Decree No. 183 / 2015 Coll.
Decree amending Decree No. 376 / 2006 Coll., on the Railway Safety and Rail Traffic Safety System and procedures for the occurrence of rail accidents, as amended by Decree No. 248 / 2010 Coll.
Valid
Order
Effective from 30.07.2015
Text versions:
30.07.2015
27.07.2015
183
DECLARATION
of 16 July 2015
amending Decree No. 376 / 2006 Coll., on a safety system for the operation of railway and rail transport and procedures for the occurrence of accidents on the railway, as amended by Decree No. 248 / 2010 Coll.
The Ministry of Transport provides for the Act No. 266 / 1994 Coll., on Railways, as amended by Act No. 23 / 2000 Coll., Act No. 77 / 2002 Coll., Act No. 103 / 2004 Coll. of Act No. 181 / 2006 Coll., Act No. 227 / 2009 Coll., Act No. 194 / 2010 Coll. and Act No. 134 / 2011 Coll.:
Decree No. 376 / 2006 Coll., on a system of safety of the operation of railway and railway transport and procedures for the occurrence of accidents on the railway, as amended by Decree No. 248 / 2010 Coll., is amended as follows:
1. At the end of footnote 1, the sentence "Commission Directive 2014 / 88 / EU of 9 July 2014 amending Directive 2004 / 49 / EC of the European Parliament and of the Council as regards common safety indicators and common methods for determining the level of damage to accidents' is added.
2. in Articles 4 (1) (b) and 2 (b) and 6 (a), the words "incidents" shall be replaced by "accidents."
3. Annex 4 shall read as follows:
"Annex No 4 to Decree No. 376 / 2006 Coll.
Contents of the inventory of accidents per year...
Subscriber's designation:
The inventory shall contain common safety indicators, which shall be:
I. Accident indicators
1.1 Total and relative (per train kilometre) number of accidents:
(a) a collision of a train with a groove vehicle, i.e. a frontal, rear or lateral collision between the part of the train and that of another train or train;
(b) a collision of a train with an obstacle in the gauge, i.e. a collision between a part of the train and objects firmly or temporarily present on or near the track or a collision with a overhead contact line;
(c) derailment of a train, i.e. where at least one wheel of the train leaves the tracks;
(d) accidents at level crossings and further breakdowns by five types of level crossings as defined in point 6.2;
(e) accidents involving persons involved in a railway vehicle, other than suicides and intentional serious self-injury;
(f) fire or explosion in the groove vehicle;
(g) other accidents not referred to in (a) to (f).
Each accident shall be entered under the inventory under the type of original accident, even if the consequences of the secondary event are more severe, e.g. fire after derailment.
1.2. Total and relative (per train kilometre) number of persons killed and seriously injured according to the following categories:
(a) passengers (with an indication of their share of the total number of passenger and train kilometres in passenger transport) and persons attempting to jump or jump from a moving train shall be considered passengers only for the purposes of the register;
(b) staff or other persons involved in the operation of the runway or railway transport;
(c) level crossing users, i.e. persons using level crossing to cross the railway line by any means of transport or to cross it on foot;
(d) unauthorised persons, i.e. persons whose presence is prohibited in the runway area, except for level crossing users;
(e) other persons on the platform, i.e. persons who are on the platform and who are not listed in points (a) to (d);
(f) persons not referred to in points (a) to (e).
Any person who was immediately killed or died following an accident within 30 days of the accident, except those who committed suicide, shall be considered to have been killed for the purposes of this decree.
For the purposes of this register, a seriously injured person shall mean any injured person in an accident which has been hospitalised for more than 24 hours following an accident, except for the person who attempted suicide.
A train kilometre means a unit of measurement corresponding to the movement of a train over a distance of one kilometre. If known, the distance actually travelled shall be taken into account, otherwise the standard network distance between the starting point and the end point shall be used. Only the distance in the Czech Republic shall be taken into account.
A person-kilometre means a unit of measurement corresponding to the carriage of one passenger by rail over a distance of one kilometre. Only the distance in the Czech Republic shall be taken into account.
II. Indicators concerning dangerous goods
Total and relative (per train kilometre) number of accidents or incidents in the transport of dangerous goods by rail according to the following categories:
(a) an accident or incident involving at least one railway vehicle carrying dangerous goods to be reported under Section 1.8.5 of the Regulations for the international carriage of dangerous goods by rail;
(b) the number of such accidents or incidents where the release of dangerous goods or goods is not permitted under the Regulations on the international carriage of dangerous goods by rail, as amended.
III. Suicide indicators
Total and relative (per train kilometre) number of suicides and intentional serious self-injury.
