0)!6>(!*23>6!>+)9!129(!05!6>(!*0+9!+6!,(+16!D!
;(6*(1!5*0;!6>(!)(+*(16!*+2,f!K(L!2)!126:+620)!K9L!G(9(16*2+)1!+)9!06>(*!
*0+9! :1(*1! ;:16! +<<(G6! *(1G0)12H2,267! 50*! +)7! +<<29()61f! +)9! K5L! 6>+6!
G(9(16*2+)1! +)9! 06>(*! *0+9! :1(*1! +*(! 50*H299()! 60! 0G()! H+**2(*1!
6>(;1(,.(1#
!
T>(!/0:)6*7!S+G(*!50*!O2(6!P+;!<0)6+2)(9!)0!1G(<252<!;()620)!6>+6!:)0552<2+,!
<*0112)31! A(*(! G*0>2H26(9! H7! Y(<*((! %Ig/SR! H:6! +1! 1:<>! <*0112)31! A(*(! 9(1<*2H(9!
+1!2,,(3+,!2)!6>(!/0:)6*7!S+G(*R!6>()!26!;23>6!*(+10)+H,7!H(!+11:;(9!6>+6!6>(!9(<*((!
90(1!<0)6+2)!1:<>!+!G*0>2H2620)#!
!
!
2.5.5 Level crossing system evaluation techniques (technical and financial)
P0! 1716(;+62<! (.+,:+620)! 05! ,(.(,! <*0112)3! 1+5(67! G(*50*;+)<(! 0*! 05! 6>(!
)((9g\:16252<+620)! 50*! :G3*+9(9! <*0112)3! G*06(<620)! 21! <+**2(9! 0:6! H7! O2(6)+;!
C+2,A+71#!!h0A(.(*R!10;(!6(<>)2<+,!(.+,:+620)!21!:)9(*6+Z()R!+1!21!2)92<+6(9!H7!6>(!
!
!
%F!
<:**()6! G*03*+;;(! 60! G2,06! 6(16! 6>(! c(162)3>0:1(! 1716(;! 05! 6*+2)! +<6:+6(9! A+*)2)3!
123)+,1!+)9!G*06(<62.(!H+**2(*1!0)!6>(!O2(6!P+;!*+2,A+7!)(6A0*Z#!
!
T0!+!,+*3(!(V6()6R!6>(!+H1()<(!05!1716(;+62<!(.+,:+620)!05!1+5(67!G(*50*;+)<(!
+)9! ()>+)<(;()6! 21! 9:(! 60! 6>(! ,+<Z! 05! +)! (55(<62.(! 2)50*;+620)! 1716(;R! H:6! 6>(!
5*+3;()6+620)!05!;+)+3(;()6!*(1G0)12H2,267!50*!1+5(67!;:16!+,10!>+.(!+)!2;G+<6#!
!
c>2,(!6>(!W)20)!C+2,A+71!+)9!,0A(*!,(.(,1!05!6>(!0*3+)2a+620) (V(*<21(!9+7_
60_9+7!;+)+3(;()6!*(1G0)12H2,267!50*!0G(*+620)!05!,(.(,!<*0112)31!+)9!50*!+9>(*()<(!
60! 30.(*);()6! 1+5(67! *(3:,+620)1R! 6>(! >(+9E:+*6(*1! :)26! 05! O2(6)+;! C+2,A+71! >+1!
*(1G0)12H2,267! 50*! 6>(! G,+))2)3! +)9! ;0H2,2a+620)! 05! <+G26+,! (VG()926:*(R! 2)<,:92)3! 6>(!
(VG()926:*(! 0)! :G3*+9(9! ,(.(,! <*0112)3! G*06(<620)! 1716(;1#! T>(! 1+5(67! 16+62162<1!
1:GG0*62)3! 6>(! <+1(! 50*! <+G26+,! 1G()92)3! 0)! 1+5(67! ()>+)<(;()6! +*(! ;+2)6+2)(9!
;+):+,,7!K3()(*+,,7!2)!921+33*(3+6(9!50*;L!+6!6>(!,(.(,!05!6>(!W)20)!C+2,A+71!+)9!+*(!
)06!+1!7(6!+11(;H,(9!2)60!+!<0;G:6(*2a(9!9+6+H+1(!+6!>(+9E:+*6(*1!,(.(,#!
!
Y(1G26(! 6>(! +H1()<(! 05! +)7! 1716(;+62<! +)9! *(3:,+*! (.+,:+620)! H7! O2(6)+;!
C+2,A+71! 05! ,(.(,! <*0112)3! 1+5(67R! *:,(1! 211:(9! H7! 6>(! [2)216*7! 05! T*+)1G0*6R!
/0;;:)2<+620)! +)9! S016! <0)6+2)! <*26(*2+! 50*! 1(662)3! ,(.(,! <*0112)3! :G3*+92)3!
G*20*262(1#! T>(1(! <*26(*2+R! +1! 1>0A)! H(,0AR! (11()62+,,7! 92162)3:21>! H(6A(()! 6>*((!
<+6(30*2(1!K0*!<,+11(1L!05!,(.(,!<*0112)3!0)!6>(!H+121!05!6>(2*!<0;H2)(9!*0+9!+)9!*+2,!
6*+552<! 9()1267R! 6>(! <+6(30*2(1! 05! *0+91! 2).0,.(9R! 6>(! ,0<+620)! K2#(#! :*H+)g)0)_:*H+)LR!
+)9!6>(2*!.212H2,267!*+62)3B!
!
First class ,(.(,!<*0112)31!+*( 6>01(!A>(*(
#$
#$
#$
*+2,A+7! ,2)(1! 2)6(*1(<6! A26>! *0+91! 05! 52*16R! 1(<0)9! 0*! 6>2*9! <,+11!
<,+11252<+620)f
*+2,A+7!,2)(1!2)6(*1(<6!A26>!:*H+)!*0+91!<+**72)3!+!9()1(!;2V!05!G*2.+6(!
+)9!G:H,2<!6*+)1G0*6f!+)9
6>(! kT*+552<! [0.(;()6! 8)92<+60*lR! 0*! T[! K):;H(*! 05! 6*+2)1! G(*! 9+7! V!
):;H(*!05!*0+9!.(>2<,(1!G(*!9+7L!21!3*(+6(*!6>+)!&JRJJJ#
Second class!,(.(,!<*0112)31!+*(!6>01(!A>(*(!
#$
#$
#$
*+2,A+7!,2)(1!2)6(*1(<6!A26>!*0+91!05!50:*6>!0*!5256>!<,+11!<,+11252<+620)f
*+2,A+7!,2)(1!2)6(*1(<6!A26>!:*H+)!*0+91!<+**72)3!+!*(,+62.(,7!,(11!9()1(!
;2V!05!G*2.+6(!+)9!G:H,2<!6*+)1G0*6f!+)9
6>(! T[! 21! H(6A(()! DRJJJ! +)9! &JRJJJ! 25! 6>(*(! 21! 1:552<2()6! .212H2,267! 0*!
H(6A(()!$RJJJ!+)9!DRJJJ!25!6>(*(!21!2)1:552<2()6!.212H2,267#
Third class! ,(.(,! <*0112)31! +*(! 6>01(! A>2<>! 90! )06! 1+62157! +)7! 05! 6>(! +H0.(!
<*26(*2+#!
T>(!*0+9!<,+11252<+620)1!:1(9!+1!6>(!H+121!50*!6>(1(!,(.(,!<*0112)3!<*26(*2+!+*(!
32.()!2)!T+H,(!&#&$#
@992620)+,!<*26(*2+!1G(<252(9!2)!6>(!,(.(,!<*0112)3!*:,(1!+*(!6>+6B!/,+11!$!+)9!&!
,(.(,!<*0112)31!>+.2)3!+!*+2,!6*+552<!9()1267!05!+6!,(+16!$F!6*+2)1!G(*!&=!>0:*1!*(E:2*(!
H+**2(*! G*06(<620)f! ,(.(,! <*0112)31! A26>! +6! ,(+16! $&! 6*+2)1! G(*! &=! >0:*1R! H:6! A26>!
*(16*2<6(9!.212H2,267!*(E:2*(!H+**2(*!G*06(<620)f!+)9!H*+)<>!,2)(1!>+.2)3!+!6*+552<!9()1267!
05!)06!3*(+6(*!6>+)!=!6*+2)1!+)9!$DJ!*0+9!.(>2<,(1!G(*!&=!>0:*1!90!)06!*(E:2*(!H+**2(*!
G*06(<620)#!
!
!
%?!
Table 2.21: Road classification system in Viet Nam
M+<60*!!!!!!!!!!!!!!!!!!!!!!!!!
!!!%!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!/,+11!&!
S/W!n!G(*!9+7!
!
8!
!
88!
!
888!
w!FJJJ!
%JJJ!d!
FJJJ!
$JJJ!d!!
%JJJ!
!
8O!
%JJ!d!!
$JJJ!
!
O!
!
O8!
!!DJ!d!
%JJ!
!
'!!DJ!
4G((9!KZ;g>0:*L!
($
M,+6!0*!G,+6(+:!+*(+1!
($
[0:)6+2)g>23>,+)9!+*(+1!
!
$&J!
$JJ!
NJ!
FJ!
=J!
&D!
_!
_!
FJ!
=J!
&D!
_!
Source: Vietnam Railways.

n!S/W!v!G+11()3(*!<+*!:)26#!!e6>(*!.(>2<,(1!+*(!<0).(*6(9!2)60!S/Wj1!:12)3!6>(!50,,0A2)3!!
!!!!!!!!!!!!!!5+<60*1B!H2<7<,(!J#&f!;060*<7<,(!J#%f!H:1(1!+)9!;(92:;!6*:<Z1!&#Jf!6>*((!+V,(!6*:<Z1!
!!!!!!!!!!!!!!&#Df!G*2;(!;0.(*1!+)9!1(;2_6*+2,(*1!%#J#!
!
!
!
!
!
86!21!5:*6>(*!162G:,+6(9!2)!6>(!,(.(,!<*0112)3!*:,(1!6>+6!Class I crossings should

be grade separated.
!
TA0! ;+2)! 92552<:,62(1! +*(! +110<2+6(9! A26>! 6>(! G*+<62<+,! +GG,2<+620)! 05! 6>(1(!
<*26(*2+!50*!6>(!:G3*+92)3!05!,(.(,!<*0112)31#!
!
T>(!52*16!21!6>+6!6>(!6*+552<!9()1267!<*26(*2+!+*(!)06!*(+,2162<#!M0*!(V+;G,(R!/,+11!
$!<*0112)31!+*(!29()6252(9!+1!6>01(!A26>!+!T[!05!+6!,(+16!&JRJJJ!+)9!+!6*+2)!9()1267!05!
+6!,(+16!$F!G(*!&=!>0:*1R!32.2)3!+!*0+9!6*+552<!9()1267!05!0),7!$R&DJ!.(>2<,(1!G(*!9+7!
K&JRJJJg$FL#! T>21! 523:*(! 21! ,2Z(,7! 60! H(! (V<((9(9! +6! ;016! 05! 6>(! ,(.(,! <*0112)31! 2)!
h+)02!+)9!.(*7!G0112H,7!+6!+!,+*3(!):;H(*!05!<*0112)31!0:6129(!:*H+)!+*(+1#!86!;:16!
+,10! H(! )06(9! 6>+6! +! *0+9! 6*+552<! 9()1267! 05! $R&DJ! .(>2<,(1! G(*! 9+7! 21! <,01(! 60! 6>(!
(V6*(;(!,0A(*!,2;26!05!6>(!6*+552<!9()1267!<*26(*20)!50*!+!<,+11!%!*0+9R!A>()!2)!5+<6!/,+11!
$! ,(.(,! <*0112)31! >+.(! H(()! 2)92<+6(9! +1! 2)6(*1(<62)3! A26>! *0+9! <,+11(1! H(6A(()! $!
+)9! %R! 50*! A>2<>! +)! :GG(*! 6*+552<! 9()1267! ,2;26! 2)! (V<(11! 05! FRJJJ! G(*! 9+7! >+1! H(()!
2)92<+6(9#!!86!21!>+*9,7!,2Z(,7!6>+6!6*+552<!+;0:)62)3!60!$F!6*+2)1!+)9!$R&DJ!*0+9!.(>2<,(1!
G(*! 9+7! A0:,9! G*09:<(! 1:552<2()6! H()(5261! 2)! 6(*;1! 05! +<<29()6! G*(.()620)! +)9!
*(9:<(9! 9(,+7! 60! *0+9! :1(*1! 60! <0;G,(6(,7! 0551(6! 6>(! <0161! 05! <0)16*:<62)3! *0+9!
0.(*G+11(1!2)!G,+<(!05!/,+11!$!<*0112)31#!
!
T>(!1(<0)9!92552<:,67!21!6>+6!O2(6)+;!C+2,A+71!90!)06!6+Z(!<0:)61!05!6>(!*0+9!
.(>2<,(1!:12)3!,(.(,!<*0112)31#!P(26>(*!+*(!1:<>!<0:)61!6+Z()!0)!+!*(3:,+*!H+121!H7!
6>(!*(1G0)12H,(!*0+9!;+)+3(;()6!+:6>0*262(1#!T>(*(50*(R!6>(*(!21!)0!0H\(<62.(!H+121!
:G0)!A>2<>!6>(!T[!.+,:(!50*!+)7!<*0112)3!<+)!H(!9(6(*;2)(9!+)9!:G0)!A>2<>!,(.(,!
<*0112)3!:G3*+92)3!G*20*262(1!;+7!H(!1(6#!
!
2.5.6 Level crossing safety initiatives
T>(! ;+)+3(;()6! 05! O2(6)+;! C+2,A+71! G*0G(*,7! +66+<>(1! 3*(+6(16! G*20*267! 60!
<0).(*62)3! :)0552<2+,! ,(.(,! <*0112)31! 60! 0552<2+,! <*0112)31! A26>! +6! ,(+16! 10;(! 50*;! 05!
A+*)2)3!123)+3(!5+<2)3!*0+9!:1(*1!+)9!A26>!+)!+9(E:+6(,7!1:*5+<(9!*0+9A+7!+<*011!
6>(!6*+<Z1#!
!
!
%N!
/0)16*:<620)! 05! *0+9! 0.(*G+11(1! 2)! G,+<(! 05! 6>(! ;016! 9()1(,7! 6*+552<Z(9!
<*0112)31!>+1!10!5+*!H(()!H(70)9!6>(!<+G+<267!05!6>(!*+2,A+7!60!52)+)<(R!+,6>0:3>!6>21!
21!<0)129(*(9!6>(!;016!9(12*+H,(!0G620)!2)!6>(!,0)3!6(*;%#!
!
8)! ,+6(! $IIIR! O2(6)+;! C+2,A+71! 1:H;266(9! 60! 6>(! [2)216*7! 05! T*+)1G0*6R!
/0;;:)2<+620)! +)9! S016! +! *(E:(16! 50*! 5:)91! +)9! +)! (VG()926:*(! G*03*+;;(R! A26>!
6>(!50,,0A2)3!G*2)<2G+,!0H\(<62.(1#!
!
#$
G*03*(112.(! <0).(*120)! 60! 0552<2+,! 16+6:1! +)9! :G3*+92)3! 05! 6>(!
(162;+6(9!%RF=&!:)0552<2+,!,(.(,!<*0112)31!0)!6>(!*+2,A+7!1716(;f!
!
#$
G*03*(112.(!2)16+,,+620)!05!H+**2(*!G*06(<620)!+)9!5,+1>2)3!*0+9!A+*)2)3!
123)+,1!+6!N%%!0552<2+,R!H:6!<:**()6,7!:)G*06(<6(9R!<*0112)31f!+)9!
!
#$
2)16+,,+620)!05!;+):+,!0*!6*+2)_+<6:+6(9!*0+9!A+*)2)3!123)+,1!+6!+,,!%F?!
G*06(<6(9!<*0112)31!0)!6>(!*+2,A+7!1716(;#!
!
8)262+,! G*20*267! 2)! 6>(! G*03*+;;(R! A>2<>! A0:,9! >+.(! +! 606+,! <016! (162;+6(9! +6!!
OPY! N%$RFIJ! ;2,,20)! KW4o! F=! ;2,,20)LR! A0:,9! H(! 32.()! 60! 6>(! 0552<2+,2a+620)! 05R! +)9!
2)16+,,+620)! 05! H+**2(*! G*06(<620)! +)9! 5,+1>2)3! *0+9! A+*)2)3! 123)+,1! +6! =%$! :)0552<2+,!
<*0112)31!A26>!+!G+*62<:,+*,7!G00*!1+5(67!*(<0*9#!!86!A+1!(VG(<6(9!6>+6!6>(!G*03*+;;(!
A0:,9!H(!:)9(*6+Z()!2)!%!G>+1(1R!6>(!(,+G1(9!62;(!05!(+<>!G>+1(!9(G()92)3!:G0)!
6>(! ,(.(,! 05! 5:)92)3! +11216+)<(! 60! H(! G*0.29(9! H7! 6>(! 30.(*);()6#! M:)92)3! A+1!
(VG(<6(9! 60! H(! 10:*<(9! ;+2),7! 5*0;! ,0<+,! 30.(*);()6! +:6>0*262(1! +1! A(,,! +1! 5*0;!
,0<+,!<0;;:)267!,(.(,!<*0112)3!:1(*1!K+,6>0:3>!6>(!50*;!05!5:)92)3!H7!6>(!,+66(*R!H(!26!
5*0;! 6+V! *(.():(1! 0*! 92*(<6! <>+*3(1R! A+1! )06! 1G(<252(9L#! T0! 9+6(R! 6>(! <()6*+,!
30.(*);()6!>+1!)06!2)92<+6(9!261!+GG*0.+,!05!6>(!G*03*+;;(#!
!
Y(6+2,1!05!6>(!(,(;()61!+)9!<0161!05!6>(!G*03*+;;(!+*(!32.()!2)!T+H,(!&#&&#!
!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
%
!C(<()6!<0)16*:<620)!05!+!*0+9!0.(*G+11!H*293(!0)!6>(!h+)02_h0!/>2![2)>!/267!;+2),2)(!A26>!
+! 606+,! ,()36>! 05! ! %%#N=! ;(6*(1! A+1! (162;+6(9! 60! <016! OPY! IDR$$?! ;2,,20)! KW4o! ?#%$F?!
;2,,20)L#!T>21!<016!21!(E:2.+,()6!60!OPY!&RN$$!;2,,20)!!KW4o!&$FR&$DL!G(*!;(6*(#!
!
!
%I!
Table 2.22: Proposed Level Crossing Upgrading Programme, Viet Nam

!
S*03*+;;(!0H\(<62.(!
T7G(!05!2)16+,,+620)!
Officialization/upgrading of
unofficial level crossings
[+):+,! ,2562)3! H+**2(*! !!!!!!!!%$!

KA26>! 5,+1>2)3! *0+9!
A+*)2)3!123)+,1L!
=$J!KJ#J%$DL!
$&R?$J!
KJ#I???L!
@:60;+62<!,2562)3!H+**2(*!
!!!!!!&$?!
%JJ!KJ#J&%$L!
FDR$JJ!
KD#JJ??L!
@:60;+62<! *0+9! A+*)2)3! !!!%R%I=!

123)+,1!K16(+97!,23>6L!
$&?!KJ#JJINL!
=%$RJ%N!
K%%#$DFNL!
!!!!!!Sub-total
508,848
(38.1422)
T*0,,(7! 3+6(1! K;+):+,L! !!!!!!!!&I!

A26>!
5,+1>2)3!
*0+9! !
A+*)2)3!123)+,1!
DDJ!KJ#J=&%L!
$DRIDJ!
K$#&&FIL!
[+):+,! ,2562)3! H+**2(*! !!!!!!$%N!

KA26>! 5,+1>2)3! *0+9!
A+*)2)3!123)+,1L!
=$J!KJ#J%$DL!
DFRDNJ!
K=#%D&%L!
!
@:60;+62<!,2562)3!H+**2(*!
!!!!!!FFF!
&$J!KJ#J$F&L!
$%IRNFJ!
K$J#?DNDL!
!!!!!!Sub-total!
!
!!!!!!833
212,390
(16.3377)
Upgrading of official protected

crossings!
C0+9!
*(1:*5+<2)3!
<*0112)3! !!!!!!%F?!
!!%J!KJ#JJ&%L!
$$RJ$J!
KJ#N=DIL!
M,+1>2)3! *0+9! A+*)2)3! !!!!!%F?!

123)+,1! K50*! ;+):+,!
,2562)3!H+**2(*1L!
!&$J!KJ#J$F&L!
??RJ?J!
KD#I&NDL!
4(*.2<(! *0+91!
*+2,A+7!,2)(1!
!!!!J#D!!
&&R&?&!
K$#?&JIL!
Sub-total!
!!!!!367
110,452
(8.4963)
831,690
(63.9762)
Upgrading
of
unprotected crossings
official
P:;H(*!
3,642
+,0)3! ==R?==!K;L!
W)26!/016!
OPY![2,,#!
KW4o![2,,#L!
!
TOTAL PROGRAMME
T06+,!<016!
OPY!![2,,#!
KW4o![2,,#L!
Source: Vietnam Railways.
WG3*+92)3! 05! 6>(! 2)262+,! 6*+)<>(! 05! =%$! :)0552<2+,! <*0112)31! A0:,9! H(!
:)9(*6+Z()!9:*2)3!G>+1(1!8!+)9!88R!50*!+!606+,!<016!(162;+6(9!+6!OPY!$J$RJD$!;2,,20)!
KW4o! ?#??! ;2,,20)L#! O2(6)+;! C+2,A+71! >+1! +,10! G*0G01(9! +)! +,6(*)+62.(! G*03*+;;(!
:)9(*!A>2<>!+,,!(,(;()61!2)!6>(!+H0.(!6+H,(!A0:,9!H(!:)9(*6+Z()!(V<(G6!2)16+,,+620)!
05!+:60;+62<!*0+9!A+*)2)3!123)+,1!+6!:)0552<2+,!<*0112)31!06>(*!6>+)!6>(!G*20*267!3*0:G!
05! =%$#! T>(! 0.(*+,,! <016! 05! 6>(! +,6(*)+62.(! G*03*+;;(! >+1! H(()! (162;+6(9! +6! OPY!
=&%RNI%!;2,,20)!KW4o!%&!;2,,20)LR!0*!+H0:6!>+,5!6>+6!05!6>(!G*(5(**(9!+,6(*)+62.(#!
!
8)!+992620)!60!6>(!+H0.(R!O2(6)+;!C+2,A+71!*(<()6,7!600Z!+!1(*2(1!05!6(<>)2<+,!
+)9! +9;2)216*+62.(! ;(+1:*(1! 60! 2;G*0.(! ,(.(,! <*0112)31! 1+5(67#! ! T>:1R! D?I! ,(.(,!
<*0112)31!>+.(!*(<()6,7!H(()!G+.(9!A26>!<0)<*(6(!G+)(,1R!$?&!>+.(!H(()!H26:;()_
1:*5+<(9!+)9!+)06>(*!%?=!>+.(!H(()!3*+.(,,(9#!!M:*6>(*;0*(R!2)!+)!(550*6!60!2)<*(+1(!
6>(! .232,+)<(! 05! 3+6(Z((G(*1R! 6>(2*! A0*Z2)3! *:,(1! >+.(! H(()! +;()9(9#! ! c>2,(! 6>(7!
!
!
=J!
G*(.20:1,7!A0*Z(9!+!$&_>0:*!1>256!+)9!A()6!055!9:67!50*!&=!>0:*1R!6>(7!)0A!A0*Z!+)!N!
>0:*!1>256!H(50*(!302)3!055!9:67!50*!$F!>0:*1#!
!
e6>(*! 2)262+62.(1! 6+Z()! H7! 6>(! O2(6)+;! C+2,A+71! 60! 2;G*0.(! ,(.(,! <*0112)3!
1+5(67! >+.(! H(()! 50<:1(9! 0)! <0;;:)267! +A+*()(11! H*0+9<+161! 0)! )+620)+,!
6(,(.2120)! +)9! G*0.2120)! 05! +11216+)<(! 60! (9:<+620)! +:6>0*262(1! 2)! 6>(! G*(G+*+620)! 05!
;+6(*2+,1!50*!9211(;2)+620)!2)!1<>00,1#!h0A(.(*R!6>(!*+2,A+7!+9;2)216*+620)!,+<Z1!+)!
(55(<62.(!H:93(6!50*!+<62.262(1!05!6>21!67G(#!!
!
8)!<0;;0)!A26>!06>(*!@12+)!<0:)6*2(1R!O2(6!P+;!1:55(*1!5*0;!+!3()(*+,!,+<Z!
05! +! 1+5(67! (6>01R! 0*! 05! +)! +A+*()(11! 2)! 6>(! A29(*! <0;;:)267! 05! 6>(! <*:<2+,!
2;G0*6+)<(! 05! 1+5(! ,2.2)3! +)9! A0*Z2)3! G*+<62<(1#! T>21! 21! G(*>+G1! 6>(! H233(16!
2;G(92;()6! 5+<(9! H7! 6>(! *+2,A+7! 2)! 1((Z2)3! 60! *(9:<(! 6>(! 2)<29()<(! +)9!
<0)1(E:()<(1! 05! +<<29()61! +6!
261! ,(.(,! <*0112)31R! 12)<(! 6>21!
5+<60*! 21! ,2Z(,7! 60! 5*:16*+6(! 6>(!
S>0603*+G>!$!
(550*61! 05! 6>(! *+2,A+7! 60! *(+<>!
6>(! <0;;:)267! 6>*0:3>! G:H,2<!
1+5(67!(9:<+620)!G*03*+;;(1#!
T>(! 2)921<2G,2)(! 05! 10;(! *0+9!
:1(*1! 2)! O2(6! P+;! A+1!
(V(;G,252(9!H7!.21261!60!1(.(*+,!
,(.(,!<*0112)3!,0<+620)1!A>(*(!
*0+9! .(>2<,(1! <0)62):(9! 60!
G*0<((9! 6>*0:3>! <*0112)31!
(.()! +1! 6>(! H+**2(*1! A(*(!
H(2)3!<,01(9!K1((!S>0603*+G>!
$! 1>0A2)3! 6>(! ,+*3(! 6*0,,(7_
3+6(!G*06(<6(9!<*0112)3!+6!6>(!
Y+2! /0! O2(6g-(! Ya:+)!
2)6(*1(<620)L#!!
!
!!
T0! 10;(! (V6()6! G00*!
3()(*+,! (9:<+620)! ,(.(,1! ;+7!
+,10!
<0)16*+2)!
6>(!
(55(<62.()(11! 05! G:H,2<! 1+5(67!
(9:<+620)! G*03*+;;(1R! H:6!
6>(*(! 21! )0! (.29()<(! 05! +!
)(<(11+*7! ,2)Z! H(6A(()! 6>(!
0.(*+,,! ,(.(,! 05! (9:<+620)! +)9!
1+5(67! +A+*()(11#! c>2,(! +!
16*0)3! <+1(! (V2161! 50*!
+:3;()62)3!O2(6)+;!C+2,A+71j!H:93(6!50*!+)9!*0,(!2)!G:H,2<!1+5(67!(9:<+620)R!26!>+1!
60! H(! +<<(G6(9! 6>+6! 6>(! H()(5261! 05! 6>21! ;(+1:*(! +*(! :),2Z(,7! 60! H(! +<>2(.(9! 2)! 6>(!
1>0*6!6(*;#!
!
T>(!1(<0)9!;+\0*!2;G(92;()6!21!6>(!+GG+*()6!5+2,:*(!05!6>(!*+2,A+7!60!G*(.()6!
6>(!2,,(3+,!<0)16*:<620)!05!,(.(,!<*0112)31!H7!,0<+,!<0;;:)262(1#!O2(6!P+;!>+1!0)(!05!
6>(!!3*(+6(16!G*0,25(*+620)1!05!:)0552<2+,!,(.(,!<*0112)31!2)!@12+!+)9!O2(6)+;!C+2,A+71!
>+1! 2)92<+6(9! 6>+6! :)0552<2+,! <*0112)31! +<<0:)6! 50*! +H0:6! FJ! G(*! <()6! 05! +,,! ,(.(,!
!
!
=$!
<*0112)3!+<<29()61#!T>(!5+<6!6>+6!;016!05!6>(!*+2,A+7!*23>6!05!A+7!2)!O2(6!P+;!21!)06!
5()<(9! +)9! K50*! *(+10)1! 05! <016L! 21! 2;G*+<62<+,! 60! 5()<(R! (V+<(*H+6(1! 6>21! G*0H,(;#!
T>(*(!21!)0!<(*6+2)67!6>+6!6>(!*+2,A+7j1!G,+)!60!2)16+,,!+:60;+62<!*0+9!A+*)2)3!123)+,1!
+6! +,,! <:**()6! :)0552<2+,!<*0112)31! A2,,! H(! +GG*0.(9! +)9! (.()!25! 26!21! 6>(*(!+*(! 90:H61!
+H0:6! 6>(! (55(<62.()(11! 05! 6>21! ;(+1:*(! K:)+<<0;G+)2(9! H7! 10;(! 50*;! 05! H+**2(*!
G*06(<620)L! 2)! *(9:<2)3! 6>(! 5*(E:()<7! 05! ,(.(,! <*0112)3! +<<29()61#! M0*! 6>21! *(+10)R!
6>(*(! +GG(+*1! 60! H(! )0! *(+,2162<! +,6(*)+62.(! 60! 16*()36>()2)3! 6>(! G0A(*1! K+)9! 6>(!
*(10,.(L! 05! *+2,A+7! 16+55! 60! ()50*<(! 6>(! 30.(*);()6j1! 1+5(67! 92*(<62.(1! +)9! *:,(1! 2)!
0*9(*!60!(,2;2)+6(!5:*6>(*!G*0,25(*+620)!05!:)0552<2+,!,(.(,!<*0112)31#!
!
@!6>2*9!2;G(92;()6!*(,+6(1!60!6>(!G00*!G>712<+,!,+70:6!05!;+)7!,(.(,!<*0112)31!
K(.()!0552<2+,!<*0112)31L!2)!O2(6!P+;#!@)!2)1G(<620)!05!,(.(,!<*0112)31!10:6>!05!<()6*+,!
h+)02R!9:*2)3!6>(!U4/@S!;21120)R!2)92<+6(9B!
!
#$
1(.(*(,7! *(16*2<6(9! 6*+<Z! .212H2,267! +6! 6>(! +GG*0+<>(1! 60! ;016! 05! 6>(!
<*0112)31! .2126(9#! 8)! 10;(! <+1(1R! 26! A+1! )06! G0112H,(! 50*! ;060*2161! 60!
>+.(!+!<,(+*!.2(A!05!6>(!6*+<Z!2)!H06>!92*(<620)1!:)62,!6>(7!>+9!)(+*,7!
()6(*(9!6>(!<*0112)3!K1((!S>0603*+G>1!&!+)9!%R!G+3(!=%Lf!+)9!
!
#$
G,+<(;()6!05!*0+9!A+*)2)3!123)H0+*91!600!<,01(!60!6>(!6*+<Z!60!H(!+H,(!
60!G*0.29(!;060*2161!A26>!+9(E:+6(!+9.+)<(!A+*)2)3!05!+!<*0112)3#!8)!
6>(!<+1(!05!10;(!05!6>(!<*0112)31!.2126(9!0),7!0)(!A+*)2)3!129(H0+*9!
A+1!G*0.29(9!(26>(*!129(!05!6>(!6*+<Z!+)9!26!A+1!126:+6(9!)06!;0*(!6>+)!
$#D_&#J! ;(6*(1! 5*0;! 6>(! )(+*(16! *+2,! K1((! S>0603*+G>1! %R! =! +)9! DR!
G+3(!=%_==L#!
!
!
T>(! <0;H2)+620)! 05! 6>(1(! 6A0! 5+<60*1! +6! :)G*06(<6(9! ,(.(,! <*0112)31! <0:,9!
G*09:<(! +! G06()62+,,7! ,25(_6>*(+6()2)3! 126:+620)#! 8)9((9R! +6! 6>(! :)G*06(<6(9! <*0112)3!
5(+6:*(9! 2)! 6>(! G>0603*+G>1R! 6>(! 16:97! 6(+;! A(*(! 2)50*;(9! 6>+6! 6>(*(! >+9! *(<()6,7!
H(()! +<<29()61! 2).0,.2)3! 5+6+,262(1! +6! 6>+6! ,0<+620)! +)9! 6>+6! 6>(! *+2,A+7! >+9! *(<()6,7!
H(()!*(E:(16(9!60!2)16+,,!H+**2(*!G*06(<620)!6>(*(#!
!
T>(! *(16*2<6(9! .212H2,267! 05! 6>(! 6*+<Z! +6! 10;(! ,0<+620)1! A+1! <,(+*,7! <+:1(9! H7!
6>(! 9()1(! <0)<()6*+620)! 05! 1>0G>0:1(1! 600! <,01(! 60! 6>(! 6*+<Z! K1((! G+*62<:,+*,7!
S>0603*+G>! &L#! 85! (V2162)3! H:2,92)3! *(3:,+620)1! 90! )06! G*0.29(! 50*! +9(E:+6(! 1G+62+,!
1(G+*+620)! 05! H:2,92)31! 5*0;! 6>(! H0:)9+*7! 05! 6>(! *+2,A+7! *23>6_05_A+7R! 6>(! *+2,A+7!
A0:,9! H(! A(,,! +9.21(9! 60! :*3(! 6>(! *(,(.+)6! +:6>0*262(1! K6>*0:3>! 6>(! [2)216*7! 05!
T*+)1G0*6!+)9!/0;;:)2<+620)1L!60!>+.(!6>(1(!*(3:,+620)1!+;()9(9!+<<0*92)3,7#!
!
T>(! G,+<(;()6! 05! *0+9! A+*)2)3! 123)1! 21! +! ;+66(*! 5+,,2)3! A26>2)! 6>(!
*(1G0)12H2,267! 05! *0+9! +:6>0*262(1! A>0! ;:16! G*0.29(! 123)+3(R! +1! A(,,! +1! 6>(! *0+9!
+GG*0+<>(1R! ,0<+6(9! 0:6129(! 6>(! *+2,A+7! *23>6_05_A+7! K6>(! *+2,A+7! H(2)3! *(1G0)12H,(!
50*! +,,! 26(;1! ,0<+6(9! A26>2)! 6>(! *+2,A+7! *23>6_05_A+7R! 2)<,:92)3! H+**2(*1! +)9! A+*)2)3!
123)+,1!+1!A(,,!+1!6>(!*0+9!G+.(;()6!+<*011!6>(!6*+<Z1L#!S>0603*+G>!&!+,10!G*0.29(1!
+!3009!(V+;G,(!05!>0A!*0+9!A+*)2)3!123)H0+*91!,0<+6(9!600!<,01(!60!6>(!6*+<Z1!<+)!
H(!0H1<:*(9!H7!<0;;(*<2+,!123)+3(!,0<+6(9!+!5:*6>(*!9216+)<(!5*0;!6>(!6*+<Z#!
!
!
=&!
Photograph 2
Photograph 3
Photograph 4
Photograph 5
2.6
Level crossing safety in Bangladesh, Philippines and Thailand
2.6.1

(a)
Accidents
T+H,(! &#&%! 1>0A1! 9+6+! 0)! ,(.(,! <*0112)3! +<<29()61! 50*! 6>(! *+2,A+7!
0*3+)2a+620)1!05!Q+)3,+9(1>R!6>(!S>2,2GG2)(1!+)9!T>+2,+)9#!
Table 2.23: Level crossing accidents, 1988-1998
r(+*!
$INN!
$INI!
$IIJ!
$II$!
$II&!
$II%!
$II=!
$IID!
$IIF!
$II?!
$IIN!
T06+,!!
Q+)3,+9(1>!
$D!
?!
$J!
?!
I!
$J!
$=!
$D!
I!
&%!
$?!
$%F!
S>2,2GG2)(1!
!
!
!
!
!
!
!
!
!
!
!
T>+2,+)9!
!
!
!
!
!
!
!
!
!
!
!
=FF!
=RFNN!
Source: Questionnaire responses, Bangladesh, Philippines and Thailand.
-(.(,! <*0112)3! +<<29()61! *(G*(1()6! +! 1:H16+)62+,,7! >23>! G*0G0*620)! 05! +,,!

