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Belgian Safety Authority AnnuAl RepoRt

2012

Department for Railway Safety and Interoperability

(FPS Mobility and Transport)

Rue du Progrès 56

1210 BRUSSELS

www.mobilit.belgium.be

Department for railway Safety anD interoperability

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pReFACe 5

1. Scope of the report 6

2. Summary 7

IntRoDuCtIon 9

1. Introduction to the report 10

2. Railway infrastructure information (Annex A) 10

3. Summary - General trend analysis 10

oRGAnISAtIon 13

1. Introduction to the organisation 14

2. organisation chart (Annex B) 17

DeVelopMentS In RAIlWAY SAFetY 19

1. Initiatives to improve safety performance 20

2. Detailed data trend analysis 21

3. Results of safety recommendations 24

IMpoRtAnt CHAnGeS In leGISlAtIon AnD ReGulAtIonS 27

DeVelopMent oF SAFetY CeRtIFICAtIon AnD AutHoRISAtIonS 33

1. national legislation : starting dates and validity period 34

2. numerical data (Annex e) 34

3. procedural aspects 35

SupeRVISIon oF RAIlWAY unDeRtAKInGS AnD InFRAStRuCtuRe MAnAGeRS 39

RepoRtInG on tHe ApplICAtIon oF tHe CSM on RISK eVAluAtIon 49

SAFetY AutHoRItY ConCluSIonS - pRIoRItIeS 51

plACInG Into SeRVICe 53

SouRCeS oF InFoRMAtIon 59

AnneXeS 61

AnneX A : Information on the Belgian railway sector 62 AnneX B : organisational structure of the Safety Authority 70 AnneX C : Common Safety Indicators - data and definitions used 71 AnneX D : Important changes in legislation and regulations 85 AnneX e : Development of safety certification and authorisations 94

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5Department for railway Safety anD interoperability

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pReFACe1. Scope of the report

p. 6

2. Summary p. 7

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A 1. Scope of the report

this report describes the activities of the Belgian national Safety Authority in 2012. It was written by the Department for Railway Safety and Interoperability (DRSI).

the DRSI falls under the responsibility of the Minister in charge of railway transport. the Royal Decree of 22 June 2011 designated the DRSI as national Safety Authority (nSA). the DRSI has been assigned duties outlined in Article 16 of the Railway Safety Directive 2004/49/eC. these duties are :

• Authorising the bringing into service of structural subsystems• Verifying the conformity of interoperability constituents in relation to the essential require-

ments of the Directive 2008/57/eC.• Authorising the bringing into service of new or substantially altered rolling stock which is not

yet covered by a technical Specification for Interoperability (tSI)• Issuing, renewing, adapting and revoking of pertinent elements for safety certificates and

safety authorisations and checking that conditions and requirements for these have been met and that the activities of the infrastructure managers and railway undertakings comply with requirements foreseen by Community or national legislation

• Developing and verifying the regulatory framework for safety, including the system of national safety rules

• Checking that rolling stock is duly registered and that information relating to safety in the national register is correct and kept up-to-date

As well as these activities, the DRSI is also the recognised authority for likewise the competent authority, as foreseen in the Directive 2007/59/eC, for the certification of drivers of locomotives and trains on the Community’s railway system.

this report complies with Article 18 of the Railway Safety Directive. It is based on the european Railway Agency’s guide and includes all the items indicated in Article 18 of the Railway Safety Directive.


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Based on the recommendations of the Buizingen Commission and the european Railway Agency, in 2012 the DRSI reinforced its technical competencies with the arrival of new colleagues as per the personnel plan 2012. the DRSI has also reinforced its structure by bringing in a new unit dedicated to supervision. once the personnel plan 2013 has been implemented, the DRSI should be able to carry out all of its duties. In addition to authorisation, it should be increasingly able to monitor the correct application of rules and processes recorded in the safety management system.

Also in 2012, the DRSI has reinforced its position in the Belgian railway sector by the continuation of the initiative started in 2011, which involved organising safety consultation meetings several times a year. these meetings not only allow the DRSI and the FpS to inform the sector of new initiatives such as adaptations of regulation, but also allows the DRSI and organisations present during these consul-tation meetings, to exchange views on safety topics of interest to them. In order to improve this safety dialogue, at the end of 2012, the DRSI charged eurogroup Consulting with the task of analysing how the structure and content of these meetings could be improved, by not only taking into account these coordination meetings already taking place between actors in the Belgian railway sector, but also by looking at how this type of dialogue is organised in neighbouring countries.

the trend analysis of different safety indicators shows a slight improvement overall in safety performance on the Belgian network. level crossing accidents and their tragic consequences remain the predominant element in the total number of fatalities. the number of signals passed at danger is continuing to go down, reflecting the effort made with the deployment of tBl1+. two indicators relating to incidents (braking of rails and buckling of the tracks) have slightly increased and should be given the necessary attention by the infrastructure manager and the DRSI.

At the end of 2012, there were 15 railway undertakings operating on the Belgian railway network, under a safety certificate delivered by the DRSI according to the Directive 2004/49/eC. Since november 2012, the DRSI has delivered european licences for train drivers according to the Directive 2007/59/eC. In 2012, the DRSI acknowledged 4 training centres according to the Directive 2007/59/eC, of which one was limited to the training of staff of a railway undertaking.

In 2012, the DRSI also issued numerous authorisations for installation on the ground as well as on board. these authorisations involved amongst others, the introduction of the etCS command control system version 2.3 0d on l36 and certain sections of corridor 2.

98 Department for railway Safety anD interoperability

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IntRoDuCtIon

1. Introduction to the report p. 10

2. Railway infrastructure information (Annex A) p. 10

3. Summary - General trend analysis p. 10

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1. Introduction to the report

the present report gives information on developments in railway safety in Belgium, based on common safety indicators, changes to legislation and regulations relating to railway safety, developments in safety certificates and authorisations and on the experiences of the infrastructure manager and railway undertakings in the area of supervision.

the DRSI will provide a copy of the present annual report to the european Railway Agency. It will be available, in Dutch and in French, on the website of the Federal public Service Mobility and transport (www.mobilit.belgium.be).

the DRSI shall also have a printed version made up for limited distribution to those concerned.

2. Railway infrastructure information (Annex A)

Map of the networkInfrabel, the Belgian infrastructure manager, has provided network maps included in Annex A. the data on railway infrastructure and the number of train kilometres is also courtesy of Infrabel.

Comment : Lines where there are double tracks were counted twice.

List of railway undertakings and infrastructure managersthe list of railway undertakings and infrastructure managers with a safety certificate or authorisa-tion valid on 31 December 2012 is also found in Annex A.

3. Summary - General trend analysis

the general analysis of safety indicators shows that accidents at level crossings and the resulting consequences are, in terms of fatalities, the largest contributors to the safety level achieved by the railway system in Belgium. even though it was not, in the majority of cases, a direct result of the railway system, awareness-raising activities, removal and modernisation of level crossings is being carried out by the infrastructure manager to reduce the risk at level crossings.the accelerated implementation of the tBl1+ system, as well as a reinforced coordination between railway undertakings and the infrastructure manager to analyse cases of signals passed at danger, is beginning to be reflected in the figures relating to these. In relation to indicators on incidents, which are potential causes of accidents, particular attention should be paid to buckling of the tracks, the number of which has increased for the third year running.

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cause identified following the investigation by the Investigation Body after the accident at Godinne. Carrying out the recommendations should allow the indicator to be returned to the mean level of previous years.

In 2012, the DRSI issued 1 Belgian part A safety certificate and 9 part B safety certificates (modifica-tions and renewals included), and certified 1 new railway undertaking for the Belgian network. no safety certificates were revoked or restricted due to serious violations. As in previous years, a single railway undertaking has provided the vast majority of freight transport.