IV. Indicators relating to the causes of accidents
Total and relative (per train kilometre) number of accidents and their breakdown by the following factors:
(a) the rail refraction, i.e. where the rail is divided into two or more pieces, or the rail from which a piece of metal is separated, thereby creating a gap of more than 50 mm and a depth of more than 10 mm on the rail top;
(b) the deflection of the rail and other track discontinuity, i.e. any failure related to the continuity and geometry of the track, which requires the disabling of the track or an immediate limitation of the permitted speed;
(c) failure of signalling systems, i.e. technical failure of the signalling system on the road or on the train of a vehicle, leading to less restrictive information than required;
(d) passing a signal prohibiting the movement and endangering the permissible movement of another train vehicle;
(e) passing a signal prohibiting driving without endangering the permissible movement of another train vehicle;
(f) wheel refraction in the case of operated grooves, that is to say, wheel refraction causing the risk of an accident (derailment or collision);
(g) axle refraction for operated groove vehicles, i.e. a refraction affecting the axle and creating a risk of accident (derailment or collision).
The following shall be taken to mean the passing of the signal referred to in points (d) and (e):
(aa) track-side light signals or signalling signals prohibiting the movement or signalling of the STAS in the event of a failure of the train protection;
(bb) the end of the safe section of the road defined by the train safety system;
(cc) places notified orally or in writing in accordance with internal rules; or
(dd) other signals (other than signals) or hand signals prohibiting the journey.
All originators shall be identified, whether or not they have been caused by accidents.
No case shall be reported where vehicles without a connected traction unit or train without an operator pass signals prohibiting the journey, or where, for any reason, the warning is not changed to a driving ban in time to stop the train from passing the signal.
V. Indicators for determining the economic impact of accidents
Total and relative costs in EUR (per train kilometre):
(a) the number of deaths and serious injuries multiplied by the value of accident prevention; the accident prevention value consists of:
1. the value of safety determined in accordance with the economic assessment method of willingness to pay for the reduction of the risk of mortality in rail transport;
2. an estimate of the average direct and indirect economic costs of one death or serious injury, consisting of the costs of medical care and rehabilitation of injured persons, the costs of burial and compensation of survivors under the Civil Code, the costs of proceedings, the costs of investigations, the costs of emergency services and insurance related to death or serious injury, and the production losses resulting from the social value of goods and services which could have been produced and provided by the person concerned if the accident had not occurred,
(b) environmental damage costs, which are estimated on the basis of their experience, by the carrier and runway operator to put the damaged area in its condition before the accident;
(c) the cost of material damage to the groove of the vehicle or to the road path associated with the introduction of the groove vehicle or road path into its original state before the accident, including any costs associated with the rental of the groove vehicle by replacement for the vehicle damaged or acquired by a new vehicle or device, if they cannot be repaired; these costs are estimated by carriers and railway operators on the basis of their experience;
(d) the cost of delays due to accidents, i.e. the monetary value of the delays incurred by railway users as a result of accidents. The cost of delays due to accidents is expressed by the sum of the cost of delays of passenger trains and minutes of delays of passenger trains and delays of freight trains and minutes of delays of freight trains.
Data on the economic impact of accidents for the purposes of the accident record list shall be provided by the Railway Authority.
VI. Indicators concerning the technical safety of the runway and its application
6.1. Percentage of lines operated by train safety systems and percentage of train kilometres using on-board systems with a train protection system, where these systems provide:
(a) a warning sign;
(b) warning signs and automatic stop;
(c) warning signal, automatic stop and point control of speed;
(d) the warning signal, automatic stop and continuous speed check.
6.2. Total number of level crossings per kilometre of line and kilometre of track according to the following five types:
(a) level crossing without a safety device marked with warning crosses;
(b) level crossing with a safety device
1. operated by operator,
2. automatic with warning devices without bolts,
3. automatic with warning devices and barriers,
4. automatic with warning devices, barriers and rolling stock, which means a signal or other train protection system enabling the train to continue only when level crossing on the side of the road user is secured and undisturbed. ';
Transitional provision
A summary of the accidents referred to in Annex 4 to this Regulation shall be submitted for the first time for the calendar year 2015.
Efficacy
This Decree shall take effect on 30 July 2015.
Minister:
Ing.
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Regulation Information
| Citation | Decree No. 183 / 2015 Coll., amending Decree No. 376 / 2006 Coll., on the Railway Safety System and Railway Transport and the procedures for the occurrence of accidents on rails, as amended by Decree No. 248 / 2010 Coll. |
|---|---|
| Regulation Type | Order |
| Author | - |
| Collection | Code of Laws |
| Date of Promulgation | 27.07.2015 |
|---|---|
| Effective from | 30.07.2015 |
| Effective until | - |
| Status | Valid |
The regulation text is for informational purposes only.
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