*+2,A+7! +<<29()61! 2)! T>+2,+)9! KI=#F! G(*! <()6! H(6A(()! $INN! +)9! $IINLR! H:6! +! ;2)0*!
G*0G0*620)!05!+,,!*+2,A+7!+<<29()61!2)!6>(!S>2,2GG2)(1!K&I#F!G(*!<()6!H(6A(()!$INN!+)9!
$IINLR! +)9! +)! (.()! ;0*(! ;09(16! G*0G0*620)! 05! +,,! *+2,A+7! +<<29()61! 2)! Q+)3,+9(1>!
K%#N!G(*!<()6!H(6A(()!$INN!+)9!$IINL#!
!
c>()!<0;G+*(9!A26>!6>(!.0,:;(!05!6*+552<R!+1!*(G*(1()6(9!H7!6*+2)_Z2,0;(6*(1R!
6>(!*+6(!05!,(.(,!<*0112)3!+<<29()61!2)!Q+)3,+9(1>!21!E:26(!>23>!KJ#?=!G(*!;2,,20)!6*+2)_
Z;! 50*! 6>(! 1(.()! 7(+*! G(*209! $INN_$IIDLR! H:6! 21! 2)123)252<+)6! +1! <0;G+*(9! A26>!
T>+2,+)9! K$&#I! G(*! ;2,,20)! 6*+2)_Z;! 50*! 6>(! 52.(! 7(+*! G(*209! $II$_$IIDL#! P0!
<0;G+*+H,(!9+6+!A(*(!+.+2,+H,(!50*!6>(!S>2,2GG2)(1#!
!
(b)
Fatalities
!
8)! T>+2,+)9R! 5+6+,262(1! 2)! ,(.(,! <*0112)3! +<<29()61! *(G*(1()6! 6>(! .+16! ;+\0*267!
KI&! G(*! <()6L! 05! +,,! 9(+6>1! 2)! +,,! 67G(1! 05! *+2,A+7! +<<29()61! 6>*0:3>0:6! 6>(! *+2,A+7!
)(6A0*Z#!8)!Q+)3,+9(1>R!5+6+,262(1!2)!,(.(,!<*0112)3!+<<29()61!*(G*(1()6!=F!G(*!<()6!05!
9(+6>1! 2)! +,,! 67G(1! 05! *+2,A+7! +<<29()61! d! +! ;:<>! >23>(*! G*0G0*620)! 6>+)! 6>(!
G*0G0*620)!05!,(.(,!<*0112)3!+<<29()61!2)!606+,!*+2,A+7!+<<29()61R!G0112H,7!H(<+:1(!05!
!
!
=D!
6>(!>(+.7!2)<29()<(!05!H:1!+<<29()61!2)!6>(!*+2,A+7!+<<29()6!606+,#!8)!6>(!S>2,2GG2)(1R!
>0A(.(*R!,(.(,!<*0112)3!+<<29()61!+<<0:)6!50*!0),7!D!G(*!<()6!05!6>(!606+,!):;H(*!05!
5+6+,262(1!2)!*+2,A+7!+<<29()61#!
!
Table 2.24: Level crossing fatalities, 1988-1998
r(+*!
$INN!
$INI!
$IIJ!
$II$!
$II&!
$II%!
$II=!
$IID!
$IIF!
$II?!
$IIN!
T06+,!!
Q+)3,+9(1>!
=!
N!
D!
=!
$&!
=!
$F!
&D!
$F!
$J!
$N!
$&&!
S>2,2GG2)(1!
!
!
!
!
!
!
!
!
!
!
!
T>+2,+)9!
!
!
!
!
!
!
!
!
!
!
!
=!
=$=!
!
@3+2)R! A>()! *(,+6(9! 60! 6*+552<! .0,:;(1R! 6>(! ,(.(,! <*0112)3! 5+6+,267! *+6(! 2)!
T>+2,+)9! 21! 9216:*H2)3,7! >23>! d! $#JD! G(*! ;2,,20)! 6*+2)! Z2,0;(6*(1! d! H:6! (.()! +6! 6>21!
,(.(,R!6>(!T>+2!5+6+,267!*+6(!21!0),7!+H0:6!0)(!5256>!05!6>(!*+6(!(VG(*2()<(9!H7!O2(6!P+;R!
A>2<>! >+1! 6>(! A0*16! ,(.(,! <*0112)3! 1+5(67! *(<0*9! 05! +)7! <0:)6*7! *(.2(A(9! 2)! 6>21!
16:97#! 8)! Q+)3,+9(1>R! 6>(! 5+6+,267! *+6(! +.(*+3(9! J#FF! G(*! ;2,,20)! 6*+2)! Z2,0;(6*(1R!
10;(A>+6! ,0A(*! 6>+)! 6>(! +<<29()6! *+6(#! P0! <0;G+*+H,(! 9+6+! A(*(! +.+2,+H,(! 50*! 6>(!
S>2,2GG2)(1#!
!
(c)
Injuries
8)! T>+2,+)9R! 6>(! ):;H(*! 05! G(*10)1! 2)\:*(9! 2)! ,(.(,! <*0112)3! +<<29()61!
*(G*(1()61! 6>(! ;+\0*! G*0G0*620)! K?F! G(*! <()6L! 05! +,,! G(*10)1! 2)\:*(9! 2)! +,,! *+2,A+7!
+<<29()61!6>*0:3>0:6!6>(!1716(;R!A>2,(!2)!Q+)3,+9(1>!6>(!G(*<()6+3(!2)\:*(9!2)!,(.(,!
<*0112)3!+<<29()61!21!==!G(*!<()6!+)9!2)!6>(!S>2,2GG2)(1!%$!G(*!<()6#!!
!
!
=F!
Table 2.25: Level crossing injuries, 1988-1998

r(+*!
$INN!
$INI!
$IIJ!
$II$!
$II&!
$II%!
$II=!
$IID!
$IIF!
$II?!
$IIN!
T06+,!!
Q+)3,+9(1>!
$I!
$F!
%?!
%F!
%I!
$I!
FJ!
F%!
%J!
%?!
DN!
=$=!
S>2,2GG2)(1!
T>+2,+)9!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
=F&!
$RJNN!
!
!
T>(!<0;G+*+62.(!+)+,7121!05!,(.(,!<*0112)3!1+5(67!G(*50*;+)<(!2)!6>(1(!6>*((!
<0:)6*2(1! +)9! +,10! 2)! O2(6! P+;! >+1! 60! H(! 6(;G(*(9! H7! 6>(! 5+<6! 6>+6! ;060*2a+620)!
,(.(,1! 2)! T>+2,+)9! +*(! ;+)7! 62;(1! 3*(+6(*! 6>+)! 6>(7! +*(! 2)! Q+)3,+9(1>! +)9! 2)! O2(6!
P+;!+)9!1(.(*+,!62;(1!3*(+6(*!6>+)!6>(7!+*(!2)!6>(!S>2,2GG2)(1#!
!
2.6.2 Level crossing characteristics and effectiveness
(a)
Number and density of level crossings
Y+6+! G*0.29(9! H7! 6>(! *+2,A+7! 1716(;1! 05! Q+)3,+9(1>R! 6>(! S>2,2GG2)(1! +)9!
T>+2,+)9!2)92<+6(!6>(!50,,0A2)3!,(.(,!<*0112)3!G0G:,+620)1R!H7!67G(R!0)!(+<>!)(6A0*ZB!
!
Table 2.26: Density of level crossings and number, by type
Route length/type of level crossing
Bangladesh
Philippines
&R?%=!
=N=!
=RJ=$!
e552<2+,!d!G*06(<6(9R!)0#!!
=J&!
=I!
=F?!
e552<2+,!d!:)G*06(<6(9R!)0#!
I&F!
$F$!
$R$=D!
W)0552<2+,!K:)G*06(<6(9LR!)0#!
N&$!
IN!
F&D!
&R$=I!
%JN!
&R&%?!
J#?I!
J#F=!
J#DD!
$#%!
$#F!
$#N!
C0:6(_Z;!
T06+,!
-(.(,!<*0112)3!9()1267R!)0#!G(*!Z;!
-(.(,!<*0112)3!1G+<2)3R!0)(!(.(*7!x!Z;!!!
!
!
=?!
Thailand
e5!6>(!6>*((!<0:)6*2(1!*(.2(A(9R!Q+)3,+9(1>!>+1!6>(!3*(+6(16!9()1267!05!,(.(,!
<*0112)31!K0)(!(.(*7!$#%!Z;L!+)9!6>(!>23>(16!G(*<()6+3(!05!:)0552<2+,!<*0112)31!K%N!
G(*!<()6L#!/:*20:1,7!+)9!<0).(*1(,7!60!A>+6!;23>6!H(!(VG(<6(9R!6>(1(!<>+*+<6(*2162<1!
+*(! )06! *(5,(<6(9! 2)! >23>(*! +<<29()6R! 5+6+,267! +)9! 2)\:*7! *+6(1! d! A>2<>! ;23>6! 1:33(16!
6>+6! 6>(! 1+5(67! G(*50*;+)<(! 9+6+! +*(! :)9(*16+6(9#! M0*! (V+;G,(R! 26! >+1! 60! H(!
E:(1620)(9! A>(6>(*! *+2,A+7! 1+5(67! 16+62162<1! <+G6:*(! 5:,,! 9(6+2,1! 05! 6>(! ):;H(*1! 05!
road usersR! +1! 92162)<6! 5*0;! *+2,A+7! G+11()3(*1R! Z2,,(9! 0*! 1(*20:1,7! 2)\:*(9! 2)! ,(.(,!
<*0112)3!+<<29()61#!!!
!
P0)(! 05! 6>(! +H0.(! 6>*((! *+2,A+7! 1716(;1! >+1! A>+6! ;23>6! H(! <0)129(*(9! +)!
+<<(G6+H,(! G(*<()6+3(! 05! G*06(<6(9! ,(.(,! <*0112)31#! h0A(.(*R! 26! 21! 123)252<+)6! 6>+6!
T>+2,+)9!A26>!0),7!&$!G(*!<()6!05!261!,(.(,!<*0112)31!G*06(<6(9!>+9!:)+<<(G6+H,7!>23>!
+<<29()6!+)9!<+1:+,67!*+6(1#!! !!
!!!
(b)
Technical characteristics of level crossings
T+H,(!&#&?!G*0.29(1!9(6+2,1!05!6>(!,(.(,!<*0112)31!05!Q+)3,+9(1>R!S>2,2GG2)(1!
+)9!T>+2,+)9!<,+11252(9!+<<0*92)3!60!6>(2*!(E:2G;()6!+)9!;+))2)3!16+6:1#!Nearly all
protected crossings in these countries are manned.! e),7! T>+2,+)9! >+1! +!
123)252<+)6! ):;H(*! 05! 0G()! <*0112)31! (E:2GG(9! 0),7! A26>! 5,+1>2)3! ,23>61! +)9! +:92H,(!
A+*)2)3!9(.2<(1#!
!
P0! 9(6+2,1! 05! 6>(! +<<29()6g<+1:+,67! >2160*2(1! 05! 6>(1(! .+*20:1! 67G(1! 05! ,(.(,!
<*0112)31!A(*(!G*0.29(9R!10!6>+6!26!A+1!)06!G0112H,(!60!;+Z(!+)7!9(52)262.(!<0;;()6!
0)!6>(2*!1+5(67!(55(<62.()(11#!
!
Y:*2)3!$IIIR!T>+2,+)9!H*0:3>6!2)60!1(*.2<(!6>(!52*16!$=!05!+!)(A!67G(!05!,(.(,!
<*0112)3! (E:2GG(9! A26>! H+**2(*1R! 5,+1>2)3! ,23>61! +)9! +:92H,(! A+*)2)3! 9(.2<(1! +)9!
<,01(9! <2*<:26! 6(,(.2120)! K//TOL! +,,0A2)3! <0)6*0,! 5*0;! +! *(;06(! ,0<+620)#! 86! 21!
:)9(*16009!6>+6!6>21!1716(;!21!12;2,+*!60!6>(!Q*2621>![/Qg//TO!K[+):+,,7!<0)6*0,,(9!
H+**2(*1!A26>!//TOL!167,(!05!<*0112)3#!T>(!+GG+*()6!+9.+)6+3(!05!6>21!1716(;!21!6>+6!
26! A0:,9! G(*;26! manual control 05! 0)(! 0*! ;0*(! <*0112)31! 5*0;! +! 12)3,(! ,0<+620)R!
*(1:,62)3! 2)! 16+55! 1+.2)31! +)9! *(9:<(9! 0G(*+62)3! <016#! 861! 921+9.+)6+3(! ;23>6! +*21(!
5*0;! 6>(! 5+<6! 6>+6! ,(.(,! <*0112)3! 16+55! A0:,9! )06! H(! 0)! >+)9! 60! *(1G0)9! 2)! +)!
(;(*3()<7#!
!
!
=N!
Table 2.27: Level crossing population, by technical classification

Country/Railway
System
Crossing type description
Number on
system (as at
June 1999)
Q+)3,+9(1>n!
[(<>+)2<+,!5:,,!A296>!,2562)3!H+**2(*!!!K;+))(9L!
$&%!
[(<>+)2<+,!>+,5!A296>!,2562)3!H+**2(*!!K;+))(9L!
&&!
U,(<6*2<+,!+)9!;(<>+)2<+,!>+,5!A296>!,2562)3!H+**2(*!K;+))(9L!
[(<>+)2<+,!5:,,!A296>!1A2)32)3!3+6(!!K;+))(9L!
&D$!
Total, protected
402
S>2,2GG2)(1!
[(<>+)2<+,!H+**2(*!A26>!5,+1>2)3!,23>61R!H(,,1!+)9!52V(9!*0+9!123)1!K;+))(9L!
=!
[(<>+)2<+,!H+**2(*!A26>!H(,,1!+)9!52V(9!*0+9!123)1!!K;+))(9L!
N!
[(<>+)2<+,!H+**2(*!A26>!5,+1>2)3!,23>61!+)9!52V(9!*0+9!123)1!K;+))(9L!
[(<>+)2<+,!H+**2(*!A26>!52V(9!*0+9!123)1!K;+))(9L!
P0!H+**2(*R!H(,,1!+)9!52V(9!*0+9!123)1!0),7!K;+))(9L!
M2V(9!*0+9!A+*)2)3!123)1!0),7!!K;+))(9L!
Total, protected
M2V(9!*0+9!A+*)2)3!123)1!0),7!K:);+))(9L!
@:60;+62<!,2562)3!H+**2(*!+)9!52V(9!*0+9!A+*)2)3!123)1!K:);+))(9L!
=!
P0!H+**2(*R!+:60;+62<!5,+1>2)3!,23>61!+)9!H(,,1!A26>!52V(9!*0+9!123)1!K:);+))(9L!
$!
F!
$!
$=!
%!
$N!
48
$%D!
@:60;+62<!H+**2(*!+)9!H(,,1!0),7!K:);+))(9L!
P0!(E:2G;()6!0*!123)+3(!K:);+))(9L!
$$I!
$!
Total, unprotected!
260
Grand Total
308
T>+2,+)9!
U,(<6*2<+,!5:,,!0*!>+,5!A296>!,2562)3!H+**2(*!A26>!*(;06(!<0)6*0,!+)9!//TO!K;+):+,L!
U,(<6*2<+,!5:,,!0*!>+,5!A296>!,2562)3!H+**2(*!K;+):+,L!
[(<>+)2<+,!5:,,!0*!>+,5!A296>!,2562)3!H+**2(*!K;+):+,L!
[(<>+)2<+,!5:,,!0*!>+,5!A296>!>02162)3!H+**2(*!K;+):+,L!
4,292)3!6*0,,(7!3+6(!K;+):+,L!
@:60;+62<!>+,5!A296>!,2562)3!H+**2(*!K:);+))(9L!
Total, protected
eG()!<*0112)3!A26>!+:60;+62<!5,+1>2)3!A+*)2)3!,23>6!0),7!K:);+))(9L!
$=!
$J=!
%=!
&%J!
$F!!
F=!
=F&!
%$!
M2V(9!*0+9!A+*)2)3!123)1!0),7!K:);+))(9L!
$R$$%!
Total, unprotected
$R$==!
Grand Total, official crossings
1,606

* In the absence of details of unprotected level crossings in Bangladesh, it was assumed that
they are all unmanned without any form of equipment or signage.
2.6.3
Level crossing system evaluation techniques
8)! Q+)3,+9(1>R! ,(.(,! <*0112)3! 2)16+,,+620)! +)9! :G3*+92)3! G*20*262(1! +*(!

(16+H,21>(9! 0)! 6>(! H+121! 05! 6>(! assumed *0+9! +)9! *+2,! 6*+552<! .0,:;(! ,2Z(,7! 60! :1(!
<*0112)31!2)!5:6:*(#!T>(!Q+)3,+9(1>!C+2,A+7!90(1!)06!6+Z(!<0:)61!05!*0+9!6*+552<!+)9!
<0)1(E:()6,7! *0+9! 6*+552<! 9()1267! +6! 2)92.29:+,! <*0112)31! 21! Z)0A)! 0),7! 5*0;! ,0<+,!
(VG(*2()<(#!
!
!
42;2,+*,7R! 2)! 6>(! S>2,2GG2)(1! *+2,A+7! 16+55! 90! )06! 6+Z(! *0+9! 6*+552<! <0:)61! d!
)(26>(*! 21! 6>21! 2)50*;+620)! 50*6><0;2)3! 5*0;! 6>(! >23>A+7! +:6>0*262(1#! ! /0)1(E:()6,7R!
G*20*262(1!!50*!!6>(!!2)16+,,+620)!!05!!)(A!!,(.(,!!<*0112)31!!0*!6>(!!:G3*+92)3!!05!!(V2162)3
!
!
=I!
<*0112)31! +*(! )06! (16+H,21>(9! 0)! 6>(! H+121! 05! (VG(<6(9! *0+9! +)9! *+2,! 6*+552<! 9()1267#!
C+6>(*R! 6>(! S>2,2GG2)(! P+620)+,! C+2,A+71! +GG,2(1! <*26(*2+! H+1(9! 0)! 6>(! ,0<+620)! 05! +!
<*0112)3#! M0*! (V+;G,(R! 25! 6>(! <*0112)3! 21! ,0<+6(9! 2)129(! [(6*0! [+)2,+! 26! ;:16! H(!
16+55(9! +)9! +6! ;2)2;:;! (E:2GG(9! A26>! ,2562)3! H+**2(*1! 5,+1>2)3! ,23>61! +)9! 52V(9! *0+9!
A+*)2)3! 123)1#! e)! 6>(! 06>(*! >+)9R! 25! 6>(! <*0112)3! 21! ,0<+6(9! 2)! +! *:*+,! +*(+! 26! 21!
G*0.29(9! A26>! 52V(9! *0+9! A+*)2)3! 123)1! 0),7#! @,603(6>(*R! 6>(! SPC! <,+11252(1! 261! ,(.(,!
<*0112)31!2)60!(23>6!3*0:G1!>+.2)3!>0;03()(0:1!,0<+620)+,!<>+*+<6(*2162<1#!
!
8)! T>+2,+)9R! +)! 2)9(V! 05! *0+9! +)9! *+2,! 6*+552<R! <+,,(9! +! T*+552<! [0;()6! KT[L!
2)92<+60*! 21! :1(9! 60! (16+H,21>! G*20*262(1! 50*! ,(.(,! <*0112)3! 2)16+,,+620)! 0*! :G3*+92)3#!
46+6(! C+2,A+7! 05! T>+2,+)9! 16+55! G*(1()6,7! 6+Z(! *0+9! 6*+552<! <0:)61! 0)! +)! +1! *(E:2*(9!
H+121R! H:6! 50*! 6>(! 5:6:*(! G,+)! 60! 6+Z(! <0:)61! +6! ,(+16! 0)<(! +! 7(+*! 50*! 6>(! H:12(*!
*0+9g*+2,! 2)6(*1(<620)1#! T>(! 9(<2120)! <*26(*2+! :1(9! H7! 6>(! 4CT! +)9! H+1(9! 0)! T[!
2)92<+60*1!50*!2)92.29:+,!<*0112)31!+*(!+1!50,,0A1B!
!
TM Range!
!
Indicated type of crossing!

!
T[!'!$JRJJJ!
!$JRJJJ!q!T[!'!$JJRJJJ!
!$JJRJJJ!q!T[!
M2V(9!*0+9!A+*)2)3!123)1!0),7!
[+):+,!H+**2(*1!
C0+9!0.(*G+11!0*!:)9(*G+11!
!
86! +GG(+*1! >0A(.(*! 6>+6! 6>(1(! 9(<2120)! <*26(*2+! >+.(! )06! H(()! *230*0:1,7!
+GG,2(9!9:(!;+2),7!60!5:)92)3!1>0*6+3(1#!T>(!9(<2120)!6+Z()!)(+*,7!6>*((!7(+*1!+30!
60! <+)<(,! +! ;+112.(! 6*+<Z! (,(.+620)! G*0\(<6! 50*! Q+)3Z0Z! K6>(! h0G(A(,,! G*0\(<6L! >+1!
<0;G0:)9(9!6>(!G*0H,(;!05!*(10,.2)3!*0+9!+)9!*+2,!<0)5,2<61!2)129(!0)(!05!40:6>(+16!
@12+j1!;016!<0)3(16(9!<262(1#!
!
!
DJ!
CHAPTER 3:
3.1
RAILWAY LEVEL CROSSING SAFETY

EXPERIENCE AND ENHANCEMENT IN
DEVELOPED COUNTRIES
General
!
@1! A+1! 0H1(*.(9! 2)! />+G6(*! &R! +<<29()61! +6! *+2,A+7! ,(.(,! <*0112)31! <,(+*,7!
90;2)+6(!6>(!*+2,A+7!+<<29()6!G2<6:*(!2)!@12+#!P06!0),7!+*(!6>(7!90;2)+)6!2)!6(*;1!05!
5*(E:()<7R! H:6! 6>(7! <+)! H(! ;0*(! 1(.(*(! 2)! 6>(2*! <0)1(E:()<(1! 6>+)! 06>(*! 67G(1! 05!
*+2,A+7! +<<29()61R! 12;G,7! H(<+:1(! 6>(7! <+)! 2).0,.(! 2)\:*2(1! +)9! 5+6+,262(1! 60! *+2,A+7!
G+11()3(*1! +1! A(,,! +1! 60! *0+9! .(>2<,(! 0<<:G+)61! +)9! 06>(*! :1(*1! 05! *+2,A+7! ,(.(,!
<*0112)31#! Y(G()92)3! :G0)! 6>(! 12a(! +)9! A(23>6! 05! *0+9! .(>2<,(1! 2).0,.(9! 2)! ,(.(,!
<*0112)3! +<<29()61R! +1! A(,,! +1! 6>(! 50*<(! 05! 2;G+<6R! 6*+2)1! +*(! 056()! +6! *21Z! 05!
9(*+2,;()6! K0*! +6! 6>(! .(*7! ,(+16R! 05! <0;G*(112.(! 9(16*:<620)L! :G0)! 2;G+<6! A26>! *0+9!
.(>2<,(1R!A26>!6>(!G0112H2,267!6>+6!6>(!,2.(1!05!6>(!G+11()3(*1!0)!6>(!6*+2)R!+1!A(,,!+1!
6>01(!05!*0+9!.(>2<,(1R!+*(!()9+)3(*(9#!!
!
P(.(*6>(,(11R! 6>(! +11(11;()6! 05! 1+5(67! ()>+)<(;()6! ;(+1:*(1! 50*! ,(.(,!
<*0112)31! 21R! +)9! 1>0:,9! H(R! 2)! )0! A+7! 1(G+*+6(! 5*0;! 6>(! +11(11;()6! 6(<>)2E:(1!
:1(9! +<*011! 6>(! H*0+9! 1G(<6*:;! 05! +<<29()6! 67G(1! H06>! 50*! *+2,A+71! +)9! 06>(*!
6*+)1G0*6! ;09(1#! 8)! G+*62<:,+*R! 6>(! <0)<(G6! 05! risk management! 21! +1! +GG,2<+H,(! 60!
,(.(,!<*0112)3!1+5(67!+1!26!21!60!06>(*!*+2,A+7!1+5(67!211:(1#!
!
[:<>!<+)!H(!,(+*)(9!5*0;!6>(!(VG(*2()<(!05!6>(!*+2,A+71!05!6>(!W)26(9!46+6(1R!
<0)62)()6+,! U:*0G(R! 6>(! W)26(9! X2)390;R! +)9! ]+G+)! 2)! 9(.(,0G2)3! +! 1:26+H,(!
;(6>090,037!50*!+11(112)3!,(.(,!<*0112)3!1+5(67!+)9!1+5(67!()>+)<(;()6!;(+1:*(1#!!
T>(*(! +*(! 5(A! <0:)6*2(1! A>2<>! >+.(! +<>2(.(9! ;0*(! 2)! 6>21! <0)6(V6! 6>+)! 6>(! W)26(9!
X2)390;!A>(*(R!0.(*!6>(!7(+*1R!+)!2)<*(+12)3!G*(;2:;!>+1!H(()!G,+<(9!0)!6>(!)((9!
50*!()1:*2)3!3*(+6(*!1+5(67!+6!6>(!2)6(*5+<(!05!*+2,!+)9!*0+9!6*+)1G0*6#!
!
!
3.2
Some definitions
42)<(!;(+1:*(1!50*!*+2,A+7!1+5(67!()>+)<(;()6!2)<*(+12)3,7!9(G()9!:G0)!+!
G*20*! +11(11;()6! 05! *21Z! +)9! 05! 6>(! G06()62+,! 50*! *21Z! *(9:<620)R! +! 5(A! 9(52)2620)1!
*(,+62)3!60!*21Z!;+)+3(;()6!+*(!2)!0*9(*#!
!
M2*16, risk! 21! 6>(! G*0H+H2,267! 6>+6! +! 1+5(67! >+a+*9! A2,,! *(1:,6! 2)! +)! +<<29()6!
2).0,.2)3!<+1:+,62(1!K,011!05!,25(R!2)\:*7!0*!G*0G(*67!9+;+3(L#!
!
@! safety hazard 21! +)! +<62.267R! <0;H2)+620)! 05! +<62.262(1R! 0*! 1(6! 05!
<2*<:;16+)<(1! A>2<>! <0:,9! G*09:<(! +)! +<<29()6#! T>(! U)32)((*2)3! 4+5(67!
[+)+3(;()6!3:29(,2)(1!05!C+2,6*+<Z!K6>(!G*2.+621(9!*+2,A+7!2)5*+16*:<6:*(!G*0.29(*!2)!
6>(! W)26(9! X2)390;L! 9(52)(! +! >+a+*9! +1! +! k16+6(! 0*! (.()6! A26>! 6>(! <+G+H2,267! 05!
<+:12)3! >+*;l#! 8)! 6>(! <+1(! 05! ,(.(,! <*0112)3! +<<29()61! +! <0;H2)+620)! 05!
().2*0);()6+,! 5+<60*1! K6>(! G>712<+,! 1(662)3L! +)9! +<62.262(1! <+)! G*0.29(! 6>(!
<2*<:;16+)<(1!A>2<>!;+7!6*233(*!+<<29()61#!M0*!(V+;G,(R!+!,(.(,!<*0112)3!G*06(<6(9!
0),7! H7! 5,+1>2)3! ,23>61! +)9! 2).0,.2)3! +! *0+9! <*0112)3! 05! 6>(! *+2,A+7! 6*+<ZK1L! +6! +)!
0H,2E:(!+)3,(!A2,,!G*0.29(!6>(!<2*<:;16+)<(1!50*!+)!+<<29()6R!H:6!0),7!25!;060*!.(>2<,(!
9*2.(*1!+GG*0+<>!6>(!<*0112)3!+6!1G((9!A26>0:6!6>(!2)6()620)!60!160G!+6!6>(!,23>61! and
25!6>(2*!+**2.+,!+6!6>(!<*0112)3!>+GG()1!60!<02)<29(!A26>!6>+6!05!+!6*+2)#!
!
D$!
4+5(67! >+a+*91! >+.(! +110<2+6(9! A26>! 6>(;! )0620)1! 05! 6>(! frequency +)9!
consequences 05!+<<29()61#!! Frequency ;+7!H(!(VG*(11(9!2)!6(*;1!05!6>(!):;H(*!
05! +<<29()61! 05! +! 32.()! 67G(! G(*! :)26! 05! 62;(! 0*! G(*! :)26! 05! *+2,! 6*+552<R! (#3#! G(*! 6*+2)!
Z2,0;(6*(#! @! >23>! G*0H+H2,267! 0*! *21Z! 05! +<<29()61! A2,,! H(! *(5,(<6(9! 2)! +! >23>! +<<29()6!
5*(E:()<7#! @<<29()6! consequences! +*(! 6>(! *(1:,61! 05! +<<29()61! 2)! 6(*;1! 05! 6>(!
):;H(*! 05! G(*10)1! Z2,,(9! 0*! 2)\:*(9R! 0*! 05! G*0G(*67! 9+;+3(R! 9(+6>1! +)9! 2)\:*7! 05!
+)2;+,1R!(6<#!
!
C21Z!;+7!H(!1:H92.29(9!2)60!6>*((!<+6(30*2(1B!
!
#$
Individual risk, A>2<>! 21! 6>(! +)):+,! G*0H+H2,267! 05! 9(+6>! 50*! +! 1G(<252<!
G(*10)R!(#3#!+!*(3:,+*!<0;;:6(*R!+!6*+2)!9*2.(*R!+!;060*!.(>2<,(!9*2.(*f!
!!
#$
Societal risk, A>2<>!21!6>(!*21Z!50*!6>(!(VG01(9!G0G:,+620)!+1!+!A>0,(R!
2)<,:92)3! 6>(! G06()62+,! 50*! 32.()! >+a+*91! 60! <+:1(! ;:,62G,(! 5+6+,262(1f!
+)9!
!
#$
Collective riskR! A>2<>! 21! 6>(! *21Z! +110<2+6(9! A26>! 6>(! 606+,! ):;H(*! 05!
5+6+,262(1!G(*!+)):;!+66*2H:6+H,(!+,,!60!29()6252(9!>+a+*91#!
!
T>(! <0)<(G6! 05! kUE:2.+,()6! M+6+,262(1l! 21! 056()! :1(9! 2)! (162;+62)3! 6>(! +H0.(!
*21Z1#!T>21!<0)<(G6!<0;H2)(1!5+6+,262(1R!;+\0*!+)9!;2)0*!2)\:*2(1!2)60!+!12)3,(!0.(*+,,!
<+1:+,67!(162;+6(!H7!+11:;2)3!K67G2<+,,7L!6>+6!$J!;+\0*!2)\:*2(1!0*!&JJ!;2)0*!2)\:*2(1!
+*(!(E:2.+,()6!60!+!12)3,(!5+6+,267#!
!
C21Z! <+)! H(! ;+)+3(9! H7! *(9:<2)3! (26>(*! 6>(! +<<29()6! 5*(E:()<2(1! 0*!
<0)1(E:()<(1!K0*!H06>L!+110<2+6(9!A26>!32.()!>+a+*91#!h0A(.(*R!26!>+1!60!H(!)06(9!
6>+6! 6>(! *21Z1! +110<2+6(9! A26>! ;016! >+a+*91! +*(! 52)26(! d! 2#(#! 6>(7! <+)! )(.(*! H(!
<0;G,(6(,7! (,2;2)+6(9#! M:*6>(*R! 6>(*(! 21! +! G02)6! 2)! 6>(! ;+)+3(;()6! 05! *21Z! H(70)9!
A>2<>! 5:*6>(*! ;(+1:*(1! H(<0;(! 2;G*+<62<+,! 2)! 6>(! 1()1(! 6>+6! 6>(! <0161! 05! 6>(2*!
2;G,(;()6+620)! A2,,! (V<((9! 6>(! ;0)(6+*7! .+,:(! 05! 6>(! H()(5261! 6>(7! <+)! G*0.29(#=!!
T>21! 21! +! 5+<6! A>2<>! >+1! H(()! +<<(G6(9! 2)! 6>(! W)26(9! X2)390;! H:6! )06! 0)! 6>(!
U:*0G(+)!<0)62)()6!+1!A2,,!H(!921<:11(9!2)!+!,+6(*!1(<620)#!
!
!
3.3
Experience of the United Kingdom in safety management
!
8)! 6>(! W)26(9! X2)390;R! +9;2)216*+620)! 05! 1+5(67! G0,2<7! +)9! 16+)9+*91! 2)! 6>(!
G:H,2<! 90;+2)! 21! 6>(! *(1G0)12H2,267! 05! 6>(! h(+,6>! +)9! 4+5(67! UV(<:62.(! Kh4UL#!
h0A(.(*R!:)62,!.(*7!*(<()6,7R!+:6>0*267!50*!*+2,A+7!1+5(67!;+)+3(;()6!>+1!H(()!6>+6!
05!6>(!2)5*+16*:<6:*(!0A)(*!d!2)262+,,7R!Q*2621>!C+2,!+)9!,+66(*,7R!C+2,6*+<Z!S,<!d!A26>!6>(!
h4U! ()1:*2)3! 6>+6! 1+5(67! G0,2<7! 3:29(,2)(1! +)9! 16+)9+*91! +*(! 0H1(*.(9#D! T>(!
16+6:60*7! 2)16*:;()6! A>2<>! 32.(1! 6>(! h4U! 261! ;+)9+6(! 21! 6>(! h(+,6>! +)9! 4+5(67! +6!
c0*Z!@<6!05!$I?=#!T>21!@<6!2;G01(1!+!k9:67!05!<+*(l!0)!(;G,07(*1!+)9!*(E:2*(1!6>(;!
60! ;+)+3(! 6>(2*! +<62.262(1! 2)! 1:<>! +! A+7! 6>+6! 6>(! 1+5(67! *21Z1! 2;G01(9! H7! 6>(1(!
+<62.262(1!+*(!as low as is reasonably practical.
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
=
! @)9*(A! ]! 4;26>, Managing Safety Through Identifying, assessing, Mitigating and
Monitoring Risk, G+G(*!G*(1()6(9!+6!!4+5(67!0)!U:*0G(+)!C+2,A+71!/0)5(*()<(R!!-0)90)R!!
!!!=!Y(<(;H(*!$II?#!
!!
D
!e)!$J!e<60H(*!$IIIR!52.(!9+71!+56(*!6A0!6*+2)1!<0,,29(9!0)!6>(!;+2)!A(16(*)!,2)(!+6!-+9H*0Z(!
'*0.(!)(+*!S+992)360)!46+620)R!6>(!Q*2621>!'0.(*);()6!+))0:)<(9!6>+6!C+2,6*+<Zj1!+:6>0*267!
50*!1+5(67!;+)+3(;()6!A0:,9!H(!A26>9*+A)!+)9!32.()!60!+)!+1!7(6!:)_)+;(9!0*3+)2a+620)#!
D&!
[0*(!A2,,!H(!1+29!+H0:6!6>(!;(+)2)3!+)9!G*+<62<+,!+GG,2<+620)!05!6>(1(!A0*91R!
H:6! 26! 21! 52*16! :1(5:,! 60! )06(! 6>+6! +! 5:)9+;()6+,! <>+)3(! 2)! 6>(! G>2,010G>7! 05! 1+5(67!
;+)+3(;()6!2)!*+2,A+71!0<<:**(9!2)!6>(!W)26(9!X2)390;!2)!6>(!,+6(!$INJj1#!S*20*!60!
6>21!62;(R!6>(!3:292)3!G>2,010G>7!A+1!0)(!05!k1+5(67!52*16R!+6!+)7!G*2<(lR!2)!A>2<>!1+5(67!
()>+)<(;()6! A+1! +<<0*9(9! 60G! G*20*267! 2)! 6>(! *+2,A+7! <+G26+,! (VG()926:*(!
G*03*+;;(#! W),2Z(! 06>(*! <+G26+,! 2).(16;()6! G*0G01+,1R! 6>01(! *(,+6(9! 60! 1+5(67!
2;G*0.(;()6! A(*(! )06! *(E:2*(9! 60! :)9(*30! 5:,,! <016! H()(526! +)+,7121#! T>(!
<0)1(E:()<(1! 05! 6>(! 1+5(67! +6! +)7! G*2<(! G>2,010G>7! A(*(! 6>+6! 6>(! <0161! 05!
2).(16;()61!2)!1+5(67!2;G*0.(;()6!<0:,9!H(!1(.(*+,!62;(1!3*(+6(*!6>+)!6>(!52)+)<2+,!
.+,:(!05!6>(!H()(5261!6>(7!A(*(!<+G+H,(!05!G*09:<2)3#
!
!
3.3.1 A change in the philosophy of railway safety management
!
86! 600Z! +! <+6+16*0G>2<! <0,,2120)! H(6A(()! 6A0! ;0*)2)3! <0;;:6(*! 6*+2)1! +6!
/,+G>+;!\:)<620)!2)!40:6>!-0)90)!2)!Y(<(;H(*!$INN!60!H*2)3!+H0:6!+!5:)9+;()6+,!
<>+)3(! 2)! 6>(! A+7! *+2,A+7! 1+5(67! 21! ;+)+3(9! 2)! 6>(! W)26(9! X2)390;#! T>21! +<<29()6!
A>2<>! <,+2;(9! 6>(! ,2.(1! 05! %D! G+11()3(*1! A+1! +66*2H:6(9! 60! +! 123)+,! 5+2,:*(#! 86! A+1!
<0)129(*(9! 6>+6! 6>(! 1:H16+)62+,! ,011! 05! ,25(! +)9! 2)\:*2(1! *(1:,62)3! 5*0;! 6>21! +<<29()6!
<0:,9! >+.(! H(()! +.029(9! >+9! +)! @:60;+62<! T*+2)! S*06(<620)! K@TSL! 1716(;! H(()! 2)!
G,+<(!0)!6>(!,2)(1!2)60!/,+G>+;!]:)<620)#!!U11()62+,,7R!+)!@TS!1716(;!A+*)1!+!9*2.(*!
60!1,0A!90A)!0*!60!160G!+)9!A>()!6>+6!A+*)2)3!21!)06!>((9(9R!6>(!1716(;!G*0.29(1!
5:*6>(*!+:92H,(!+)9!.21:+,!A+*)2)31R!H(50*(!+:60;+62<+,,7!+GG,72)3!6>(!H*+Z(1#!
!
T>(! 2)E:2*7! 2)60! 6>(! /,+G>+;! ]:)<620)! +<<29()6R! <>+2*(9! H7! 42*! @)6>0)7!
h299()! ^/R! *(<0;;()9(9! 6>+6! Q*2621>! C+2,! 1>0:,9! +<<(,(*+6(! 6>(! G*03*+;;(! 0)!
A>2<>!26!>+9!(;H+*Z(9!0)(!;0)6>!H(50*(!6>(!+<<29()6!60!9(.(,0G!+)!@TS!1716(;!50*!
2)16+,,+620)! 6>*0:3>0:6! 261! )(6A0*Z#F! T>(! 0*232)+,! G*03*+;;(! >+9! H(()! +2;(9! +6!
2;G,(;()6+620)! 05! @TS! A26>2)! 52.(! 7(+*1R! H:6! 6>21! 62;(5*+;(! A+1! <0)129(*(9! H7!
h299()!60!H(!(V<(112.(#!
!
@)!:)2)6()9(9!<0)1(E:()<(!05!6>(!h299()!C(G0*6!A+1!6>+6!6>01(!*(1G0)12H,(!
50*! 1+5(67! ;+)+3(;()6! 0)! 6>(! Q*2621>! C+2,! )(6A0*Z! H(3+)! 1(*20:1,7! 60! E:(1620)!
A>(6>(*! h299()! >+9! H(()! <0**(<6! 60! *(<0;;()9! @TS! 2)! 6>(! 52*16! G,+<(#! T>(2*!
<>+,,()3(! 60! 6>(! >26>(*60! +<<(G6(9! A2190;! 05! 2;G,(;()62)3! 1+5(67! 2;G*0.(;()6!
;(+1:*(1! A26>0:6! 52)+)<2+,! \:16252<+620)! K+1! 2;G,2(9! 2)! 6>(! *(<0;;()9+620)1! 05! 6>(!
h299()! *(G0*6L! A+1! H+1(9! 0)! <0)<(*)1! +H0:6! 6>(! 9+:)62)3! 1<+,(! 05! 6>(! 2).(16;()6!
*(E:2*(9! 50*! 5:,,! 2)16+,,+620)! 05! @TS#! @! *(.2(A! 05! 6>(! G*0G01(9! @TS! 2)16+,,+620)!
G*03*+;;(! KG016! 6>(! /,+G>+;! ]:)<620)! +<<29()6L! *(1:,6(9! 2)! +)! (162;+6(9!
2)16+,,+620)!62;(5*+;(!05!$J!7(+*1R!)06!D!7(+*1!+1!*(<0;;()9(9!H7!h299()R!A26>!6>(!
50,,0A2)3!<0161B!
!
Table 3.1: Costs of ATP ( million)!
!
8)16+,,+620)!K$J!7(+*!62;(5*+;(L!
eG(*+62)3!+)9!;+2)6()+)<(!K&J!7(+*!62;(5*+;(L!
Total
D=D!
&NJ!
825
Source: Modern Railways, 4(G6(;H(*!$II=#!
!
Q7! (V6*+G0,+62)3! >2160*2<+,! 9+6+R! 26!A+1! +,10! <+,<:,+6(9! 6>+6! @TS! A0:,9! +.029!
D&! (E:2.+,()6! 5+6+,262(1! K+<6:+,! 5+6+,262(1! +)9! 1(*20:1! 2)\:*2(1! <0)129(*(9! 60! H(!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
F
!ATP unaffordable-official 2)![09(*)!C+2,A+71R!O0,#D$R!P0#DD&R!4(G6(;H(*!$II=#!
D%!
(E:2.+,()6! 60! 5+6+,262(1L! 0.(*! +! 6A()67_7(+*! G(*209#! @56(*! +,,0A+)<(! 50*! 6>(! +.029(9!
<016!05!*+2,A+7!+11(6!+)9!G*0G(*67!9+;+3(R!+1!A(,,!+1!05!6*+552<!921*:G620)R!K(162;+6(9!
2)!606+,!+6! 66 million over 20 years)R!6>21!A0:,9!32.(!+!cost per life saved!05! 14.6
million. Against this cost had to be set the value of a fatality prevented (VFP)#!h(*(R!
Q*2621>! C+2,! <0:,9! 9*+A! :G0)! 6>(! ,()36>7! (VG(*2()<(! 05! 6>(! WX! Y(G+*6;()6! 05!
T*+)1G0*6!2)!+1123)2)3!+!.+,:(!60!+!statistical life!2)!<+,<:,+62)3!6>(!H()(5261!05!+!*0+9!
<0)16*:<620)!G*0\(<6#!@6!6>(!62;(!05!Q*2621>!C+2,j1!*(.2(A!05!6>(!@TS!G*03*+;;(!2)!6>(!
A+Z(! 05! 6>(! h299()! 52)92)31R! 6>(! Y(G+*6;()6! 05! T*+)1G0*6! .+,:(9! +! *0+9! 5+6+,267! +6!
!?$DRJJJ!2)!$II&!G*2<(1R!H:6!50*!*+2,A+7!+<<29()61!A>2<>!<+**7!+!>23>!*21Z!05!;:,62G,(!
5+6+,262(1R! 6>(! +GG*0G*2+6(! 523:*(! A+1! <0)129(*(9! 60! ,2(! 2)! 6>(! *+)3(! 05! ! $_&! ;2,,20)#!
KT>(! 16+62162<+,! ,25(! .+,:+620)! ;(6>091! :1(9! H7! 6>(! Y(G+*6;()6! 05! T*+)1G0*6! +*(!
5:*6>(*!921<:11(9!2)!4(<620)!%#%#=!H(,0AL#!U.()!+6!6>(!>23>(*!()9!05!6>(!OMS!*+)3(R!
6>(!<016!05!2)16+,,2)3!+)9!;+2)6+2)2)3!@TS!A0:,9!>+.(!H(()!1(.()!62;(1!6>(!.+,:(!05!
+!5+6+,267!G*(.()6(9#!
!
T>(! 90:H61! 6>+6! 6>21! +)+,7121! *+21(9! +H0:6! 6>(! 5+2,:*(! 05! @TS! 60! G*0.29(!
+9(E:+6(! 1+5(67! 2;G*0.(;()6! H()(5261! H*0:3>6! 2)60! E:(1620)! 6>(! A>0,(! +GG*0+<>! 60!
+11(11;()6! 05! 6>(! <0161! +)9! H()(5261! 05! 2).(16;()61! 2)! *+2,A+7! 1+5(67#! T>:1! 26!
G*0.29(9! 6>(! <:(! 50*! (16+H,21>2)3! +! )(A! *21Z! ;2)2;2a2)3! +GG*0+<>! 60! *+2,A+7! 1+5(67!
;+)+3(;()6! A>2<>! A0:,9! ()1:*(! 3*(+6(*! (55(<62.()(11! 05! 2).(16;()61! 2)! 1+5(67!
()>+)<(;()6#! yc>(6>(*! 6>(! -+9H*0Z(! '*0.(! +<<29()6! K1((! 5006)06(! DR! G02)6! %#%LR!
A>2<>!2).0,.(9!+!3*(+6(*!):;H(*!05!5+6+,262(1!+)9!1(*20:1!2)\:*2(1!6>+)!6>(!/,+G>+;!
]:)<620)!+<<29()6!+)9!A>2<>!+*3:+H,7!A+1!k@TS!d!G*(.()6+H,(lR!A2,,!<+:1(!+!5:*6>(*!
*(+11(11;()6! 60! H(! ;+9(! 05! 6>(! 92*(<620)! 05! *+2,A+7! 1+5(67! ;+)+3(;()6! 2)! 6>(! WX!
*(;+2)1!60!H(!1(()z#!
!
!
3.3.2 Development of a Risk Management Approach in British Railways
!
Y(;0)16*+620)! H7! 6>01(! *(1G0)12H,(! 50*! 3()(*+62)3! 1+5(67! >+a+*91! 6>+6! 6>(7!
>+.(! 2)! G,+<(! 1:26+H,(! G*0<(9:*(1! 50*! ;+)+32)3! 6>(! *21Z! G01(9! H7! 6>(1(! >+a+*91!21!
1(()!+1!+!Z(7!5+<60*!05!WX!1+5(67!*(3:,+620)1#!4:<>!+!9(;0)16*+620)!21!*(E:2*(9!H7!
6>(!30.(*)2)3!,(321,+620)!2)!6>(!50*;!05!6>(!h(+,6>!+)9!4+5(67!+6!c0*Z!@<6!$I?=!+)9!
05! 6>(! 1G(<252<! *+2,A+7! 2)9:16*7! G*0.2120)1! 1:<>! +1! 6>(! C+2,A+7! K4+5(67! /+1(L!
C(3:,+620)1!$II=#!
!
T>(! 30.(*)2)3! ,(321,+620)! +)9! *(3:,+620)1! *(E:2*(! 6>+6! 6>(!h(+,6>! +)9!4+5(67!
UV(<:62.(! Kh4U) must accept and approve a Railway Safety Case before a railway
may begin to operate. M:,,! <0;G,2+)<(! A26>! 6>(1(! *(3:,+620)1! 21! +! G*(*(E:2126(! 50*!
211:+)<(!05!+)!0G(*+60*j1!,2<()1(!H7!6>(!C+2,!C(3:,+60*#!T>(!4+5(67!/+1(!;:16!1>0A!
>0A! +! *(1G0)12H,(! 0G(*+60*! A2,,! manage, monitor and (over time) review! 1+5(67!
*21Z1#!T>(!0H\(<62.(!05!6>(1(!+<62.262(1!A2,,!)06!12;G,7!H(!60!*(9:<(!*21Z1R!H:6!*+6>(*!60!
16*2Z(! +! H+,+)<(! H(6A(()! 6>(! H()(5261! 05! *21Z! *(9:<620)R! 6>(! <0161! K2)<,:92)3!
0G(*+620)+,! <0161L! +110<2+6(9! A26>! 6>+6! *(9:<620)! +)9! 6>(! <0;;(*<2+,! *(6:*)1! 5*0;!
*+2,A+7!0G(*+620)#!
!
c>2,(! 6>(! h4U! >+1! 0.(*+,,! *(1G0)12H2,267! 50*! 6>(! +GG,2<+620)! 05! 1+5(67! G0,2<7!
+)9! *(3:,+620)1! 2)! 6>(! WX! *+2,A+7! 2)9:16*7R! 6>(! ;+)+3(;()6! 05! 1+5(67! *21Z! >+1! :)62,!
*(<()6,7!*(129(9!A26>!6>(!G*2.+621(9!*+2,A+7!2)5*+16*:<6:*(!G*0.29(*R!C+2,6*+<Z#?!!
!
T>(! *21Z! ;+)+3(;()6! 1716(;! 9(.(,0G(9! 50*! +GG,2<+620)! A26>2)! Q*2621>!C+2,! 2)!
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!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
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!C+2,6*+<Z!21!6>(!*+2,A+7!2)5*+16*:<6:*(!<0;G+)7!5,0+6(9!2)!$IIF!60!6+Z(!0.(*!0A)(*1>2G!+)9!
;+2)6()+)<(!05!6>(!50*;(*!QC!)(6A0*Z#!
D=!
C+2,6*+<Z! ;+):+,! kU)32)((*2)3! 4+5(67! [+)+3(;()6lR! Z)0A)! <0,,0E:2+,,7! +1! 6>(!