In the context of the transposition of Directive 2007/59/eC (rules already transposed intoBelgian legislation) and the harmonisation of train driver competence approval, the Register of Complementary Certificates (CCR) and the national Register of train Driving licences (nlR) were designed and operational at the start of 2012. In April the Safety Authority received the first request for a european licence for train drivers. this licence was issued on 1 May 2012. Meanwhile in the following period, from May to December 2012, 1193 european licences weredistributed. this means that on 31/12/2012, around 20% of Belgian train drivers were inpossession of a european licence.

the DRSI proposed a simplification of the legal procedure, equal status for the approval of a psycho-medical centre in another Member State in the context of medical examinations and occupational psychological exams, required for certification of train personnel.

the DRSI provided 4 approvals for training centres with a view to the provision of training services to train drivers, required for the issuing of the european licence for train drivers and the additional complementary certificates. this involved a private training centre exclusively aimed at the private sector, two training centres in connection with a railway undertaking for the training of their own personnel but also aimed at the private sector, and one training centre for a railway undertaking exclusively for its own personnel. In this way the free access to train driver training is ensured, for all types of training and in the three national languages.


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oRGAnISAtIon

1. Introduction to the organisation

p. 14

2. organisation chart (Annex B)

p. 17

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1. Introduction to the organisation

the DRSI began operating as the Belgian Safety Authority on 2 February 2007. At this time it was a part of the Federal public Service Mobility and transport. under the Royal Decree of 22 June 2011, Article 3, the management (director and assistant director) of the DRSI was placed under the direct authority of the Minister for Mobility.

pursuant to the law of 19 December 2006 on railway operational safety, the DRSI has been assi-gned duties under Article 16 of the Directive 2004/49/eC on safety on the Community’s railways. this law has been amended following transposition of the Directive 2007/59/eC on certification of train drivers ; the duties which are delegated to the competent authority according to this Directive, have been allocated to the DRSI.

the tasks of the DRSI were extended following transposition of the Directive 2008/57/eC on the interoperability of the railway system within the Community and the implementing Decrees of the aforementioned laws, which have added a certain number of duties.

Article 12 of the law of 19 December 2006 also gives the DRSI responsibility for verifying rolling stock braking systems, as foreseen in Chapter II of the Royal Decree of 15 September 1976 on the transport police for passengers by tram, pre-metro, metro, bus and coach).

the DRSI gives technical support to the Belgian representation during the meetings of the Railway Interoperability and Safety Committee (Article 29 of the Directive 2008/57/eC on the interopera-bility of the railway system within the Community) and takes part in the working groups of the european Commission, the eRA and the otIF (Intergovernmental organisation for International Carriage by Rail) in the area of safety, interoperability and dangerous goods transport.

the legislation in force, confirmed by the recommendations of the BuIZInGen Commission and the audit carried out by the european Railway Agency, emphasises that the DRSI must be able to completely fulfil its role of national Safety Authority in terms of being an supervision body.

to be able to efficiently meet these recommendations, supervision activities were centralised within a new unit since 01/01/2012.

the year 2012 is to be considered as a year of transition which has allowed :

- the “Supervision” unit to take on supervision and inspection duties carried out previously by the “Safety” unit ;

- preparation for integration within the “Supervision” unit of supervision and inspection duties previously carried out by the “Infrastructure” and “Rolling Stock” units.

on 31 December 2012, the DRSI was composed of 32 Full time equivalents. experts carry out various technical tasks and receive administrative support.

on 31 December 2012 the DRSI was organised as follows :

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the director is responsible for the general management, external communication and various reports. He’s also the immediate superior of all DRSI personnel. they represent the Safety Authority to all national and international organisations, in particular the european Railway Agency and the european Railway Interoperability and Safety Committee (RISC). the management is also responsible for, in consultation with the authorities, setting the national safety level to be achieved, as well as developing the national framework for regulations in the area of safety. the management is also responsible for proposing the introduction of administrative penalties.

Administrative and legal support unit (head of unit and 6 co-workers).

Main tasks :

- All the administrative tasks of the nSA ;- preparation of the personnel plan, competence profiles and training programmes ;- preparation of the budget as well as keeping track of the in- and outgoing invoices and

payments ;- preparation of all publications, such as the annual report, the website, and other official

publications ;- provision of legal support in the application of national and european rules ;- organisation of the railway operational safety consultation meetings with the railway industry ;- publication of process descriptions ; the units concerned are responsible for preparing these

process descriptions.

Certification and Recognition Unit (head of unit and 5 co-workers).

Main duties :

- Issuing, renewing, adapting, and revoking of safety certificates for railway undertakings ;- Issuing, renewing, adapting and revoking the national train driver’s licence and the national

certificate for train conductors according to the second railway package ;- Issuing, renewing, adapting, and revoking the european licence according to the third railway

package ;- Issuing, renewing, adapting and revoking recognition of training centres for drivers and

examiners according to the third railway package ;- Issuing ; renewing, adapting and revoking recognition of centres for professional psychological

examinations and medical examinations for on-board personnel ;- Keep registers up-to-date for the certification of railway undertakings and train drivers (at a

european level) as well as the recognition of centres ;- Monitor the safety policy of railway undertakings as well as the national safety level based on

the common indicators and trend analysis by the investigation body ;

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- Monitor measures taken following recommendations by the investigation body for accidents and incidents ;

- participate in working groups of the european Railway Agency on the common methods for risk evaluation, the conformity check for safety certificates, the recognition of exam centres and examiners, certification and criteria for on-board personnel, safety reports and regulations.

Infrastructure Unit (1 head of unit and 5 co-workers)

Main tasks :

- Authorisation for entry into service of subsystems for infrastructure, energy, control, command and signalling (track part) ;

- Supervising the application of safety rules by the infrastructure manager concerning develop-ments and maintenance carried out and implementing the timetable ;

- participating in the drawing up of national rules as well as the national additions to the technical Specification for Interoperability for infrastructure subsystems ;

- Check that the interoperability components meet conformity requirements ;- Supervision of publishing and updating of the infrastructure register ;- participation in working groups of the european Railway Agency on the subsystems for infrastruc-

ture, energy, and control, command and signalling.

Rolling Stock Unit (head of unit and 5 co-workers).

Main duties :

- Authorisation for the placing into service of subsystems for rolling stock and railway vehicles ;- transfer of information to the european Railway Agency for inclusion in eRAtV (european Register for

Authorised Vehicle types) ;- Check that interoperability components meet essential requirements ;- Respond to questions from the sector with regard to regulations that apply to rolling stock and RID ;- Cooperation with the Safety Authorities in neighbouring countries ;- Supervision of the use of rolling stock by infrastructure users and the maintenance by entities in

charge of maintenance ;- participating in the drawing up of national rules and national additions to the technical Specification

for Interoperability for subsystems for rolling stock ; - Developing a data bank and organising the national rules with a view to mutual recognition, as

described in the Interoperability Directive ;- Keep the national Vehicle Register up-to-date (nVR) according to common specifications, attributing

an alphanumerical code for vehicles, collecting and updating the nVR, preparing to link-up with the virtual european data bank ;

- Act as the national representative for VKM (the identifying mark of the vehicle holder) ;- Representing Belgium in international meetings organised by the otIF and the european Commission

concerning carriage of dangerous goods by rail ;


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- transposition and application of international regulations on the international carriage of dangerous goods, carrying out checks and preparing accident reports ;

- Supervising braking tests of tram and underground train carriages ;- Supervising compliance with the special safety regulations regarding the carriage of dangerous goods

by rail ;- Inspecting the use of all types of railway stock on the railway network ;- Supervising entities in charge of maintenance, following the correct application of the rules, as well as

the organisation and carrying out of maintenance ;- participating in the working groups of the european Railway Agency on all types of rolling stock,

mutual recognition, the european Register of Authorised Vehicle types (eRAtV) and electromagnetic compatibility (eMC).

