[Zurück]

G. Vasic, G. Kozyr, F. Franklin, A. Zarembski, T. Maly, A. Schöbel, B. Ripke, J. Charlet, B. Lafaix, J. MacKeith, B. Gilmartin, C. Ulianov:
"Report on Derailment Economic Impact Assessment";
Bericht für European Commission within the Seventh Framework Programme; Berichts-Nr. D1.2, 2012; 33 S.

The objective of D-RAIL´s Work Package 1 is to provide a comprehensive review of recent freight derailments, to identify causes leading to these, and to understand the economic and social impact.
The first step was to gather information and conduct a review of project partner countries´ freight train derailments happening in the period 2005-2010. Using this accident data, a Derailment Database has been created to capture several aspects of derailment causes including infrastructure, rolling stock and operation. An overview of data sources and rankings of derailment causes are presented in Deliverable D1.1.
Deliverable D1.2 provides details on the impact of freight derailments, including an assessment of the economic impact. Data sources were European databases EUROSTAT and ERADIS, information from project partners´ databases and information from previous reports, studies and papers.
From the analysis of derailment impact in this deliverable, a number of observations can be made for modelling derailment costs:
. There are 500 derailments per year, of which 7% (35 derailments) involve dangerous goods.
. There are, on average, 2 fatalities per year and 3 serious injuries per year, at costs of 1.5MEuro per fatality and 0.2MEuro per serious injury, so the human cost is 3.6MEuro per year. This is equivalent to a human cost of 7200Euro per derailment.
. Environmental clean-up costs are negligible except in the 7% of derailments involving dangerous goods. If the minimum cost per dangerous goods derailment (250000Euro) is assumed here, this is equivalent to 17500Euro per derailment.
Based on this, the human cost and environmental cost add a fixed cost of 24700Euro per derailment, independent of the type of derailment. However, this is an average value, and could be thought of as, for example, six severe derailments per year, each incurring costs of 2MEuro (rather than 500 derailments per year, each incurring the cost of 24700Euro per derailment).
In data collection, the costs were split into two major groups:
. Direct costs, meaning just railway asset costs of infrastructure and rolling stock that are damaged during or after a derailment.
. Indirect costs, including e.g., disruption cost (delay minutes, etc.), fatalities and injuries costs, legal and litigation costs, third party damage, environmental (could include post-accident clean-up operation, etc.), attendance of emergency services, public dangers (hazardous cargo), loss of cargo and freight.
The data collected in D-RAIL indicates an 80%/20% split of direct costs between infrastructure and rolling stock.
For calculating the total impact in cases where only direct costs are known, the direct cost should be multiplied by a factor - ERA´s cost benefit analysis model gives a factor of 2.5. Data for the USA indicate this factor to be 1.8 - 2. Analysis of the data provided by infrastructure managers in the D-RAIL project suggests that this factor may be much lower (only 1.33) but likely varies considerably between countries.