kr(,,0A! Q00ZlR! 6A0! .(*120)1! 05! A>2<>R! rQ! $! +)9! rQ! &R! >+.(! 10! 5+*! H(()! G*09:<(9#!
rQ&R! 211:(9! 2)! 4(G6(;H(*! $II?R! 9(52)(1! 6>(! 606+,! +GG*0+<>! 05! C+2,6*+<Z! 60!
U)32)((*2)3!4+5(67![+)+3(;()6!+)9!21!3()(*+,,7!<0)129(*(9!60!*(G*(1()6!6>(!k16+6(!
05!6>(!+*6l!2)!*+2,A+7!*21Z!+11(11;()6!2)!6>(!W)26(9!X2)390;#!
!
T>(!+))0:)<(;()6!0)!$J!e<60H(*!$III!6>+6!C+2,6*+<Zj1!+:6>0*267!50*!*+2,A+7!
1+5(67! ;+)+3(;()6! A0:,9! H(! *(+,,0<+6(9! 60! +)06>(*R! +1! 7(6! :)_)+;(9R! H097! <+,,1!
2)60!E:(1620)!6>(!5:6:*(!05!rQ&#!h0A(.(*R!12)<(!rQ&!>+1!H(()!6>(!1716(;!2)!:1(!:G!
:)62,!6>(!G*(1()6R!6>(!+GG*0+<>!26!(;H092(1!21!921<:11(9!>(*(#!
(i)
The ALARP Principle
!
@6! 6>(! <0*(! 05! 6>(! C+2,6*+<Z! +GG*0+<>! 60! *+2,A+7! *21Z! +11(11;()6! 21! 6>(!
+GG,2<+620)!05!6>(!10_<+,,(9!@-@CS!S*2)<2G,(!K2,,:16*+6(9!2)!M23:*(!%#$L#!@GG,2<+620)!05!
6>21! G*2)<2G,(! 21! 2)6()9(9! 60! ()1:*(! 6>+6! 6>(! *21ZR! 0*! G*0H+H2,267R! 05! *+2,A+7! +<<29()61!
A26>!1(*20:1!<0)1(E:()<(1!2)!6(*;1!05!,011!05!,25(!+)9!2)\:*7R!21!Z(G6!60!+!,(.(,!A>2<>!
21!k+1!,0A!+1!21!*(+10)+H,7!G*+<62<+H,(l#!!@-@CS!9(52)(1!6>*((!,(.(,1!05!*21ZB!
!
#$
intolerable risk, A>2<>! <+))06! H(! \:16252(9! 0*! +<<(G6(9R! (V<(G6! 2)!
(V6*+0*92)+*7!<2*<:;16+)<(1f!
!
#$
tolerable riskR! A>2<>! <+)! H(! +<<(G6(9! 0),7! 25! *21Z! *(9:<620)! 21!
2;G*+<62<+,!0*! 25! 6>(! <016! 05! *21Z! *(9:<620)! 3*(+6,7! (V<((91! 6>(! H()(526!
3+2)(9f!+)9!
!
#$
negligible risk! A>2<>! 21! H*0+9,7! +<<(G6+H,(! +)9! 90(1! )06! *(E:2*(! *21Z!
;2623+62)3!;(+1:*(1#!
!
!
T>(! 2;G,2<+620)1! 05! @-@CS! +*(! 6>+6! 25! *21Z! 21! 9(6(*;2)(9! 60! H(! +6! 6>(!
2)60,(*+H,(! ,(.(,R! ;(+1:*(1! ;:16! H(! 6+Z()! 2;;(92+6(,7! 60! *(9:<(! 26! 60! +! 60,(*+H,(!
,(.(,#! 42;2,+*,7R! 25! *21Z! 21! 50:)9! 60! H(! +6! +! 60,(*+H,(! ,(.(,R! *21Z! ;2623+62)3! ;(+1:*(1!
1>0:,9!162,,!H(!+GG,2(9R!provided that they are capable of practical application and that
the benefits to be gained exceed the costs of their application.!
!
86!1>0:,9!H(!)06(9!6>+6!6>(!@-@CS!G*2)<2G,(R!H7!+<<(G62)3!*21Z1!50*!A>2<>!6>(*(!
+*(!)0!<016!(55(<62.(!;2623+62)3!;(+1:*(1R!16+)91!2)!;+*Z(9!<0)6*+16!60!6>(!U:*0G(+)!
+GG*0+<>! 60! G:H,2<! 1+5(67! +)9! 1+5(67! 2)! 6>(! A0*ZG,+<(! +1! 1(6! 0:6! 2)! 6>(! M*+;(A0*Z!
Y2*(<62.(!05!6>(!U:*0G(+)!W)20)!KNIg%I$gUU/L#!T>21!16+6(1!6>+6!1+5(67!k21!+)!0H\(<62.(!
A>2<>!1>0:,9!)06!H(!1:H0*92)+6(9!60!G:*(,7!(<0)0;2<!<0)129(*+620)1#lN!
!
!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
!c#4#@6Z2)1R!C(.2(A!05!C+2,A+7!4+5(67![+)+3(;()6!50*!U:*0G(+)!/0;;21120)R!$IID#!
DD!
Figure 3.1: The ALARP Principle
!Unacceptable (or
!
INTOLERABLE)
C21Z!<+))06!H(!\:16252(9!
(V<(G6 2)!(V6*+0*92)+*7!
<2<:;16+)<(1
Region
ALARP (or
TOLERABLE) region
RISK
T0,(*+H,(!0),7!25!*21Z!
*(9:<620)!21!2;G*+<62<+,!0*!
25!<016!3*011,7!
921G*0G0*620)+6(!60!
2;G*0.(;()6!3+2)(9!
P(<(11+*7!60!;+2)6+2)!
+11:*+)<(!6>+6!*21Z!
*(;+2)1!+6!6>21!,(.(,!
Broadly Acceptable
K0*!P(3,232H,(L!C(320)!
No need for ALARP
!
!
!
Source: S#C#!/>((1(A*23>6R!Recent Developments!in Risk Assessment in Rail, G+G(*!!
G*(1()6(9!+64+5(67!0)!U:*0G(+)!C+2,A+71/0)5(*()<(R!-0)90)R!=!Y(<(;H(*!$II?#!
!
!
(ii)
Risk Management Process in the United Kingdom

!
T>(!@-@CS!S*2)<2G,(!21!+GG,2(9!+1!G+*6!05!+!C21Z![+)+3(;()6!S*0<(11R!6>(!
(11()62+,!5(+6:*(1!05!A>2<>!+*(!1>0A)!2)!M23:*(!%#&#!!C+2,6*+<Z!:)62,!.(*7!*(<()6,7!>+1!
>+9! G*2;+*7! *(1G0)12H2,267! 50*! 6>(! +GG,2<+620)! 05! 6>21! G*0<(11R! :)9(*! 6>(! H*0+9!
1:G(*.2120)!05!C+2,!8)1G(<60*+6(!05!6>(!h4U#!
C21Z! ;+)+3(;()6! 2).0,.(1! 6>*((! ;+2)! +<62.262(1B! >+a+*9! 29()6252<+620)R! *21Z!
+11(11;()6R! +)9! *21Z! <0)6*0,#! T>(1(! 6>*((! +<62.262(1R! +1! 1>0A)! 2)! M23:*(! %#&R! +*(!
3:29(9! H7! G:H,2<! +6626:9(1! 60! 1+5(67R! *(3:,+620)! +)9! H7! 30.(*);()6! G0,2<7! 0)! *21Z!
;+)+3(;()6#!
!
#$
h+a+*9!29()6252<+620)!
!
T>21! +<62.267! 21! 2)6()9(9! 60! 29()6257! +,,! *(+10)+H,7! 50*(1((+H,(!
(.()61g126:+620)1!>+.2)3!6>(!G06()62+,!05!<+:12)3!!>+*;!60!G+11()3(*1R!
*+2,A+7!16+55!0*!60!6>(!3()(*+,!G:H,2<R!0*!05!<+:12)3!G*0G(*67!9+;+3(#!@!
):;H(*!05!6(<>)2E:(1!+*(!+.+2,+H,(!60!+11216!6>(!29()6252<+620)!G*0<(11R!
2)<,:92)3! h+a+*9! +)9! eG(*+H2,267! Kh@meSL! 16:92(1R! S*(,2;2)+*7!
h+a+*9! @)+,7121! KSh@L! +)9! M+2,:*(! [09(1R! U55(<61! +)9! /*262<+,267!
@)+,7121! KM[U/@L#! T>(1(! 6(<>)2E:(1! 3()(*+,,7! 2).0,.(!
kH*+2)160*;2)3l! ;((62)31R! +6! A>2<>! 3:29(A0*91! +*(! :1(9! 60! 29()6257!
>+a+*91#!
!
DF!
Figure 3.2: Railtrack Risk Management System

!
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!
UV6(*)+,!M+<60*1!
G:H,2<!
*(3:,+620)1!
!
C84X!Se-8/r!
!
h@m@CY!
8YUPT8M8/@T8eP!
C84X!@44U44[UPT!
*21Z!+)+,7121!
*21Z!(.+,:+620)!
C84X!/ePTCe-!
9(<2120)!;+Z2)3!
2;G,(;()6+620)!
G(*50*;+)<(!;0)260*2)3!
-
Source: W.S.Atkins, Review of Railway Safety Management for European

Commission, 1995.
!
#$
C21Z!@11(11;()6!
!
T>21! 21! <0;G*21(9! 05! 5*(E:()<7! +11(11;()6R! 1<()+*20! ;09(,,2)3R!
<0)1(E:()<(!+11(11;()6R!*21Z!1:;;+620)!+)9!<016!H()(526!+)+,7121#!!
!
@)!assessment of accident frequency!50*!29()6252(9!>+a+*91!21!*(E:2*(9!
2)! 0*9(*! 60! <+,<:,+6(! 6>(2*! G*0H+H2,267! 05! 0<<:**()<(#! M*(E:()<7! 21!
(162;+6(9! 0)! 6>(! H+121! 05! >2160*2<+,! 9+6+R! H:6! A>(*(! +.+2,+H,(! 9+6+!
G*0.29(! +)! 2)1:552<2()6! 16+62162<+,! 1+;G,(! 0*! A>(*(! +! <0;G,(V!
<0;H2)+620)! 05! (.()61! 21! *(E:2*(9! 60! 6*233(*! +)! +<<29()6R! M+:,6! T*((!
@)+,7121!KMT@L!21!056()!:1(9#!MT@!2).(1623+6(1!6>(!,032<+,!*(,+620)1>2G!
H(6A(()! 6>(! <2*<:;16+)<(1R! (E:2G;()6! 5+2,:*(1! +)9! >:;+)! (**0*1!
A>2<>!;:16!(V216!2)!0*9(*!50*!6>(!60G!(.()6!05!2)6(*(16!K(#3#!9(*+2,;()6R!
6*+2)! <0,,2120)R! 6*+2)g;060*! .(>2<,(! <0,,2120)L! 60! 0<<:*#! yT>(! +GG,2<+620)!
05! MT@! 21! 921<:11(9! +6! 10;(! ,()36>! 2)! />+G6(*! =z#! ! 861! +<<:*+<7!
9(G()91!:G0)!6>(!+9(E:+<7!05!6>(!9+6+!)((9(9!60!E:+)6257!2)92.29:+,!
<0;G0)()6! 5+2,:*(1R! 0*! kH+12<! (.()61l#! 8)! 10;(! <+1(1R! 6>21! 9+6+! 21!
*(+92,7! +.+2,+H,(! K(#3#! ):;H(*1! 05! 6*+<Z1! +)9! 6*+<Z! <2*<:261R! 6*+2)!
62;2)31R! (6<LR! H:6! 2)! 06>(*! <+1(1! 10:)9! ()32)((*2)3! \:93(;()6! +)9!
(VG(*2()<(!>+1!60!H(!*(,2(9!:G0)#!
!
D?!
Detailed scenario modelling!A2,,!3()(*+,,7!H(!*(E:2*(9!0),7!A>(*(!6>(!

<2*<:;16+)<(1!+)9!,0<+620)!05!+)!(.()6!3*(+6,7!2)5,:()<(!261!0:6<0;(R!
0*! <0)1(E:()<(1#! T>:1R! 6>(! ,0<+620)! +)9! G>712<+,! ().2*0);()6! 05! +!
,(.(,! <*0112)3! +<<29()6! <+)! 056()! >+.(! +! 123)252<+)6! 2)5,:()<(! 0)! 6>(!
(V6()6!05!>:;+)!+)9!G*0G(*67!9+;+3(!1:16+2)(9#!U.()6!T*((!@)+,7121!
KUT@L! 21! 6>(! 6(<>)2E:(! A>2<>! 21! ;016! 056()! :1(9! 50*! 1<()+*20!
;09(,,2)3#! 86! +)+,71(1! +)9! 9(1<*2H(1! >0A! +)! 2)262+62)3! (.()6! A2,,! ,(+9!
60! 9255(*()6!0:6<0;(1R! 9(G()92)3! :G0)! 6>(! 2)6(*+<620)! 05! 6>(! G>712<+,!
,0<+620)! 05! 6>(! (.()6R! >:;+)! G(*50*;+)<(! K(#3#! 05! 6*+2)! +)9! ;060*!
.(>2<,(! 9*2.(*1L! +)9! 6>(! G(*50*;+)<(! 05! 1+5(67! G*06(<620)! 9(.2<(1#! 86!
2).0,.(1! <0)16*:<62)3! +)! U.()6! T*((! H7! ,+72)3! 0:6! 2)! <>*0)0,032<+,!
0*9(*! (+<>! 29()6252(9! 5+<60*! +)9! 6>()! \02)2)3! :G! +,,! <0;H2)+620)1! 05!
5+<60*1!60!G*0.29(!+!):;H(*!05!G0112H,(!()9!(.()61R!0*!0:6<0;(1#!T>(!
G*0H+H2,267! 05! (+<>! 0:6<0;(! <+)! 6>()! H(! (16+H,21>(9! H7! +1123)2)3!
G*0H+H2,262(1! 60! (+<>! H*+)<>! 05! 6>(! (.()6! 6*((R! 0)! 6>(! H+121! 6>+6! 6>(!
5*(E:()<7!05!0<<:**()<(!05!(+<>!>+a+*90:1!0:6<0;(!21!6>(!G*09:<6!05!
6>(!5*(E:()<7!05!0<<:**()<(!05!6>(!2)262+62)3!(.()6!+)9!6>(!G*0H+H2,267!
6>+6!6>(!(.()6!A2,,!9(.(,0G!60!6>+6!G+*62<:,+*!0:6<0;(#!!yT>(!+GG,2<+620)!
05!UT@!21!+,10!921<:11(9!2)!,()36>!2)!/>+G6(*!=!05!6>21!*(G0*6z#
Consequence assessment! 21! <+**2(9! 0:6! 2)! 0*9(*! 60! G*(92<6! 6>(!
1(.(*267!05!>+a+*90:1!0:6<0;(1!K2)!6(*;1!05!<+1:+,62(1L#!@11(11;()61!
+*(! H+1(9! 0)! >2160*2<+,! 9+6+! *(,+62)3! 60! ,0<+,! 5+<60*1! K(#3#! G+11()3(*!
,0+92)31R! 60G03*+G>7R! )+6:*(g<0)92620)! 05! *0,,2)3! 160<ZR! G>712<+,!
().2*0);()6!05!,(.(,!<*0112)31L!A>2<>!+*(!,2Z(,7!60!>+.(!+)!2;G+<6!0)!
6>(! G06()62+,! ):;H(*! 05! <+1:+,62(1#! /+1:+,67! (162;+6(1! +*(! :1:+,,7!
(VG*(11(9!1(G+*+6(,7!2)!6(*;1!05!6>(!):;H(*!05!5+6+,262(1R!+)9!05!;+\0*!
+)9! ;2)0*! 2)\:*2(1R! A>2<>! +*(! 6>()! <0;H2)(9! 2)60! +! 606+,! ):;H(*! 05!
(E:2.+,()6!5+6+,262(1#!
Risk summation 21! <+**2(9! 0:6! H7! <0;H2)2)3! 6>(! *(1:,61! 05! 6>(! MT@R!
UT@! +)9! /0)1(E:()<(! @)+,7121R! 2)! 0*9(*! 60! G*09:<(! 2)92.29:+,R!
10<2(6+,! +)9! <0,,(<62.(! *21Z! (162;+6(1#! ! T>(1(! (162;+6(1! +*(! 6>()!
<,+11252(9!2)!+<<0*9+)<(!A26>!6>(!@-@CS!S*2)<2G,(R!2)!0*9(*!60!G*20*2621(!
(VG()926:*(! 0)! 1+5(67! ()>+)<(;()6! K0*! *21Z! *(9:<620)L! G*0\(<61#!
h+a+*91R! A>2<>! +*(! <0)129(*(9! 60! G01(! +)! 2)60,(*+H,(! ,(.(,! 05! *21Z! 2)!
6(*;1! 05! +<<29()6! 5*(E:()<7! +)9! 1(.(*267R! +:60;+62<+,,7! E:+,257! 50*!
G*0\(<6! (VG()926:*(! A26>0:6! >+.2)3! 60! H(! 1:H\(<6(9! 60! <016gH()(526!
+)+,7121#! S*0\(<61! 9(123)(9! 60! *(9:<(! *21Z1R! A>2<>! +*(! 29()6252(9! +1!
k60,(*+H,(lR!+*(!1:H\(<6(9!60!<016gH()(526!+)+,7121!2)!0*9(*!60!9(6(*;2)(!
A>(6>(*! 6>(! H()(5261! 60! H(! 3+2)(9! 5*0;! 1+5(67! ()>+)<(;()6! G*0\(<61!
A0:,9! (V<((9! 6>(! <016! 05! G*0\(<6! 2;G,(;()6+620)#! 85! <016gH()(526!
+)+,7121! +)1A(*1! 6>21! E:(1620)! 2)! 6>(! +552*;+62.(R! 6>(! G*0\(<6! 21!
2;G,(;()6(9R!H:6!25!2)!6>(!)(3+62.(!6>(!G*0\(<6!21!*(\(<6(9!0*!*(6:*)(9!
50*! *(_+11(11;()6! 05! 261! <+G26+,! +)9! 0G(*+62)3! <0161#! M2)+,,7R! 50*!
>+a+*91! A26>! +! )(3,232H,(! ,(.(,! 05! +110<2+6(9! *21ZR! )0! 5:*6>(*! +<620)! 21!
*(E:2*(9R!06>(*!6>+)!60!()1:*(!5*0;!62;(!60!62;(!6>+6!*21Z!*(;+2)(9!+6!
6>21!,(.(,#!
Cost-Benefit Analysis! 21! :)9(*6+Z()! 50*! +)7! >+a+*9! 1<()+*201! 1>0A)!
60!,2(!A26>2)!6>(!@-@CS!*(320)R!2)!0*9(*!60!9(6(*;2)(!A>(6>(*!6>(*(!21!
+)7!\:16252<+620)!50*!5:*6>(*!*21Z!*(9:<620)#!4:<>!\:16252<+620)!A2,,!9(G()9!
:G0)! 6>(*(! H(2)3! +! 1:*G,:1! 05! H()(526! 0.(*! 6>(! <016! 05! +992620)+,! *21Z!
*(9:<620)#!8)!6>21!<+1(R!6>(!kH()(526l!21!6>(!1+.2)3!05!>:;+)!,25(!+)9!+!
52)+)<2+,! .+,:(! ;:16! H(! +66+<>(9! 60! 6>21! H()(526R! >0A(.(*! 9216+16(5:,!
DN!
6>21!+GG*0+<>!;23>6!H(#!8)!6>(!W)26(9!X2)390;R!6>21!H()(526!21!*(5(**(9!
60! +1! 6>(! O+,:(! 50*! 6>(! S*(.()620)! 05! +! M+6+,267! KOSML! +)9R! 50*!
6*+)1G0*6+620)!1+5(67!G*0\(<61R!261!.+,:(!>+1!H(()!+11(11(9!60!,2(!A26>2)!
6>(! *+)3(! 05! 0.8 2.5 million per fatality +.029(9#! KM0*! 5:*6>(*!
921<:1120)! 0)! 1+5(67! H()(526! .+,:+620)! 2)! 6*+)1G0*6! G*0\(<6! +GG*+21+,!
1((! 4(<620)! %#%#=L#! @1! +)! (V+;G,(! 05! 6>(! +GG,2<+620)! 05! /016_Q()(526!
@)+,7121! 60! +! *21Z! *(9:<620)! G*0\(<6! 25! 26! 21! +11:;(9! 6>+6! 6>(! *21Z!
*(9:<620)!;(+1:*(!H(2)3!+GG*+21(9!A2,,!1+.(!6>*((!(E:2.+,()6!5+6+,262(1!
0.(*! 261! 9(123)! ,25(! 05! $J! 7(+*1R! 6>+6! 26! >+1! <+G26+,! +)9! ;+2)6()+)<(!
<0161!A26>!+!)(6!G*(1()6!.+,:(!05!b!DJJRJJJ!+)9!6>+6!6>(!*(,(.+)6!OSM!
21!b!&#J!;2,,20)R!6>()!6>(!H()(526_<016!*+620!05!6>(!G*0G01(9!;(+1:*(!21!
$&! K2#(#! %! V! &gJ#DL#! 8)! 6>21! <+1(! 6>(! *(<0;;()9+620)! A0:,9! H(! 60!
2;G,(;()6!6>(!*21Z!;2623+620)!;(+1:*(#!
!
!
#$
!
C21Z!/0)6*0,!
T>21! 21! 6>(! G*0<(11! H7! A>2<>! *21Z1! +*(! <0)62):0:1,7! ;0)260*(9! 2)!
+<<0*9+)<(! A26>! 6>(! @-@CS! S*2)<2G,(! +)9! 6>(2*! <0)50*;267! A26>! +)!
+<<(G6+H,(! ,(.(,! 05! *21Z#! @110<2+6(9! A26>! 6>21! ;0)260*2)3! +<62.267! 21!
1:H1(E:()6!+<620)!60!2;G,(;()6!*21Z!;2623+620)!0*!*(9:<620)!;(+1:*(1!
+1!)(<(11+*7#!8)!6>(!W)26(9!X2)390;R!6>(!*+2,A+7!1+5(67!<+1(!21!056()!
9(1<*2H(9! +1! +! k,2.2)3! 90<:;()6lR! *(E:2*2)3! 5*(E:()6! *(.2(A! +)9!
*(.2120)! A>()(.(*! +GG*0G*2+6(! K1:<>! +1! A>()! +! G*0<(9:*(! 9(1<*2H(9!
2)! 6>(! 1+5(67! <+1(! 21! 60! H(! <>+)3(9L#! WX! C+2,A+7! 4+5(67! /+1(!
C(3:,+620)1! 2)! +)7! (.()6! *(E:2*(! *+2,A+7! 0G(*+60*1! 60! *(.2(A!
6>0*0:3>,7! 6>(2*! 1+5(67! <+1(1! +6! ,(+16! 0)<(! (.(*7! 6>*((! 7(+*1#! T>21!
2;G,2(1! 6>+6! 6>(7! A2,,! +,10! *(.2(A! 6>(! *21Z! ;+)+3(;()6! 16*+6(32(1!
0:6,2)(9!2)!1+5(67!<+1(1#!
3.3.3
!
!
Risk management as applied to level crossing accidents in the United
Kingdom
(i)
Trend in and relative significance of level crossing fatalities
@! 1+5(67! 1:*.(7! G:H,21>(9! 2)! C+2,A+7! '+a(66(! 8)6(*)+620)+,! 05! [+7! $II&!
2)92<+6(9! 6>+6! 6>(! ):;H(*! 05! G(*10)1! Z2,,(9! 0*! 1(*20:1,7! 2)\:*(9! 2)! ,(.(,! <*0112)3!
+<<29()61!2)!6>(!W)26(9!X2)390;!H(6A(()!$INJ!+)9!$II$!A+1!=ND!0:6!05!+!606+,!05!+,,!
G(*10)1! Z2,,(9! 0*! 1(*20:1,7! 2)\:*(9! 05! NRI$&R! 2#(#! 0),7! D! G(*! <()6! 05! 6>(! 606+,#! @6! 6>(!
1+;(!62;(R!6>21!1:*.(7!2)92<+6(9!6>+6!6>(*(!A(*(!)0!:)G*06(<6(9!,(.(,!<*0112)31!2)!6>(!
W)26(9! X2)390;#! [0*(! *(<()6! 9+6+! 0)! fatalities G:H,21>(9! H7! 6>(! h(+,6>! +)9! 4+5(67!
UV(<:62.(!50*!6>(!G(*209!$II%gI=_$IINgII!1>0A!6>+6!,(.(,!<*0112)3!5+6+,262(1!*(G*(1()6!
+! >23>(*! G*0G0*620)! 05! +,,! 5+6+,262(1! 2)! *+2,A+7! +<<29()61! 2)! 6>(! W)26(9! X2)390;!
K16+)92)3! +6! +H0:6! %J_%D! G(*! <()6! 0.(*! 6>(! 52.(! 7(+*! G(*209L#! h0A(.(*R! A26>! 6>(!
(V<(G620)!05!+!1>+*G!2)<*(+1(!2)!$II?gINR!6>(*(!>+1!H(()!+!;+*Z(9!90A)A+*9!6*()9!
2)!,(.(,!<*0112)3!5+6+,262(1!0.(*!6>(!1+;(!52.(!7(+*!G(*209R!+1!21!1>0A)!2)!M23:*(!%#%#!86!
21! +,10! )06+H,(! 6>+6! 05! 6>(! $D! G(*10)1! Z2,,(9! 0)! ,(.(,! <*0112)31! 2)! $II?gINR! $%! A(*(!
G(9(16*2+)1! 05! A>0;! F! A(*(! :12)3! 5006G+6>! <*0112)31#! 86! ;+7! H(! <0)<,:9(9! 6>+6! +!
1:H16+)62+,! 2;G*0.(;()6! 2)! ,(.(,! <*0112)3! 1+5(67! >+1! H(()! +<>2(.(9! 2)! 6>(! W)26(9!
X2)390;!2)!*(<()6!7(+*1#!
DI!
!
Figure 3.3: Level crossing fatalities relative to total
railway fatalities, United Kingdom
48
=J
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41
$J
J
14
28
13
15
11
I
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- ( . ( ,!/* 0 1 1 2) 3
M+ 6+ ,262( 1
25
%
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T0 6+ ,!M+ 6+ ,262( 1
42
36
Nu m b e r
FJ
DJ
Source: HSE Railway Safety Statistics Bulletin 1998/99.
!
!
(ii)
Accident record of various types of level crossings
Y+6+! 0)! +<<29()61R! 5+6+,262(1! +)9! 2)\:*2(1! 50*! 6>(! .+*20:1! 67G(1! 05! G*06(<6(9!
,(.(,!<*0112)31!2)!6>(!W)26(9!X2)390;!H(6A(()!$!@G*2,!$II$!+)9!%$![+*<>!$II&!A(*(!
G:H,21>(9!2)!k[09(*)!C+2,A+71l!05!]:)(!$II=!+)9!+*(!*(G(+6(9!2)!T+H,(!%#&!H(,0A#!
!
Table 3.2: Accidents at protected level crossings,
1 April 1991 - 31 March 1992
'+6(1!
QC!<*0112)31!%$gJ%gI&!
@<<29()61!
4716(;!5+2,:*(1n!
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C+2,!16+55!Z2,,(9!
C+2,!16+55!2)\:*(9!
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C0+9!.(>#!0<<#!2)\:*(9!
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C(;06(,7!/0)6*0,,(9f!!@e/-v!@:60;+62<!eG()!/*0112)3!-0<+,,7!/0)6*0,,(9#!
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C+2,!1716(;R!+<<0:)6(9!50*!=$!G(*!<()6!05!+,,!,(.(,!<*0112)3!+<<29()61R!D?!G(*!<()6!05!
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+,,! ,(.(,! <*0112)3! 5+6+,262(1R! +)9! ?F! G(*! <()6! 05! +,,! ,(.(,! <*0112)3! 2)\:*2(1#! T>(! @e/-!
67G(! *(G*(1()62)3! 0),7! $&#D! G(*! <()6! 05! +,,! G*06(<6(9! ,(.(,! <*0112)31! 2)! $II&R!
+<<0:)6(9!50*!&N!G(*!<()6!05!+,,!,(.(,!<*0112)3!+<<29()61R!&I!G(*!<()6!05!5+6+,262(1!+)9!
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(iii)
The Lockington accident and its significance
e)! &F! ]:,7! $INFR! +! M0*9! U1<0*6! G+)(,! .+)! A26>! 6A0! 0<<:G+)61! ()6(*(9! +)!
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6>(!JI%%!Q*29,2)360)_h:,,!G+11()3(*!6*+2)!<0;G*212)3!6A0!Y[W!K92(1(,!;:,62G,(!:)26L!
1(61!(+<>!05!6A0!<+*1#!!T>(!.+)!A+1!1G,26!2)60!52.(!G+*61R!6>(!5*0)6!<0+<>!05!6>(!6*+2)!
6:*)(9!6>*0:3>!$NJJ! ! +)9!0.(*6:*)(9R!6>(!1(<0)9!<0+<>!1G,+7(9!+<*011!6>(!0GG0126(!
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1:55(*(9!2)\:*2(1R$J!05!6>(;!1(*20:1!2)\:*2(1#!
!
T>(!1:H1(E:()6!()E:2*7!50:)9!6>+6!6>(!<*0112)3!(E:2G;()6!>+9!H(()!A0*Z2)3!
<0**(<6,7! +6! 6>(! 62;(! 05! 6>(! +<<29()6! +)9! 6>+6! 6>(! .+)! 9*2.(*! >+9! 9*2.()! 0)60! 6>(!
<*0112)3! 2)! (**0*#! T>(! -0<Z2)360)! +<<29()6! *+21(9! 1(*20:1! E:(1620)1! +H0:6! 6>(! *21Z1!
+110<2+6(9! A26>! @e/C! K@:60;+62<! eG()! /*0112)3! C(;06(,7! ;0)260*(9L! 67G(! ,(.(,!
<*0112)31#!T>21!67G(!05!,(.(,!<*0112)3!G*06(<620)!1716(;R!A>2<>!2).0,.(1!0),7!5,+1>2)3!
,23>6!G*06(<620)!50*!;060*2161R!>+9!*(G,+<(9!;+):+,,7!0G(*+6(9!3+6(1!\:16!12V!;0)6>1!
H(50*(! 6>(! +<<29()6#! T>21! A+1! 90)(! +1! G+*6! 05! +)! (<0)0;7! 9*2.(! 60! 1+.(! 6>(!
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+:60;+62<! A+*)2)3! 1716(;1! +110<2+6(9! A26>! 6>(! @e/C! 67G(! 05! ,(.(,! <*0112)3R! 12)<(!
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5*(E:()6,7! ;+,5:)<620)(9! (.()! 9:*2)3! 6>(! 1>0*6! G(*209! 9:*2)3! A>2<>! 6>(! )(A! @e/C!
<*0112)31! >+9! H(()! 2)! 1(*.2<(#I! ! /0;;0)! G*0H,(;1! *+)3(9! 5*0;! 6>(! ,23>61! A0*Z2)3!
50*!+!1>0*6(*!62;(!6>+)!6>(!*(E:2*(9!&?!1(<0)91!60!<0;G,(6(!5+2,:*(!A>()!+!6*+2)!A+1!
G+112)3#!!
!
T>(! 8)E:2*7! 2)60! 6>(! +<<29()6! *+21(9! 1:<>! +! ,(.(,! 05! G:H,2<! <0)<(*)! 6>+6! 6>(!
4(<*(6+*7!05!46+6(!50*!T*+)1G0*6!<0;;21120)(9!+!1(G+*+6(!*(.2(A!05!+:60;+62<!0G()!
,(.(,! <*0112)3! 1+5(67#! T>(! 16:97R! :)9(*6+Z()! H7! S*05(110*! 46066! A+1! H+1(9! 0)!
16+62162<+,!+)+,7121!+)9!()32)((*2)3!<0)129(*+620)1#!46066j1!<0)<,:120)1!A(*(!6>+6B!
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6>(! G:H,2<! (VG(<6(9! >23>(*! 1+5(67! 16+)9+*91! +6! *0+9g*+2,! 2)6(*1(<620)1!
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<0,,2120)1! +6! @e/j1! A(*(! &J! 62;(1! ;0*(! ,2Z(,7! 6>+)! +6! @hQj1! for the
same traffic loading!
!
46066j1!+GG*0+<>!A+1!60!+11:;(!+)!+*H26*+*7!;+V2;:;!+<<(G6+H,(!5+6+,267!*+6(!
05!0)(!2)!$JJ!7(+*1!+)9!60!<+,<:,+6(!+<<29()6!G*0H+H2,262(1!H+1(9!0)!6*+2)!1G((91!+)9!
k(55(<62.(l! 6*+552<! ;0;()61! KA>(*(! 6*+552<! ;0;()61! +*(! 6>(! G*09:<6! 05! *+2,! +)9! *0+9!
;0.(;()61!6>*0:3>!+!,(.(,!<*0112)3L#!!@e/Cj1!A(*(!9(123)(9!50*!6*+2)!1G((91!05!:G!
60!?D!;2,(1!G(*!>0:*R!2)!0*9(*!60!G*0.29(!<0;;(*<2+,,7!+<<(G6+H,(!6*+)126!62;(1#!42)<(!
6*+2)! 1G((9! A+1! 6>(! 3*(+6(16! 12)3,(! 5+<60*! 2)5,:()<2)3! 6>(! (V6()6! 05! 5+6+,262(1R! 26! A+1!
)06! 1:*G*212)3! 6>+6! )(+*,7! NJ! G(*! <()6! 05! <*0112)31! 05! 6>(!@e/C! 67G(! 5+2,(9! 60! ;((6!
46066j1! 0)(! 2)! $JJ! 7(+*! 6(16#! ! 8)! 5+<6R! 6>(! +<6:+,! ):;H(*! 05! <0,,2120)1! 0<<:**2)3! 0)!
+:60;+62<!0G()!<*0112)31!A+1!50:)9!60!H(!$D!G(*!9(<+9(!+)9!6>(!):;H(*!05!5+6+,262(1!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
I
!@1!*(G0*6(9!2)![09(*)!C+2,A+71!05!]:)(!$II=#!
F$!
0)!<*0112)31!05!6>21!67G(!%J!G(*!9(<+9(!d!+!,0)3!A+7!1>0*6!05!6>(!+11:;(9!;+V2;:;!
+<<(G6+H,(!*+6(1#!
!
c>+6! (;(*3(9! 5*0;! 46066j1! 16:97! A+1! +! <0;G*0;21(! 10,:620)#! c>(*(+1! 6>(!
)0*;+,!10,:620)!;23>6!>+.(!H(()!60!*(<0;;()9!2)16+,,+620)!05!@hQj1!2)16(+9!05!6>(!
@e/C! (E:2G;()6R! 6>21! A0:,9! >+.(! 2).0,.(9! +! 1G((9! G()+,67! 05! +H0:6! &J! ;2,(1! G(*!
>0:*#! 86! A+1! 6>(*(50*(! 9(<29(9! 60! *(<0;;()9! +! >7H*29! 1716(;! <0;H2)2)3! 6>(!
;+V2;:;! 6*+2)! 1G((9! 05! 6>(! @e/C! A26>! 6>(! H+**2(*! (E:2G;()6! 05! 6>(! @hQj1#! ! T>(!
*(1:,62)3! 1716(;! A+1! Z)0A)! +1! +)! @:60;+62<! Q+**2(*! /*0112)3! -0<+,,7! [0)260*(9!
K@Q/-L#!
!
3.3.4
Safety Valuation in Transport Project Appraisal