Supervision Unit (1 head of unit and 5 co-workers)

Main duties :

- Continued monitoring of the railway network safety level taking into account all sources of available information ;

- Carrying out audits and inspections in relation to the safety regulations or authorisations issued by the DRSI, certificates, approvals and new systems, in the conditions that allowed them to be accorded ;

- Carrying out inspections designed to check the conformity of a process, subsystem or a service with the reference requirements for railway safety ;

- Draw up a supervision plan ; - look for synergies with the Investigation Body in the following domains :

· follow-up and recording in real-time of incidents affecting the safety level ;· analysis of pertinent elements recorded in the accident reports by the infrastructure

manager and railway undertakings ;- Anticipate preparing national rules for safety personnel as well as national additions to the

technical Specification for Interoperability for the operational subsystem ;- Formulating consent on the operational rules drawn up by the infrastructure manager and

managing communication on the national regulation plan ;- participating in working groups of the european Railway Agency on supervision activities.

2. organisation chart (Annex B)

Annex B

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DeVelopMentS In RAIlWAY SAFetY

1. Initiatives to improve safety performance p. 20

2. Detailed data trend analysis

p. 21

3. Results of safety recommendations

p. 24

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1. Initiatives to improve safety performance

Table D.1.1

Safety meaSureS after accidentS/accident triggerS

Accidents/precursors triggering measuresSafety measures taken

Date Place Description of the event

none none none none

Table D.1.2

Safety meaSureS reSulting from other trigger elementS

Safety measure taken Description of trigger element

none none

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2. Detailed data trend analysis

CSI-data (Annex C)

1. Safety indicators relating to accidents :

1.1. The safety indicator for the number of accidents has dropped for the third year in a row. The majority of accidents are at level crossings or involving people, caused by a train in motion. It is important to note however that the number of collisions has increased and that the number of accidents to persons caused by trains in motion has decreased significantly.

1.2. The safety indicator for the number of fatalities and injuries shows a general decrease in the number of fatalities and injuries following the same trend as the indicator for the number of accidents. It is important to note however that the vast majority of fatalities occur at level crossings.

2. Safety indicators for dangerous goods :

The safety indicator for dangerous goods has increased following the accidents at Godinne and Tintigny. These accidents did not result in the release of dangerous materials.

3. Safety indicators for suicides :

The absolute figures for the number of fatalities by suicide has stabilised to the 2011 level but remains very high.

4. Safety indicators for accident triggers :

The global indicator for the number of incidents is stable.The indicator for SPAD has noticeably reduced while indicators for buckled tracks and for faults affecting safety linked to signalling has increased.

5. Safety indicators for the financial impact :

Indicators for the financial impact are proving to be very volatile.

6. Safety indicators for technical safety :

These indicators reflect the intensive deployment of the TBL1+ on the network.

7. Safety indicators for the management of safety :

The percentage of the number of internal audits carried out in comparison with the number of planned audits has increased.

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Comments

until 2009, the historical definitions of the former SnCB/nMBS were used for defining safety indicators. these were based on the data from SnCB/nMBS-Holding. In the Royal Decree of 5 July 2010, the Investigation Body was made responsible firstly for recording information about accidents and incidents in a database, and secondly for trend analysis.

the Safety Authority has been receiving statistics from the Investigation Body since 2010. the safety indicators are based on instructions from Annex I updated from the Directive on railway safety. As far as possible, these statistics are corrected in the database from the annual reports by the infrastructure manager and railway undertakings. the accident costs are only those which are linked to serious accidents.

the tragic accident in Buizingen has made a considerable impact on the figures for 2010 and therefore weighs heavily on the conclusions of the trend analysis for the five subsequent years. As indicated in point 3 and Appendix 2 of the Decision 2009/460/eC of 5 June 2009 for the adoption of a common safety method to assess the achievement of safety targets and as mentioned in Article 6 of the Directive 2004/49/eC of the european parliament and of the Council, it is better to not include a tragic accident such as Buizingen in a trend analysis. the comments provided hereun-der are based on assessment of the CSI and also on the absolute figures provided in Annex C 2.

As well as new common and more precise definitions, the Directive 2009/149/eC also imposes methods for calculating the financial impact of accidents. the indicators of the last three years, of which the new definition is very different to the historical definition or the eurostat definition, give differing results in comparison with previous years. Concerning the indicators on the economic impact of accidents, a new notion has been introduced, namely the ‘Value of preventing a Casualty’ or ‘VpC’. A trend analysis over the last five years is therefore not representative and is not a part of this annual report.

the number of collisions increased in 2012 to 3. these 3 collisions are the accidents at Godinne, tintigny and Duffel. these 3 accidents are the subject of investigations by the Investigation Body (IB). At this stage, no common cause for these 3 accidents has been identified. the DRSI will follow up the implementation of the recommendations made by the IB in relation to these 3 collisions.

over two thirds of fatalities reported by the CSI involve accidents at level crossings. For the vast majority, these accidents are not due to the railway system as such, but are due to the carelessness of third parties. Actions for the removal and redevelopment of level crossings, as well as aware-ness-raising of level crossing users, are in process by the infrastructure manager, so as to reverse the trend.

the number of suicides and suicide attempts is stable at the level of 2011 but still high. the infrastructure manager, Infrabel, has put together a working group specifically for the preparation of measures and to take part in the european research project ReStRAIl (Reduction of Suicides and trespasses on RAIlway property).


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the number of SpADs is reducing year upon year following intensive deployment of the tBl1+ on the network as well as following the establishment of working groups during which railway undertakings, Infrabel and the DRSI actively work together.

the indicator for buckled tracks is continuing to increase. this increase is to due to the subsidence of the track-bed, track lifting after interventions with tamping machines or from aggressive stock. even though the number of broken tracks has slightly increased, it remains below the objective set by Infrabel. the development of indicators for these two types of incident will be closely followed by the DRSI.

A major increase (factor 6 from 2 to 12) has been registered for the indicator relating to false signalling information. this increase is mainly due to contact relays which were molten following overvoltage near the crocodiles of the high-voltage line of the power unit involved in the accident at Godinne. the DRSI will make sure that the recommendations made by the Investigation Body are put in place so that this phenomenon can no longer reasonably occur.

Generally speaking, the number of audits carried out by undertakings seems relatively low. the DRSI will closely examine this point in the coming years so as to check that the cycle illustrated by the Deming wheel (plan Do Check Act) is effectively implemented and applied and that all undertakings are registered in a continuing improvement cycle for safety via use of their safety management system.

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3. Results of safety recommendations

the recommendations for safety are the proposals the Investigation Body (IB) formulates following its accident investigations and which are intended to improve the safety of the railway system.

these recommendations are intended for the various actors in the railway sector. It falls to the DRSI to ensure the operational monitoring given to these recommendations by the actors concerned.

the process put in place by the IB for preparation of its investigation reports foresees regular meetings with the actors concerned by the accident under investigation.

So as to correctly understand the recommendations, the DRSI now participates in these meetings and has, for each open investigation, nominated a person as contact point for the IB.

the IB has, in May 2012, finalised its investigation report on the accident in Buizingen.

As mentioned by the IB in its annual report, the actors concerned by this accident have taken measures corresponding to all the recommendations made by the IB. Certain measures are comple-ted, but certain others, more in the long term, are still on going.

All measures taken by the SnCB/nMBS and Infrabel in response to the IB recommendations are presented in the IB annual report.

In all of these measures, it is important to note the actions plans implemented by the SnCB/nMBS and Infrabel for the deployment of the tBl1+ systems and etCS for the systematic analysis of the circumstances surrounding the passing of red lights at danger as well as raising awareness of considering human factors.

In 2012, the DRSI has, for its part, as indicated in the recommendation R1.2 of the IB report, emphasised to the Rus, many times during the different consultation meetings, their responsibili-ties and on the importance of installing the tBl1+ system.

the DRSI, in close collaboration with the services concerned of the FpS Mobility and transport, is also monitoring etCS deployment.

