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Partnerships to reduceimported risk
Aidan NelsonInternational Railway Safety ConferenceDenver, October 8th, 2008
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Daily individual fatalities
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Public behaviour has potentiallycatastrophic consequences
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On Britain’s railways….
Staff are assaulted, perhaps, every couple of hoursSuicide is a near daily experienceAn adult trespasser dies weeklyRoad vehicles are struck on level crossings twice a
monthPerhaps monthly, a pedestrian is killed on a level
crossingRoad vehicle occupants are killed on level
crossings several times a yearA child dies trespassing once or twice each yearAnd, perhaps once a decade, passengers and on-
train staff are killed when a road vehicle is struck by a train
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Why is there a problem?
Railways divide communitiesAuthorised crossing points are limitedDevelopment creates desire lines that are
not satisfied by authorised crossing pointsRailway lands are a destination for play
and criminal activitySocietal predilection for the short cut, anti-
social behaviour and crimeWe all think we are invincible when
driving!
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Why a partnership approach?
The underlying causes of these issues all originate in the wider community
In Britain, transport providers have a statutory duty to work with agencies to address wider community safety issues
Rail-only approaches have limited impact on risks and effects on:Rail servicesCustomer satisfactionRail industry [and other agency] costs of
negative public behaviourFeeds back to consumers and tax payers
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The rise of community safety
A concept from the early 1990sHolistic, multi-agency approach covering
situational and social dimensionsQuality of life as well as crime reductionSix elements crucial to multi-agency crime
reduction work:structure, leadership, information, identity,
durability and resourcesAn early initiative “safer cities” had limited
rail involvement
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Local priorities
Central to community safety concept is role of local communities in setting local priorities for action
Legislation in late 1990s began to enshrine principle of local multi-agency approach
Railway boundary is an artificial divide that has constrained thinking in:Rail businessesThe wider communityPublic agencies tasked with addressing
community safety risks including highway safety
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External to rail developments
Legislation in 1998 required local authorities and police to work together: develop a strategy lead development of multi-agency approaches to
identified local prioritiesNew Crime and Disorder Reduction
Partnerships (CDRPs) did not exclude the railway But not recognised by an insular rail sector
Many CDRPs ignored the issues – often the same – that sat inside the railway boundary
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Engaging transport providers
Legislation in 2002 specifically referenced the role of transport providers
Six years on, only limited recognition of obligations placed on rail businesses
Where engagement is occurring the British Transport Police (BTP) is generally the catalyst
But, engaging with all CDRPs would swamp BTP and rail businesses
Need for rail to:Prioritise on the basis of industry “black spots”Think as one at local level
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Neighbourhood policing
Rolled out nationally by 2008Local communities identify issues
Then tackle together with police, public service providers and other partners
BTP are included - good progress in developing neighbourhood policing teams
National arrangements can now be seen as having fully embraced the railway environment
However, the reciprocal is not yet universal
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Rail CDRPs
Emerged because of lack of industry buy-in to broader community safety concept
Pilot rail CDRPs now operational on the national network with BTP engaging rail businesses as partners
Too early to determine community safety benefits from this approachBut - where rail CDRPs are in place a greater
common ground between BTP and rail businesses More effective local tasking
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Transport for London (TfL)
TfL has embraced national model Routinely considers impact of decisions on crime,
disorder and wider community safetyThis feeds through to doing all that it reasonably
can to prevent: crime (including trespass) and disorder substance misuseanti-social behaviour
Community safety strategy and supporting plan follow the national model
An exemplar approach for main-line rail to consider
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Islands of good practice
Adopt-a-station schemesDiversionary tactics like No Messin!Teaching Zone
But no new developments in two yearsTeachers looking elsewhereBusinesses more inclined to go-it-alone
School visits programmeRestorative justice initiativesCDRP engagement; e.g. Safer Leeds partnershipPilot Road – Rail Partnership Groups
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Safer roads
Principle of partnership adopted at county levelToo often focused on photo-enforcement?Transport for London see as in scope of their
community safety strategyEstablish road – rail partnership sub-groups
However, many in the roads sector see level crossings as purely a rail sector issue
But, decisions to abuse level crossings start on the public highway
Enable, Engineer, Educate, Enforce [Evaluate]
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Headline statistics
Road deaths (2006, source ETSC): France 4,709 / 75 per million population Germany 5,091 / 62 per million population United Kingdom 3,300 / 57 per million population Sweden 445 / 49 per million population Netherlands 730 / 45 per million population
Level crossing deaths ( 2004-5, source ERA): Sweden 14 / 1.54 per million population Netherlands 18 / 1.11 per million population France
38 / 0.61 per million population Germany 45 / 0.55 per million population United Kingdom 7 / 0.12 per million population
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A rail perspectiveCollisions with road vehicles on level crossings
are at or close to being the top train accident risk on railways worldwide
Profile of this issue rises as railways reduce the risks within their direct control
Level crossing risks are shared between the interfacing modes but too often seen as a railway risk
Catastrophic accidents at level crossings in Great Britain: Hixon (1968), Lockington (1984) and Ufton Nervet (2004)
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A roads perspectiveCollisions with road vehicles on level crossings
are near the bottom of the risk on the country’s roads
Profile of this issue will remain low as the numbers killed on the roads is so high
Level crossing risks may be shared between the interfacing modes but they are predominately a railway risk
In the four years since a train occupant died in a level crossing accident 12,000 have died on the roads
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Schizophrenic attitudes
We’re a rich country, we can afford to make our railways totally safe
I’m invincible when behind the wheel of my carA train driver ran a red light: disgustingA car driver ran a red light: we all do it, don’t
we?3,500 killed on the roads: minor newsOne passenger killed in a train accident: front
page news for days
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The challenge:Coalitions of the willing
National drive + local response In Europe opportunity for multi-national drive
Players: Department for Transport Rail / highways / Planning authorities Accident investigation bodies Local and railway police Commercial operators of road vehicles / farmers Professional & amateur road vehicle drivers Road vehicle and driver licensing authorities Cyclists / Pedestrians / Mobility impaired Suppliers / researchers / innovators Responsible media and advertisers
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Patagonia to the UK