(i)
The need for monetary valuation of accident casualties
Y:*2)3! 6>(! G+16! 9(<+9(R! 6>(! WX! Y(G+*6;()6! 05! T*+)1G0*6! >+1! ;+9(!
<0)129(*+H,(! G*03*(11! 2)! 6(*;1! 05! +1123)2)3! monetary values! 50*! 6>(! G*(.()620)! 05!
9(+6>! +)9! 2)\:*2(1! 2)! 6*+)1G0*6! +<<29()61#! [:<>! 05! 6>21! A0*Z! *(,+6(1! 60! *0+9! 6*+552<!
+<<29()61R!H:6!6>(!G*2)<2G,(1!():)<2+6(9!6>(*(2)!+*(!>23>,7!*(,(.+)6!60!6>(!.+,:+620)!05!
9(+6>!+)9!2)\:*7!G*(.()620)!2)!*+2,A+7!+<<29()61#!
!
c>7!6>()!21!26!2;G0*6+)6!6>+6!6>(!G06()62+,!H()(5261!05!+<<29()6!G*(.()620)!H(!
;(+1:*(9!2)!;0)(6+*7!6(*;1`!!T>(!+)1A(*!60!6>21!E:(1620)!,2(1!2)!6>(!<0).()620)!6>+6!
6>(!H()(5261!05!6*+)1G0*6!G*0\(<61!+*(!67G2<+,,7!(VG*(11(9!2)!;0)(6+*7!6(*;1!60!+,,0A!+!
<0;G+*210)! A26>! 6>(! <0161! 05! 6>(2*! 2;G,(;()6+620)#! T>:1R! 25! 6>(! <016gH()(526!
*(,+620)1>2G1! 05! 1+5(67! G*0\(<61! +*(! 60! H(! A(23>(9! +3+2)16! 6>01(! 05! 06>(*! 6*+)1G0*6!
G*0\(<61R! 6>(7! +,10! ;:16! H(! *(9:<(9! 60! ;0)(6+*7! 6(*;1R! H:6! 6>(! .+,:+620)! 05! 1+5(67!
H()(5261!G01(1!<0)129(*+H,(!92552<:,67#!
!
!
(ii)
Gross Output vs. Willingnessto-Pay
!
[+)7!9255(*()6!+GG*0+<>(1!60!6>(!.+,:+620)!05!1+5(67!>+.(!H(()!G*0G01(9R!H:6!
0),7! 6A0! >+.(! H(()! +90G6(9! d! )+;(,7! 6>(! gross output! +GG*0+<>! +)9! 6>(!
willingness-to-pay +GG*0+<>#! Q06>! +GG*0+<>(1! >+.(! H(()! :1(9! H7! 6>(! WX!
Y(G+*6;()6! 05! T*+)1G0*6! +6! .+*20:1! 62;(1! 2)! +66(;G62)3! 60! (16+H,21>! +)! (55(<62.(!
;(6>090,037!50*!6>(!<016_H()(526!+)+,7121!05!6*+)1G0*6!1+5(67!2;G*0.(;()6!1<>(;(1#!!
!
T>(!3*011!0:6G:6!+GG*0+<>!G*2;+*2,7!+11(11(1!6>(!<016!05!+)!+<<29()6!+1!6>(!
921<0:)6(9! G*(1()6! .+,:(! 05! +! .2<62;j1! 5:6:*(! 0:6G:6R! 0*! 2)<0;(R! k(V62)3:21>(9! +1! +!
*(1:,6! 05! >21! 0*! >(*! G*(;+6:*(! 9(;21(#l! $J! T0! 6>21! (162;+6(! 05! 2)<0;(! 50*(30)(! 21!
+99(9! +)! +,,0A+)<(! 50*! .+*20:1! 06>(*! (<0)0;2<! (55(<61R! 1:<>! +1! .(>2<,(! 9+;+3(R!
G0,2<(! +)9! ;(92<+,! <0161#! ! 8)! 10;(! <0:)6*2(1R! +)! +992620)+,! K+*H26*+*7L! +,,0A+)<(! 21!
;+9(! 50*! 6>(! G+2)R! 3*2(5! +)9! 1:55(*2)3! 05! 6>(! .2<62;! 0*! 6>(! .2<62;j1! 9(G()9()61R!
*(,+62.(1!+)9!5*2()91#!!
T>(! ;+\0*! 0H\(<620)! *+21(9! H7! (VG(*61! 2)! 6>21! 52(,9! 60! 6>(! 3*011! 0:6G:6!
+GG*0+<>!21!6>+6!26!90(1!)06!*(5,(<6!+!G(*10)j1!6*:(!G*(5(*()<(!50*!1+5(67R!+1!92162)<6!
5*0;!6>(!9(12*(!60!G*(1(*.(!<:**()6!+)9!5:6:*(!,(.(,1!05!2)<0;(#!!!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
$J
! [#c#]0)(1_-((B! Valuing Safety in Transport Project Appraisal, S+G(*! 50*! C+2,6*+<ZgQ*2621>!
C+2,!/0)5(*()<(!0)!O+,:(!50*![0)(7!2)!T*+)1G0*6!4+5(67![(+1:*(1R!-0)90)R!&F!]:,7R!$II=#
F&!
T>(!A2,,2)3)(11_60_G+7!KcTSL!+GG*0+<>R!0)!6>(!06>(*!>+)9R!.+,:(1!6>(!<016!05!
+<<29()61!+1!6>(!;+V2;:;!+;0:)6!+!G(*10)!K0*!G(*10)1L!A0:,9!H(!G*(G+*(9!60!G+7!
50*! 2;G*0.(;()61! 2)! >21g>(*! 0A)! +)9! 06>(*1j! 1+5(67#! T>:1R! 6>(! cTS! .+,:+620)! 21! +!
)+6:*+,! ;(+1:*(! 05! G(*10)+,! G*(5(*()<(! 50*! 1+5(67#! 861! H+121! 21! +! <0;H2)+620)! 05!
;+2,(9! +)9! G(*10)+,! 2)6(*.2(A! 1:*.(71R! +1! A(,,! +1! revealed preference 16:92(1! 2)!
A>2<>!+)!+11(11;()6!21!;+9(!05!+<6:+,!126:+620)1!A>(*(!G(0G,(!6*+9(!055!2)<0;(!0*!
A(+,6>! 50*! G>712<+,! *21Z! K67G2<+,,7! 2)! >+a+*90:1! 0<<:G+620)1! A>2<>! <0;;+)9! A+3(!
G*(;2:;1L#! 86! 21! <+,<:,+6(9! 50*! 2)92.29:+,1! +)9! 6>()! +33*(3+6(9! 50*! 3*0:G1! 05!
2)92.29:+,1! :12)3! 9216*2H:620)+,! A(23>61R! 2)! 0*9(*! 60! +**2.(! +6! +)! 0.(*+,,! .+,:(! 50*! 6>(!
1+5(67!2;G*0.(;()6!<0)<(*)(9#!!
!
!
T0! G(*;26! <0;G+*210)1! H(6A(()! 6>(1(! +,6(*)+62.(! ;(6>091! 05! 1+5(67!
.+,:+620)R!26!21!)(<(11+*7!60!16+)9+*92a(!6>(!(162;+6(1!H7!*(,+62)3!6>(;!60!6>(!<0)<(G6!
05!+.029+)<(!05!+!statistical death or injury. !@1!+)!2,,:16*+620)!05!6>21R!25!26!21!1:GG01(9!
6>+6! +! 3*0:G! 05! $JJRJJJ! G(0G,(! ()\07! +! 1+5(67! 2;G*0.(;()6! 6>+6! *(9:<(1! 6>(!
G*0H+H2,267! 05! 9(+6>! H7! $! 2)! $JJRJJJ! 50*! each and every! ;(;H(*! 05! 6>(! 3*0:GR! 6>(!
(VG(<6(9! ):;H(*! 05! 9(+6>1! A26>2)! 6>(! 3*0:G! 9:*2)3! +! 32.()! 5:6:*(! G(*209! A2,,! H(!
G*(<21(,7! 0)(#! T>(! 1+5(67! 2;G*0.(;()6! ;+7! 6>:1! H(! 9(1<*2H(9! +1! 6>(! +.029+)<(! 05!
0)(!statistical death. T>(!16+62162<+,!9(+6>!1+.(9!;+7!6>()!H(!.+,:(9!2)!+<<0*9+)<(!
A26>!(26>(*!05!6>(!6A0!+,6(*)+62.(!.+,:+620)!;(6>091!2)!0*9(*!60!(162;+6(!6>(!H()(526!05!
+! 1+5(67! 2;G*0.(;()6#! yT>(! .+,:(! 05! +! 16+62162<+,! 9(+6>! 1+.(9! 21! *(5(**(9! 60! 2)! WX!
*+2,A+7!1+5(67!90<:;()6+620)!+1!6>(!kO+,:(!05!+!M+6+,267!S*(.()6(9l!0*!OSMz#!!
!
!
86! >+1! 60! H(! )06(9! 6>+6! 6>(! 3*011! 0:6G:6! +)9! cTS! ;(6>091! 05! 1+5(67! H()(526!
.+,:+620)! G*09:<(! A29(,7! 9255(*()6! *(1:,61R! +1! 21! 1>0A)! H7! 6>(! .+,:(1! :1(9! H7! 6>(!
W)26(9!X2)390;!Y(G+*6;()6!2)!+11(112)3!6>(!<0161!05!*0+9!6*+552<!5+6+,262(1!K1((!T+H,(!
%#%L#!
!
Table 3.3: Gross output and WTP statistical life valuations used by
United Kingdom Department of Transport for road accidents
!
!
$INDn!G*2<(1!
$IN?!G*2<(1!
$II&!G*2<(1!
$IIN!G*2<(1!
Gross output
180,330!
!
!
!
Willingness-to-pay
!
500,000!
715,330
950,000!
Sources: K$L [#!c#!]0)(1_-((R!Valuing Safety in Transport Project Appraisal, C+2,6*+<ZgQ*2621>!!

!!!!!!!!C+2,#!!/0)5(*()<(!0)!O+,:(!50*![0)(7!2)!T*+)1G0*6!4+5(67![(+1:*(1R!
!!!!!!!!-0)90)R!]:,7!$II=!#!
K&L! Judgement versus the cold numbers 2)![09(*)!C+2,A+71R!]:,7!$IIN#!
* -+16!7(+*!50*!A>2<>!+!3*011!0:6G:6!H+1(9!(162;+6(!A+1!;+9(#!
(iii)
Problems associated with WTP approach
!
T>(! kA2,,2)3)(11_60_G+7l! (162;+6(1! 2)! T+H,(! %#%! +*(! 6>(! ;(92+)! .+,:(1! 5*0;!
6>(!1:*.(7!9+6+#!@1!1:<>R!6>(7!+*(!123)252<+)6,7!,0A(*!6>+)!6>(!;(+)!.+,:(1!5*0;!6>(!
1+;(!1:*.(7!9+6+!d!50*!(V+;G,(R!>+9!6>(!;(+)!*+6>(*!6>+)!6>(!;(92+)!H(()!:1(9!50*!
6>(! $II&! (162;+6(R! +! .+,:(! <,01(*! 60! 2,000,000 (nearly three times the median
figure of 715,330) might have resulted#!!e)(!05!6>(!G*0H,(;1!2;G,2<26!2)!1(,(<62)3!
6>(!cTS!+GG*0+<>!21!6>+6!05!9(6(*;2)2)3!A>2<>!<()6*+,!6()9()<7!;(+1:*(!d!;(+)!0*!
;(92+)! d! H(16! *(5,(<61! 6>(! 1+5(67! .+,:+620)1! 05! +! ;+\0*267! 05! G(0G,(#! [016! (VG(*61!
1:33(16! 6>+6! 6>(*(! 21! )0! 1:H1626:6(! 50*! <*262<+,R! 2)50*;(9! \:93(;()6! 2)! 1(,(<62)3! +!
F%!
G+*62<:,+*!.+,:(!5*0;!+!32.()!*+)3(#!c>()!2)!$INNR!6>(!W)26(9!X2)390;!Y(G+*6;()6!
05! T*+)1G0*6! 9(<29(9! 60! ;+Z(! E:26(! +! *+92<+,! <>+)3(! 2)! 261! ;(6>09! 05! .+,:2)3! *0+9!
5+6+,262(1!K5*0;!+!3*011!0:6G:6!60!+!cTS!+GG*0+<>LR!26!(**(9!0)!6>(!129(!05!<+:620)!+)9!
1(,(<6(9! +! .+,:(! +6! 6>(! ,0A(*! ()9! 05! 6>(! *+)3(! 05! (162;+6(1! 6>()! +.+2,+H,(#!
4:H1(E:()6,7R! 6>(! cTS! +GG*0+<>! >+1! 3+2)(9! 3*(+6(*! +<<(G6+)<(! +)9! 21! )0A! 6>(!
+GG*0+<>!60!6>(!.+,:+620)!05!1+5(67!*(<0;;()9(9!2)!6>(!T*(+1:*7!k'*(()!Q00Zl#$$!!86!
21! G0112H,(! 6>+6! 6>21! ;+7! 2)5,:()<(! 6>(! Y(G+*6;()6! 05! T*+)1G0*6! 2)! 5:6:*(! 60! 1(6! 261!
.+,:(!50*!G*(.()620)!05!+!*0+9!5+6+,267!<,01(*!60!6>01(!2;G,2(9!H7!6>(!;(+)!(162;+6(1!
50*!6>(!W)26(9!X2)390;#!
!
(iv)
Valuation of Non-fatal Road Injuries
T>(!;+\0*!92552<:,67!+110<2+6(9!A26>!0H6+2)2)3!cTS!.+,:(1!50*!G*(.()62)3!)0)_!
5+6+,! 2)\:*2(1! 21! 6>+6! 6>(1(! <0.(*! +! A29(! 1G(<6*:;R! 5*0;! ;2)0*! <:61! +)9! H*:21(1!
*(E:2*2)3! )0! >01G26+,21+620)! 60! 2)\:*2(1! *(1:,62)3! 2)! 1(.(*(! G(*;+)()6! 921+H2,267#!
P(.(*6>(,(11R!1:<>!(162;+6(1!>+.(!H(()!+66(;G6(9!2)!H06>!6>(!W4@!+)9!6>(!W)26(9!
X2)390;#!!
!
8)!6>(!W)26(9!4+6(1R!(VG(*6!;(92<+,!0G2)20)!A+1!<0)1:,6(9!60!0H6+2)!(162;+6(1!
05!k,016!7(+*1!05!5:)<620)2)3l!50*!.+*20:1!<+6(30*2(1!05!2)\:*7#!T0!6>(1(!A(*(!+GG,2(9!+!
k.+,:(! G(*! ,25(! 7(+*l! 05!W4o! $&JRJJJ! K$INF! G*2<(1L! 2)!0*9(*! 60! 0H6+2)! +)! (162;+6(!05!
6>(! <016! 05! .+*20:1! 67G(1! 05! 2)\:*7#! T>(! .+,:(! G(*! ,25(! 7(+*! A+1! 261(,5! (162;+6(9! H7!
921<0:)62)3!+)!+11:;(9!.+,:(!05!+!16+62162<+,!,25(!05!W4o!$#ID!;2,,20)!+6!F!G(*!<()6!G(*!
+)):;#!
!
!
8)! 6>(! W)26(9! X2)390;R! (162;+6(1! A(*(! H+1(9! 0)! G(*10)+,! 2)6(*.2(A!
*(1G0)1(1! 5*0;! +! )+620)+,,7! *(G*(1()6+62.(! 1+;G,(! 05! NI$! G(*10)1! 2)! U)3,+)9R!
4<06,+)9! +)9! c+,(1#! U11()62+,,7! 6>(! 1:*.(7! ;(6>09! 2).0,.(9! +1Z2)3! *(1G0)9()61! 60!
*+6(!6>(!*21Z!05!1:16+2)2)3!.+*20:1!67G(1!05!1(*20:1!2)\:*7!2)!*(,+620)!60!,011!05!,25(#!T>(!
1+;G,(!;(+)1!50*!(+<>!67G(1!05!2)\:*7!A(*(!6>()!+GG,2(9!60!6>(!.+,:(!05!16+62162<+,!,25(!
Kb! ?$DR%%J! 2)! $II&! G*2<(1L! 60! +**2.(! +6! +! .+,:(! 50*! G*(.()62)3! (+<>! 67G(! 05! 1(*20:1!
2)\:*7#!T>(!.+,:(1!10!9(*2.(9!A(*(!:1(9!H7!6>(!Y(G+*6;()6!05!T*+)1G0*6!60!2)<*(+1(!
261!.+,:+620)!05!1(*20:1!2)\:*7!5*0;!b!&JRJJJ!KH+1(9!0)!6>(!3*011!0:6G:6!+GG*0+<>L!60!
b!?DRJJJ!KH+1(9!0)!6>(!cTS!+GG*0+<>!+)9!+6!$II&!G*2<(1L#!T>(!.+,:+620)!05!1(*20:1!
2)\:*2(1! +1! +! G*0G0*620)! 05! 16+62162<+,! ,25(! *+)3(9! 5*0;! &#D! G(*! <()6! 50*! 0:6G+62()6!
6*(+6;()6!+)9!5:,,!*(<0.(*7!2)!%_=!;0)6>1!60!$JJ!G(*!<()6!50*!G+*+G,(32+gE:+9*2G,(32+!
+)9!1(.(*(!>(+9!2)\:*2(1#!W12)3!6>(!+.(*+3(!.+,:(!05!b!?DRJJJ!G(*!2)\:*7R!6>(!.+,:(!05!
+!16+62162<+,!,25(!;+7!6>(*(50*(!H(!<+,<:,+6(9!+1!6>(!(E:2.+,()6!05!I#D!1(*20:1!2)\:*2(1#!
(v)
Willingness-to-Pay valuations of railway casualties!
c>2,(! 6>(! cTS! +GG*0+<>! >+1! +,10! H(()! +90G6(9! 50*! 6>(! .+,:+620)! 05!
<+1:+,62(1!2)!WX!*+2,A+7!+<<29()61R!6>(!+11(11(9!;+3)26:9(!05!.+,:(1!21!<0)129(*+H,7!
3*(+6(*!6>+)!6>+6!+GG,2(9!2)!6>(!<+1(!05!*0+9!+<<29()6!<+1:+,62(1#!!!
!
T>(*(! 21! )0! 2)6:262.(! *(+10)! A>7! 6>(*(! 1>0:,9! H(! +)7! 9255(*()<(! H(6A(()!
6>(1(! .+,:(1#! h0A(.(*R! 6>(! 9255(*()<(! +*21(1! 2)! 6>(! G(*<(G620)! 05! +! ;+\0*267! 05!
*(1G0)9()61! 60! +<<29()6! .+,:+620)! 1:*.(71! 6>+6! +! *+2,! 12)3,(! +<<29()6! 2).0,.2)3!
;:,62G,(!<+1:+,62(1!<+**2(1!A26>!26!+!3*(+6(*!*21Z!6>+)!1(.(*+,!1;+,,!*0+9!+<<29()61!A26>!
0)(! 0*! 6A0! <+1:+,62(1#! ! T>21! G(*<(G620)! 21! *(2)50*<(9! H7! 6>(! 5+<6! 6>+6R! 67G2<+,,7R!
+<<29()61! 2).0,.2)3! 6()! 0*! ;0*(! 5+6+,262(1! +<<0:)6! 50*! +! .(*7! 1;+,,! G*0G0*620)! 05! +,,!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
$$
!h[!T*(+1:*7!K$II$L!B!Economic Appraisal in Central Government. A Technical Guide for
Government Departments.
F=!
*0+9!5+6+,262(1R!A>(*(+1!0.(*!+)!(V6()9(9!G(*209!1:<>!;:,62G,(!5+6+,267!+<<29()61!+*(!
,2Z(,7!60!+<<0:)6!50*!+!;:<>!,+*3(*!G*0G0*620)!05!+,,!*+2,!5+6+,262(1#!!
!
T>(! 5:*6>(*! G(*<(G620)! H7! 1:*.(7! *(1G0)9()61! 6>+6! 6>(! *21Z1! 05! *+2,A+7!
+<<29()61! +*(! ,+*3(,7! 0:6129(! 05! G+11()3(*1j! <0)6*0,! +,10! 0G(*+6(1! 60! 2)<*(+1(! 6>(!
606+,!<016!05!+!*+2,!5+6+,267!*(,+62.(!60!6>+6!05!+!*0+9!5+6+,267#!T>(!(.29()<(!21!6>+6!G(0G,(!
A2,,!H(!A2,,2)3!60!G+7!+!1;+,,(*!+;0:)6!50*!*21Z!*(9:<620)!25!6>(7!G(*<(2.(!6>(!*21Z!60!H(!
:)9(*! 6>(2*! 0A)! <0)6*0,R! +11:;(9! .0,:)6+*2,7R! ,+*3(,7! 6>(2*! 0A)! *(1G0)12H2,267R! +)9!
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05!*0+9!+<<29()6!*21ZR!H:6!6>+6!2)!6>(!<+1(!05!*+2,A+7!+<<29()6!*21Z!0),7!6>(!,+16!05!6>(!
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T>(!<:**()6!.+,:+620)!05!G*(.()62)3!+!5+6+,267!2)!+!6*+2)!+<<29()6!2)!6>(!W)26(9!
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+<<29()6#!
3.4
Level crossing experience of the United States of America

(i)
Administration of railway safety policy and regulations
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!
(ii)
Level crossing characteristics
!
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!
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!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
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!Judgement versus the cold numbers 2)![09(*)!C+2,A+71R!]:,7!$IIN#!
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(iii)
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!
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0H1(*.(9!2)!!M23:*(!%#=#!
Figure 3.4: Trend in level crossing accidents, fatalities and injuries,

United States, 1988-1998
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Num be r
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$INN $INI $IIJ $II$ $II& $II% $II= $IID $IIF $II? $IIN
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Source: FRA Statistics, as reported on the Operation Lifesaver website, October 1999.
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!Highway-Rail Facts 5*0;!eG(*+620)!-25(1+.(*!8)<!A(H126(!e<60H(*!$III#!
F?!
(iv)
Reasons for level crossing safety improvement in the

United States
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6*(1G+11!,+A1#!423)252<+)6,7R!A>2,(!6>(*(!>+1!H(()!+!9*+;+62<!9*0G!2)!6>(!):;H(*!05!
<0,,2120)1!H(6A(()!;060*!.(>2<,(1!+)9!6*+2)1R!*+2,A+7!+<<29()61!2).0,.2)3!G(9(16*2+)1!
>+.(!H(()!0)!6>(!2)<*(+1(R!60!6>(!(V6()6!05!$=!G(*!<()6!G(*!7(+*!H+1(9!0)!6>(!,+6(16!
+.+2,+H,(!16+62162<1#!e-8!>+1!1:GG0*6(9!6>(!+90G620)!H7!16+6(!30.(*);()61!05!6>(!W4!
Y(G+*6;()6!05!T*+)1G0*6+620)j1!Model State Railroad Trespass and Vandalism Bills
KG:H,21>(9!2)!$II?L#!46+6(!G()+,62(1!50*!6*(1G+11!0)!*+2,*0+9!G*0G(*67!)0A!*+)3(!5*0;!
oD! 60! o&RDJJR! +)9! ;016! 05! 6>(! 52)(1! 2;G01(9! +*(! 2)! 6>(! 2)<0)1(E:()62+,! *+)3(#! 8)!
10;(! 126:+620)1R! +,10R! ,0<+,! G0,2<(! ;:16! >+.(! A*266()! G(*;21120)! 5*0;! +! *+2,*0+9!
H(50*(!6>(7!<+)!211:(!+!52)(!0*!+**(16!G(*10)1!6>(7!52)9!6*(1G+112)3!0)!*+2,*0+9!,+)9#!
!
M2)+,,7R! e-8! >+1! H(()! ,0HH72)3! 6>(! 5(9(*+,! 30.(*);()6! 60! *(E:2*(! 16+6(!
+:6>0*262(1!+)9!*+2,*0+91!60!*(G0*6!60!6>(!MC@!0)!+!62;(,7!H+121!<0;G*(>()12.(!+)9!
+<<:*+6(!2)50*;+620)!0)!,(.(,_<*0112)3!+)9!6*(1G+11(*!+<<29()61g2)<29()61R!2)<,:92)3!
6>(!.26+,!9(;03*+G>2<!2)50*;+620)!0)!6>(!G(*10)1!2).0,.(9!2)!6>(1(!(.()61#!!
!
!
3.5
Level crossing experience of Canada

(i)
Administration of rail safety policy and regulations in Canada
T>(!:,62;+6(!+:6>0*267!50*!()50*<(;()6!05!*+2,A+7!1+5(67!*(3:,+620)1!2)!/+)+9+!
21! .(16(9! 2)! T*+)1G0*6! /+)+9+! K6>(! /+)+92+)! Y(G+*6;()6! 05! T*+)1G0*6L#! T>(!
,(321,+62.(!2)16*:;()6!:)9(*!A>2<>!261!G0A(*1!+*(!(V(*<21(9!21!6>(!C+2,A+7!4+5(67!@<6!
K+1!+;()9(9!$IINL#!
!
!
@)! 2)9(G()9()6! T*+)1G0*6+620)! 4+5(67! Q0+*9! 21! *(1G0)12H,(! 50*! +,,! ;+\0*! *+2,!
K+)9! 06>(*! 6*+)1G0*6! ;09(L! +<<29()6! 2).(1623+620)1#! 861! *(<0;;()9+620)1! +*(!
1:H;266(9! 60! T*+)1G0*6! /+)+9+! A>2<>! ;:16! 9(<29(! :G0)! 2;G,(;()6+620)! K0*!
06>(*A21(L#! @1! +)! (V+;G,(! 05! 6>(! A+7! 2)! A>2<>! 6>21! 1716(;! 0G(*+6(1R! 50,,0A2)3! +!
1(*20:1! 9(*+2,;()6! 05! +! O8@! C+2,! 6*+2)! )(+*! Q233+*R! 4+1Z+6<>(A+)R! 0)! %! 4(G6(;H(*!
$II?R! 6>(! T*+)1G0*6+620)! 4+5(67! Q0+*9! *(<0;;()9(9R! +)9! T*+)1G0*6! /+)+9+!
+<<(G6(9!50*!2;G,(;()6+620)!A26>2)!%J!9+71R!;(+1:*(1!2)6()9(9!60!*(9:<(!6>(!*21Z!05!
9(+6>! 0*! 1(*20:1! 2)\:*7! 60! G+11()3(*1! 2)! 6>(! (.()6! 05! +)! +<<29()6#! T>(1(! ;(+1:*(1!
2)<,:9(9! 6>(! G*0.2120)! 05! +9(E:+6(! 1+5(67! (E:2G;()6! K1:<>! +1! (;(*3()<7! A2)90A!
(V26!>+;;(*1R!+GG*0G*2+6(,7!(E:2GG(9!6*+:;+!Z261R!*(+92,7!+<<(112H,(!5,+1>,23>61R!(6<L#!
!
!
8)! ,+6(! $IINR! +;()9;()61! 60! 6>(! C+2,A+7! 4+5(67! @<6! A(*(! G+11(9! H7! 6>(!
h0:1(!05!/0;;0)1#!T>(1(!2)<,:9(9B!
!
#$
+!)(A!G0,2<7!16+6(;()6f!
#$
+:6>0*267!60!*(E:2*(!*+2,A+71!60!*(G0*6!1+5(67_<*262<+,!2)50*;+620)!50*!6>(!
G:*G01(!05!*(.2(A2)3!*+2,A+7!1716(;!1+5(67!G(*50*;+)<(f!
FI!
#$
+:6>0*267! 60! *(E:2*(! *+2,A+71! 60! 2;G,(;()6! 4+5(67! ;+)+3(;()6!