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IMpoRtAnt CHAnGeS In leGISlAtIon AnD ReGulAtIonS

the main regulatory changes concerning the DRSI that took place in 2012 involved, on the one hand, the financing of the DRSI and its imposition of administrative fines, and, on the other hand, the updating of regulations that the DRSI is responsible for enforcing.

Concerning the financing of the Safety Authority :

Changes to regulations on functioning and financingArticle 33/1 of the law of 19 December 2006 stipulates that the King sets the annual amount payable by the infrastructure manager and railway undertakings for monitoring of railway transport safety and the development of regulations by the Safety Authority. the fee to be paid by the infrastructure manager and the railway undertakings was set at euR 4,900,000 for the calendar year 2012 by the Royal Decree of 27 March 2012 amending the Royal Decree of 13 June 2010 setting the amount of the fee payable by the holder of a safety authorisation and by holders of a part B safety certificate using the Belgian railway network as a contribution to the inspection costs of the Safety Authority for the safety of railway transport and the development of regulations.

Concerning the establishment of administrative fines :

Royal Decree establishing administrative finesIn 2011, the law of 19 December 2006 on railway operational safety was amended by the law of 28 December 2011 amending the law of 19 December 2006 on railway operational safety, with a view to establishing administrative fines, so as to allow the Safety Authority to impose administrative sanctions when it identifies violations to provisions in the aforementioned law of 19 December 2006. the law of 28 December 2011 had also provided that the King defines, by Decree deliberated in the Council of Ministers, the violations to the Decrees executing the law of 19 December 2006 that will be sanctioned by an administrative penalty.

In 2012, the King exercised this competence by adopting the Royal Decree of 26 May 2012 on execution of the law of 28 December 2011 amending the law of 19 December 2006 on railway operational safety, with a view to establishing administrative fines. this Royal Decree provides for administrative fines for violations to the Royal Decree of the 16 January 2007 on safety requirements and procedures applicable to the railway infrastructure manager and railway undertakings, the Royal Decree of 16 January 2007 setting certain rules on the investigations into railway accidents and incidents, the Royal Decree of 13 March 2007 on the procedure for consent by the railway safety authority and the publication of national railway safety rules, the Ministerial Decree of 9 June 2009 on the adoption of specifications for safety personnel, the Royal Decree of 13 november 2009 adopting the targets and methods for national railway safety, the Ministerial Decree of 30 July 2010 on adoption of requirements applicable to rolling stock for the use of train paths, and the Royal Decree of 22 June 2011 on the train driver’s licence and the licence and certificate register.


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the Law of 19 December 2006 on railway operational safetyArticle 13/1 of the law of 19 December 2006 provides for an agent of the Safety Authority holding an identity card, the format of which is determined by the King, in its Article 13/1, inserted by the aforementioned law of 28 December 2011, in view of being able to carry out inspections for the preparation of a report recording a violation to the law of 19 December 2006 or to its executing Decrees liable for an administrative fine.

this format appears in the Annex to the Royal Decree of the 13 July 2012 on determining the format of the identity card under Article 13/1 of the law of 19 December 2006 on railway opera-tional safety.

Concerning the updating of regulations that the DRSI checks the application of

Royal Decree of 17 February 2012 on amendments to scientific and technical progress of the regulations on the carriage of dangerous goods by road or by the railwaysthis Royal Decree has modified the Royal Decree of 29 June 2003 on the training of drivers of transport units carrying dangerous goods other than radioactive materials by road, the Royal Decree of 5 July 2006 on the designation as well as professional qualification of advisers in safety for carriage by road, by rail or waterway of dangerous goods and the Royal Decree of 28 June 2009 on the carriage of dangerous goods by road or railway, with the exception of explosive and radioac-tive materials, so that they conform to the Commission Directive 2010/61/eu of 2 September 2010 being the first amendment to the scientific and technical progress of the Annexes to the Directive 2008/68/eC of the european parliament and of the Council on domestic transport of dangerous goods.

Royal Decree of 3 August 2012 amending the Royal Decree of 16 January 2007 on safety authorisations, to the safety certificate and in the annual safety report, the Royal Decree of 13 November 2009 adopting the objectives and methods for natio-nal railway safety and the Royal Decree of 12 September 2011 on the provision of training services to train drivers and the recognition of training centresthis Royal Decree has amended the Royal Decree of 16 January 2007 on safety authorisations, the safety certificate and annual safety report so as to withdraw the Belgian format of the part A and B safety certificates, made unnecessary by the adoption of the Regulation 653/2007 of the Commission of 13 June 20071, amended by the Regulation (eu) no 445/2011 of the Commission of 10 May 2011, which determined the format of these documents.

1 on the use of a common european format for the safety certificates and for application documents, pursuant to Article 10 of the Directive 2004/49/eC of the european parliament and of the Council, and on the validity of safety certificates issued under the Directive 2001/14/eC of the european parliament and of the Council

the Royal Decree of 13 november 2009 adopting the objectives and methods for national railway safety was amended to replace the terms «reference value for safety» with the terms «national indicator for the safety level». this amendment is intended to avoid confusion between the national indicators established by the Royal Decree of 13 november 2009 and the national reference values defined by a Decision 2009/460/eC of the Commission of 5 June 2009 on the adoption of a common safety method to assess the achievement of safety targets, pursuant to Article 6 of Directive 2004/49/eC of the european parliament and the Council, being a reference measure indicating, for the Member State concerned, the maximum acceptable level for a railway risk category. the difference between the two concepts is clearly that the Decision relates globally to the national reference values in view of communicating them to the european union, while the Royal Decree refers to the reference values for safety specific to each railway undertaking and to the Belgian infrastructure manager. the amendment of terms used in the Royal Decree of the 13 november 2009 aims to make this terminological difference clearer.

Finally, amendment of the Royal Decree of 12 September 2011 on the provision of training services to train drivers and the recognition of training centres is aimed at training centres approved for trai-ning courses under the old national system for national certificates for train drivers, as long as this issuing conforms to the phasing application for the european reform of the train driver’s licence in Article 60 of the law of 19 December 2006. More concretely, expiry of the authorisation accorded to training bodies for train drivers under the old Royal Decree of 18 January 2008 on the provision of training services to train drivers and on-board personnel, is coupled with the implementation in phases of title II, new chapter V (certification of train drivers), of the law of 19 December 2006 on railway operational safety.


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DeVelopMent oF SAFetY CeRtIFICAtIon AnD AutHoRISAtIonS

1. national legislation : starting dates and validity period

p. 34

2. numerical data (Annex e)

p. 34

3. procedural aspects

p. 35

3534

1. national legislation : starting dates and validity period

1.1. Starting date for issuing Safety Authorisations according to Article 10 of Directive 2004/49/eC (part A and part B)

The starting date is the date the Railway Operational Safety Act came into force, or 2 February 2007

1.2. Starting date for issuing Safety Authorisations according to Article 11 of Directive 2004/49/eC

The starting date is the date the Railway Operational Safety Act came into force, or 2 February 2007

1.3. national safety rules or other relevant national legislation made available to railway underta-kings and infrastructure managers.

The national safety rules are officially published in the Belgian Official Journal. They can be consulted at any time on the website of the Federal Public Service Mobility and Transport, under the heading «railway transport/professionals/safety rules».

The national rules on railway operational safety are published on a secure website by the infrastructure manager (INFRABEL). Railway Undertakings and applicants can access this website via www.railaccess.be.

2. numerical data (Annex e)

Annex e

F

F


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F 3. Procedural aspects

3.1. Safety Certificates Part A

3.1.1. Reason for update/change to part A certificates (change of service, scale of the traffic, size of the company, etc.) :In 2012, there were no amendments or changes to a Part A safety certificate.

