Human factor, road-rail safety policies, available technologies at level crossing.

1. Human factor, road-rail safety policies, available technologies at level crossing. Towards a model to evaluate LCs risk. Emilio Cosciotti Massimo Costa Salvatore De Marco Luciana Iorio Roma, 7 giugno 2013

2. UNECE System definition Identification of critical scenarios and associated incidents Calculation of the frequency of accidents for “Investments of pedestrian at LC” Calculation of the expected damage of accidents Conclusions Index

4. UNECE – United Nations EconomicCommission for Europe WP1_ UNECE Road Safety Forum The WP1 is the ONLY Permanentintergovernmental body in the UN dealing with Road Safety ; Open notonly to the UNECE members CONVENTIONS • Conventions on Road Traffic 1968 • Convention on Road Signs and Signals, of 1968 • European Agreement supplementing the 1968 Convention on Road Traffic Road TrafficSafety Frame provides a set of internationalagreedroad trafficrecommendationsaimedat the improvement of the efficiency and safety of international road traffic UNECE

5. SAFE SYSTEM APPROACH Road Safety Policies have- for the next decades- ambitious targets based on the well known VISION ZERO. The principles of SAFE SYSTEM APPROACH (SSA) already merged in the EU Commission strategy will also be reflected in the UNECE Road Safety Legal instruments in a comprehensive sound approach involving all the exogenous and endogenous factors of safe mobility . UNECE

6. LEVEL CROSSING A unique dangerous moment: Interaction of road / railways, two completely different modes. Fatalities & Road Users Attitude and risk demeanor at LXing are now under study at WP1 in collaboration with UIC and ILCAD EXPERT GROUP UNECE

7. EDUCATE IN EDUCATE OUT Risk Social acceptance thwarts most of the road safety and mobility policies, and it is the most difficult to be dealt with It is very common to be inattentive ( for many reasons, goals, mobile phones, music- short term goals i.e. going to school and pick up children at school, could be prioritize to wise long term goal, i.e. stay alive, that is why people take short cuts). UNECE

8. THE LXING/ROAD MOMENTUM The WP1 expects to have its Expert Group on road Safety at Level Crossing stepping in soon to start dealing with a crucial cumbersome challenge ruling the interaction of two modes and two infrastructures to save lives by upgrading mobility options identify and evaluate key factors leading to unsafe conditions at level crossings, by bridging several factors such as the infrastructure, legislation, user behaviour, management, focusing on risk perception to mould the awareness, education and modelling enforcement. UNECE

9. UNECE ESTABLISHMENT OF A GROUP OF EXPERTS ON SAFETY AT LEVEL CROSSINGS • UNDER THE MANDATE OF THE UNECE InlandTransportCommittee, • a GROUP OF EXPERT willact and rulesaddressingkeyissuesrelated to enhancingsafetyatlevelcrossings • SOUGHT AFTER CROSS ACTION AMONG THE UNECE WP’s -Working Party on Road TrafficSafety (WP.1), the Working Party on Road Transport (SC.1) and the Working Party on RailTransport (SC.2), bodiessuchas the EuropeanRailway Agency, in generalsafetyspecialists from the road and railsectors so as to betterunderstand the issuesatthisintermodalinterface ( in accordance with ToR expertise of l UNECE memberStates, the European Union, Academia and the private sector • ECE/TRANS /WP.1 /2011/6

10. The functions and elements of the system interact each other according to 3 types of installations considered: automatic LC with full barriers half-barriers automatic LC automatic LC with light signals and bells on the road side & St Andrew’s cross Road side protection and road side signals are operated by the following operation mode: passing train (automatic LCs) train control center (automatic LCs) users (private LCs) railway operator (manual LCs) other (without barriers LCs) System definition

11. The system is also characterized by some boundary conditions: number of train per day number of tracks in the LC area maximum speed of the line average LC closure time per train road vehicles traffic pedestrian traffic influenced by the location of the LC in a urban area or not road side visibility of the warning signs and of the signals railway side visibility of the LC area or road-side visibility of the incoming train from the LC area In some conditions aid equipment (e.g. CCTV) to the protection of the LC is required: crossing with barriers at a considerable distance intense heavy road traffic difficult and tortuous road layout obstructions on the normal road vehicle flow, due to crossings or other things System definition

12. The critical scenarios considered after some on site investigations are: investments of pedestrians at LC collision of a train with a vehicle trapped inside a LC with full-barriers collision of a train with a vehicle dodging at a LC with half-barriers Identification of critical scenarios and associated incidents The incidents are identified by the Italian Railway Infrastructure Manager (RFI Spa) in its Safety Database (BDS) Reference period of this study: July 2010 - August 2011

13. Calculation of the frequency of accidents for “Investments of pedestrian at LC” Linear regression model for the estimation of the number of accidents y for a generic LC during a period equivalent to the one related to the study ( 1stattempt): urban/non urban area maxspeed of the railway line avg LC closure time railway side visibility railwaytraffic single/double track total faults/incidents

14. Calculation of the frequency of accidents for “Investments of pedestrian at LC” Linear regression model for the estimation of the number of accidents y for a generic LC during a period equivalent to the one related to the study (1st attempt): urban/non urban area maxspeed of the railway line avg LC closure time railway side visibility railwaytraffic single/double track total faults/incidents notusefulvariables

15. Calculation of the frequency of accidents for “Investments of pedestrian at LC” Linear regression model for the estimation of the number of accidents y [n. accidents/period] (final attempt): maxspeed of the railway line [km/h] urban/non urban area railway side visibility

16. Calculation of the expected damage of accidents It is possible to calculate the damage per event [€/event], considering: • number of fatalities multiplied for the Value of Preventing a Casualty VPC (€ 1.500.000 in Italy) • 10 serious injuries = 1 fatality • 200 minor injuries = 1 fatality • cost of environmental damage • cost of material damage to rolling stock or infrastructure • cost of the delays due to accidents (not available from the databases) It is possible to calculate the technological risk of the event: R [€/period] = F [events/period] x D [€/event]

17. Conclusions • The database was used to search a linear regression model for the prevision of number of accidents in a reference time period with regard to a collision of a train with a vehicle trapped inside a LC with full-barriers • The available database did not allow to obtain results, due to a low number of events in the period considered • The database will be extended in order to check the usability of such a type of model for this critical scenario and for the scenario of a road vehicle dodging at a LC with half barriers