4716(;1f!+)9!
2)<*(+1(9!+:6>0*267!50*!*+2,!1+5(67!2)1G(<60*1$D!
#$
!
(ii)
Level crossing characteristics
!
c>2,(! )0! G*(<21(! 2)50*;+620)! 21! +.+2,+H,(! 0)! ,(.(,! <*0112)3! ):;H(*1! +)9!
67G(1R! 26! +GG(+*1! ,2Z(,7! 6>+6! 2)! <0;;0)! A26>! 6>(! W)26(9! 46+6(1R! /+)+9+! >+1! +!
G*(90;2)+)<(!05!:);+))(9R!:)G*06(<6(9!,(.(,!<*0112)31#!!!
!
(iii)
Trend in of level crossing accidents, fatalities and injuries
e.(*!6>(!)2)(!7(+*!G(*209!5*0;!$INN!60!$II?R!+<<29()61!+6!,(.(,!<*0112)31!2)!
/+)+9+! 9*0GG(9! 1>+*G,7! _! 5*0;! DJ&! 60! %J?#! T>21! 9(<,2)(! A+1! +,10! *(5,(<6(9! 2)! +!
9(<,2)2)3!accident rate, 5*0;!=#JJ!,(.(,!<*0112)3!+<<29()61!G(*!;2,,20)!6*+2)!Z2,0;(6*(1!
2)!$INN!60!0),7!&#==!G(*!;2,,20)!6*+2)!Z2,0;(6*(1!2)!$II?!K1((!M23:*(!%#DL#!!
Figure 3.5: Level Crossing Accidents in Canada
=#DJ
FJJ
=#JJ
DJJ
Num be r
=JJ
%#JJ
&#DJ
%JJ
&#JJ
&JJ
Num be r pe r MTK
%#DJ
$#DJ
$#JJ
$JJ
J#DJ
J#JJ
$INN $INI $IIJ $II$ $II& $II% $II= $IID $IIF $II?
-(. (,!/*011 2)3
DJ&
=FI
%NF
=J?
%N?
%?N
%NI
%NJ
%FF
%J?
@ <<29()61!KP0L
-(. (,!< *01 12)3
=#JJ %#I& %#D$ %#=J %#&%
%#JN &#I% %#J% %#J$ &#==
@ <<29()61g[TX
!
!
!
Source: T*+)1G0*6!4+5(67!Q0+*9R!/+)+9+R!46+62162<+,!Q:,,(62)!$II?#!
NoteB!!!!!![TX!v![2,,20)!T*+2)_X2,0;(6*(1#!
8)!6>(!<+1(!05!,(.(,!<*0112)3!fatalitiesR!6>(!2;G*0.(;()6!>+1!H(()!(.()!;0*(!
9*+;+62<R! A26>! 6>(! ):;H(*! 05! 9(+6>1! 5+,,2)3! +,;016! H7! >+,5! 2)! 6>(! )2)(! 7(+*! G(*209R!
5*0;!DN!2)!$INN!60!%J!2)!$II?!K1((!M23:*(!%#FL#!@6!6>(!1+;(!62;(R!6>(!fatality rates 5(,,!
5*0;!J#=F!60!J#&=!G(*!;2,,20)!6*+2)!Z2,0;(6*(1#!
!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
$D
!!T*+)1G0*6!/+)+9+!C+2,!4+5(67!8)262+62.(1R!D!P0.(;H(*!$IIN#!
?J!
!
-(.(,!<*0112)3!5+6+,262(1!+1!+!G*0G0*620)!05!T06+,!C+2,A+7!M+6+,262(1!2)!/+)+9+!
>+.(!H(()!5+,,2)3!<0)1216()6,7#!h0A(.(*R!+6!=&!G(*!<()6!2)!$IIFR!6>(7!162,,!*(G*(1()6(9!
+!,+*3(!G*0G0*620)!05!+,,!9(+6>1!2)!*+2,A+7!+<<29()61#!!
!
!
86! 21! )06(A0*6>7! 6>+6R! 9(1G26(! 6>(! ;+*Z(9! 9(<,2)(! 2)! 0.(*+,,! ,(.(,! <*0112)3!
5+6+,262(1!H(6A(()!$INN!+)9!$II?R!6>(!G*0G0*620)!05!G(*10)1!Z2,,(9!+6!,(.(,!<*0112)31!
(E:2GG(9!A26>!automatic warning devices!2)<*(+1(9!0.(*!6>(!1+;(!G(*209R!5*0;!+)!
+.(*+3(!05!=I!G(*!<()6!H(6A(()!$II$!+)9!$IID!60!F%!G(*!<()6!2)!$IIF#!!!
!!!
T>(! ):;H(*! 05! 2)\:*2(1! +6! ,(.(,! <*0112)31! 1>0A1! +! 12;2,+*! 9(<,2)2)3! G+66(*)R!
5+,,2)3!5*0;!DF!2)!$II%!60!%J!2)!$II?R!A26>!+!<0**(1G0)92)3!9(<,2)(!2)!6>(!2)\:*7!*+6(!
5*0;!J#=F!60!J#&=!G(*!;2,,20)!6*+2)!Z2,0;(6*(1#!KT>(!6*()9!2)!2)\:*2(1!21!)06!+.+2,+H,(!50*!
6>(!1+;(!62;(!5*+;(!+1!50*!+<<29()61!+)9!5+6+,262(1!+1!6>(!9+6+!1(*2(1!A+1!<>+)3(9!2)!
$II%!60!2)<,:9(!0),7!1(*20:1!2)\:*2(1L#!
Figure 3.6:
Level Crossing Fatalities in Canada
IJ
J#NJ
NJ
J#?J
?J
J#FJ
Num be r
J#DJ
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J#=J
=J
J#%J
%J
J#&J
&J
J#$J
$J
$INN $INI $IIJ $II$ $II& $II% $II= $IID $IIF $II?
-#/#!M+6+,262(1
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ND
=N
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DF
D=
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M+6+,262(1 g[TX
J#=F
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J#==
J#D&
J#F$
J#=F
J#=$
J#=&
J#%I
J#&=
Ye a r
Source: T*+)1G0*6!4+5(67!Q0+*9R!/+)+9+R!46+62162<+,!Q:,,(62)!$II?#!
Note:
[TX!v![2,,20)!T*+2)_X2,0;(6*(1#!
?$!
J#JJ
Num be /M TK
FJ
(iv)
Transport Canada Level Crossing Safety Initiatives
!
8)! 6>(! <0)6(V6! 05! ,(.(,! <*0112)3! 1+5(67! ()>+)<(;()6R! T*+)1G0*6! /+)+9+! >+1!
6+Z()! 2)262+62.(1! 60! 50*;+,2a(! +! ):;H(*! 05! 16+)9+*91! 50*! ,(.(,! <*0112)3! G*06(<620)#! 8)!
$IINR! 26! 16+*6(9! A0*Z! 0)! 6>(! 9(.(,0G;()6! 05! +! ;09(,! 60! G*0.29(! <0)1216()6!
;(+1:*(;()61!05!6>(!1+5(67!H()(5261!05!5:)92)3!,(.(,!<*0112)3!2;G*0.(;()61#!86!>+1!
+,10! H(()! +<62.(! 2)! G*0;062)3! G:H,2<! (9:<+620)! <+;G+23)1R! +1! A(,,! +1! G*0.292)3!
52)+)<2+,!1:GG0*6!50*!5()<2)3!+)9!<*0112)3!<,01:*(1R!2)!+!H29!60!*(9:<(!<*0112)3!:1(*!
+)9!6*(1G+11(*!<+1:+,62(1#!
!
!
8)! <0;;0)! A26>! (VG(*2()<(! 2)! 6>(! W)26(9! 46+6(1R! ,(.(,! <*0112)3! 1+5(67!
2;G*0.(;()61! 2)! /+)+9+! +GG(+*! 60! >+.(! H(()! .(*7! ;:<>! 6>(! *(1:,6! 05! 50<:1(9!
(9:<+620)! G*03*+;;(1#! M0*! (9:<+620)! G*03*+;;(1! 60! H(! 1:<<(115:,R! >0A(.(*R! +!
;2)2;:;! ,(.(,! 05! 1+5(67! +A+*()(11! 1>0:,9! (V216! A26>2)! 6>(! <:,6:*(! 05! 6>(! 6+*3(6(9!
<0;;:)267#!c>2,(!1+5(67!+A+*()(11!21!+!<0;;0)!<>+*+<6(*2162<!05!c(16(*)!10<2(62(1R!
26!21!)06!+!<>+*+<6(*2162<!50:)9!2)!6>(!;+\0*267!05!@12+)!10<2(62(1#!!!
!
!
3.6
Level crossing experience of continental Europe
T*()91! 2)! 6>(! ):;H(*! +)9! 1+5(67! G(*50*;+)<(! 05! ,(.(,! <*0112)31! 50*! 50:*!
c(16(*)! U:*0G(+)! *+2,A+7! 1716(;1! KYQR! 4P/QR! 4P/MR! P4L$F! A(*(! +11(11(9R! +1!
A(*(!;(6>091!05!*21Z!+11(11;()6!+1!+GG,2(9!60!,(.(,!<*0112)3!1+5(67!()>+)<(;()6!2)!
6>(!P(6>(*,+)91#!
!
(i)
Trend in level crossing numbers, by type
T>(!6*()9!2)!6>(!606+,!):;H(*!05!,(.(,!<*0112)31!2)16+,,(9!0)!(+<>!05!6>(!50:*!
*+2,A+7! 1716(;1! 1:*.(7(9! 21! 1>0A)! 2)! M23:*(! %#?#! ! e.(*! 6>(! 6()_7(+*! G(*209! $INN_
$IINR! 6>(! 606+,! ):;H(*! 05! ,(.(,! <*0112)31! <+)! H(! 1(()! 60! H(! reducing! +6! +! *+6(! 05!
+H0:6! $#F! d! &#J! G(*! <()6! G(*! +)):;! 2)! Q(,32:;R! M*+)<(! +)9! 6>(! P(6>(*,+)91R! H:6!
increasing!+6!+!*+6(!+.(*+32)3!+H0:6!&#D!G(*!<()6!G(*!+)):;!2)!'(*;+)7#!!T>(!6*()9!
50*!'(*;+)7R!>0A(.(*!A+1!2)5,:()<(9!H7!6>(!+H10*G620)!05!6>(!*+2,A+71!05!6>(!50*;(*!
'(*;+)!Y(;0<*+62<!C(G:H,2<!2)60!YQ!2)!$II=#!!86!21!,2Z(,7!6>+6!6>(!9(<,2)2)3!6*()9!2)!
6>*((!0:6!05!6>(!50:*!<0:)6*2(1!1:*.(7(9!21!9:(!60!+!16(+92,7!(VG+)92)3!G*03*+;;(!05!
3*+9(!1(G+*+620)R!*+6>(*!6>+)!60!6>(!<,01:*(!05!,(.(,!<*0112)31!G(*!1(#!
@,6>0:3>! )0! *(<()6! 9+6+! +*(! +.+2,+H,(! 50*! '(*;+)7R! 26! +GG(+*1! 6>+6!
:)G*06(<6(9!<*0112)31!<0;G*21(!+1!;:<>!+1!=?!G(*!<()6!05!YQj1!606+,!,(.(,!<*0112)31R!
A26>! +:60;+62<! <*0112)31! +<<0:)62)3! 50*! =N! G(*! <()6! +)9! ;+))(9! <*0112)31! D! G(*!
<()6#!
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
$F
!T>(1(!+HH*(.2+620)1!123)257!6>(!*+2,A+7!1716(;1!05!6>(!50,,0A2)3!<0:)6*2(1f!
!
!
!
!
!!
!
!
!
!
!
!
YQ!!!!!!d!'(*;+)7!
4P/Q!d!Q(,32:;!
4P/M!d!M*+)<(!
P4!!!!!!_!!P(6>(*,+)91!
!
?&!
!
!
Figure 3.7: Number of level crossings in Western Europe
%JJJJ
No. L.C.'s (all types)
&DJJJ
YQ!K'(*;+)7L
4P/Q!KQ(,32:;L
&JJJJ
4P/M!KM*+)<(L
P4!KP(6>(*,+)91L
$DJJJ
-2)(+*!KYQ!K'(*;+)7LL
-2)(+*!K4P/M!KM*+)<(LL
$JJJJ
-2)(+*!K4P/Q!KQ(,32:;LL
-2)(+*!KP4!KP(6>(*,+)91LL
DJJJ
J
YQ!K'(*;+)7L
&JI? &J%? &J&F &JJ& &J%N &J%& &=&= &=F%
4P/Q!KQ(,32:;L
&D$J &%=I &%=F &%$J &&N% &&JN &&%J &&$N &$IN &$==
&NJ= &FIN
4P/M!KM*+)<(L
&$DJ &$=& &$&F &JNI &J&N $I=N $NFF $N&? $??? $?D? $?D$
P4!KP(6>(*,+)91L %=N& %=$& %%ND %&NJ %$%N %JNF %JF? %JF$ &IN% &I=F &IF=
Source: International Union of Railways (UIC).
e5! 6>(! 50:*! <0:)6*2(1! 1:*.(7(9R! M*+)<(! >+1! 6>(! ,0A(16! G(*<()6+3(! 05!
:)G*06(<6(9!<*0112)31!A26>!\:16!:)9(*!&D!G(*!<()6!05!261!<*0112)31!>+.2)3!)0!50*;!05!
H+**2(*!G*06(<620)#!!Q(,32:;!>+1!+!1,23>6,7!>23>(*!G*0G0*620)!05!:)G*06(<6(9!<*0112)31!
2)! 261! ,(.(,! <*0112)3! G0G:,+620)! +6! \:16! 0)! &D! G(*! <()6R! A>2,(! 2)! 6>(! P(6>(*,+)91!
:)G*06(<6(9! <*0112)31! 162,,! +<<0:)6! 50*! %$! G(*! <()6! 05! 6>(! 606+,#! [+))(9! <*0112)31!
>+.(!)0A!H(()!<0;G,(6(,7!(,2;2)+6(9!2)!6>(!P(6>(*,+)91R!+)9!2)!Q(,32:;!+)9!M*+)<(!
)0A! +<<0:)6! 50*! 0),7! +H0:6! $$! G(*! <()6! 05! +,,! ,(.(,! <*0112)31#! @:60;+62<! <*0112)31!
)0A!90;2)+6(!6>(!,(.(,!<*0112)3!G0G:,+620)1!05!Q(,32:;R!M*+)<(!+)9!6>(!P(6>(*,+)91!
A26>!?=!G(*!<()6R!F=!G(*!<()6!+)9!FN!G(*!<()6!05!6>(!606+,R!*(1G(<62.(,7#!
(ii)
Trend in level crossing accidents, fatalities and injuries
(a)
Accidents
e.(*! 6>(! 1(.()_7(+*! G(*209! $II$_$IINR! 6>(! ):;H(*! 05! ,(.(,! <*0112)3!
+<<29()61! 2)! '(*;+)7! 9(<,2)(9! 1:H16+)62+,,7! 5*0;! ?&=! 2)! $II$! 60! =N%! 2)! $IIN! K+)!
(55(<62.(! *+6(! 05! 9(<*(+1(! 05! D#F! G(*! <()6! G(*! +)):;L#! ! T*()91! 50*! 6>(! 06>(*! 6>*((!
<0:)6*2(1!A(*(!+11(11(9!0.(*!6>(!5:,,!9(<+9(!$INN_$IINR!+,6>0:3>!6>(!1(*2(1!50*!6>(!
P(6>(*,+)91! A+1! 921<0)62):0:1! 0.(*! 6>21! G(*209#! 8)! M*+)<(R! 6>(! ):;H(*! 05! ,(.(,!
<*0112)3! +<<29()61! +,10! 50,,0A(9! +! 9(<,2)2)3! G+6>R! +,H(26! +6! +! ;0*(! *(16*+2)(9! *+6(!
6>+)! 2)! '(*;+)7R! A>2,(! 2)! Q(,32:;! 6>(7! *(;+2)(9! +,;016! <0)16+)6! +)9! 2)! 6>(!
P(6>(*,+)91!6>(7!2)<*(+1(9!16(+92,7#!T>(1(!6*()91!+*(!2,,:16*+6(9!2)!M23:*(!%#N.!
!
?%!
Figure 3.8: Level crossing accidents in Western Europe
1000
900
Number of accidents
800
700
600
500
400
300
200
100
0
?&=
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F&N
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DF%
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4P/Q!KQ(,32:;L
4P/M!KM*+)<(L
P4!KP(6>(*,+)91L
=N%
Source: (1) UIC.

(2) Protection and elimination of level crossings in Rail International, June 1999.
!
!
T>(!*212)3!+<<29()6!6*()9!2)!6>(!P(6>(*,+)91!;+7!>+.(!H(()!<0)<()6*+6(9!+6!
:)G*06(<6(9! ,(.(,! <*0112)31! KA>2<>! <0;G*21(! %$! G(*! <()6! 05! +,,! ,(.(,! <*0112)31LR!
+,6>0:3>! +! *(<()6! 16:97! :)9(*6+Z()! H7! C+2,)(9! K6>(! 30.(*);()6! 0A)(9! *+2,A+7!
2)5*+16*:<6:*(! <0;G+)7L! 1:33(161! +! >(+.7! 2)<29()<(! 05! +<<29()61! +6! +:60;+62<+,,7!
G*06(<6(9!<*0112)31R!+1!2)9((9!21!+,10!6>(!<+1(!2)!M*+)<(!K1((!H(,0AL#!!
!
!
M23:*(!%#I !2,,:16*+6(1!6>(!6*()9!2)!,(.(,!<*0112)3!+<<29()61!2)!M*+)<(!+3+2)16!
6>(!6*()9!2)!6>(!):;H(*!05!,(.(,!<*0112)31!05!+,,!67G(1#!T>(1(!6*()91!1:33(16!6>+6!6>(!
*(9:<2)3!0<<:**()<(!05!+<<29()61!21!G01262.(,7!<0**(,+6(9!A26>!6>(!*(9:<2)3!):;H(*1!
05! ,(.(,! <*0112)31#! T>21! 21! 2)! ;+*Z(9! <0)6*+16! A26>! 6>(! 126:+620)! 2)! 6>(! P(6>(*,+)91!
A>(*(! 6>(! ):;H(*! 05! ,(.(,! <*0112)31! >+1! H(() declining! 0.(*! 6>(! G+16! $J! 7(+*1! +6!
+H0:6!$#F!G(*!<()6!G(*!7(+*R!H:6!,(.(,!<*0112)3!+<<29()61!>+.(!H(()!increasing!+6!+!
*+6(!05!+H0:6!%!G(*!<()6!G(*!7(+*#!
!
@992620)+,! 2)50*;+620)! +.+2,+H,(! 50*! 4P/M! G*0.29(1! +! H*(+Z90A)! 05! ,(.(,!
<*0112)3!+<<29()61!H7!67G(!05!<*0112)3#!T>21!2)50*;+620)!>+1!H(()!3*+G>(9!2)!M23:*(!
%#$J# 86! 1>0A1! 6>+6! +:60;+62<! ,(.(,! <*0112)31! +*(! +<<0:)62)3! 50*! +)! 2)<*(+12)3!
G*0G0*620)! 05! +,,! ,(.(,! <*0112)3! +<<29()61! 2)! M*+)<(! K?D! G(*! <()6! 9:*2)3! $IINR! +1!
<0;G+*(9! A26>! F?! G(*! <()6! 6()! 7(+*1! (+*,2(*L#! c>2,(! 6>(! +H10,:6(! ):;H(*1! 05!
+<<29()61!+6!+:60;+62<!,(.(,!<*0112)31!*(9:<(9!+6!6>(!*+6(!05!&#%!G(*!<()6!G(*!+)):;!
0.(*! 6>21! G(*209R! 6>01(! +6! :)G*06(<6(9! <*0112)31! *(9:<(9! +6! ;0*(! 6>+)! 90:H,(R! +)9!
6>01(!+6!;+))(9!<*0112)31!+6!;0*(!6>+)!1(.()!62;(1!6>21!*+6(#!c>2,(!26!21!)06!G0112H,(!
60! (VG,+2)! 6>(! *(,+62.267! 05! 6>(1(! 6*()91! A26>0:6! ;0*(! 2)50*;+620)! *(,+62)3! 60! 6>(!
,0<+620)! K(#3#! :*H+)! .1#! )0)_:*H+)L! +)9! <0;H2)(9! *0+9g*+2,! 6*+552<! 9()1262(1! 05! 6>(!
<*0112)31!2).0,.(9R!it would seem that automatic level crossings pose a considerable
safety threat to the French railway system#!
?=!
Num be r
Figure 3.9: Relative trends in numbers of level crossings

and accidents - France
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Source: UIC.
Figure 3.10 :
Level crossing accidents, by type of crossing France
180
Num be r of a ccide nts
160
140
120
100
80
60
40
20
0
$INN
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Source: UIC.
c>()! (VG*(11(9! +1! +! *+6(! G(*! :)26! 05! *+2,! 6*+552<R! 2)! 6>21! <+1(! ;2,,20)! 6*+2)_
Z2,0;(6*(1R!6>(!+<<29()6!0<<:**()<(!A+1!A0*16!2)!6>(!P(6>(*,+)91!A>2<>!2)!$IIF!>+9!
more than one level crossing accident for every million train kilometres!0.(*!6>(!P4!
*+2,!)(6A0*Z#!!P06A26>16+)92)3!9+6+!921<0)62):262(1R!+!*212)3!6*()9!2)!6>(!,(.(,!<*0112)3!
+<<29()6!*+6(!21!+GG+*()6!50*!6>(!P(6>(*,+)91!0.(*!6>(!G+16!9(<+9(!d!1((!M23:*(!%#$$#!
Q7!<0)6*+16R!+<<29()6!*+6(1!2)!'(*;+)7!+)9!M*+)<(!A(*(!5+,,2)3R!A>2,(!2)!Q(,32:;!6>(!
+<<29()6!*+6(!*(;+2)(9!+,;016!16+62<!0.(*!6>(!9(<+9(#!
?D!
!
Figure 3.11: Level crossing accident rates in Western Europe
1.2
No. L.C. accidents per mill. train km
0.8
0.6
0.4
0.2
$INN
$INI
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$#J$
Source: UIC.
!
(b)
Fatalities
@1!21!1>0A)!2)!M23:*(!%#$&R!0),7!'(*;+)7!+;0)3!6>(!50:*!1716(;1!1:*.(7(9!
*(3216(*(9! +! 123)252<+)6! +)9! 1:16+2)(9! *(9:<620)! 2)! 6>(! ):;H(*1! 05! G(*10)1! Z2,,(9! 2)!
,(.(,! <*0112)3! +<<29()61! 0.(*! 6>(! 9(<+9(! H(6A(()! $INN! +)9! $IIN#! 8)! M*+)<(! +)9!
Q(,32:;! 6>(! ,0)3! 6(*;! 6*()9! 2)! 5+6+,262(1! A+1! +,;016! 5,+6R! +,6>0:3>! 2)! 6>(! <+1(! 05!
M*+)<(R! 6>(*(! A+1! +! 1:99()! :G6:*)! 2)! ,(.(,! <*0112)3! 9(+6>1! 2)! $IIN! KD%! +1! +3+2)16!
0),7! &D! 2)! 6>(! G*(.20:1! 7(+*L#! c>2,(! 6>(! 9(<,2)2)3! 6*()9! 2)! 5+6+,262(1! 2)! '(*;+)7! 21!
()<0:*+32)3R! 6>(! 9+6+! 50*! $IIN! 2)92<+6(! 6>+6! ;0*(! 6>+)! $JJ! G(*10)1! 92(9! 2)! ,(.(,!
<*0112)3! +<<29()61! 2)! '(*;+)7! 2)! 6>+6! 7(+*#! T>(! 9+6+! 1(*2(1! 50*! 6>(! P(6>(*,+)91! 21!
921<0)62):0:1R!H:6!2)92<+6(1!,(.(,!<*0112)3!5+6+,262(1!05!+H0:6!6>(!1+;(!;+3)26:9(!+1!
6>01(!05!M*+)<(!A>2<>!>+1!+,;016!12V!62;(1!6>(!):;H(*!05!,(.(,!<*0112)31#!
!
Figure 3.12: Level crossing fatalities in Western Europe
160
Num be r of fa talities
140
120
100
80
60
40
20
0
$INN
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%%
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%%
Source: (1) UIC.

?F!
/0)129(*+H,7! ;0*(! 2)50*;+620)! 0)! 6>(! ,0<+620)! +)9! <2*<:;16+)<(1! 05!

+<<29()61! 2).0,.2)3! 5+6+,262(1! 21! )((9(9! H(50*(! <0)<,:120)1! <+)! H(! 9*+A)! +1! 60! 6>(!
;+\0*! 5+<60*1! <0)6*2H:62)3! 60! 6>(1(! 6*()91#! P(.(*6>(,(11R! 6>(7! +*(! *(2)50*<(9! H7!
6*()91!2)!6>(!,(.(,!<*0112)3!5+6+,267!rates, +1!;+7!H(!1(()!2)!M23:*(!%#$%# !T>(1(!+,10!
2)92<+6(!+!;+*Z(9!2;G*0.(;()6!+)9!+!16(+97!2;G*0.(;()6!*(1G(<62.(,7!2)!6>(!<+1(1!
05!'(*;+)7!+)9!M*+)<(R!+!16(+92,7!*212)3!6*()9!2)!Q(,32:;!+)9!+!1:H16+)62+,,7!*212)3!
6*()9! 2)! 6>(! P(6>(*,+)91#! @6! J#&N! G(*10)1! Z2,,(9! G(*! ;2,,20)! 6*+2)_Z2,0;(6*(1R! 6>(!
5+6+,267!*+6(! 2)!6>(!P(6>(*,+)91!2)!$IIF!A+1!;0*(!6>+)!90:H,(!6>+6!05! '(*;+)7!+)9!
;0*(!6>+)!6*(H,(!6>+6!05!M*+)<(!50*!6>(!1+;(!7(+*#!86!21!2)6(*(162)3!60!)06(!6>+6!M*+)<(!
A26>! 0),7! J#JD! 5+6+,262(1! G(*! ;2,,20)! 6*+2)_Z;! 2)! $II?! >+1! 0)(! 05! 6>(! ,0A(16! ,(.(,!
<*0112)3! 9(+6>! *+6(1! 2)! 6>(! A0*,9R! 9(1G26(! >+.2)3! \:16! :)9(*! 0)(! E:+*6(*! 05! 261! ,(.(,!
<*0112)31!:)G*06(<6(9!+)9!+!G*(90;2)+)<(!05!:);+))(9!+:60;+62<!<*0112)31#!
!
!
Figure 3.13: Level crossing fatality rates in Western Europe
!
No.fa ta litie s pe r m ill. tra in-km
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
0
$INN
$INI
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J#JN
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J#JD
P4!KP(6>(*,+)91L
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J#&J
J#%$
J#&$
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J#&N
Source: (1) UIC.

(c)
Injuries
!
Y:*2)3!6>(!6()!7(+*!G(*209!$INN_$IINR!0),7!'(*;+)7!;+)+3(9!60!+<>2(.(!+!
123)252<+)6!*(9:<620)!2)!6>(!):;H(*!05!G(*10)1!2)\:*(9!2)!,(.(,!<*0112)3!+<<29()61#!8)!
6>(! 06>(*! 6>*((! <0:)6*2(1R! 6>(! ):;H(*! 05! G(*10)1! 2)\:*(9! +6! ,(.(,! <*0112)31! A+1!
+,;016!16+62<!0.(*!6>(!9(<+9(#!T>(!*(,(.+)6!6*()91!;+7!H(!1(()!2)!M23:*(!%#$=#
??!
Figure 3.14: Level crossing injuries in Western Europe

450
400
Num be r of injurie s
350
300
250
200
150
100
50
0
$INN
$INI
$IIJ
YQ!K'(*;+)7L
$II$
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Source: (1) UIC.

8)! 6(*;1! 05! 6>(! *+6(! 05! ,(.(,! <*0112)3! 2)\:*2(1! G(*! ;2,,20)! 6*+2)_Z;R! '(*;+)7!
+3+2)!9(;0)16*+6(9!6>(!;016!123)252<+)6!2;G*0.(;()6!05!6>(!50:*!<0:)6*2(1!1:*.(7(9R!
A26>!+)!2)\:*7!*+6(!9(<,2)2)3!5*0;!J#%=!G(*!;2,,20)!6*+2)_Z;!2)!$II$!60!J#&D!G(*!!;2,,20)!
6*+2)_Z;! 2)! $II?#! M*+)<(j1! ,(.(,! <*0112)3! 2)\:*7! *+6(! A>2,(! *(;+2)2)3! 16+62<! 0.(*! 6>(!
9(<+9(!A+1!+3+2)!+;0)3!6>(!A0*,9j1!,0A(16R!A26>!0),7!J#JD!G(*10)1!2)\:*(9!2)!,(.(,!
<*0112)3! +<<29()61! G(*! ;2,,20)! 6*+2)_Z;! 2)! $II?#! Q7! <0)6*+16! A26>! 261! G(*50*;+)<(! 2)!
6(*;1! 05! ,(.(,! <*0112)3! +<<29()61! +)9! 5+6+,262(1R! 6>(! P(6>(*,+)91! 9(;0)16*+6(9! +!
9(<,2)2)3! 6*()9! 2)! 261! 2)\:*7! *+6(! 0.(*! 6>(! 9(<+9(! d! A>2,(! 2)! Q(,32:;! 6>(! ):;H(*! 05!
G(*10)1!2)\:*(9!G(*!;2,,20)!6*+2)_Z;!50,,0A(9!+!*212)3!6*()9R!2)5,:()<(9!;+2),7!H7!+)!
:)(VG,+2)(9!1>+*G!2)<*(+1(!2)!,(.(,!<*0112)3!2)\:*2(1!2)!$IIF#!!
!
Figure 3.15: Level crossing injury rates in Western Europe
0.6
No.injurie s pe r m ill.tra in-km
0.5
0.4
0.3
0.2
0.1
$INN
$INI
$IIJ
YQ!K'(*;+)7L
$II$
$II&
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J#=J
J#=$
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J#=J
J#%=
$II?
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4P/Q!KQ(,32:;L
J#$N
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J#&=
J#&=
4P/M!KM*+)<(L
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J#JD
J#J%
J#J?
J#J=
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J#J=
J#J=
J#J%
J#JD
P4!KP(6>(*,+)91L
J#&I
J#%D
J#%N
J#D&
J#&D
J#%%
J#&I
Source: (1) UIC.

?N!
(iii)
Analysis of level crossing safety performance in the Netherlands
86!21!123)252<+)6!6>+6!6>(!9(6(*20*+62)3!1+5(67!G(*50*;+)<(!05!*0+9g*+2,!<*0112)31!
2)! 6>(! P(6>(*,+)91! 0.(*! 6>(! G+16! 9(<+9(! >+1! <02)<29(9! A26>! 6>(! 9(_;+))2)3! 05! 6>(!
,+16! ;+))(9! ,(.(,! <*0112)31! 2)! 6>+6! <0:)6*7! +)9! 6>(2*! *(G,+<(;()6! A26>! +:60;+62<!
A+*)2)3!+)9!H+**2(*!G*06(<620)!1716(;1#!c>2,(!6>(!0.(*+,,!):;H(*!05!,(.(,!<*0112)31!
2)!6>(!P(6>(*,+)91!<0)6*+<6(9!H7!$D!G(*!<()6!2)!6>(!,+16!9(<+9(!K5*0;!%R=N&!2)!$IIN!
60!&RIF=!2)!$IINLR!6>(!):;H(*!05!k+:60;+62<l!<*0112)31!K+11:;(9!60!2)<,:9(!<*0112)31!
(E:2GG(9! A26>! +:60;+62<! H+**2(*! G*06(<620)! +)9! 6>01(! (E:2GG(9! 0),7! A26>! +:60;+62<!
A+*)2)3!,23>61$?L!>+1!3*0A)!1,23>6,7!0.(*!6>(!1+;(!G(*209#! @:60;+62<!<*0112)31!)0A!
<0;G*21(!)(+*,7!?J!G(*!<()6!05!6>(!606+,!):;H(*!05!,(.(,!<*0112)31!0)!6>(!P4!1716(;R!
6>(! H+,+)<(! K%J! G(*! <()6L! H(2)3! :)G*06(<6(9! <*0112)31! G*(1:;+H,7! (E:2GG(9! 0),7!
A26>!*0+9!A+*)2)3!H0+*91!+6!6>(!<*0112)3!+GG*0+<>(1#!
!
T>(! *(,+62.(,7! G00*! 1+5(67! *(<0*9! 05! ,(.(,! <*0112)31! 2)! 6>(! P(6>(*,+)91! A+1!
90<:;()6(9!2)!6>(!G*(<(92)3!1(<620)1#!!86!21!G*0H+H,(!6>+6!0552<2+,!<0)<(*)1!+H0:6!6>21!
G00*! 1+5(67! *(<0*9! *(<()6,7! G*0;G6(9! C+2,)(9R! 6>(! 0*3+)2a+620)! *(1G0)12H,(! 50*!
;+)+32)3! 6>(! P(6>(*,+)91! C+2,A+7j1! 2)5*+16*:<6:*(R! 60! <0;;21120)! +! ;+\0*! 16:97! 05!
,(.(,!<*0112)3!1+5(67#$N!T>(!16:97!50<:1(9!0)!6>(!:)9(*,72)3!<+:1(1!05!+<<29()61!+6!
,(.(,!<*0112)31!05!6>(!+:60;+62<!>+,5!H+**2(*!>+,5!0G()!K@heQL!67G(!+)9!6>(!;(+1:*(1!
)((9(9! 60! *(9:<(! 6>(! <>+)<(1! K2#(#! *21ZL! 05! +<<29()61! +6! 1:<>! <*0112)31#! @<<29()6!
<+:1(1!(.+,:+6(9!2)<,:9(!6>01(!*(,+62)3!60!6>(!G17<>0,037!05!*0+9!:1(*1R!+1!A(,,!+1!
6>01(! 2)5,:()<(9! H7! (E:2G;()6! 9(123)! +)9! G(*50*;+)<(! +)9! H7! 6>(! G>712<+,!
().2*0);()6! 05! 6>(! ,(.(,! <*0112)31! 6>(;1(,.(1#! @;0)3! 06>(*! 211:(1! +99*(11(9! H7!
6>(! 16:97! 21! +)! +GG*0G*2+6(! ;(6>090,037! 50*! /016gQ()(526! @)+,7121! 05! ,(.(,! <*0112)3!
1+5(67!()>+)<(;()6!;(+1:*(1#!!!!!
!
T>(! 16:97! A+1! H+1(9! 0)! +)! +)+,7121! 05! FR$D&! 2)<29()61! +6! +H0:6! $RJJJ!
,0<+620)1! 9:*2)3! 6>(! $&_7(+*! G(*209! 5*0;! $IND! 60! $II?#! @! *+)90;! 1+;G,(! 05! $JJ!
<0,,2120)1! +6! @heQ! <*0112)31! A+1! 6+Z()! 5*0;! 6>21! 9+6+! 2)!0*9(*! 60! <0)16*:<6! +! M+:,6!
T*((! @)+,7121! KMT@L#! T>(! MT@! >(,G1! 60! +11(11! 6>(! 5*(E:()<7R! G*0H+H2,267! +)9!
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3.7
Level crossing experience of Japan
3.7.1 Level crossing evolution

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3.7.2 Current level crossing inventory

!
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,23>61R! +)! +:92H,(! A+*)2)3! 9(.2<(R! +)9! +! 52V(9! *0+9! 123)! 2)92<+62)3! +! ,(.(,! <*0112)3R!!
H:6! A26>0:6! H+**2(*1#! T>(! 50:*6>! <,+11! 21! +! ,(.(,! <*0112)3! (E:2GG(9! 0),7! A26>! +! *0+9!
123)! 2)92<+62)3! +! ,(.(,! <*0112)3! K2#(#! A26>0:6! H+**2(*1R! 5,+1>2)3! ,23>61! +)9! +:92H,(!
A+*)2)3!9(.2<(1L#!T>(!):;H(*!05!<*0112)31!2)!(+<>!<,+11!21!1>0A)!2)!T+H,(!%#=#
N&!
Table 3.4: Level crossings in Japan, by class