3.1.2. Main reasons for the average part A certificate issuing time (limited to those mentioned in Annex e and after receiving required information) being longer than the 4 months called for in Article 12(1) of the Directive on railway safety.Not applicable

3.1.3. overview of applications made by other national Safety Authorities to check/obtain information concerning a railway undertaking’s part A certificate which has been certified in their home country but which requires a part B certificate in another Member State.Not applicable

3.1.4. Summary of the inherent problems with mutual acceptance of the part A certificate valid across the Community.Not applicable

3.1.5. Fee payable to the DRSI for the issuing of a part A certificate :EUR 5,000 per Part A certificate (indexed according to Article 33 (3) of the Law of 19/12/2006 on railway operational safety).

3.1.6. Summary of problems inherent with the use of harmonised formats for part A certificates, particularly for type categories and scale of the service.Not applicable

3.1.7. Summary of difficulties/problems frequently encountered by the DRSI in the context of application procedures for part A certificates.Many certificates had been issued before the publication of the European Regulation 1158/2010/EC and the guides from ERA on safety management systems. This means that, in the context of renewals, the safety management system of railway undertakings should be reviewed quite significantly which leads to a workload fairly important for the National Safety Authority.

3736

3.1.8. Summary of problems raised by railway undertakings when requesting a part A certificate.Not applicable

3.1.9. Feedback procedure (e.g. questionnaire) allowing railway undertakings to comment on the procedures/practices for issuing or registering complaints.Not applicable

3.2. Part B safety certificates

3.2.1. Reason for update/amendment of part B certificates (change of service type, scale of traffic, lines to be operated on, type of rolling stock, category of personnel on board, etc.) : - change and/or extension to the type of rolling stock used ;- amendment linked to changes to legal provisions ;- extension of the number of lines and/or language region operated in.

3.2.2. Main reasons for the average waiting time for issuing of part B certificates (limited to those mentioned in Annex e and after receiving the required information) being longer than the 4 months prescribed by Article 12(1) of the Directive on safety.Not applicable

3.2.3. Fee payable to the DRSI for the issuing of a part B certificate : EUR 2,000 or 10,000 per Part B certificate (indexed according to Article 33 (3) of the law

on 19/12/2006 on railway operational safety).

3.2.4. Summary of problems inherent with the use of harmonised formats for part B certificates, particularly for type categories and scale of service.

Not applicable

3.2.5. Summary of difficulties/problems frequently encountered by the DRSI in the context of application procedures for part B certificates.

Idem 3.1.7.

3.2.6. Summary of problems raised by railway undertakings when requesting a part B certificate. Not applicable

3.2.7. Feedback procedure (eg questionnaire) allowing railway undertakings to comment on the procedures/practices for issuing or registering complaints.

Not applicable


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3.3.1. Reason for update/modification of safety authorisations.No cases in 2012

3.3.2. Main reasons for a waiting time over the 4 months prescribed by Article 12, paragraph 1 of the Railway Safety Directive for the issuing of safety authorisations (only those in Annex e and after receiving all required information)No cases in 2012

3.3.3. Summary of problems/difficulties frequently encountered with requests for safety authorisation.No cases in 2012

3.3.4. Summary of problems raised by the infrastructure managers when requesting safety authorisations.No cases in 2012

3.3.5. Feedback procedure (e.g. questionnaire) allowing the infrastructure manager to comment on the procedures/practices on issuing authorisations or recording complaints.No cases in 2012

3.3.6. Fee received by the DRSI for the issuing of safety authorisations. No cases in 2012


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SupeRVISIon oF RAIlWAY unDeRtAKInGS AnD InFRAStRuCtuRe MAnAGeRS

4140

1. Supervision of Railway Undertakings and Infrastructure Managers

1.1. Audits/Inspections/Supervisionlists

the legislation in force, confirmed by the recommendations of the Buizingen Commission and the audit carried out by the european Railway Agency, emphasises the fact that the Department for Railway Safety and Interoperability (DRSI) should be able to fully carry out its role of national Safety Authority in terms of being an supervision body.

this involves the following supervisory activities in particular :

- carrying out inspections and audits ;

- on-going supervision of railway network safety level, taking into account all sources of available information.

to be able to efficiently implement these recommendations, it was decided to centralise these activities within a new unit.

this unit, known as «Supervision», is responsible for :

- carrying out audits and inspections in relation to safety regulations or authorisations issued by the DRSI, certificates, approvals and new systems, in the conditions that have allowed them to be allocated ;

- carrying out of inspections designed to check the conformity of a process, a subsystem or a service with the requirements of railway safety reference systems ;

- preparing a Supervision plan and adapting it if necessary.

the Supervision unit has been partially ensuring this duty since 01/01/2012.

the year 2012 has been a transition year allowing :

- the Supervision unit to take on supervision activities and inspections carried out previously by the Safety unit ;

- preparation for supervision and inspection activities carried out by the Infrastructure and Stock units to be integrated into the DRSI supervision strategy.

the implementation of this new policy in terms of supervision was explained in two documents written by the DRSI :

- Strategy for supervision - plan 2012 ;

- Supervision - tasks attributed to Rolling stock and Infrastructure units.


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1.2. Pointsforattention

1.2.1. Certification activities :- on the subject of safety authorisation of the infrastructure manager, part A safety

certificates of the railway undertakings :

Measures for managing risks linked to operating as a railway undertaking or infrastructure manager

2010/1158/EU Annex II, A

2010/1169/EU Annex II, A

Risk management for provision of maintenance services and stock

2010/1158/EU Annex II, B

2010/1169/EU Annex II, B

Risk management linked to use of contractors and supplier inspection

2010/1158/EU Annex II, C

2010/1169/EU Annex II, C

Evaluation methods and procedures for risks and implementation of measures for risk management each time a change in operational conditions or the introduction of new equipment creates new risks for the infrastructure or operations

2010/1158/EU Annex II, M

2010/1169/EU Annex II, M

Risks from activities external to the railway system 2010/1158/EU

Annex II, D2010/1169/EUAnnex II, D

Documentation for the safety management system 2010/1158/EU

Annex II, E

2010/1169/EU

Annex II, E

Allocation of competencies 2010/1158/EU

Annex II, F2010/1169/EUAnnex II, F

Ensure supervision by the management at the different levels

2010/1158/EUAnnex II, G

2010/1169/EU Annex II, G

Ensure constant improvement 2010/1158/EU

Annex II, I 2010/1169/EU

Annex II, I

Provisions for a regular internal audit of the safety management system

2010/1158/EU Annex II, S

2010/1169/EU Annex II, S

4342

- on the subject of inspections linked to safety authorisation of the infrastructure manager and safety certificates, part A and B of the railway undertakings :

part A and safety authorisation :

Participation of the workforce and its representatives at all levels

2010/1158/EU Annex II, H

2010/1169/EU Annex II, H

Safety policy approved by the director general of the organisation and communicated to all personnel

2010/1158/EU Annex II, J

2010/1169/EU Annex II, J

Implementation of training programmes for personnel and systems allowing competencies to be checked and ensure tasks are carried out

2010/1158/EU Annex II, N

2010/1169/EU Annex II, N

Provisions guaranteeing sufficient information, within the organisation and, where applicable, between organisations operating on the same infrastructure

2010/1158/EU Annex II, O

2010/1169/EU Annex II, O

part B :

Respect for rules specific to the network in the area of workforce competence

2010/1158/EU Annex III, B

1.2.2. Activities for safety rules :

• on the subject of inspections linked to the safety rules for the infrastructure manager and railway undertakings, the priority has been given to respecting communication rules, monito-ring of manoeuvring services and to requirements unique to passenger trains, these last two points only involving railway undertakings ;


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rity • For inspections of historic stock :

Certificate of recognitionMD of 26/07/2007 on adoption of specifications for tourist

traffic with historic stock on the railway infrastructure - Annex : 3.1

Insurance MD of 26/07/2007 on adoption of specifications for tourist


Technical fileMD of 26/07/2007 on adoption of specifications for tourist


Safety personnelMD of 26/07/2007 on adoption of specifications for tourist

traffic with historic stock on the railway infrastructure - Annex : 4

Personnel informationMD of 26/07/2007 on adoption of specifications for tourist


Usage contractMD of 26/07/2007 on adoption of specifications for tourist


• on the subject of controls, priority has been given to safety roles other than drivers and conductors as well as the structure of freight trains. our controls in previous years have shown that violations by drivers and conductors are relatively infrequent and we have consequently reduced our inspections in these areas. the activity relating to RID controls and of the technical condition of wagons has remained unchanged in relation to previous years.

4544

2. Description of the handling of legal aspects in the annual reports of infrastructure managers and railway undertakings - annual reports made available prior to 30 June (according to Article 9, paragraph 4 of the Railway Safety Directive)

the DRSI has received the annual report by the infrastructure manager (Infrabel) and by the following railway undertakings :

Company Date of receipt of report

1 Infrabel 28/06/2013

2 NMBS N.V. 24/06/2013

3 Eurostar International Ltd 28/06/2013

4 SNCF 27/06/2013

5 Crossrail Benelux N.V. 08/07/2013

6 Trainsport N.V. 28/06/2013

7 DB Schenker Rail Nederland N.V. 20/06/2013

8 CapTrain Belgium N.V. 26/06/2013

9 ERS Railways B.V. 01/07/2013

10 Euro Cargo Rail S.A.S. 28/06/2013

11 Rotterdam Rail Feeding B.V. 20/06/2013

12 Railtraxx B.V.B.A. 26/06/2013

13 NMBS Logistics N.V. 28/06/2013

14 Rurtalbahn Benelux B.V. 22/07/2013

15 Europorte France S.A.S. 27/06/2013

16 PKP Cargo 21/06/2013

to encourage railway undertakings and the infrastructure manager to submit their annual report in time (by the 30 June of each year), the failure to or partial failure to carry out this action has been included in the planned list of administrative penalties. the DRSI tended to consult with railway undertakings that failed to or belatedly submitted their 2012 annual reports, and provided feed-back on this, so that in a later phase this issue can become part of the administrative penalties. the actions of the DRSI have effectively resulted in the annual safety reports being submitted on time, by all railway undertakings (14 reports were received on time and the remaining two were received with a slight delay of a few days), and secondly the railway undertakings submitted to the Safety Authority the missing elements from the annual reports in 2011, together with the annual safety report in 2012.


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rity 3. Number of inspections of RUs/IMs and training centres for 2012

During the establishment of the 2012 plan, we have foreseen a certain number of inspections and monitoring.

these planned activities have not all been carried out for the following reasons :

• the recruitment of staff has been delayed ;• the training needs of staff newly recruited have required major human resources.

INSPECTIONSSafety Certificates

(Part A) issuedSafety Certificates

(Part B) issued

Safety authorisations

issued

Number of inspections

Planned 3 2 4

Unplanned 0 0 0

Carried out 2 1 2

CONTROLS Safety rules Number of wagons

Number of controls of RUs/IM for 2012

Planned 104 940

Unplanned 0 0

Carried out 58 968

STOCK CONTROLSTechnical

condition of wagons

RIDNVR conformity/

marking

Number of controls of RUs/IM for 2012

Planned 400 360 180

Unplanned 0 0 0

Carried out 411 368 189

CONTROLS tram braking systems

Number of controls for 2012 Carried out upon request 28

4746

4. Number of audits of the infrastructure manager and railway undertakings in 2012

the planned audits should be carried out with the help of an external consultant in the framework of a public contract procedure.

the audit in relation to the safety authorisation has been subject to allocation, but carrying out has had to be interrupted following problems during its implementation.

the audit in relation to part A safety certificates has been pushed back until the following year due a lack of competent personnel, internally, that could vouch for the implementa-tion of the public contract procedure and ensure follow-up.

AUDITS

Safety Certificates

(Part A) issued

Safety Certificates

(Part B) issued

Safety authorisations

issued

Other activi-ties

Number of audits of

RUs/IM for 2012

Planned 1 0 1 0

Carried out 0 0 0 0

5. Summary of measures/corrective actions (modification, revoke, suspension, major warning, etc.) linked to safety following audits/inspections

Corrective measures have been requested from the undertakings concerned, but nothing that justifies binding actions from the DRSI.

the warning on the necessity to comply with Regulations 1158/2010 and 1169/2010 was communicated to the undertakings concerned during inspections.


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ger concerning railway undertakings and the conditions stipulated in the certificate Part A/B

none

7. Brief summary/description of complaints by railway undertakings concerning the infrastructure manager and on the conditions stipula-ted in their approval

none


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RepoRtInG on tHe ApplICAtIon oF tHe CSM on RISK eVAluAtIon

the official Journal of the european union of 29/04/2009 published Regulation eC 352/2009 on the adoption of a common safety method on risk evaluation and assessment under Article 6, paragraph 3, point a), of Directive 2004/49/eC of the european parliament and of the Council.

Article 10 of Regulation eC 352/2009 stipulates that it enters into force the day after its publication in the official Journal of the european union, or 30/04/2009 and that it applies from 01/07/2012 and from 19/07/2010 for major changes concerning structural subsystems.

In 2012, Infrabel, the infrastructure manager, applied CSM relating to the evaluation of risks to prove safety integration on 3 authorisations for placing into service. Concerning the rolling stock, 4 applicants for an authorisation for placing into service have applied the CSM on risk evaluation for demonstrating on 7 occasions the safe integration for 4 vehicle types representing a fleet of 224 units.

the entries in connection with the application of CSMs for risk evaluation and assessment in the annual reports is limited to the reports of two Rus and that of the IM.

these Rus emphasize the fact that there were no applications in 2012 and that they have deve-loped a system for applying CSMs. they have focused mainly on the development of procedures and training of their staff in order to correctly apply these in the future.

the report of the IM Infrabel is more extensive in this area and shows exactly where the require-ments of the Regulation were applied for bringing into service (see previous paragraph), and for changes of an operational and organizational nature, namely nine cases. In three specific cases Infrabel has carried out an independent assessment of the implementation of the CSM’s.


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SAFetY AutHoRItY ConCluSIonS - pRIoRItIeS

I

2012 allowed the DRSI to reinforce its organisation and structure by establishing a supervision unit. In the future, its duties in auditing and inspection should allow the DRSI, aside from its activities in certification and authorisation, to reinforce its daily monitoring of railway undertakings in the appli-cation of its safety management systems, as well as respecting all the rules which are imposed on them. Following the approval of the personnel plan for 2012 and in agreement with the RD of 22 June 2011, the DRSI was able to reinforce, for the final time, its technical competence through the additional personnel seconded from the SnCB/nMBS group. A career development plan should from now on be followed to ensure that the technical expertise of the DRSI is maintained.

Several times a year, consultation meetings bring together all actors in the Belgian railway sector, allowing the DRSI to gradually take its place in the Belgian railway landscape. this will happen via a reinforcement of the activities of the DRSI in these supervision activities that will allow, together with other DRSI activities, to give the DRSI a more strategic role.

the trend analysis of safety indicators identifies the major impact in terms of the social consequences of level crossing accidents. the intensive deployment of the tBl1+ on the network as well as the reinforced coordination between railway undertakings, the infrastructure manager and the DRSI in the analysis of signals passed at danger is clearly reflected in the SpAD indicator.

the infrastructure manager and the DRSI should pay particular attention to buckling of the tracks, which have increased for the third year in a row.