/,+11!
16
$ !
)9
& !
*9
% !
6>
= !
T06+,!
!
$IFD!
$I?J!
$I?D!
$INJ!
$IND!
$IIJ!
$II%!
$II=!
$IID!
$IIF!
$II?!
$IIN!
FD=%!
%&J!
$&FN$!
=$?F=!
F$%JN!
$JDD&!
?&!
$=D=D!
&?IF$!
D%&%J!
&$$II!
%?!
FF&$!
&J=D$!
=N%JN!
&?&DJ!
&J!
=D%=!
$%I=I!
=D?D%!
&ID=?!
J!
%?NN!
I&FN!
=&FJ%!
%JDF&!
J!
&=$J!
FFN%!
%IFDD!
%JIFI!
J!
&J=&!
DN$I!
%NN?J!
%JI=$!
J!
$I=$!
DF=J!
%NDD&!
%JII=!
J!
$N$&!
D=J=!
%N&$J!
%$J&%!
J!
$?&=!
D&%%!
%?INJ!
%$JNJ!
J!
$DII!
DJ%&!
%??$$!
%JI&%!
J!!
$=IN!
=IJD!
%?%&F!
Source: Transportation Ministry, Japan.
70000
60000
50000
40000
30000
20000
10000
1st
2nd
3rd
4th
98
19
97
19
96
19
95
19
94
19
93
19
90
19
85
19
80
19
75
19
70
19
19
65
total
!
!
8)! ]+G+)R! 6>(*(! +*(! <:**()6,7! +H0:6! %?RJJJ! ,(.(,! <*0112)31! 05! +,,! 67G(1R! 05!
A>2<>!H+**2(*!G*06(<6(9!K<,+11!$L!<*0112)31!<0;G*21(!N%!G(*!<()6#!@,;016!+,,!05!6>(1(!
+*(!)0A!:);+))(9#!!4(<0)9!<,+11!,(.(,!<*0112)31!>+.(!H(()!(,2;2)+6(9R!A>2,(!6>2*9!
<,+11!<*0112)31R!(E:2GG(9!A26>!5,+1>2)3!,23>61!+)9!+:92H,(!A+*)2)3!9(.2<(1R!<0;G*21(!
0),7!=!G(*!<()6!05!6>(!606+,#!M2)+,,7R!50:*6>_<,+11!,(.(,!<*0112)31R!A>2<>!+*(!(E:2GG(9!
0),7! A26>! 52V(9! *0+9! A+*)2)3! 123)1R! *(G*(1()6! $%! G(*! <()6! 05! 606+,! ,(.(,! <*0112)31! 2)!
]+G+)#!
!!
!!
@1!;+7!H(!0H1(*.(9!2)!T+H,(!%#=!+)9!6>(!+110<2+6(9!523:*(R!6>(!606+,!):;H(*!
05! ,(.(,! <*0112)31! 2)! ]+G+)! >+1! H(()! 9(<,2)2)3! 16(+92,7! 0.(*! 6>(! %%_7(+*! G(*209! 05!
+)+,7121#! T>21! 6*()9! 21! (VG,+2)(9! ,+*3(,7! H7! 6>(! 0G(*+620)! 05! 30.(*);()6! G0,2<7! 60!
+H0,21>! 0*! 2)6(3*+6(! ,(.(,! <*0112)31#! @6! 6>(! 1+;(! 62;(R! 26! ;+7! H(! 1(()! 6>+6! 6>(!
):;H(*1! 05! 52*16! <,+11! <*0112)31! A(*(! 2)<*(+12)3R! G+*62<:,+*,7! 9:*2)3! 6>(! 9(<+9(!
H(6A(()! $I?J! +)9! $INJ#! T>21! A+1! +! <0)1(E:()<(! 05! 2;G,(;()6+620)! 05! +! G0,2<7! 60!
<0).(*6! 50:*6>_<,+11! <*0112)31! 2)60! 52*16! <,+11! <*0112)3! A26>0:6! 302)3! 6>*0:3>! 6>(!
2)6(*;(92+6(!16+3(!05!<0).(*120)!60!6>2*9!<,+11!<*0112)31#!T>(!*(+10)!50*!6>21!G0,2<7!
A+1! 6>+6! ,(.(,! <*0112)31! (E:2GG(9! 0),7! A26>! 5,+1>2)3! ,23>61! +)9! +:92H,(! A+*)2)3!
9(.2<(1! A(*(! 50:)9! 60! H(! 2)(55(<62.(! +6! G*(.()62)3! ,(.(,! <*0112)3! +<<29()61! +1!
<0;G+*(9! A26>! H+**2(*! G*06(<6(9! <*0112)31#! T>21! 21! +GG+*()6! 5*0;! 6>(! 6*()91! 2)!
+<<29()61!+)9!<+1:+,62(1!G*(1()6(9!2)!T+H,(!%#D#!
N%!
!
Table 3.5: Level crossing accidents and casualties, by class of crossing
r(+*!
/,+11!
$IIF!
$16!
%*9!
=6>!
T06+,!
$16!
%*9!
=6>!
T06+,!
$16!
%*9!
=6>!
T06+,!
$II?!
$IIN!
@<<29()61!
%N$!
==!
$J$!
D&F!
%D=!
=%!
$J&!
=II!
%FN!
&F!
N%!
=??!
@<<g$JJ-#/#!
M+6+,262(1!
$#&%!
&#DD!
$#I%!
$#%N!
$#$=!
&#FI!
&#J%!
$#%&!
$#$I!
$#?=!
$#FI!
$#&N!
I$!
$I!
%&!
$=&!
N=!
$%!
&?!
$&=!
$JF!
I!
&%!
$%N!
M+6+,#g$JJ-#/
#!
J#&I!
$#$J!
J#F$!
J#%?!
J#&?!
J#N$!
J#D=!
J#%%!
J#%=!
J#FJ!
J#=?!
J#%?!
8)\:*2(1!
$%J!
%%!
DF!
&$I!
$&F!
&J!
%F!
$N&!
$J?!
N!
=?!
$F&!
8)\#g$JJ-#/#!
J#=&!
$#I$!
$#J?!
J#DN!
J#=$!
$#&D!
J#?&!
J#=N!
J#%D!
J#D%!
J#IN!
J#=%!
M*0;! 6>21! 6+H,(! 26! ;23>6! H(! <0)<,:9(9! 6>+6! %*9! <,+11! ,(.(,! <*0112)31! +*(! 6>(!
;016! 9+)3(*0:1! 2)! ]+G+)R! +1! ;(+1:*(9! H7! 6>(2*! +<<29()6! *+620! G(*! >:)9*(9!
<*0112)31#!
!
h0A(.(*R!;+7!26!+,10!H(!<0)<,:9(9!6>+6!$16!<,+11!,(.(,!<*0112)31!2)!]+G+)!+*(!
1+5(`!!T>(!9+6+!2)!T+H,(!%#D 1:33(16!6>+6!$16!<,+11!<*0112)31!+*(!0),7!1,23>6,7!1+5(*!
6>+)! =6>! <,+11! <*0112)31! A26>! +<<29()6! *+6201! K+<<29()61! G(*! >:)9*(9! <*0112)31L! 0),7!
%J!G(*!<()6!,0A(*!6>+)!6>+6!05!6>(!=6>!<,+11!<*0112)31#!
!
T>(*(!21!6>(!G0112H2,267!05!;+Z2)3!,(.(,!<*0112)31!1+5(*!6>*0:3>!6>(!2)16+,,+620)!
05!obstruction detectors and warning devices#!Y+6+!50*!]C!U+16!/0#!H06>!H(50*(!+)9!
+56(*! 6>(! 2)16+,,+620)! 05! ,(.(,! <*0112)3! 0H16*:<620)! 9(6(<60*1! 1>0A! 6>+6! 6>21! +<620)!!
*(1:,6(9!2)!+!9*+;+62<!2;G*0.(;()6!2)!6>(!,(.(,!<*0112)3!+<<29()6!*+620!d!1((!M23:*(!
%#$F#!
Figure 3.16: Effect on first class crossing accident

rates of obstruction detector installation
1.2
1.06
1
0.8
0.6
0.4
0.23
0.2
0
Accidents/mill.train-km BEFORE installation
Accidents/mill.train-km AFTER installation
!
SourceB!]C!U+16!/0#!
!
!
N=!
h0A(.(*R! 26! ;:16! H(! )06(9! 6>+6! 6>21! 2;G*0.(;()6! A+1! +<>2(.(9! 6>*0:3>! 6>(!
2)16+,,+620)! 05! <#0#9#j1! K<*0112)3! 0H16*:<620)! 9(6(<60*1L! +6! 0),7! 6>(! ;016! 9()1(,7!
6*+552<Z(9! 52*16! <,+11! <*0112)31R! *(G*(1()62)3! ,(11! 6>+)! 0)(! 6>2*9! 05! +,,! 52*16! <,+11!
<*0112)31!0)!6>(!]C!U+16!1716(;!d!1((!T+H,(!%#F#
!
Table: 3.6 : Numbers of 1st class level crossings and crossing
obstruction detectors (c.o.d.) on JR East system!
$IN?!
$INN!
P0!05!!
$16!<,+11!-#/#!
P0!05!<#0#9#!!
FR&F%! FR%F&! F=&=!
FRDN%! FRFFJ! FR?&D! FR?=F! FR?=D! FR?&I! FR?&=! FRFN$! FRDND! FRDF?!
&JJ!
F=&!
&%D!
$INI!
=&%!
$IIJ!
$II$!
?ID!
$II&!
$II%!
$II=!
$II=!
$IID!
$IIF!
$II?!
$RJ?$! $RD&&! $RN?N! $RIIF! &R$%D! &R&?&! &R&?N! &R%J$!
!
!
T>(! 16((G! *(9:<2)3! 6*()9! 2)! +<<29()6! 0<<:**()<(1! *(1:,62)3! 5*0;! <#0#9#!
2)16+,,+620)! +6! 52*16! <,+11! ,(.(,! <*0112)31! 0)! 6>(! ]C! U+16! 1716(;! 21! +GG+*()6! 5*0;!
M23:*(!%#$?#
!
!
Figure 3.17: Trend in accidents at 1st class level crossings on

the JR East Co.system
!
200
150
100
50
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
Accidents
!
!
SourceB!!]C!U+16!/0#!
!
!
c>2,(! 6>(! 9+6+! 921G,+7(9! >(*(! +*(! 50*! 6>(! ]C! U+16! 1716(;! 0),7R! ;016! 05! 6>(!
06>(*!*+2,A+7!<0;G+)2(1!2)!]+G+)!>+.(!+,10!:)9(*6+Z()!6>(!2)16+,,+620)!05!<#0#9j1!2)!
*(<()6!7(+*1!+)9!+1!+!*(1:,6!>+.(!+<>2(.(9!12;2,+*!1+5(67!2;G*0.(;()61#!
!
!!
3.7.3 Level crossing safety performance in Japan
(i)
$IIN!
Accidents
T>(! 1+5(67! G(*50*;+)<(! 05! 6>(! ]+G+)(1(! *+2,A+7! 1716(;1! >+1! 2;G*0.(9!
9*+;+62<+,,7!0.(*!6>(!N!7(+*!G(*209!H(6A(()!$IIJ!+)9!$IINR!+1!21!1>0A)!2)!T+H,(!%#?
+)9!M23:*(!%#$N# Y:*2)3!6>21!G(*209!0.(*+,,!+<<29()61!*(9:<(9!H7!)(+*,7!%J!G(*!<()6R!
H:6!,(.(,!<*0112)3!+<<29()61!were down by nearly 40 per cent#!!8)!$IINR!,(.(,!<*0112)3!
+<<29()61!*(G*(1()6(9!+H0:6!>+,5!05!+,,!*+2,A+7!+<<29()61!2)!]+G+)R!1:33(162)3!+!)((9!
50*!+!<0)62):2)3!50<:1!0)!;(+1:*(1!60!(,2;2)+6(!,(.(,!<*0112)3!+<<29()61#!
!
ND!
Table 3.7: Railway Accidents and Level Crossing Accidents in Japan

!
!
C#@!
-#@!
$I?D! $INJ! $IND! $IIJ!! $II$! $II&! $II%! $II=! $IID! $IIF! $II?! $IIN!
%?I=! &&F%! $DI=! $%JN! $&=$! $$D=! $$NJ! $J?%! $J=F! $JJ%! IF=! I%I!
$I$?! $&%%! I=%! ?D=! ?J=! F=$! FD%! D=J! DDN! D&F! =II! =??!
C#@!!B!!C+2,A+7!@<<29()61!K06>(*!6>+)!-(.(,!/*0112)3!@<<29()61L!!!!-#@!!B!!-(.(,!/*0112)3!@<<29()61! !
!
!
!
Figure 3.18: Significance of Level Crossing Accidents in

the Overall Safety of Railways, Japan
Railway accidents
98
19
97
19
96
19
95
19
94
19
93
19
92
19
91
19
90
19
85
19
80
19
19
75
4000
3500
3000
2500
2000
1500
1000
500
0
L.C.accidents
c>()! *(,+6(9! 60! *+2,! 6*+552<! ,(.(,1! 2)!;2,,20)! 6*+2)_Z;R! 26! <+)! H(! 1(()! 6>+6!! 6>(!
1+5(67! G(*50*;+)<(! 05! ,(.(,! <*0112)31! 2)! ]+G+)! 21! <0;G+*+H,(! A26>! 6>(! H(16! 05! 6>(!
1+5(67!G(*50*;(*1!2)!U:*0G(#!M0*!(V+;G,(R!2)! $IIN!]+G+)!+<>2(.(9!+!1+5(67!*+6(! 05!
J#%F!,(.(,!<*0112)3!+<<29()61!G(*!;2,,20)!6*+2)!Z2,0;(6*(1!+1!<0;G+*(9!A26>!6>(!4P/M!
KM*+)<(L! A>2<>! 2)! 6>+6! 7(+*! +<>2(.(9! J#%%! ,(.(,! <*0112)3! +<<29()61! G(*! ;2,,20)! 6*+2)!
Z2,0;(6*(1#!T>(!*(1:,61!50*!]+G+)!+*(!1>0A)!2)!M23:*(!%#$I#!
!
Figure 3.19: Trend in level crossing accident rate (accidents per mill. train-km)
!
1.5
1.36
1
0.93
0.77
0.6
0.5
0.55
0.5
0.5
0.42
0.43
0.4
0.38
0.36
0
1975
1980
1985
1990
1991
1992
1993
1994
1995
L.C.accidents per mill.train-kilometres
NF!
1996
1997
1998
!
@)!+)+,7121!05!*+2,A+7!+<<29()61!H7!G*2;+*7!<+:1(!50*!$IIN!2)92<+6(1!6>+6!,(.(,!
<*0112)3!+<<29()61!+<<0:)6!50*!H7!5+*!6>(!3*(+6(16!1>+*(!05!*+2,A+7!+<<29()61!2)!]+G+)!
KT+H,(!%#NL#!!8)5*2)3(;()6!0)!6>(!*+2,A+7!21!;016,7!H7!G(9(16*2+)1R!A26>!$D?!9(+6>1!2)!
$IIN#!
!!!
!
Table 3.8: Railway accidents in Japan 1998, by primary cause

/+:1(!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
-(.(,!<*0112)3!+<<29()61!!!!!!!!!!!!!!!!!!!!
8)5*2)32)3!0)!C+2,A+7!!!!!!!!!!!!!!!!!!!!!!
eH16+<,(1!0)!C+2,A+7!!!!!!!!!!!!!!!!!!!!!!
C+2,A+7!46+55!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Q+9![+2)6()+)<(!05!C0,,2)3!460<Z!tT*+<Z!!!
e6>(*!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
T06+,!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
!!
!!!!!!!!!@<<29()61!!!!!!
!!!!!!!!!!!=?D!!!!!!!!!!
!!!!!!!!!!!&&&!!!!!!!!!!
!!!!!!!!!!!$J$!!!!!!!!!!
!!!!!!!!!!!!!&=!!!!!!!!!!!
!!!!!!!!!!!!!$D!!!!!!!!!!!
!!!!!!!!!!!$J&!!!!!!!!!!
!!!!!!!!!!!I=$!!!!!!!!!!
!!!!!!!!!!!S(*!<()6!
DJ#?!
&%#F!
$J#?!
&#F!
$#F!
$J#N!
$JJ#J!
!
!
!
!
!
T>(!G*2;+*7!<+:1(!05!,(.(,!<*0112)3!+<<29()61!2)!]+G+)R!+<<0:)62)3!50*!F&!G(*!
<()6! 05! +,,! ,(.(,! <*0112)3! +<<29()61R! 21! ;060*! .(>2<,(! 9*2.(*1! K50*! A>+6(.(*! *(+10)L!
6+Z2)3!6>(2*!.(>2<,(1!0.(*!,(.(,!<*0112)31!2)60!6>(!G+6>1!05!0)<0;2)3!6*+2)1#!T>(!3*(+6!
;+\0*267!05!6>(1(!+<<29()61!0<<:**(9!+6!M2*16!/,+11!-(.(,!/*0112)31R!+1!;+7!H(!1(()!
2)!T+H,(!%#I#!!!!
!
!
Table 3.9: Level crossing accidents in Japan 1998, by primary cause

!/+:1(!
/,+11(1!05!-#/#!
/*0112)3!+6!1+;(!62;(!+1!6*+2)!
!
!
!
!M2*16!/,+11!
T>2*9!/,+11!
M0:*6>!/,+11!
T06+,!
C0+9!.(>2<,(!160GG(9!0)!,(.(,!<*0112)3!
C0+9!.(>2<,(!2)5*2)3(9!,(.(,!<*0112)3!<,(+*+)<(!,2;26!!
e6>(*!
T06+,!
!@<<29()61!
$J%!
$N!
?=!
&ID!
!!!!NI!
!!!!F%!
!!!!%J!
!!!=??!
S(*!<()6!
!!!=&#F!
!!!!!!!!!%#N!
!!!$D#D!
!!!F$#N!
!!!$N#?!
!!!!!!!$%#&!
!!!F#%!
!!!$JJ#J!
!!!!!!!!!!!!!!!
!!
(ii)
Fatalities and injuries
T>(!6*()9!2)!5+6+,262(1!+)9!2)\:*2(1!2)!,(.(,!<*0112)3!+<<29()61!*(,+62.(!60!6>01(!
2)! +,,! *+2,A+7! +<<29()61! 2)! ]+G+)! 21! 32.()! 2)! T+H,(! %#$J! +)9! 6>(! +<<0;G+)72)3!
92+3*+;#!
N?!
!
Table 3.10: Number of fatalities and injuries in level crossing accidents in
Japan
!!!!
r(+*!
@,,!*+2,A+7!
+<<29()61B!
Fatalities
Injuries
-#/#!
+<<29()61B!
Fatalities
Injuries
$I?D!
!
$INJ!
!
$IND!
!
$IIJ!
!
$II$!
!
$II&!
!
$II%!
!
$II=!
!
$IID!
!
$IIF!
!
$II?!
!
$IIN!
!
!!I&N!
$RFFI!
!
!!D?=!
!!INI!
!
!!=$F! !!=&%!
$JD=!!! !!FJF!
!
!
!!=D$!
$=&%!
!
!!=%J!
!!NI%!
!
!!%I&!
!!?JI!
!
!!%FF!
!!=I&!
!
!!%=%!
!!=NI!
!
!!%FJ!
!!===!
!
!!%&N!
!!F$I!
!
!!%=I!
!!%FD!
!
!!=NF!
!!I=I!
!!&I=!
!!D%=!
!!&JF!
!!=ID!
!!$?J!
!!D?D!
!!$?%!
!!%JJ!
!!$DI!
!!&&%!
!!$%F!
!!&%=!
!!$=%!
!!&??!
!!$=&!
!!&$I!
!!$&=!
!!$N$!
!!$%N!
!!$F&!
!!&J&!
!!%DD!
!
!
!
1800
1600
1400
1200
1000
800
600
400
200
0
1975
1980
1985
1990
Fatalities-Total
1991
1992
Injuries-Total
1993
1994
1995
Fatalities-L.C.
1996
1997
1998
Injuries- L.C.
!
!
!
M+6+,262(1!+)9!2)\:*2(1!2)!,(.(,!<*0112)3!+<<29()61!<0;G*21(!+!16(+92,7!*(9:<2)3!
G(*<()6+3(!05!5+6+,262(1!+)9!2)\:*2(1!2)!+,,!67G(1!05!*+2,A+7!+<<29()61!2)!]+G+)#!8)!$IINR!
6>(!1>+*(!05!,(.(,!<*0112)3!5+6+,262(1!+)9!2)\:*2(1!2)!6>(!0.(*+,,!):;H(*1!50*!+,,!*+2,A+7!
+<<29()61!2)!]+G+)!A(*(!=J!G(*!<()6!+)9!==!G(*!<()6!*(1G(<62.(,7#!
!
c>2,(! 6>(! ):;H(*! 05! 9(+6>1! 2)! ,(.(,! <*0112)3! +<<29()61! >+1! H(()! 9(<,2)2)3!
16(+92,7! +)9! <0)1216()6,7! 2)! +,,! 7(+*1! (V<(G6! $II&! +)9! $IINR! 6>(! ):;H(*! 05! 2)\:*2(1!
>+1! H(()! 5+,,2)3! +6! +! 123)252<+)6,7! 5+16(*! *+6(#! T>(! ;+2)! (V<(G620)! 60! 6>21! 6*()9!
0<<:**(9!2)!]:)(!$II$!A>()!+!G+11()3(*!6*+2)!52,,(9!60!<+G+<267!0)!6>(!M:Z:627+;+!
,2)(!<0,,29(9!A26>!+!6*:<Z!A>2<>!A+1!,0+92)3!+!G0A(*!1>0.(,!<+*!+6!+!52*16!<,+11!,(.(,!
<*0112)3! ,0<+6(9! 0)! +! <:*.(#! T>(! 6*:<Z! <0:,9! )06! ;0.(! 5*0;! 6>(! ,(.(,! <*0112)3!
H(<+:1(! +! 1>0.(,! +*;! 05! 6>(! G0A(*! 1>0.(,! <+*! 0)! 6>(! 6*:<Z! A+1! <+:3>6! 2)! +! ,+*3(!
0.(*>(+9! ,2)(! G*06(<60*#! ! @! 606+,! 05! %%%! G(*10)1! 1:16+2)(9! 2)\:*2(1! 2)! 6>21! 12)3,(!
+<<29()6! +)9R! +1! +! <0)1(E:()<(R! 6>(! 606+,! ):;H(*! 05! 2)\:*2(1! 50*! 6>+6! 7(+*! +,;016!
90:H,(9#!
!
T>(! 6*()91! 2)! 5+6+,262(1! +)9! 2)\:*2(1! 2)! ,(.(,! <*0112)3! +<<29()61! (VG*(11(9! +1!
*+6(1! G(*! ;2,,20)! 6*+2)_Z2,0;(6*(1! +*(! 32.()! 2)! T+H,(! %#$$! +)9! 6>(! +<<0;G+)72)3!
NN!
92+3*+;#! T>(1(! 6*()91! 2)92<+6(! +! 16(+92,7! *(9:<2)3! *+6(! 05! <+1:+,67! 0<<:**()<(! G(*!
;2,,20)! 6*+2)_Z2,0;(6*(1#! T>(! ,(.(,! <*0112)3! 5+6+,267! *(<0*9! 50*! ]+G+)! <0;G+*(1!
5+.0:*+H,7! A26>! 6>01(! 50*! c(16(*)! U:*0G(+)! <0:)6*2(1R! A26>! +! ,(.(,! <*0112)3! 5+6+,267!
*+6(!2)!$IIN!(E:2.+,()6!60!6>+6!05!'(*;+)7!+)9!,0A(*!6>+)!6>01(!05!Q(,32:;!+)9!6>(!
P(6>(*,+)91#!T>(!,(.(,!<*0112)3!2)\:*7!*+6(!05!]+G+)!2)!6>(!1+;(!7(+*!A+1!,0A(*!6>+)!
6>01(!05!+,,!c(16(*)!U:*0G(+)!<0:)6*2(1R!(V<(G6!50*!M*+)<(#!!
!
!
Table 3.11: Trend in level crossing fatality and injury rates (per mill. train-km)!
!
r(+*!
M+6+,262(1!
8)\:*2(1!
$IIJ!
J#$F!
J#&N!
$II$!
J#$%!
J#=D!
$II&!
J#$%!
J#&%!
$II%!
J#$&!
J#$?!
$II=!
J#$$!
J#$N!
$IID!
J#$$!
J#&$!
$IIF!
J#$$!
J#$?!
1994
1995
1996
$II?!
J#JI!
J#$=!
$IIN!
J#$J!
J#$&!
!
!
0.5
0.4
0.3
0.2
0.1
0
1990
1991
1992
1993
L.C.Fatalities/mill.train-km
1997
1998
L.C.Injuries/mill.train-km
!
!
!
3.7.4
!
Level crossing evaluation methods in Japan
8)!]+G+)R!<0;H2)(9!*0+9g*+2,!6*+552<R!0*!6*+552<!;0;()6R!2)92<+60*1!+*(!)06!:1(9!
+1! 6>(! H+121! 50*! 9(<292)3! 0)! 6>(! 67G(! 05! ,(.(,! <*0112)3! 1716(;! A>2<>! 1>0:,9! H(!
2)16+,,(9!+6!.+*20:1!,0<+620)1#!40;(!,(.(,!<*0112)31!2)!]+G+)!E:26(!1+6215+<60*2,7!<+**7!
;0*(!6>+)!=JJ!6*+2)1!+)9!DJRJJJ!*0+9!.(>2<,(1!G(*!9+7!K32.2)3!+!T[!2)92<+60*!05!;0*(!
&J!;2,,20)LR!10!6>+6!9(<2120)!*:,(1!H+1(9!0)!,0A!T[!.+,:(1!>+.(!H(<0;(!10;(A>+6!
2**(,(.+)6!2)!]+G+)#!
!
8)!*(<()6!7(+*1R!;016!]+G+)(1(!*+2,A+71!>+.(!:1(9!+1!+!9(<2120)!<*26(*20)!50*!
,(.(,!<*0112)3!2;G*0.(;()6R!6>(!/,01(9!C0+9!T*+552<!K/CTL!2)92<+60*#!T>21!2)92<+60*!21!
6>(! *(1:,6! 05! ;:,62G,72)3! +.(*+3(! ,(.(,! <*0112)3! <,01:*(! 62;(! G(*! 6*+2)! H7! 6>(! T[!
5+<60*#!T>:1!6>(!/CT!2)92<+60*!21!6>(!G*09:<6!05!6>(!*0+9!6*+552<!:)261R!6>(!6*+2)!6*+552<!
:)261!+)9!6>(!,(.(,!<*0112)3!<,01:*(!62;(#!@1!1:<>!26!*(G*(1()61!+!.(*7!<*:9(!;(+1:*(!
05! 6>(! (<0)0;2<! ,011(1! *(1:,62)3! 5*0;! 6>(! H,0<Z+3(! 05! *0+9! 6*+552<! 5,0A1! +6! ,(.(,!
<*0112)31R!H(+*2)3!2)!;2)9!6>+6!)06!+,,!05!6>(!*0+9!.(>2<,(1!G+112)3!6>*0:3>!+!<*0112)3!
2)!&=!>0:*1!+*(!+<6:+,,7!9(6+2)(9!+6!6>(!<*0112)3#!h0A(.(*R!26!G(*>+G1!*(G*(1()61!+!
H(66(*!;(+1:*(!6>+)!6>(!T[!5+<60*!50*!<0;G+*2)3!9(,+7!G06()62+,!H(6A(()!<0:)6*2(1R!
12)<(!25!6>(!T[!5+<60*1!50*!6A0!<0:)6*2(1!+*(!05!+!12;2,+*!0*9(*!05!;+3)26:9(R!H:6!6>(!
<*0112)3! <,01:*(! 62;(! 50*! (+<>! 21! 9255(*()6R! 6>()! 6>(! G06()62+,! (<0)0;2<! ,011(1! 50*!
(+<>! A2,,! +,10! H(! 9255(*()6! +)9! +! 9255(*()6! ;(11+3(! 1>0:,9! H(! 32.()! 60! 9(<2120)!
;+Z(*1!+H0:6!:G3*+92)3!G*20*262(1#!
!
T>(! *:,(1! +GG,2(9! H7! 6>(! ]+G+)(1(! +:6>0*262(1! 2)! 6>(0*7! *(E:2*(! 6>(! 3*+9(!
1(G+*+620)!05!+!,(.(,!<*0112)3!A>()!261!/CT!.+,:(!(V<((91!$JRJJJ#!h0A(.(*R!6>(*(!
+*(!;+)7!,(.(,!<*0112)31!A26>!/CT!.+,:(1!3*(+6(*!6>+)!$JRJJJ!+)9!2)9((9!6>(*(!+*(!
NI!
10;(!A26>!/CT!.+,:(1!3*(+6(*!6>+)!$JJRJJJ#!/0)1(E:()6,7R!10;(!]+G+)(1(!C+2,A+7!
/0;G+)2(1!>+.(!)0A!1A26<>(9!60!)(A!2)92<+60*1#!
!
e)(!05!6>(1(!21!]C!c(16!/0#R!A>2<>!>+1!9(.(,0G(9!A>+6!21!Z)0A)!+1!+!Level
Crossing Danger Index#!T>21!<0;G0126(!2)9(V!KWL!21!<+,<:,+6(9!H7!+1123)2)3!1<0*(1!
60!9255(*()6!9+)3(*!(,(;()61R!+1!50,,0A1B!
!
W!= Z1! K+<<29()6! >2160*7L! + Z2! K9255(*()<(! 05! A296>! H(6A(()! ,(.(,! <*0112)3! +)9!
*0+9R! ):;H(*! 05! 6*+<Z1R! 9216+)<(! H(6A(()! 52V(9! A+*)2)3! 123)1! +)9! 6>(! 52*16!
*+2,L!+ Z3!K6*+2)!5*(E:()<7!G(*!9+7L!+ Z4!K*0+9!6*+552<!.0,:;(!2)!<+*1!G(*!9+7L!{!
Z5!K*+2,!6*+552<!.0,:;(R!(#3#!):;H(*!05!G+11()3(*1!G(*!9+7L#!
!
!
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<*0112)3! A>2<>! A0:,9! H(! 32.()! G*20*267! 50*! 3*+9(! 1(G+*+620)#! @1! +)! (V+;G,(! 05! 6>(!
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m$!A2,,!H(!1<0*(9!$$R!H:6!25!6>(!):;H(*!05!+<<29()61!G(*!7(+*!21!0)(!0*!,(11!6>+)!0)(R!
m$! A2,,! H(! 1<0*(9! %#! ! 42;2,+*,7R! 25! 6>(*(! +*(! $J! ;(6*(1! 0*! ,(11! H(6A(()! 6>(! 52V(9!
A+*)2)3!123)!+)9!6>(!6*+<ZR!m&!A2,,!H(!1<0*(9!IR!H:6!25!6>21!9216+)<(!21!3*(+6(*!6>+)!&J!
;(6*(1R! m&! A2,,! H(! 1<0*(9! %R! +)9! 10! 0)#! T>(! >23>(16! 1<0*(1! K+)9! 6>(*(50*(!
A(23>62)31L!+*(!+1123)(9!60!+<<29()6!>2160*7#!!
!
!
3.7.5 Motor vehicle driver education
!
@,,! ]+G+)(1(! *+2,A+7! <0;G+)2(1! )0A! (;G>+12a(! ;060*! .(>2<,(! 9*2.(*!
(9:<+620)#! Y(1G26(! >+.2)3! (E:2GG(9! +! ;+\0*267! 05! ,(.(,! <*0112)31! A26>! ;+)7! +)9!
.+*20:1! 67G(1! 05! 9(.2<(1R! 1:<>! +1! +:60;+62<! H+**2(*! 1716(;1R! +:92H,(! +)9! .21:+,!
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0H16*:<62)3! 9(6(<60*1R! +)9! <*0112)3! 5+2,:*(! 2)92<+60*1R! 162,,! 6>(! ;+\0*267! 05! +<<29()61!
K%FN! 2)! $IINL! 0<<:**(9! 0)! +:60;+62<+,,7! G*06(<6(9! ,(.(,! <*0112)31#! M:*6>(*R! I&! G(*!
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<0;G+)2(1! H(3+)! 60! 32.(! G*20*267! 60! <+;G+23)1! 9(123)(9! 60! (),23>6()! <+*! 9*2.(*1#!
T>(1(!<+;G+23)1!>+.(!6>(!50,,0A2)3!(,(;()61B!
!
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S:H,2<! 1(*.2<(! +9.(*621(;()61! 2)! 6>(! ;+11! ;(92+! KTOR! *+920R!
)(A1G+G(*1R!(6<Lf!
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K22L!
S016(*!921G,+71!2)!16+620)1!+)9!0)!H0+*9!6*+2)1R!5(+6:*2)3!G>0603*+G>1!
6+Z()!+6!+<<29()6!1<()(1f!
!
K222L!
Q*0+9<+162)3! ;(11+3(1! *(,+6(9! 60! ,(.(,! <*0112)3! +<<29()6! G*(.()620)!
0.(*!6*+2)!S:H,2<!@))0:)<(;()6!1716(;1f!
!
K2.L!
S+*62<2G+620)!2)!T*+552<!4+5(67!c((Z1!>(,9!+,,!0.(*!]+G+)!2)!1G*2)3!+)9!
+:6:;)!K2).0,.2)3!9216*2H:620)!05!,(+5,(61!+)9!06>(*!*(10:*<(!;+6(*2+,1!
0)!+<<29()6!G*(.()620)!+6!,(.(,!<*0112)31Lf!
!
K.L!
46*()36>()2)3! 6>(! *(10,.(! 05! 6>(! G0,2<(! 60! 921<2G,2)(! 9*2.(*1! A>0!
<0;;26! 6*+552<! 055()<(1! 2)! 6>(! .2<2)267! 05! ,(.(,! <*0112)31#! K]+G+)(1(!
6*+552<!1+5(67!*(3:,+620)1!+*(!:)+;H23:0:1!2)!6>+6!6>(7!*(E:2*(!9*2.(*1!
60! 160G! H(50*(! G*0<((92)3! +<*011! +)7! ,(.(,! <*0112)3R! (V<(G6! A>()!
G(*;266(9!60!G*0<((9!H7!6>(!*(,(.+)6!123)+,!2)92<+620)1Lf!
!
K.2L!
S+*62<2G+620)! 2)! +)9! +11216+)<(! 50*! 1<>00,! +)9! <0;;:)267! (9:<+620)!
G*03*+;;(1!<0.(*2)3!,(.(,!<*0112)3!1+5(67f!
IJ!
!
K.22L!
S*(1()6+620)! 05! ,(<6:*(1! +6! 1>0*6! <0:*1(1! 055(*(9! H7! 9*2.2)3! 1<>00,1!
+)9!H7!9*2.(*!,2<()12)3!+:6>0*262(1!50*!6>(!*()(A+,!05!9*2.(*1j!,2<()1(1f!
+)9!
K.222L!
Y(,2.(*7! 05! 1+5(67! S#C#! 60! 6>(! 6*:<Z! 6*+)1G0*6+620)! 2)9:16*7! +)9!!
;060*<+*!>2*(!<0;G+)2(1!2)!(+<>!*(320)#!
!
!
3.7.6
Future level crossing safety policy
T>(!A>0,(1+,(!6(<>)2<+,!2;G*0.(;()6!05!,(.(,!<*0112)3!G*06(<620)!1716(;1!2)!
]+G+)! 2)! *(<()6! 7(+*1! >+1! )06! *(1:,6(9! 2)! +! <0;;()1:*+6(! 2;G*0.(;()6! 2)! 1+5(67!
G(*50*;+)<(#! T>(! *(+,2a+620)! 6>+6! 1:<>! 6(<>)2<+,! 2;G*0.(;()61! A(*(! )06! *(+,2a2)3!
6>(2*!30+,1!2)!6(*;1!05!2;G*0.(9!1+5(67!,(9!]+G+)(1(!*+2,A+7!<0;G+)2(1!60!2)6*09:<(!
;0*(!*+92<+,!<0:)6(*;(+1:*(1R!2)<,:92)3!B!
!
K2L!
S*03*(112.(! +H0,2620)! 05! ,(.(,! <*0112)31! 6>*0:3>! 6>(2*! 2)6(3*+620)! A26>!
0.(*G+11(1! 0*! :)9(*G+11(1! H(6A(()! *+2,A+7! +)9! *0+9#! ! Y:*2)3! 6>(!
G+16! 9(<+9(R! ]C! U+16! /0#! +H0,21>(9! %=N! ,(.(,! <*0112)31! +)9! 2)! +!
12)3,(!7(+*!K$IIFL!*(;0.(9!FN!,(.(,!<*0112)31!H7!6>21!;(+)1f!
!
K22L!
8)16+,,+620)! 05! +:60;+62<! ,(.(,! <*0112)3! H+**2(*1! +6! :)G*06(<6(9! ,(.(,!
<*0112)31f!
!
K222L!
@<<(,(*+6(9! 2)16+,,+620)! 05! <*0112)3! 0H16*:<620)! 9(6(<60*1! +6! +,,! ,(.(,!
<*0112)31!)06!6+*3(6(9!50*!3*+9(!1(G+*+620)f!
!
K2.L!
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H(6A(()!6>(!6*+<Z!+)9!6>(!*0+9f!
!
K.L!
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6*+)1G0*6!0G(*+620)1R!(#3#!H+)1!0)!>(+.7!30091!.(>2<,(1!+6!1;+,,!,(.(,!
<*0112)31f!+)9!
!
K.2L!
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05! ,+*3(! 92+;(6(*! H+**2(*1R! 90:H,(! H+**2(*1R! 2,,:;2)+6(9! 123)! H+**2(*1R!
(6<#!
!
!
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:)62,!)0A!,(.(,!<*0112)3!H+**2(*1!>+.(!)06!H(()!2)6(*,0<Z(9!A26>!6>(!123)+,1!5+<2)3!
6*+2)1#!T>21!A+1!+<<(G6+H,(!A>2,(!*0+9!6*+552<!.0,:;(1!A(*(!*(,+62.(,7!,0A!+)9!A>2,(!
6>(! 6*+552<! G*20*267! 05! 6*+2)1! 0.(*! *0+9! .(>2<,(1! A+1! *(<03)2a(9#! h0A(.(*R! )0A! 6>+6!
*0+9! 6*+552<! >+1! *21()! 60! .+16! G*0G0*620)1! 6>*0:3>0:6! 6>(! <0:)6*7R! 6>(! *+2,A+7!
<0;G+)2(1!)((9!H(66(*!1(,5_9(5()<(!+)9!6>21!;+7!A(,,!*(E:2*(!+!<>+)3(!2)!5:6:*(!60!
+!G0,2<7!05!2)6(*,0<Z2)3!+,,!,(.(,!<*0112)31#!
!
I$!
CHAPTER 4:
4.1
RECOMMENDED TECHNIQUES FOR RAILWAY