In 2012 the competent services had not released a final conclusion concerning the tragic accident in Buizingen on 15 February 2010 and the report from the Investigation Body had been published. As a result, recommendations and measures have been outlined to avoid dangerous and tragic accidents in the future. over the next few months, the DRSI will regularly monitor the implemen-tation of these recommendations by the undertakings concerned.

the train driver’s Directive indicates the DRSI as competent authority and the preparation of tasks and activities linked to this were reported in 2012.


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plACInG Into SeRVICe

J

5554

the authorisations for placing into service of structural subsystems for infrastructure delivered in 2012 are summarized in the table below.

Name of the project

SubsystemAuthorisation

n°Authorisation

categoryDescription

L36N INFBE 61 2012

0001Upgrade

Line speed for rolling stock equipped with cab signalling

up to 200 km/h

L36N ENEBE 62 2012

0001Upgrade

Line speed for rolling stock equipped with cab signalling

up to 200 km/h

L36/L36C CCSBE 63 2012

0001Upgrade

ETCS level 1 on conventional line superimposed on lateral

signalling system

L36N CCSBE 63 2012

0002Upgrade

ETCS level 1 on high speed line (up to 200 km/h)

superimposed on lateral signalling system

Diabolo [L36C] INFBE 61 2012

0002New line

Infrastructure works and tracks

Diabolo [L36C] ENEBE 62 2012

0002New line Energy supply system

Diabolo [L36C] CCSBE 63 2012

0004New line

ETCS level 1 superimposed on lateral signalling system

Diabolo [L25N] INFBE 61 2012

0003New line

Infrastructure works and tracks

Diabolo [L25N] ENEBE 62 2012

0003New line Energy supply system

Diabolo [L25N] CCSBE 63 2012

0003New line

ETCS level 1 superimposed on lateral signalling system

Corridor C (PP01)

CCSBE 63 2012

0005Upgrade

Placing of ETCS level 1 on conventional network in

superimposition with lateral signalling system


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rity the authorisations for placing into service of rolling stock delivered in 2012 are summarized in the

table hereunder.

Authorisation for type of vehicles

Vehicle category

Authorisation n°Authorisation

categoryDescription

AM08, version single voltage

3kV

Fixed formation

BE 51 2011 0014Upgrade/Renewal

New SW v1.0.0, mixed multiple units, automatic break test

AM08, version dual voltage 3kV/25kV

Fixed formation

BE 51 2012 0001 FirstPartially TSI conform :

TSI CCS, TSI Noise

AGC BiBi trans-border B-F

Fixed formation

BE 51 2012 0002 First No TSI evaluation


3kV

Fixed formation


ETCS L1 allowed (under certain conditions)

JT42CWRM series 864 (Class 66

D-B-F)Locomotive BE 51 2011 0015

Upgrade/Renewal

Addition of 2 locomotives

AM08, version dual voltage 3kV/25kV

Fixed formation


New SW v1.1.1


3kV

Fixed formation


New SW v1.1.1

TRAXX F140MS version KF (D-A-B-NL)

Locomotive BE 51 2008 0004Upgrade/Renewal

New SW 6D, 7, 7A

Thalys PBAFixed

formationBE 51 2011 0016

Upgrade/Renewal

New SW Bi-standard v7.2.4.5 and et

circulation on lines 25N and 36C/2

GM66 with ETCS Locomotive BE 51 2012 0003Upgrade/Renewal

Integration of ETCS

Eurolok 4000 type II versions

B-F/D-B-FLocomotive BE 51 2012 0004

Upgrade/Renewal

Addition of variant B-F

ES64U4-H (HLE18 SNCB)


New SW D2.3, D2.4, E

5756

Thalys PBKAFixed


Upgrade/Renewal

New SW Bi-standard v7.2.4.5 and et

circulation on lines 25N and 36C/2

ES64U4-H1 (HLE19 SNCB)


Addition of automatic coupler “GF” to HLE18

ICE3M series 406Fixed


Upgrade/Renewal

Extension of autho-risation of non-inte-

grated ETCS train sets ; different SW patches

V250 FyraFixed

formationBE 51 2012 0007 First

Partially TSI conform : TSI CCS, TSI ENE, TSI RST

TRAXX F140MS version KL

(D-B-F)Locomotive BE 51 2009 0005

Upgrade/Renewal

New SW 7, 7A

AGC BiBi trans-border B-F

Fixed formation


Multiple unit and circulation on line 75A

Rilmms (3514G2)

Wagon BE 53 2012 0001Upgrade/Renewal

Modification of Shimms (3614D0)

Laaers version 1215, 1215A,

1215LWagon

BE 53 2012 0002 BE 53 2012 0003

FirstFully TSI conform: TSI

Wagons, TSI Noise

Crane wagonSpecial vehicles


Modification of RIV wagon

MFS100 Material conveyor and hopper unit

Special vehicles


EM202 railcar for ETCS testing

Special vehicles


Winding/unwin-ding wagon

Special vehicles


Grinding train RR48M (RR48M4

et RR48M7)

Special vehicles



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- publications in the Belgian official Journal (see point e of this annual report)- Internal information from the various DRSI departments- Annual reports from the infrastructure manager and railway undertakings

(see list under the point G.2 of this annual report)- Reports from the Investigation Body (IB)

SouRCeS oF InFoRMAtIon


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AnneXeS

ANNEX A : Information on the Belgian railway sector

p. 62

ANNEX B : organisational structure of the Safety Authority

p. 70

ANNEX C : Common safety indicators

p. 71

ANNEX D : Important changes in legislation and regulations

p. 85

ANNEX E : Development of safety certification and authorisation - numerical data

p. 94

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ANNEX A : Information on the Belgian railway sector

1. Network map


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2. List of of Railway Undertakings and Infrastructure Managers

2.1. Infrastructure manager (on 31 December 2012)

Name : Infrabel

Address : 2, place Marcel Broodthaers, B-1060 Brussels

Website : www.infrabel.be

Safety authorisation Be 21 2008 001

Valid : from 22 May 2008 till 21 May 2013

Start of commercial activity : 1 January 2005

Total length of railway line/gap : 6.344km

Length of railway line in electric traction/voltage : 25kV : 834km, 15kV : 10km, 3kV : 4,880km

Total length of double railway line/single : double : 5,608km, single : 736km

Total length of HSL 427km (HSl = High-speed line (within the definition of 96/48/eC))

ATP equipment used : tBl2,

Number of LC : 1,879 (ln = level crossing)

Number of signals : -

2.2. Railway Undertakings (on 31 December 2012)

a. Passenger transport

Name : NMBS – Nationale Maatschappij der Belgische Spoorwegen N.V.

SNCB – Société Nationale des Chemins de fer Belges S.A.

Adress : 40, avenue de la porte de Hal, B-1060 Brussels

Website : www.nmbs.be - www.sncb.be

Safety certificate A : Be 11 2011 0001

Valid : from 30 June 2011 till 29 June 2014

Safety certificate B : Be 12 2012 0008

Valid : from 30 november 2012 till 12 May 2015


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Name : Eurostar International Ltd

Address : times House Bravingtons Walk 5, uK – n1 9AW london

Website : www.eurostar.com

Safety certificate A : uK 11 2009 0083

Valid : from 1 September 2010 till 18 April 2012


Valid : from 18 August 2010 till 17 August 2013

b. Goods transports

Name NMBS – Nationale Maatschappij der Belgische Spoorwegen N.V. SNCB – Société Nationale des Chemins de fer Belges S.A.

Address : 40, avenue de la porte de Hal, B-1060 Bruxelles

Website : www.nmbs.be - www.sncb.be




Valid : from 30 november 2012 till 12 May 2015

Name : SNCF – Société Nationale des Chemins de fer Français E.P.I.C.

Address : 34, Rue de Commandant Mouchotte, FR-75699 paris cedex 14

Website : www.sncf.com

Safety certificate A : FR 11 2009 0021

Valid : from 4 December 2009 till 28 June 2012


Valid : from 8 April 2011 till 7 April 2014

6766

Nom : Crossrail Benelux N.V.