LEVEL CROSSING SAFETY ASSESSMENT IN
THE ASIA-PACIFIC REGION
General
Information provided by the countries participating in this study tends to

suggest that, within the region, railway safety, and particularly safety at intersections
between roads and railway lines, is perhaps not accorded the priority it deserves.
Much of this has to do with the lack of a strong safety ethos within the communities of
the region. Personal safety, as such, is not highly valued and hence safety
consciousness is not generally something which is stressed in education
programmes, either in schools or in the wider community.
Nevertheless, the high rates of economic growth experienced in the region
within recent years, coupled with the growth in personal disposable incomes and the
related growth in motor vehicle populations have stressed the need for attitudinal
change as far as personal safety is concerned. There is little doubt that road
accidents and their associated casualties have increased almost in parallel with the
explosive growth in the vehicle populations of several countries of the region.
The evidence is that accidents at the intersections between road and rail
contribute only a very small proportion of total road accidents in most countries of the
region. However, it is a growing proportion as increasing road construction and road
vehicle populations create greater opportunity for level crossing accidents to happen.
Additionally, level crossing accidents tend to have casualties which are
disproportionate with their number and frequency within the overall road safety
picture. For example, where accidents involving collisions between two or more
motor vehicles will usually generate limited casualties, collisions between road
vehicles and trains at level crossings can, and often do, generate multiple casualties
of both rail and road users, particularly when such collisions result in train
derailments. Therefore, too much is at stake to allow level crossing accidents to grow
unchecked.
Of paramount importance in any programme to improve level crossing safety
is the need to have access to continuously updated information to detailed level
crossing inventories, to details of accident circumstances, causes and casualties as
well as to details of the growth in the road and rail traffic passing level crossings.
Such a programme will depend upon regular hazard assessments being made of
individual level crossing locations, in order to allow calculation of accident risks and
probabilities and to be able to establish valid priorities for safety enhancement
measures at level crossings. Essentially this will require the establishment of a
comprehensive Safety Management System, of which a Safety Management
Information System will be a vital component. Thus the characteristics of a Safety
Management Information System are addressed in this chapter, as is the application
of Quantified Risk Analysis (QRA) and Cost-Benefit Analysis (CBA) techniques to
level crossing safety management.
Finally, technical descriptions of the wide range of level crossing protection
systems and technologies available, as well as guidelines for making technical
assessments and selections from among this range are also outlined in this chapter.
93
4.2
Requirements of a Safety Management Information System
Missions undertaken by ESCAP in connection with this study have

demonstrated that there is a critical need for railway managements to have ready
access to information on the circumstances, causes and consequences of accidents,
so that they may take effective action to eliminate (or more realistically) to minimize
these accidents in future. While several railway systems of the region appear to have
no shortage of such information, it is generally not collected and assembled
systematically and it is mostly dispersed among the operating sub-divisions of the
railway organizations, i.e. it is not available in a useable format to the senior railway
managers who are responsible for operational safety.
The requirements of a comprehensive Safety Management Information
System are outlined in this section. Although Level Crossing Safety cannot be
distinguished from other aspects of Railway Safety in terms of the need for an
effective information system, the requirements of such a system are illustrated with
particular reference to Level Crossing Safety.
There are three crucial elements in any effective safety information system:
#$
A comprehensive and up-to-date inventory of potential hazards, or

railway assets likely to pose a safety risk (for level crossings this
would include a listing of the characteristics of all level crossings);
#$
A detailed report on all accidents, listing their location, circumstances,

primary causes, secondary causes (or contributory factors), casualties
and other consequences, as well as the post-accident management
action taken; and
#$
A safety performance report issued at regular intervals and measuring

the numbers of accidents, fatalities and injuries relative to a valid
measure of railway traffic, such as the number of train-kilometres run
on the rail system.
(a)
Inventory of potential hazards
A complete listing of the location, physical characteristics, environment, traffic

level and accident history of every level crossing on the railway system is necessary
to permit analyses at regular intervals of the safety risks posed by the presence of
potential hazards. To the extent possible, this listing should also cover unofficial level
crossings in frequent use.
Table 4.1 provides an example of the elements of a comprehensive inventory.
94
Table 4.1: Level Crossing Inventory for:

Rail System : (Name of System)
Date last updated:
Item
No.
Item
1.
Level Crossing Identification Number.
2.
Location (geographical and km from system datum point).
3.
Distance (m or km) from and name of nearest station.
4.
Number of tracks crossing the road.
5.
Number and width of road lanes crossing the tracks.
6.
Category of road crossing the tracks (e.g. National/provincial highway Class I, II, III, local road,
etc).
7.
Type of surface of road crossing the tracks (e.g. Bitumen, asphaltic concrete, laterite, etc).
8.
Condition of surface of road crossing the tracks good, fair, poor.
9.
Does the track approach the crossing on a curve? If so, indicate the radius of the curve.
10.
Does the road approach the crossing on a curve? If so, indicate the radius of the curve.
11.
Angle of intersection between tracks and road.
12.
Nature of obstructions (if any) to road users view of tracks in each direction and on both sides of
the crossing.
Description
Table 4.1: Level Crossing Inventory (continued)

Item
No.
Item
Description
13.
Nature of obstructions (if any) to road users view of level crossing signage and signals on both
sides of the crossing.
14.
Is the crossing manned or unmanned?
15.
Crossing protection is the crossing protected or unprotected by barriers?
16.
If protected, please state type of protection from list below. Against the relevant type please also
indicate whether the barriers are manually operated by mechanical or electrical mechanisms, or
are automatically operated by the passage of trains.
(a)
Single full width lifting barriers both sides of crossing;
(b)
Single half width lifting barriers both sides of crossing;
(c)
Dual half width lifting barriers both sides of crossing;
(d)
Single full width swinging gates both sides of crossing;
(e)
Dual half width swinging gates both sides of the crossing;
(f)
Trolley gates both sides of crossing; and
(g)
Other (please specify).
17.
If item 14 (b) is indicated, are the road lanes approaching the crossing separated by median strips
or other forms of physical barriers dividing contra-flow road traffic?
18.
Warning indications to road users. Is the crossing equipped with:

(a)
Fixed warning boards or signs;
(b)
Fixed red light indicators;
(c)
Flashing red light indicators; and
(d)
Warning light indicators on barriers.
(If yes to a, b, or c, please also indicate distance from signs or lights to nearest rail)
Table 4.1: Level Crossing Inventory (continued)

Item
No.
19.
Item
Description
Warning indications to train drivers. Please indicate from the list below the type of warning
indication available to train drivers at this crossing. (For fixed signals, please also indicate distance
(metres) from crossing and the type of warning indication given, e.g. steady white or red lights,
etc):
(a)
Track circuited wayside signal;
(b)
Wayside signal operated by optic sensor (s);
(c)
Signal indication in drivers cab;
(d)
Wayside signal relay interlocked with other cautionary signals on line;
(e)
Manually operated wayside signal;
(f)
Other (please specify); and
(g)
None.
20.
Maximum daily traffic (road and rail) using this crossing.

(a) Rail - maximum number of passenger trains per day
- maximum number of freight trains per day
- typical number of passengers per passenger train
(b) Road - maximum number of road vehicles per day (if possible broken down by
major type (e.g. small truck, large truck, small bus, large bus, car, motorcycle, etc).
21.
Accident history. Please provide details of date, circumstances, casualty and property damage
details of accidents at this level crossing.
22.
Details and dates of any modifications to the equipment of this crossing. Please indicate authority
under which these modifications were made.
23.
Hazard risk rating. Please assign score of between 1 and 10, with 1 indicating high
(unacceptable) risk and 10 negligible risk. Wherever possible, these ratings should be backed up
with Fault Tree or probability analysis of recent accidents.
It is essential that level crossing inventory information should be updated at

frequent intervals. While it is not practical to specify rigidly the length of these
intervals, updating should occur as soon as there is a change in the status of each
crossing. For example, if there is an accident at a crossing, if there is a significant
change in the levels of traffic using a crossing, or if the physical conditions or
equipment at a crossing have been modified in any significant way, the inventory
record for that crossing should be amended without delay. In addition, there should
be a complete review of all inventory data at least once a year.
Continuous updating and dissemination of level crossing inventory records is
only possible if the records are centrally maintained on computer files. A stock
standard PC oriented database software package, such as Microsoft Access, is quite
adequate for this purpose. Use of a database software package for maintenance of
level crossing inventory records will also permit summary reports to be produced at
regular intervals, either at a system-wide or a sub-divisional level. For example, a
frequency distribution, by type of equipment installed or by combined rail and road
traffic volume, could be generated simply and easily by such a database package.
The format of inventory records could be as shown in Table 4.1, but this table
was presented only as an example of the desirable elements of a level crossing
inventory and can no doubt be improved upon to suit the specific requirements of
individual railway systems.
(b)
Detailed accident reports
Railway managements with responsibility for safety must have access to

reports containing sufficient information on the circumstances, causes, contributory
factors and consequences of level crossing accidents in order to be able to take
effective action to minimize such accident occurrences in future. In some countries of
the region, though certainly not in a majority of countries, it is established procedure
for the police, or railway inspection staff, or both, to prepare a detailed accident
report immediately after each significant accident occurrence. Such reports may or
may not contain sufficient information to assist the development of effective
countermeasures and policy in relation to level crossing safety. It is vital therefore
that railway safety managers have routine access to accident reports which will
contribute to the effectiveness of their management role and hence to a reduction in
railway accidents and their associated casualties.
A key requirement of accident reports is that they should satisfy two needs
they must be capable of assisting prompt and effective management action and they
must provide an adequate basis for practical analysis of accident occurrences and
causation factors. Recently Railned, the railway infrastructure management authority
of the Netherlands, commissioned a study of accident causation at Automatic Half
Barrier Crossings in the Netherlands.19 The availability of detailed accident reports
covering 6,152 level crossing accidents at 1,000 locations over a period of 12 years
(1985-1997) enabled the RailNed researchers to draw valid conclusions about the
relationship between accident causation and road user characteristics and behaviour
patterns.
19
Improving Safety at Railway Crossings, Final Report on AHOB Crossings, Railway Safety
Department, Railned, 1999.
98
Table 4.2 provides an example of a possible format for a Detailed Level

Crossing Accident Report. As is the case with Level Crossing Inventory data, these
reports can be generated effectively by database software packages such as
Microsoft Access, which will also facilitate the assembly of cross-sectional and time
series data for all or a subset of level crossings within the railway system.
Table 4.2: Detailed level crossing accident report
Item
No.
Accident details
1.
Date and time of occurrence.
2.
Location (geographical and km from system datum point).
3.
Physical conditions at time of accident (e.g. daylight/after dark , clear skies or overcast, dry or wet, visibility
conditions).
4.
Circumstances. Describe event sequence, such as: Road vehicle (specify type and licence number) driven
by (name and address of driver) and carrying one other occupant entered level crossing after warning lights
and bells had activated and collided with train number xxx (provide full description of train, e.g. 3.45 pm down
passenger Station A to Station B), comprising (number and type of locomotives and number and type of
passenger cars). Train driver applied full braking on sighting the vehicle when about y metres from the
crossing, then exited the cab. Upon impact, the locomotive and the first three carriages were derailed and the
wreckage of the road vehicle was dragged along the track for y metres before coming to rest on the down side
of the crossing.
5.
Speeds. Estimated train speed prior to impact: x km/hour; Regulation speed through crossing: x km/hour;
Estimated speed of motor vehicle prior to impact: x km/hour. Any evidence that the road vehicle driver
attempted to slow down or apply brakes before impact?
6.
Operation of barriers, audible and visual warning equipment. (if relevant) If this equipment is installed, was it
functioning normally at time of accident?
7.
Train driver profile. Sex:

; Age:
; Number of years in present position:
; Record: e.g. details of
training and attainment of required proficiency standards, previous rail accidents, details of cautions or fines;
Evidence of impairment by alcohol or drugs at time of accident? General state of health?
.
8.
Road vehicle driver profile. Sex:

; Age:
; Local or non-local resident?:
; Previous convictions for
traffic offences? Evidence of impairment by alcohol or drugs at time of accident? General state of health? .
9.
Casualties.
Fatalities at scene: 2 occupants of road vehicle (both male, aged x and y years); 3 train
passengers. Subsequent* fatalities: 2 train passengers. Serious injuries (requiring hospitalisation for an
extended period): 10 train passengers and one train driver. Minor injuries (requiring paramedic or outpatient
treatment): 15 train passengers.
Likely compensation payments to injured train passengers and to relatives of train passengers killed: (amount
specified in local currency). Likely compensation payment to injured railway personnel: (amount specified in
local currency).
* Note a fatality may be recorded as such if a person who sustains serious injuries in the accident dies within
one year of the accident occurrence.
10.
Railway Equipment and Property Damage. Cost of rectification works (lifting and repair of locomotive(s) and
carriages; track repairs; and repairs to level crossing and signalling equipment): amount specified in local
currency. Cost of any related damage to non-railway property: amount specified in local currency.
11.
Direct and consequential delays to operations. Indicate: (a) total elapsed time between suspension of service
on the line and resumption of service following rectification works; (b) total compounding delay to all
schedules resulting from service interruption due to this accident; and (c) estimation of related delay cost
(amount specified in local currency).
12.
Established primary cause(s) of accident. Indicate only those factors established by a railway board of inquiry
or other official investigating authority as primary causes of this accident. e.g. road vehicle driver ignored
visual and audible warning indications and entered the crossing into the path of an oncoming train.
13.
Established secondary cause(s) of accident. Indicate only those factors established by a railway board of
inquiry or other official investigating authority to have contributed to the accident occurrence. e.g. the roadway
crossing the tracks was wet at the time of the accident, creating slippery driving conditions and in combination
with the poor state of the road vehicles tyres causing wheel-slide after application of the vehicles brakes.
14.
Corrective action taken or to be taken following this accident. Provide details of any action taken or
considered necessary in order to minimize the probability of accidents occurring at this crossing in future.
99
(b)
Safety Performance Report
A measure of the effectiveness of level crossing safety enhancement actions

in reducing the frequency and associated casualties of level crossing accidents may
be provided by time series analysis of accident and casualty data. This may be done
in two, or a combination of two, ways: either accident and casualty numbers are
assessed over a number of years and a statistical trend established; or these
numbers are related to some relevant measure of risk exposure (such as train-km)
and a statistical trend of the dividend of the two series is established, or both.
Examples of these two approaches are provided in Chapters 2 and 3 of this report,
wherein the trend in level crossing accidents and number of casualties is assessed
for selected railway systems of this and other regions. Safety performance trends
may be presented in Safety Performance Reports to be issued at regular and
frequent intervals.
A safety performance report may be generated for an entire railway system,
or for any sub-division of this system. By way of comparison, it is possible to
generate reports focusing on the relative level crossing safety performance of any
given number of railway systems. However, if comparative reports of the latter type
are to be generated, care should be taken that: (a) there is consistency in the
accident and casualty measures used (e.g. are only serious, not minor, injuries
reported in each case, and what does the term accident comprehend for each of
the railway systems being compared?); and (b) the comparative analysis clearly
identifies both the similarities and differences of each railway system for which safety
data are being compared.
Comparative analyses of level crossing safety performance across different
railway systems or across different sub-divisions within the same system are likely to
be somewhat meaningless if they are based only on the trend in the absolute
numbers of accidents, fatalities and injuries. Even if they are related to system route
length, or to the number of level crossings on a system, they will not provide a valid
basis for comparison since different railway systems or subdivisions vary widely in
terms of their traffic density and composition.
Railway traffic density in fact provides a useful measure of the exposure of
the railway to the risk of collision with road vehicles at level crossings, because, for a
given number of crossings on a system, this risk will increase in direct proportion
both to the level of usage of these crossings by rail traffic and to the level of usage by
road traffic. Since it is usually not possible to obtain a satisfactory measurement of
the latter, the level of railway traffic, as represented by the number of train-kilometres
provides an indicator of traffic growth which can affect the probability of accidents at
level crossings.
It is common practice to compare level crossing accident occurrences and
related fatality and injury numbers with train kilometres by expressing them in terms
of a rate per million train kilometres. However, it must be remembered that trainkilometres is not a homogeneous measure of risk exposure, since passenger trains
will generally expose many more persons to level crossing accident risk than freight
trains. Nevertheless train-km is a basic operating statistic for most railways and is
generally available separately for passenger and freight trains. A further refinement
of safety performance analysis might therefore be to calculate accident and casualty
rates on the basis of both measures.
100
4.3
Relevance and application of Quantified Risk Analysis to level

crossing safety management
Capital shortages typically threaten the capacity of most railway systems of

the region to provide more than just a very basic level of protection against road/rail
collisions at level crossings. Given the stringency of budget restrictions, it becomes
essential to establish priorities for level crossing improvement activity. Level
crossings are certainly not homogeneous in terms of accident risk probabilities.
Some have a much greater propensity for accidents than others.
Quantified Risk Analysis (QRA) provides a suitable basis for establishing level
crossing improvement priorities. This it does by allowing a ranking of level crossings
in terms of their accident risk probability. Those crossings with high accident
probabilities would normally qualify for funding allocations (subject to satisfactory
cost/benefit results), while those with low accident probabilities would be assigned a
low priority for improvement funding. QRA results should be linked to the Level
Crossing Inventory Recording System which provides for the reporting of hazard
probabilities against each level crossing (see Table 4.1, item 23).
Factors influencing the probability of accident occurrence at level crossings
include:
#$
Rail traffic density (measured in terms of the maximum number of

trains passing the crossing within a 24 hour period);
#$
Road traffic density (measured in terms of the maximum number of

motor vehicles of all types passing the crossing within a 24 hour
period);
#$
Presence of physical obstructions restricting the visibility of the track,

warning signs or signals to road users;
#$
An absence of full width barrier protection at level crossings;
#$
An absence of flashing lights and audible warning devices at level

crossings;
#$
Poor road surface condition at level crossings (leading to the

grounding of low slung road vehicles); and
#$
Poor alignment and elevation of the road crossing the track (the road
may cross the track at an oblique angle or may approach the crossing
on a steeply rising grade).
It is strongly recommended that accident probabilities should be calculated for

all official level crossings on the railway system (and possibly for the more critical of
the unofficial crossings) and that these calculations should be updated as soon as
there are changes to any of the factors listed above.
In addition to accident probabilities, it would also be highly desirable to
calculate the probability of multiple fatalities and injuries resulting from accidents at
individual crossings. The probability of such outcomes is influenced by all of the
above factors and also by the level of usage of crossings by crowded road and rail
101
passenger vehicles. The latter may be difficult to calculate in the absence of

adequate information, but may be substituted by Fault Tree Analysis (FTA) and
Event Tree Analysis (ETA). The principles governing the use of these two concepts
and the benefits they offer are discussed in the following sections.
(a)
Fault Tree Analysis
Fault Tree Analysis examines the logical relationship between the

circumstances, equipment failures and human errors which must exist for the main
(or top) event to occur. In the example shown in Figure 4.1, the top event is a
collision between a train and a road vehicle at a level crossing. The circumstances
are the simultaneous arrival of the train and the road vehicle at the level crossing.
The human error is the failure of the motorist to see the train and to continue onto the
crossing. No equipment failure is indicated in this example, but if such were to occur
it would constitute a fifth event. The purpose of FTA is to assist the calculation of
frequency of an accident of a given level of severity when detailed data do not exist.
Figure 4.1: Application of Fault Tree Analysis Techniques
Potential Conflict
Between Train and
Road Vehicle
TOP 1
Road vehicle
attempts to pass
through level
crossing
Train approaches
level crossing
EVENT 2
GATES
Road vehicle at level

crossing at same
time as train
Road vehicle
user fails to see
oncoming train
EVENT 3
EVENT 4
102
For example, if only the daily number of trains and the daily number of road
vehicles passing through a crossing is known, the probable frequency of conflicts
between the two at that location may be calculated. For a crossing which carries
6,000 road vehicles and 70 trains per day, the probable frequency of conflict between
road and rail movements at that crossing is 6,000/420,000 (70 x 6000), or 1.4 in 100
a very high frequency.
The presence of full width protective barriers and integrated warning signals
at that crossing will, all other factors being equal, reduce the probable frequency of
conflict to zero, but of course other factors are rarely, if ever, equal. Equipment
failure or human error in particular will intervene in this case to increase the probable
frequency of conflict to some point between zero and 1.4 in 100. In Figure 4.1,
human error is represented by Event 4, Road vehicle user fails to see on-coming
train.
If data from accident reports can be used to indicate the frequency of such
occurrences at a particular crossing the probability of occurrence can be calculated
as the ratio between the number of such occurrences in a year and the annual traffic
moment (daily number of trains x daily number of road vehicles x 365 days) for that
particular crossing. For example, if from a sample of accident reports for a particular
crossing carrying 70 trains and 6,000 motor vehicles per day, it is established that on
average 10 collisions per year are caused by motorists failing to observe warning
signals then the probability of such accidents occurring at the specified crossing (Prc)
is given by the following equation:
Prc = 10/(420,000 x 365) = 1 in 15.3 million
In this case the very low probability or risk of collision due to failure of
motorists to observe signals results from the low frequency of such accidents in
relation to the volume of road and rail traffic using the crossing. Similar calculations
may be done in order to estimate the probability of collisions at the specified crossing
being caused by other factors, such as the failure of signalling or barrier equipment,
human error on the part of railway employees etc.
Subject to data availability, the probability of collisions involving particular
types of road vehicles, such as buses, may also be calculated for particular
crossings, as may the probability of fatalities and injuries resulting from such
collisions. The difficulty is that most often the safety databases maintained by the
railways of the region are incapable of providing this level of detail.
FTA helps to identify the chain of events leading up to the top event (i.e. a
collision between a train and a road vehicle) and for which indicative data must be
obtained in order to calculate the frequency or probability of accident occurrence. If
the necessary data are not available then estimates of the frequency of the identified
events will have to be substituted in order to produce the final probability calculation.
(b)
Event Tree Analysis
Event Tree Analysis (ETA) is used where there is a more complex

relationship between the consequences of an event and its circumstances and/or
location. In particular it shows how an initiating event may lead to a number of
different outcomes depending on such factors as the geographic location of the
event, successful implementation of the various human emergency response
activities, the types of road vehicles involved (in the case of level crossing accidents)
and the performance of the relevant protective safety systems. Figure 4.2 illustrates
103
Figure 4.2 :
Conflict
between
train and
road
vehicle
Train driver
applies
emergency
braking
Application of Event Tree Analysis Techniques
Train driver
stops train
before
crossing
Road
Train speed
vehicle
on impact
clears
with road
crossing
Potential
before
vehicle
collision
(1) LGV, Light Goods Vehicle; HGV, Heavy Goods Vehicle
Size of
road
vehicle
Consequences
Frequency
(1)
Yes
Collision
avoided
Yes
Collision
avoided
Car
Low speed collision

With car
Light Goods
Low speed collision

With LGV
Low
Yes
No
Heavy Goods Low speed collision
With HGV
No
Car
Med. speed collision
With car
Medium
Light Goods

LGV
Heavy Goods Med. speed collision

With HGV
Yes
Collision avoided
Car
Low
Low speed collision

With car
Light Goods Low speed colloision
With LGV
Heavy Goods Low speed collision
With HGV
Car
No
No
No
Medium

with car
Light Goods Med. speed collision
With LGV
Heavy Goods Med. speed collision
With HGV
Car
High
High speed collision

With car
Light Goods
High speed collision
With LGV
Heavy Goods High speed collision
With HGV
104
the construction of an event tree. This example was excerpted from Managing
Safety Through Identifying, Assessing, Mitigating and Monitoring Risk, a paper
presented by Andrew J Smith, Managing Director, International Risk Management
Services at the Safety on European Railways Conference held in London on
4 December 1997.
As can be observed in Figure 4.2 an event tree is constructed by setting out
each identified factor in chronological order and then joining up all possible
combinations of factors to produce a number of possible end events. Probabilities
may then be assigned to each branch of the event tree in order to calculate the final
frequency of each outcome. The frequency of occurrence of each hazardous
outcome is then the product of the frequency of occurrence of the initiating event and
the probability that the event develops to that particular outcome. In the example
provided in Figure 4.2 the final outcome is a collision between a train and a road
vehicle at a level crossing and its severity is determined by: avoiding action taken by
the train driver and/or by the motorist; the speed of the train on impact with the road
vehicle; and the type and size of the road vehicle. The probability that each type of
intermediate factor or event will apply may be calculated, but calculation of these
probabilities and hence of the probability of the final outcome will depend on the
availability of data from actual experience at the particular level crossing being
analysed.
ETA provides guidance in more complex cases as to the type and scope of
information which is necessary as a basis for calculating accident probabilities at
specified level crossings. These probabilities will in turn indicate priorities for level
crossing safety enhancement measures.
4.4
Cost-Benefit Evaluation of level crossing safety management

measures
Shortages of capital funds for railway development in the region have made it
essential that all capital expenditure proposals are prioritised using acceptable
methods of evaluation. This requirement applies as much to safety enhancement as
it does to other types of expenditure proposals. However, in the case of safety
enhancement, the evaluation process has two main elements:
(i)
First, quantified risk analysis (QRA) techniques are applied in order to

indicate which of a railway system safety enhancement measures
should be accorded high priority for implementation, purely on the
basis of their risk-minimizing potential. This procedure was described
in detail in the preceding section; and
(ii)
Second, those projects which pass the QRA screening process are
then subjected to Cost-Benefit Analysis (CBA) in order to establish
whether they will produce an acceptable rate of return for the money
invested in them.
Level crossing safety enhancement projects typically have two types of

benefits. The first is clearly that of minimizing, if not eliminating, collisions between
trains and motor vehicles at level crossings and in the process minimizing, if not
eliminating, the deaths, injuries and human suffering associated with these collisions.
The second is a secondary benefit that of minimizing the delays to both rail and
105
road traffic at level crossings as a result of imposed speed restrictions on rail

operations and of excessive barrier closure times against motor traffic.
Conceivably, there are three situations in which cost-benefit appraisal of level
crossing safety enhancement projects will be required. These are: cases in which a
value must be assigned to the benefits of alternative level crossing protection
systems in terms of saving human life and minimizing human injuries; cases in which
the delay reduction benefits offered by alternative level crossing protection systems
must be assessed; and cases in which a comparative cost assessment of alternative
methods of safety enforcement at level crossings is to be carried out. Each of these
is considered in the following sub-sections.
4.4.1
Valuing human life
The concept of having to assign a value to human life in order to justify

expenditures on life-saving projects may be distasteful to some railway safety
managers. Yet, this is precisely what is being demanded of them, as safety projects
increasingly fall within the ambit of the capital expenditure justification processes of
the regions railways.
The difficulty with the application of this approach in Asia is that the values
notionally placed on human life have been low in relation to the costs of life-saving
measures. Historically, the failure of some railway systems in the region to commit
expenditures to the elimination of unofficial level crossings and to the adequate
protection of official level crossings has provided implicit evidence of the generally
low valuation of human life throughout the region.
As has been demonstrated in the preceding section, it is possible through the
application of Quantified Risk Analysis to historical data to establish the probabilities
of fatalities and serious injuries in level crossing accidents, with and without
improvement of level crossing protection. These probabilities will provide an
indication of the life-saving potential of various safety enhancement measures, such
as the installation of full width protective barriers at crossings which formerly had no
protection.
For example, if it is established that there is a probability that six fatalities per
year will occur at a given crossing, currently without any form of protection, but that
this probability will reduce to only one fatality per year after installation of full width
protective barriers, then it might be concluded that this initiative has the potential to
save 5 lives per year20. In the case of several railway systems of the region, the lifesaving potential of protective barrier installation at level crossings is very high.
Notable examples are provided by countries such as Viet Nam and Thailand, which
experience a high frequency of level crossing fatalities, mostly at unofficial level
crossings.
If it is possible through risk assessment to establish the life-saving potential of
a barrier installation project, then it is reasonable to attach some value to this benefit
against which may be offset the cost of undertaking the safety improvement. If the
valued life-saving benefit exceeds the cost of the safety initiative, then the latter will
normally be implemented.
20
The probability of train/road vehicle collisions, and hence of fatalities, at a given level
crossing will be close to zero, but normally some allowance will be made for the probability
of malfunction due to equipment failure or human error.
106
In Chapter 3 the approach adopted in the United Kingdom for fatality

valuation was described at length. The two main approaches used are the gross
output and willingness-to-pay approaches. Of these two approaches only the gross
output approach would seem to be capable of practical application in Asia. This is
because the wide spread of incomes in Asian countries would tend to make it difficult
to obtain a representative sample indication of the communitys valuation of human
life, as would be required in the willingness-to-pay case.
Application of the gross output approach to valuing fatality prevention in CostBenefit Analysis involves the following process steps:
(i)
Obtain the current gross domestic product per capita estimate for the
country;
(ii)
Estimate the remaining working life of a typical accident victim;
(iii)
Calculate the present annual value of the foregone future income

stream of a typical accident victim this is the product of (i) and (ii),
discounted back to the present;
(iv)
Calculate the present annual value of the proposed investment in the

project and its associated operating costs21; and
(v)
Calculate the ratio between (iii) and (iv) effectively the Benefit/Cost
ratio for the project.
Data obtained for India illustrate the application of the value of fatality
prevention approach to a Cost-Benefit Analysis of a Level Crossing Barrier
Installation, as shown in Table 4.3.
Table 4.3: Example of Cost-Benefit Analysis of level crossing
barrier installation based on value of fatality prevention
Description
Item
Rs. mill.
US$
Cost of manual barrier installation

(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Capital cost - lifting barrier with flashing light and block signal
Capital cost net of taxes and government charges
Present Annual Value of (ii) [ 15 year life; 12% discount rate]
Annual staffing cost
Annual staffing cost net of government taxes and charges
Annual maintenance cost net of government taxes and charges
Total, annual economic cost (items (iii) + (v) + (vi)
1.6984
0.25
38,600
34,740
5,101
5,682
5,511
551
11,163
Benefit of manual barrier installation

(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
Potential fatalities avoided (number per year)

Per capita GDP (US$)
Average remaining working life per victim (years)
Foregone income: (ix) x (x) x (xi) in US$
Present Annual Value of foregone income (xi) [24 years; 12% discount]
Annual benefit
(xiv)
Benefit/Cost Ratio
6
476
24
68,544
8,805
8,805
0.79
Sources: (1) Indian Railways - cost of barrier installation and maintenance.

(2) Economist Intelligence Unit, Country Report for India 1999-2000 GDP per
capita data for India.
21
The Present Annual Value (PAV) of an investment is computed as an annuity and includes
both an allowance for depreciation and a return on the investment. Thus the PAV is the
annual amount which must be received in order to cover both the replacement of the asset
and a return on investment in the asset.
107
In this example, it is assumed that one prevented fatality can be valued in

terms of the income which would have been foregone if that person had died in a
level crossing accident at an unprotected level crossing. It is further assumed that
installation of manual barriers at that crossing has the potential to save six lives per
year.
It should be noted that in this case the Cost-Benefit Analysis represents an
economic, rather than a financial, evaluation in that the cost of barrier installation is
the resource cost borne by the community (i.e. it is net of government taxes and
charges) and the benefit is the loss of income to the community which would be
prevented as a consequence of the barrier installation project. The latter is most
appropriately represented by the per capita Gross Domestic Product for the country
in which the assessment is being made. A financial evaluation would be
inappropriate in this case as the principal benefit, avoided loss of future income,
would be a benefit realized not by the railway but rather by the community at large.
Basically, the railway undertakes an investment in barrier protection at a level
crossing in order to prevent loss of life and to safeguard the future income of the
community.
In the example given in Table 4.3, the economic benefit generated by the
barrier installation project covers only 80 per cent of its economic cost, indicating that
at the given level of fatality prevention (6 deaths per year) the project is unlikely to be
justified in economic terms. In fact, a breakeven point (at which the projects costs
and benefits are equated) would be reached at 8 prevented deaths per year.
A similar process may be repeated in order to calculate the benefit resulting
from avoided injuries, except that injuries should be valued by sampling data from
any relevant source, including railway accident reports, insurance claims, or police
reports.
4.4.2
Assessing the delay reduction benefits of alternative level crossing

protection systems
While the safety of railway passengers and of road users must be a

paramount issue in the appraisal and choice of a suitable and cost effective level
crossing protection system, some consideration must also be given to the operational
efficiency of the system. In this context, operational efficiency means the capability
of keeping delays to both rail and road traffic to the minimum consistent with safe
operation of level crossings.
Field inspections undertaken during the course of ESCAP missions to India
and Viet Nam in connection with this study revealed that delays to motor vehicle
traffic can be extensive at manned level crossings. If these delays could be cut to a
minimum perhaps as a result of installing electrically actuated crossing barriers, it is
likely that significant economic benefits in the form of travel timesavings would
accrue to road users. Further, if warning signals facing train drivers could be installed
at manned level crossings, the maximum permissible speeds of trains through these
crossings might also increase with the result that the railway would realize financial
savings in the form of reduced running times, a reduced requirement of motive power
and rolling stock, and an associated reduction in operating costs, while there would
be economic benefits to rail passengers in the form of reduced travel times.
Barriers which are operated manually tend to be closed for longer periods
than barriers which may be remotely controlled by crossing staff using electrical
108
actuation systems, simply because the physical act of closing barriers will require
more time than if the barriers can be activated remotely by mechanical or electrical
means.
Typically, if barriers remain closed for excessive periods on crossings
carrying a high volume of road and rail traffic, the build-up of road traffic will exceed
the capacity of the crossing to safely discharge this build-up before the next train
arrival at the crossing. Road traffic build-up in this situation obeys the rules of
Queuing Theory: the longer the barrier closure, the greater the build-up and the
slower the passage of motor vehicles over the crossing once the barriers have been
raised.
An inspection of level crossings in the vicinity of Agra during the ESCAP
mission to India in October 1999 provided ample evidence of difficulties encountered
with traffic build-up when crossing closures are excessive. At one crossing within the
Agra city limits, a Class A level crossing protected with double half boom barriers on
both sides of the crossing was closed for 8 minutes awaiting the passage of a fast
electric passenger train on the double-tracked Mathura-Agra-Bhopal mainline. This
train was followed by another in the opposite direction about 10 minutes later, but it
took 2-3 minutes to clear the crossing of traffic which had built up while the barriers
were closed awaiting passage of the first train. Clearly, excessive crossing closure
times will severely limit the train carrying capacity of a railway line if the road traffic
using the crossings on the line exceeds a certain critical level. The Indian Railways
has specified a daily TM (traffic moment) level of 100,000 at which grade separation
of crossings would be justified, but budget restrictions have prevented this work
being done except for a limited number of railway crossings of the national highway
system.
For the purposes of this analysis, IR costs have been used to assess the
relative costs and benefits of grade separation. The same approach can be used for
the assessment of more modest improvements to level crossing warning and
protection systems. There are two types of benefits resulting from grade separation
of level crossings: financial benefits accruing to the railway in the form of increased
line capacity and reduced operating costs and economic benefits accruing to
individuals, i.e. railway passengers and road users in the form of travel time savings.
Calculation of financial benefit of reduced delay at level crossings
The case described above has been used for the purpose of illustrating an
approach to measuring the financial benefit to the railway of reduced train headways
which would result from replacement of level crossings with road overpasses. The
relevant calculations are given in Table 4.4.
In the case of the level crossing observed in the vicinity of Agra, barrier
closure was found to be 5 minutes for each train on average. On the assumption that
barriers would remain open to road traffic for a similar period, the minimum headway
(interval between trains running in each direction) would have to be 10 minutes. Thus
the capacity of the line would be about 100 trains per day in each direction (60
minutes/10 minutes headway x 24 hours per day x service occupancy factor of 0.7).
Removal of the level crossing through the construction of a road overpass
might have the potential to reduce headways to 5 minutes, but in order for the
additional line capacity benefits to be realized all other level crossings on the line
would also have to be replaced by road overpasses.
109
If this could be achieved, the new capacity on the line would be 202 trains per
day in each direction (assuming that all trains ran at the same speed and that the
signalling system installed on the line was capable of delivering 5 minute headways).
However, even if only half of this additional capacity could be effectively utilized, it is
likely that some 50 additional trains per day could run in each direction between
Mathura and Bhopal. If it is further assumed that all of these trains are freight trains,
then IR has the possibility of realizing a significant additional financial contribution
(revenue less long run marginal cost) from the operation of these trains. Against this
additional financial contribution would have to be offset the cost of constructing and
maintaining multiple road overpasses along the line. If the cost of an overpass is of
the order of, say, US$ 2 million, or 88 million Rupees, and the overpass could have
an economic life of, say, 50 years then the Present Annual Value of the cost of
replacing about 300 level crossings with overpasses between Mathura and Bhopal,
supplemented by the annual cost of maintaining those overpasses would be of the
order of 3.5 billion rupees.
Table 4.4: Financial analysis of road overpass construction programme
Item
Description
A.
Cost of road overpass construction
(i)
Capital cost - Rs. Mill.
88.000
(ii)
Present annual value of (i) [ 50 year life; 12% discount rate ] - Rs. Mill.
10.597
(iii)
Annual maintenance cost (10% of PAV) - Rs. Mill.
(iv)
(v)
(vi)
Units
(as spec.)
1.060
11.656
Total annual cost - per crossing, Rs. Mill.

Assumed number of crossings between Mathura and Bhopal
300
3,497
Total annual cost all crossings, Rs. Mill.
B.
Increase in line capacity due to crossing elimination
(vII)
Current headway, with level crossings - in minutes (estimated)
(viii)
Equivalent train capacity (number of trains/direction/day, assuming 70% service occupancy)
(ix)
Future headway, without level crossings - in minutes (estimated)
(x)
Equivalent train capacity (number of trains/direction/day, assuming 70% service occupancy)
202
(xi)
Additional capacity provided per direction per day
101
(xii)
Practical use of additional capacity per direction per day
(xiii)
Additional trains per year (both directions; 312 operating days per year)
31,450
(xiv)
Additional net-ton km per year, millions (av. 1500 t payload; 600 km haul)
28,305
C.
Required net revenue/contribution to cover annual cost (as per vi), Rs. per ntk
0.1235
Notes:
10
101
5
50
(1)
Item B (vii). If the average barrier closing time is currently 5 minutes and the crossing is then opened
for an equal period of time, the minimum headway on each track must be 10 minutes, to allow safe
separation between trains running in the same direction.
(2)
Items B (viii) and B (x). On multiple track lines, line capacity is calculated as the summation of the
capacity of each track. This in turn is calculated as: number of minutes in a day (1440) x service
occupancy factor (70%) / headway in minutes.
(3)
Item B (xii). It is assumed that the railway can only make use of 50 per cent of the additional capacity
provided by reduced headways made possible by grade separation and the existing signaling system
on the line, in order to schedule additional freight trains. Some proportion of the available new train
paths will be used for passenger trains which are not positive contributors of net revenue.
110
The additional train operating capacity resulting from the reduced headways
possible with grade separated road/rail crossings would be about 31,200 trains per
year producing an additional 28.3 billion net-tonne kilometres per year. Thus the net
revenue or financial contribution required to breakeven on this capacity expansion
project would amount to about 0.12 rupees per net tonne-km.
Of course, the level of contribution available would depend upon the type of
traffic, as well as the market conditions and tariffs prevailing at the time. However, on
the basis of the results of a financial analysis conducted as part of the Trans-Asian
Railway Southern Corridor Study in 199822, it was found that the contribution on
container traffic amounted to about 1.21 rupees per net tonne-km, or about ten times
the breakeven rate identified above. Even if the additional traffic generated by
capacity expansion mainly comprises bulk freight traffic, it is quite likely that the net
revenue generated by this traffic will also exceed the level of net revenue required to
breakeven on the annual capital and maintenance costs of a road overpass. Thus it
might be concluded that a capacity expansion programme, involving replacement of
all level crossings on a line with road overpasses would offer an attractive rate of
return to the railway.
A similar approach may be used for calculating the benefits of a level crossing
replacement programme in terms of reduced running delays and reduced operating
costs.
In calculating the economic benefits of reduced level crossing delays, the time
per year expended by road users waiting for the passage of trains through level
crossings is given by the following formula:
Ti = (365 x K x ti x ni) / 60 minutes
Where:
Ti = Total time lost (in person-hours);

K = Number of barrier closures within 24 hours;
ti = Average duration (in minutes) of every barrier
closure; and
ni = Average number of persons waiting at a level
crossing during every barrier closure.
If it is desired to measure the economic benefits of equipping a manually

operated crossing with automatic crossing equipment, this formula may be used for
the purpose of calculating the total delay involved and then the delay may be valued
at the level of Gross Domestic Product (GDP) per capita prevailing in the economy in
which the measurement is being made.
By way of illustration a hypothetical example based on the experience of India
might be used. This example has the following elements;
#$
#$
22
a manually-operated level crossing on a double track section carries

90 trains (45 in each direction) and 10,000 motor vehicles per day;
barriers for this crossing are closed for an average of 5 minutes per
time;
United Nations, New York 1999, Development of the Trans-Asian Railway: Trans-Asian
Railway in the Southern Corridor of Asia-Europe Routes.
111
#$
#$
on average there are 35 motor vehicles each containing 3.5 persons

waiting during periods of barrier closure (i.e. 122 persons in total);
and
conversion of the crossing for automatic operation will result in
reduction of barrier closure to 2 minutes per time (with an average of
49 persons waiting with every barrier closure).
The resulting delay calculations and their valuation are given in Table 4.5.
Table 4.5: Economic benefits resulting from reduction of

barrier closure time
Item
Description
A.
Estimation and valuation of delays to motorists using a manually-operated level

crossing
(i)
Estimation of total delay (in person-hours) per year
(ii)
Per capita GDP per hour for India in US$
0.0543
(iii)
Valuation of total delay in US$ per year [A (i) x A (ii)]:
18,135
B.
Estimation and valuation of delays to motorists using an automatic level crossing
(iv)
Estimation of total delay (in person-hours) per year
53,656
(v)
Per capita GDP per hour for India in US$
0.0543
(vi)
Valuation of total delay in US$ per year [B (i) x B (ii)]:
C.
Net time saving benefit of B relative to A, valued in US$ per year
D.
Cost of automatic barrier installation
(vII)
(viii)
(ix)
Capital cost - automatic lifting barrier with flashing light and block signal
- optical sensor obstruction detector
- Sub-total
(x)
Present annual value of (ix) [ 15 year life; 12% discount rate ]
(xi)
Annual operating and maintenance cost (assume 2 x maint. Cost of manual system)
(xii)
Total annual cost
21,031
(xiii)
Annual cost net of government taxes and charges
18,928
E.
Benefit / Cost ratio (C / Dxiii)
Notes:
Units
(as spec.)
333,975
2,913
15,221
53,900
81,600
135,500
19,895
1,136
0.80
(1)
Item A (i) If a crossing carrying 10,000 motor vehicles per day is closed for 5 minutes with
every train passage, the average number of vehicles detained at the crossing during the
period of barrier closure will be: (10,000 vehicles/1440 minutes per day) x 5 minutes =
34.7. If this number is multiplied by an average of 3.5 occupants per vehicle, the total
number of persons delayed by the barrier closure will be 34.7 x 3.5 = 121.4. Applying the
formula given in 4.4.2 (b), above, will produce the following calculation of the annual time
loss in person hours: 365 days x 90 barrier closures per day x 5 minutes per closure x 122
persons delayed = 334,000 (approximately).
(2)
Item B (iv). The method used to calculate this item is identical to that described above,
except that the average barrier closure time is 2 minutes, rather than 5 with the related
reduction in the build-up of waiting vehicles.
112
This example shows that even at the low valuation applying to road users
time, an improvement of level crossing warning and protection systems can result in
a substantial time saving benefit to the community. However, these results are quite
sensitive to changes in the volume of motor vehicle traffic using the crossing. For
example, if the number of road vehicles using the crossing were reduced by one
third, to 7000 per day, on average there would be only 85 persons waiting at the
barriers (34 with 2 minute closures), the net time saving would reduce to US$ 10,621
per crossing per year and the Benefit/Cost Ratio to 0.56. In this case, breakeven on
the cost of automatic barrier installation (i.e. when benefits and costs are equalized
and the BCR is 1.0) would occur when 12,500 motor vehicles per day use the
crossing, detaining an average of 152 persons per barrier closure (61 with 2 minute
closures) and producing a net time saving of US$ 18,981 per crossing per year.
A similar approach may be applied to the valuation of the economic benefits
of time savings realized by rail passengers as a result of level crossing signalling
improvements. Again, these benefits have to be quantified over the full route
distance, but are likely to be of a much lower order of magnitude than those for
motorists, since a relatively small number of trains operating throughout the region
are likely to be subjected to speed restrictions through level crossings.
4.4.3
Financial analysis of alternative methods of safety enhancement at level

crossings
A recurring theme throughout this study has been the relative advantages and
disadvantages of installing manually operated barrier protection systems, as
compared with automatic systems, at level crossings. It is desirable, therefore, to
propose a method for comparing the quantified costs and benefits of each. It should
be noted that this is one case where a financial, rather than an economic, evaluation
is appropriate, since it is the railway which must seek a minimum cost solution to the
problem of safety enforcement at its level crossings.
An example of a financial comparison of the two alternative systems, based
on Indian Railways data, is provided in Table 4.6. The two alternative systems are:
#$
A manually operated full width barrier system, with block signal and
flashing road warning lights; and
#$
A train-activated full width barrier system, with a block signal, flashing

road warning lights, and an obstruction detector connected to the
block signal.
It is important that exactly the same level of protection should be provided by

the systems being compared, so that the comparison is on a strict like-for-like basis.
For this reason, it is necessary to equip the automatic system with an obstruction
detector, activated by an optical sensor which will send a signal indication of the
presence of any type of obstruction on the level crossing to which the train driver
may respond before the train reaches the level crossing. In the case of the manually
operated barrier system, the crossing keeper has the function of an obstruction
detector and is able to provide the signal warning to the train driver.
113
Table 4.6: Financial comparison of manual and automatic barrier systems

Item
Description
A.
Cost of manual barrier installation
(i)
Capital cost - lifting barrier with flashing light and block signal
(ii)
Present Annual Value of (i) [ 15 year life; 12% discount rate]
(iii)
Annual staffing cost
(iv)
Annual maintenance cost (assume 10% of staffing cost)
(v)
Rs. mill.
38600
0.25
5682
5667
568
11917
Cost of automatic barrier installation
(vi)
Capital cost - automatic lifting barrier with flashing light and block signal
(vii)
- optical sensor obstruction detector
(viii)
2.3716
53900
3.5904
81600
- Sub-total
135500
(ix)
Present Annual Value of (viii) [ 15 year life; 12% discount rate]
(x)
Annual operating and maintenance cost (assume 2 x maint.cost of manual syst.)
C.
1.6984
Total, annual cost
B.
(xi)
US$
Total, annual cost
19895
1136
21031
Net cost advantage for manual installation
9114
This example shows that a manual barrier system has a substantial cost
advantage over an automatic barrier system, provided that it can provide the same
level of safe operation as the automatic system. Clearly, the need to incorporate an
obstruction detector in the automatic barrier installation reduces the cost
effectiveness of this alternative by a substantial margin. However, the very low cost
of labour in this example from India also contributes significantly to the costeffectiveness of the manual barrier system, since labour rates would have to be
expanded by a factor of nearly 2.6 to equate the overall costs of the two systems.
4.5
Technical assessment of level crossing protection devices
In this section, the range of level crossing protection systems currently

available and likely to be available in future is considered and an approach to
appraising the technical merits of the alternatives is suggested. As was observed in
Chapter 2, only the protection of level crossings with barriers and suitable warning
devices is likely to result in the desired level of safety in Asia.
4.5.1
Currently available level crossing protection systems

(a)
Crossing warning signals
In general, these are of two types: automatic and manually operated signals.
Manually activated signals are operated by level crossing staff, on instructions
transmitted by telephone or telegraph signal from the nearest station.
Automatic warning signals need short track circuits or markers which detect
trains and activate warning indications at level crossings. These warning indications
are usually flashing lights, or sounds emitted by bells or claxons (horns), or a
combination of these two. If visibility at a crossing is a problem, then flashing lights
114
may be increased in intensity and may be installed so as to suit the lay of the
surrounding land and buildings. Similarly, audible-warning devices may be increased
in frequency and amplitude, to compensate for the sound absorption qualities of the
physical environments of level crossings.
From experience, the level of safety afforded by these devices on their own is
insufficient. This is particularly true in the case of level crossings accommodating two
or more tracks. If unmanned level crossings are to be contemplated in these
situations, then some form of train approach indication is absolutely essential.
(b)
Automatic crossing barriers
These have multiple functions, including provision of:

#$
#$
#$
#$
a physical barrier to prevent or (perhaps more realistically) to dissuade

motorists from entering a level crossing into the path of an oncoming
train;
a crossing warning signal, indicating the presence of a level crossing;
a train approach indicator warning of oncoming trains; and
a crossing failure indicator warning of mechanical or electrical failure
of level crossing equipment.
If desired, train detectors and obstruction warning devices based on a

phototube system may be connected to automatic crossing barrier mechanisms.
There are many types of automatic level crossing barriers, the most
commonly used types being swinging or lifting booms. Automatic trolley gates exist
and a small number in fact have been installed within the region (mainly in Viet Nam),
but in general use of the trolley gate system is restricted to manned level crossings.
Automatic swinging boom barriers have a greater number of mechanical parts
than automatic lifting boom barriers and thus are exposed to greater risk of spare
part shortages.
Automatic half barrier level crossings are found in many countries of Europe.
This system functions satisfactorily when the road carriageways may be physically
segregated. In the case of many two lane rural roads in Europe, however, lane
segregation has not been possible and accidents caused by motorists making slalom
(or S pattern) moves through half barriers are frequent. Despite the relatively low
cost of the half barrier system it has not been widely used in Asia. Indeed, Japan
withdrew from use of this system several years ago.
To enhance the visibility of barriers to motorists, a number of different
methods have been devised including painting in tiger stripes and use of large
diameter booms, double booms and high positioned booms (for trucks).
(c)
Mechanical crossing barriers
Mechanical crossing barriers are operated by level crossing staff using hand
or electrically powered levers, winches or windlasses. In addition, mechanical
barriers providing complete protection of level crossings are connected to manually
operated warning signals. Combination systems of this type are widely used within
the developing countries of Asia since they may be manufactured inexpensively
within the region. By contrast, automatic electronic crossing devices are wholly
115
manufactured within developed countries and must be imported at substantial cost

for installation within the developing countries of the region.
There are three main types of mechanical barriers: lifting booms, swinging
booms or gates, and trolley gates. Of these types, the trolley barrier provides the
most effective form of protection against break-through by heavy goods vehicles.
However, of necessity trolley barriers are of heavy construction and are best
deployed by means of remotely controlled electric motors. This type of barrier is used
at a major level crossing intersection in Hanoi, Viet Nam, but the Vietnam Railways
has encountered problems with maintenance of a sufficient stock of spare parts in
order to keep the motor systems functioning.
Swinging type barriers afford a generally greater level of protection than lifting
barriers against breakthroughs, but particularly when installed at double track level
crossings they must be equipped with efficient locking systems.
(d)
Train detectors
Automatic devices of this type detect the presence and speed of a train in
block sections at the approach to a level crossing. They are installed only near
unmanned level crossings and usually consist of a series of transponders inserted in
track at certain intervals and interlocked with level crossing barriers and warning
signals. Such devices must be capable of detecting train speeds since the elapsed
time between a trains detection and its arrival at a crossing will be a function of its
speed.
The alternative to installation of automatic train detectors is to have train
starting signals at stations interlocked with level crossing barriers and warning
signals. These signals have the capability of identifying the type and hence speed of
different trains and will transmit the appropriate signal to the level crossing protection
system in order to activate it at a specified time before the arrival of a train.
In the case of manned level crossings the function of the train detector is
substituted by level crossing staff, who receive advance warning by telephone or
telegraph from the nearest station of the arrival of a train.
(e)
Obstruction warning devices for level crossings
These types of devices are usually only installed at unmanned level

crossings. Their function is to provide signal warnings to train drivers when level
crossings are blocked by motor vehicles or other obstructions. They mainly consist of
phototubes, supersonic wave emitting devices or laser beam transmitters which
detect obstructions on crossings and are interlocked with distant signals before level
crossings. When activated by the presence of obstructions (e.g. stalled motor
vehicles), they transmit a flare indication to distant signals via short track circuits,
allowing train drivers to apply emergency braking and to stop their trains short of the
crossing.
(f)
Equipment costs
Indicative costs of the various systems currently available for the protection of
level crossings are given in Table 4.7. They are based on costs applicable in Japan
in 1999.
116
Table 4.7: Level crossing warning and protection system costs

Item
No.
Description of device (s)
Equipment
Cost (US$)
Installation
cost (US$)
(i)
Crossing warning signal, train approach

indicator, crossing failure indicator for
single track or multiple tracks
2,100
2,900
Total
cost
(US$)
5,000
(ii)
Crossing warning signal, crossing

failure indicator
Crossing warning signal, train approach
indicator for single or multiple tracks
Crossing warning signal
2,000
2,400
4,400
2,100
2,900
5,000
1,400
2,400
3,800
(iii)
(iv)
Remarks
Includes speaker
system for
transmission of
audible warnings
Flashing lights
installed on both
sides of crossing
(v)
(vi)
(vii)
Automatic half barrier installation

Automatic full barrier installation
Obstruction warning device for single
track crossing
7,600
15,200
550
4,400
8,700
550
12,000
23,900
1,100
(viii)
Obstruction warning device for multiple

track crossing
Crossing obstruction detector
phototube system on single track
Crossing obstruction detector
phototube system on double track
1,000
1,100
2,100
38,100
9,800
47,900
3 pairs required
54,400
27,200
81,600
5 pairs required
(ix)
(x)
Includes switch
set in concrete
pillow (for
emergency
application by
drivers of vehicles
obstructing
crossings)
As above
Sources: JR Tokai and JR East.

Notes: (1) All costs in this table have been based on an exchange rate of US$ 1 103 yen.
(2) Not included in the above costs is the price of installed cable (including both the
material price and installation cost) which is about US$ 11 per lineal metre, as well
as the price of concrete shielding for the cable which is about US$ 40 per lineal
metre.
4.5.2
Future systems for level crossing protection
Systems likely to be available in future for the protection of level crossings are
of types:
(a)
Advanced radio-based train control system general features
The American and Canadian Railway Associations began to study Advanced

Train Control Systems (ATCS) in 1984. The systems then investigated involved the
use of radio, satellite and radar communications. Following the lengthy appraisal of
this technology, it will at last enter operational service with San Franciscos Bay Area
Rapid Transit System (BART) in 2001.
Transmission Based Train Control Systems (TBTC) which are similar to
ATCS have been under study by the French National Railway (SNCF) and in Japan
by the JR Technology Research Institute. This type of control system is close to
practical application in Japan.
Further, the Indian Railways has been evaluating a radio-based ATC system
designed by Siemens but similar to the system being introduced by BART. Pilot
testing of the system will commence on the IR network during 2001.
117
Application of ATCS will allow elimination of track circuits and signals and in
future will facilitate high density and unmanned train operations.
This system provides for the detection of a trains position by means of a
radio transmitter installed on the locomotive which then transmits this information to a
wayside base (Figure 4.3). The wayside radio base determines the velocity at which
the train will be able to run safely within the section given information inputs as to the
gradient curvature and condition of the track. It then transmits this information back to
the train either as data displayed within the cab or as direct commands to the trains
throttle and braking systems. For operation through level crossings, the train onboard computer calculates the time at which the level crossing warning lights or bells
are switched in, based on the train velocity and level crossing position. This system
may be overridden by train controllers in the event of equipment malfunction.
Figure 4.3: ATCS Concept
SRS: Station Radio Set

WRS: Wayside Radio Set
VRS: Vehicle Radio Set
CS: Control Station
In addition, the system has blocking control, level crossing control and the
functions of ATC (Automatic Train Control) and CTC (Central Train Control) systems.
The basic components of the ATCS are a Train Radio Set (TRS), a Wayside Radio
Set (WRS), a Station Radio Set (SRS) at Control Stations, a Level Crossing
Controller (LCC) and connecting systems between the train, wayside locations, level
crossings and control stations. TRS are installed at both ends of each train. WRS are
installed at the trackside (at intervals of 500m to 1500m on the BART system). SRS
are installed at 20 station locations on the BART system. Signals and track circuits
between stations are not needed at this system.
(b)
ATCS - level crossing safety features
Existing level crossing systems represent a weak point of safety management

and control on railways. Adequate warning time is needed for safe level crossing
operation. Existing systems having electronic train detectors work on the basis of
short track circuits installed in the track approaches on either side of level crossings.
These systems control the beginning and end of the warning indication. The
disadvantage of this system is that the warning interval becomes disproportionately
long with slow trains, because maximum train speeds normally determine the interval
between the beginning and end points of track circuited sections, and thus a train
operating at slow speed will take significantly longer to pass between these two
118
points.
Further, existing crossing obstruction detectors do not stop trains
automatically if crossings are obstructed - they merely provide a wayside signal
indication of such obstructions to the train driver, leaving the responsibility for brake
application to the driver.
With new ATCS systems, warning indications begin from the position at
which an emergency brake application would be needed in order to bring a train to
rest before a crossing, the braking distance being calculated automatically by the
system on the basis of a trains speed past the radio relay point. The computers on
board trains calculate their position and send the train number, train position and time
until beginning of the warning indication to the Level Crossing Controller (LCC)
through the Wayside Radio Station (WRS). The WRS picks up signals from the
closest approaching trains, but only begin to transmit the signal to the LCC in order to
activate the warning indication at the calculated control time. If no level crossing
obstruction indication has been received by this time, the WRS will permit the
approaching train to pass and will transmit crossing warning and barrier activation
messages to the LCC. The train will then be permitted to pass through the level
crossing on schedule. However, if an obstruction warning indication is received, the
WRS will transmit a signal to the train receiver (TRS) in order to activate emergency
braking.
(c)
ATCS financial benefits
With financial efficiency being one of the major objectives of railways,

opportunities to minimize costs are of fundamental importance to railway
managements. In this context ATCS, by eliminating devices on and along the track,
substantially reduces both installation and maintenance expenses. Because the
system has no wiring or trackside signals (all warning indications being transmitted to
the locomotive cab), hardware installation costs and inspection and adjustment costs
are significantly lower than for the conventional track-circuited system. Further, the
system will allow trains to operate through level crossings consistently at normal
speed.
The functions of CTC and ATC are added easily to the system for a relatively
low additional cost. Indeed, the addition of CTC or ATC is estimated to comprise less
than 50 per cent of the total system installation cost.
An automatic level crossing warning/protection system based on conventional
track circuiting is estimated to cost US$ 45,000 per level crossing in Japan. By
contrast, the cost of a BART-style ATCS23 is estimated to cost only about US$
22,000 per level crossing.
(d)
GPS-based Advanced Train Control System
Global Positioning Satellite (GPS) communications systems are now in

common use for sea, air and land transport navigation applications. GPS uses
communications links with number of satellites to establish the navigation
coordinates of aircraft or surface transport receivers. GPS systems are on the whole
very inexpensive a receiver for an automobile now costing as little as US$ 500.
23
The BART system, known as an AATCS (Advanced Automatic Train Control system) was developed
by Nippon Signal in conjunction with Hughes and Harmon of the United States.
119
As compared with ATCS, the advantage of using GPS for train control
functions is that it entirely eliminates the need for Wayside Radio transmitter links.
However, the system does have some shortcomings, the most significant of which is
that in civilian applications it is subject to significant error. GPS was originally
developed for military use with links to satellites reserved for military
communications. In military applications, the error is no more than several
centimetres, but in civilian applications (using less reliable satellite fixes) the error
can be as much as 30 metres certainly excessive for locating trains in relation to
level crossings. If it were possible to obtain access to military satellites, considerably
more accurate navigational information would be available at minimal cost.
Another problem associated with GPS is that of setting the marks for revision
of distance errors. These marks must be set accurately on maps or route charts. In
the case of ATCS lines, trackside receivers may be used as markers for validating
GPS co-ordinates, but in the case of lines not equipped with ATCS, new markers
must be established within reasonable margins of error on maps or route charts.
Comparing the cost of radio-based and GPS-based ATCS, currently radio-based
ATCS is the cheaper alternative, but in future it is highly likely that GPS-based
systems will overtake the radio-based systems to become the cheapest form of train
control system available.
120
CHAPTER 5:
5.1
CONCLUSIONS AND RECOMMENDATIONS
General
This chapter presents the conclusions and main recommendations flowing

from the analysis of level crossing systems and safety performance in several
developed and developing countries. Among other things, this analysis compared
and contrasted level crossing safety performance in selected countries of Western
Europe, in North America and in Japan against the corresponding performance in the
developing countries of the ESCAP region in an effort to establish whether lessons
could be drawn from the experience of the former group of countries.
5.2
Conclusions
5.2.1
Comparative level crossing safety performance
Table 5.1 presents a comparison of the level crossing characteristics and

safety performance of a selection of developed and developing countries.
The principal conclusions, which may be drawn from this comparison are that:
5.2.2
(i)
those countries which performed best in terms of having a low

incidence, per rail traffic unit, of accidents, fatalities and injuries at
level crossings are countries which have a high proportion of their
level crossings protected against infringement by road traffic, either by
manually operated or automatic barriers24;
(ii)
automatic barriers are not always a fully effective form of protection

against collisions between trains and road vehicles at level crossings
(the relatively high rates of accident and casualty occurrence in the
Netherlands due to S-moves through half barrier protected crossings
provide ample evidence of this);
(iii)
of the seven countries participating in this level crossing study, the

three which have both the greatest level crossing density and the
lowest percentage of protected level crossings (Viet Nam, Thailand
and Bangladesh) also have the highest accident and casualty rates;
and
(iv)
those participating countries which have a relatively high proportion

of manned level crossings (i.e. India and the Islamic Republic of
Iran) also perform best in terms of level crossing accident and
casualty occurrence.
Comparative costs of level crossing systems
In addition to the conclusions drawn from the comparative analysis, the study
demonstrated that the costs of installing manually operated barriers are significantly
lower than those associated with the installation of automatically activated barriers.
24
The major exception to this observation is the Russian Federation, which ostensibly has the lowest
accident and casualty rates of any of the countries compared, yet has more than half of its level
crossings without any form of barrier protection.
121
There are two main reasons for this that automatic barriers will require the
installation of costly level crossing obstruction detectors and that simple manual
barriers can usually be manufactured domestically, whereas the more sophisticated
automatic barrier equipment will usually need to be imported.
Based on Japanese data, the cost of installing automatic full width barriers
with road and rail warning lights and crossing obstruction detectors at a level
crossing on a single track section is approximately US$ 77,000, whereas the cost of
installing manually operated barriers with flashing warning lights at the same crossing
(based on Indian data) is approximately half this amount, or US$ 39,000. Based on
Indian data, the annual costs of operating and maintaining automatic and manual
barrier installations are about US$ 1,100 and US$ 6,300, respectively. If the capital
cost of these installations is to be written off over a period of 15 years, the saving in
O&M cost associated with an automatic barrier system would be insufficient to cover
its additional capital cost.
5.2.3
Do the railway systems of the region have an adequate information base

for setting level crossing upgrading priorities?
In general, the answer to this question is no. In none of the railway systems
participating in this study was it apparent that any regular analysis of risks was
undertaken in respect of level crossings, or indeed of any other type of railway
accident.
Moreover, few of these railway systems appear to have an adequate safety
information system, which would support any rigorous assessment of safety hazards
and risks. While several appear to have a computerized inventory of their level
crossing installations, very few if any appear to have an accident reporting system
capable of providing detailed accident information in respect of individual level
crossings.
Regular risk assessment is an essential foundation for establishing priorities
for level crossing grade separation or protection works. This is especially true for
railway systems, which face severe capital funding restrictions, but have both a high
level crossing density and a low proportion of protected level crossings. Such
systems do not have the resources to be able to grade separate or to protect a
majority of their level crossings and must therefore concentrate their expenditures on
safety enhancements which will produce the greatest returns in the form of reduced
safety risk and accident occurrence. Thus, they need to be able to identify and
prioritise these projects on the basis of systematic risk assessments. For this, they
will need at minimum an information system which can provide updated information
on: the physical environment and equipment of individual level crossings; the daily
level of road and rail traffic through individual crossings; and the detailed accident
histories of these crossings.
5.2.4
Are the railways of the region committed to road user education

programmes and potentially how effective are these programmes?
The overwhelming majority of all collisions between trains and road vehicles
at level crossings are caused by the negligence, incompetence or incapacity of road
vehicle drivers. That fact having been established, it would appear that education of
road vehicle drivers should have priority in the expenditure budgets of railway
organizations. However, at this point in time, such is not generally the case.
122
Table 5.1: Comparative analysis of level crossing characteristics and safety performance
in selected developed and developing countries
Country/Railway
System
Route
km
Number of
level
crossings
31,200
17,514
Level
crossing
density
(crossings/
km)
0.56
2,808
2,964
1.06
212,400
259,435
1.22
Japan
27,230
37,326
1.37
Bangladesh
India
Islamic Republic
of Iran
Philippines
2,734
62,495
5,995
2,149
40,445
418
0.79
0.65
0.07
484
308
0.64
Russian
Federation
86,151
13,581
0.16
Thailand
4,041
2,237
0.55
Viet Nam
2,712
4,842
1.79
France
Netherlands
United States
Sources:
Notes:
Predominant type of level crossing
Accident rate
(per mill.train-km)
Fatality rate
(deaths/mill. Train-km)
Injury rate
(per mill.train-km)
Automatic half width barrier, unmanned

(64%)
Automatic half width barrier, unmanned
(68%)
Unprotected and unmanned, equipped
only with fixed road warning signs
Automatic full width barrier, unmanned
(83%)
Official unprotected, unmanned (43%)
Official unprotected, unmanned (51%)
Manual full width lifting barriers
(48%)
Official, unprotected and unmanned,
equipped with fixed road warning signs
(52%)
but equipped with automatic flashing
road warning lights (41%)
equipped with fixed road warning signs
(51%)
Unofficial, unprotected, and unmanned
(75%)
0.33
0.05
0.05
1.01
0.28
0.29
2.01
0.25
0.75
0.36
0.10
0.12
0.74
0.10
0.64
0.66
0.21
0.11
2.46
0.28
0.17
Not available
Not available
Not available
0.04
0.01
0.02
12.9
1.05
3.00
Not available
5.29
10.40
Country reports; UIC; Railway system information booklets; Operation Lifesaver website; AAR website.
(1) Protected level crossings are at grade rail over road crossings which have some form of barrier protection against road vehicle infringement.
(2) All data relate to 1998, except for France (1997), Netherlands (1996) and Bangladesh, Philippines and Thailand (period 1988-1998).
(3) US accident and casualty rates were derived from Association of American Railroads (AAR) data which for 1998 show an overall railway accident
rate of 3.6 accidents per million train-miles and about 90 per cent of all railway accidents occurring at level crossing.
The Indian Railways, for one, participates in driver safety education

programmes with an emphasis on level crossing safety. However, level crossing
accidents account for only 15 per cent of all railway accidents in India and an
infinitesimally small proportion of all road traffic accidents. Consequently, there is
little incentive for the Indian Railways, and even less incentive for the Indian
highways authorities, to allocate a large budget to level crossing user education
programmes.
Additionally, low levels of general education and safety awareness throughout
the developing countries of Asia have tended in the past to minimize the
effectiveness of level crossing user education programmes. Nevertheless, increasing
disposable incomes and motorization levels in India and in the other developing
countries of the region suggests that these education programmes should receive
greater priority in future.
5.2.5
Traffic threshold criteria for level crossing improvement
Most of the regions railways apply traffic threshold criteria as a basis for
determining the type of level crossing installations, which should be provided at
individual road/rail intersections. In most cases, these criteria are based on the
combined daily rail and road traffic passing through level crossings and are
designated Traffic Moment indicators. They are computed as the product of daily
train numbers and the daily numbers of road vehicles using the crossing. At the
bottom end of the TM scale, minimal level crossing installations are indicated. At the
top end of the TM scale, grade separation of crossings is indicated.
In some cases (for example in Viet Nam) the TM indicators have been set at
unrealistically low levels and consequently are not capable of practical application. In
other cases (for example in India), while the TM indicators have been set at realistic
levels, budget restrictions have prevented full application of the TM criteria. Thus, in
India for example, where a TM value of 100,000 indicates that a crossing should be
grade separated, there are many level crossings which have long since passed this
threshold level, yet have still not been grade separated.
In Japan, the JR West Railway Company has recently introduced a composite
index based on allocated scores to determine the standard of level crossing
protection required at individual locations. In addition to road and rail traffic densities,
other factors to which scores are assigned include the accident histories and physical
characteristics of individual crossings. High aggregate scores will indicate priority for
grade separation. Low aggregate scores will suggest minimal standards of level
crossing protection. Still other criteria have been developed which incorporate scores
for level crossing closure time (high = low closure time; low = high closure time).
While a case may be made out for improving the criteria applied to level crossing
improvement, it is unlikely that there would be a better substitute for TM indicators
set at realistic levels, supplemented by accident risk assessments.
5.2.6
Level crossing safety and operational efficiency
While level crossing safety must be a paramount consideration for railway

managements, it is equally important that they should not loose sight of their
operational objectives, including making most efficient use of the line capacity
provided by current infrastructure and signalling configurations. Thus, it should be the
objective of railway managements to ensure that train speed restrictions at level
crossings do not unduly restrict a systems train throughput capacity. Barrier closing
124
devices and warning systems should be compatible with the operation of trains
through crossings at normal speeds.
On the other hand, long barrier closure times can have an adverse impact on
safety on densely trafficked crossings, if they produce road traffic build-up to such an
extent that crossings cannot be cleared of road traffic before the next train arrival.
Long barrier closure times can also incite driver impatience and lead to barrier
breakthroughs, which might easily result in collisions.
Invariably, a requirement for reduced barrier closure times will mean that
existing manually operated barriers should be converted to electrical operation. It
may also mean that signalling systems requiring long barrier closure times (such as
the outdated Absolute Block systems) should be replaced by more modern signalling
systems which can accept shorter crossing closure times.
5.3
Recommendations
From these conclusions a number of possible courses of action may be

identified. The following recommendations are offered as guidelines for consideration
and possible application by the railway managements of the region in dealing
effectively with their level crossing problems:
(i)
The railway managements of the region should re-evaluate their

approach to monitoring level crossing safety and to setting
priorities for implementing safety enhancement measures for
level crossings on their respective systems.
In particular, they should give careful consideration to introducing
effective Safety Management Systems along the lines of the model
system described in Chapter 4.
(ii)
Wherever justified by the combined density of road and rail

traffic, the railway systems of the region should give first priority
to the grade separation of their level crossings.
While grade separation is undeniably the most effective means of
enhancing level crossing safety, the cost of constructing road under or
over-passes is very high and often beyond the financial means of
some of the railways of the region. Choice of this solution must
therefore be influenced strongly by a realistic assessment of the
combined density of the road and rail traffic likely to use current
road/rail intersections.
(iii)
Desirably, all railway systems of the region should carry out

regular safety audits and risk assessments for all of their level
crossing installations.
Use of a Safety Management Information System supplemented by
application of risk evaluation techniques along the lines of those
described in Chapter 4 will improve the capability of railway
managements to identify and prioritise level crossing safety
enhancement measures.
125
(iv)
Railway managements should take action either to close, or to

provide effective protection for, all unofficial level crossings on
their systems.
In the case of some railway systems of the region (notably that of Viet
Nam) substantial improvement of level crossing safety will simply not
be possible unless the unofficial crossing problem is addressed
effectively.
(v)
Rather than committing scarce capital funds for the acquisition

of sophisticated automatic systems of level crossing protection,
railway managements should adopt a policy of manning currently
unprotected crossings and equipping them with inexpensive
locally manufactured barrier and warning systems wherever this
is indicated by assessments of traffic density and/or adverse
physical factors at specific crossings.
While labour costs are still inexpensive in most countries of the region,
manually operated level crossing barriers and warning systems
(perhaps complemented by electrical activation mechanisms) provide
the most cost effective method of providing a maximum level of safety
at all but the most densely trafficked crossings, which in any event
would normally qualify for grade separation. Alternative automatic
protection systems (especially the half-barrier systems widely used in
Europe) do not have a particularly good record of safe operation and,
in the absence of crossing protection staff, require the installation of
expensive crossing obstruction detectors in order to guarantee
minimum levels of safety.
(vi)
Railway managements should actively seek funding assistance

for level crossing improvements or grade separation from road
authorities.
There is a particularly strong argument for such an approach when
road traffic is shown to be growing at a faster rate than rail traffic.
(vii)
Railway managements should be prepared to develop carefully

targeted campaigns directed at the education of level crossing
users and to ensure that adequate priority is attached to the
funding of these campaigns.
Particularly as disposable incomes and motorization levels are
increasing throughout the region, the railways of the region should
intensify their efforts to improve level crossing safety awareness
throughout the communities they serve. While wide use should be
made of the mass media (newspapers and television), note should be
taken of simpler, but effective, methods of delivering public education
programmes. In India, the use of punjayat, or local village council,
offices as a vehicle for disseminating level crossing safety information
appears to have proven effective and is recommended as a model for
adoption by other railways of the region.
126

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ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC

EVALUATION OF COST-EFFECTIVE SYSTEMS FOR RAILWAY

ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC

EVALUATION OF COST-EFFECTIVE SYSTEMS FOR RAILWAY

Road/rail grade intersections are unique in the world of transport in as much

review the present status of level-crossing accidents in the ESCAP

present statistics, indicators, technology and problems relating to the

analyse various alternative systems for level-crossing protection; and

make recommendations pertaining to the selection of cost-effective

To accomplish the above the following activities were carried out:

assessment of level crossing safety performance and safety measures

assessment of level crossing safety performance and safety measures

evaluation of the requirements of a Safety Management Information

evaluation of the approaches to the application of Quantitative Risk

explanation of suitable approaches to undertaking Cost Benefit

review of the technical attributes of modern, cost effective systems for

recommendations of guidelines for adoption by the railway

SCALE AND SEVERITY OF RAILWAY LEVEL

Level Crossing Safety in India

Level crossing safety record

Total railway accidents

Accidents at level crossings

Source: Indian Railways Country Paper.

Unm anned crossings

Linear (Unm anned

Fatalities in level crossing

Source: Indian Railways Country Paper.

Injuries in level crossing

Source: Indian Railways Country Paper.

Accident, Fatality and Injury Rates

Source: Indian Railways Country Paper#!!

Level crossing characteristics and effectiveness

Table 2.4: Level crossings on the Indian Railways network, by type

No on system Brief description

Source: Indian Railways Country Paper.

Source: Indian Railways Country Paper.

Characteristics by zonal railway

Administration of railway safety regulations: role of the CRS

Table 2.7: TVU criteria for level crossing type

Daily traffic density/ traffic movement

Type of crossing indicated

Source: Indian Railways Country Paper.

Source: Indian Railways Country Paper.

Source: Indian Railways Country Paper.

Level crossing safety initiatives

Manning of unprotected level crossings

Source: Indian Railways Country Paper.

Other level crossing upgrading measures

Road user education

Level crossing safety impediments

Level Crossing Safety in the Islamic Republic of Iran

Level crossing safety record

Source: Country Paper for Islamic Republic of Iran.

Figure 2.4: Number of accidents by type of level crossing in the

Source: Country Paper for Islamic Republic of Iran.

Fatalities and injuries

Figure 2.5: Level crossing fatalities in the Islamic Republic of Iran

Source: Country Paper for Islamic Republic of Iran.

Figure 2.6: Level crossing injuries in the Islamic Republic of Iran

Source: Country Paper for Islamic Republic of Iran.

Level crossing characteristics and effectiveness

Source: Country Paper for Islamic Republic of Iran.

Administration of railway safety regulations

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