Address : luchthavenlei 7A, B-2100 Deurne

Website : www.crossrail.ch


Valid : from 20 october 2011 till 19 october 2014


Valid : from 20 January 2011 till 9 January 2015

Name : Trainsport N.V.

Address : transcontinentaalweg 4, B-2030 Antwerpen

Website : www.trainsport.com


Valid : from 30 September 2011 till 29 September 2014


Valid : from 17 october 2012 till 15 January 2015

Name : DB Schenker Rail Nederland N.V.

Address : Moreelsepark 1, nl-3511 ep utrecht

Website : www.rail.dbschenker.nl

Safety certificate A : nl 11 2009 2130

Valid : from 15 november 2007 till 16 november 2012




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Name : CapTrain Belgium N.V.

Address : Hof ter lo 7, bus 5, B-2140 Borgerhout

Website : www.captrain.be


Valid : from 14 August 2012 till 13 August 2015


Valid : from 4 December 2012 till 3 December 2015

Name : ERS Railways B.V.

Address : Albert plesmanweg 61 k-l, nl-3088 GB Rotterdam

Website : www.ersrail.com


Valid : from 16 December 2008 till 29 March 2010


Valid : from 2 March 2010 to 1 March 2013

Name : Euro Cargo Rail S.A.S.

Address : 25-29, place de la Madeleine, FR-75008 paris

Website : www.eurocargorail.com


Valid : from 30 September 2010 till 30 September 2015


Valid : from 5 January 2012 till 31 May 2013

6968

Name : Rotterdam Rail Feeding B.V.

Address : europaweg 855, nl-3199 lD Rotterdam

Webiste : www.railfeeding.nl




Valid : from 2 november 2011 till 15 August 2013

Name : Railtraxx B.V.B.A.

Address : Van Geertstraat 81, B-2140 Antwerpen

Website : www.railtraxx.com





Name : NMBS Logistics N.V. SNCB Logistics S.A.

Address : Avenue Albert II 37, B-1030 Schaerbeek

Website : www.b-rail.be


Valid : from 10 December 2010 till 30 August 2013



Name : Rurtalbahn Benelux B.V.

Address : Albert plesmanweg 121-141, nl-3088 GC Rotterdam

Website : www.rurtalbahn.nl






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Name : Europorte France S.A.S.

Address : tour de lille, 60 Boulevard de turin CS 30004,FR-59777 lille

Website : www.europorte.com


Valid : from 4 november 2010 till 26 november 2011


Valid : from 13 July 2011 till 12 July 2014

Name : PKP Cargo N.V.

Address : ul Grojecka 17, 02-21 Warzawa, polen

Website : www.pkp-cargo.pl

Safety certificate A : pl 11 2009 0001




7170

ANNEX B : Organisational structure of the Safety Authority

1. Internal structure

2. Relationship with other national authoritiesIn the area of rail transport, there are services and organisations that are the responsibility of the Minister for public enterprise or the Minister for Mobility, and services that FpS Mobility and transport is responsible for.

Competence of the Minister for Mobility • the investigation body for railway accidents and incidents• the Regulatory Service for Railway transport and Brussels Airport operations• national Safety Authority - Department for Railway Safety and Interoperability (DRSI)• Mediation service for railway passengers

Competence of FPS Mobility and Transport• public service enterprises and railway policy

Competence of the Minister for Public Enterprise• the Advisory Committee of users of the SnCB/nMBS Group


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1. CSI data

1.1.Viewofallindicators

2008 : values for 20082009 : average values for 2008 and 20092010 : average values for 2008, 2009 and 20102011 : average values for 2008, 2009, 2010 and 20112012 : average values for 2008, 2009, 2010, 2011 and 2012

0,0

0,5

1,0

1,5

2,0

2,5

2008 2009 2010 2011 2012 total 2,37E+00 1,93E+00 1,42E+00 1,19E+00 1,02E+00

Total n° of accidents /(mln train*km)

0,00

0,05

0,10

0,15

0,20

0,25

0,30

2008 2009 2010 2011 2012 total 2,26E-‐01 1,95E-‐01 2,46E-‐01 2,51E-‐01 2,37E-‐01

Total n° of fatali+es /(mln train*km)

0,0

0,3

0,6

0,9

1,2

2008 2009 2010 2011 2012 total 8,92E-‐01 5,38E-‐01 9,85E-‐01 7,93E-‐01 6,62E-‐01

Total n° of injuries /(mln train*km)

0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5

2008 2009 2010 2011 2012 total 4,09E+00 2,59E+00 2,32E+00 2,13E+00 2,04E+00

Total n° of precursors /(mln train*km)

0,0

0,1

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 9,34E-‐03 7,74E-‐02

Total costs in mln € /(mln train*km)

7372


0,0

0,2

0,4

0,6

0,8

1,0

1,2

2008 2009 2010 2011 2012 total 1,01E+00 6,79E-‐01 4,69E-‐01 3,52E-‐01 2,88E-‐01

N° collisions /(mln train*km)

0,0

0,2

0,4

0,6

0,8

1,0

1,2

2008 2009 2010 2011 2012 total 1,01E+00 6,79E-‐01 4,69E-‐01 3,52E-‐01 2,88E-‐01

N° collisions /(mln train*km)

0,00

0,05

0,10

0,15

0,20

0,25

0,30

0,35

2008 2009 2010 2011 2012 total 2,69E-‐01 3,08E-‐01 2,52E-‐01 2,68E-‐01 2,38E-‐01

N° accidents to persons caused by RS in mo5on /(mln train*km)

0,00

0,05

0,10

0,15

0,20

0,25

0,30

0,35

2008 2009 2010 2011 2012 total 2,26E-‐01 3,22E-‐01 2,21E-‐01 1,73E-‐01 1,43E-‐01

N° derailments /(mln train*km)

0,00

0,05

0,10

0,15

0,20

0,25

0,30

2008 2009 2010 2011 2012 total 2,58E-‐01 1,60E-‐01 1,06E-‐01 7,98E-‐02 6,59E-‐02

N° fires in RS /(mln train*km)

0,000

0,100

0,200

0,300

0,400

0,500

0,600

0,700

2008 2009 2010 2011 2012 total 6,02E-‐01 4,59E-‐01 3,66E-‐01 3,14E-‐01 2,87E-‐01

N° Level crossing accidents /(mln train*km)

0,000

0,001

0,002

0,003

0,004

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 3,31E-‐03 2,48E-‐03 1,99E-‐03

N° others /(mln train*km)

1.2.Accidentsbytype


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0,00

0,01

0,02

0,03

0,04

0,05

0,06

0,07

0,08

2008 2009 2010 2011 2012 total 2,15E-‐02 2,10E-‐02 7,36E-‐02 5,52E-‐02 4,41E-‐02

N° fatali)es -‐ passengers /(mln train*km)

0,00

0,03

0,06

0,09

0,12

0,15

2008 2009 2010 2011 2012 total 1,08E-‐01 9,46E-‐02 8,95E-‐02 8,69E-‐02 9,57E-‐02

N° fatali)es -‐ level crossing users /(mln train*km)

0,0000

0,0001

0,0002

0,0003

0,0004

0,0005

0,0006

0,0007

0,0008

2008 2009 2010 2011 2012 total 1,92E-‐04 1,91E-‐04 7,00E-‐04 5,25E-‐04 4,20E-‐04

N° fatali)es -‐ passengers /(bln passenger*km)

0,00 0,01 0,02 0,03 0,04 0,05 0,06 0,07 0,08 0,09 0,10

2008 2009 2010 2011 2012 total 8,60E-‐02 6,85E-‐02 6,22E-‐02 8,37E-‐02 7,30E-‐02

N° fatali)es -‐ unauthorised persons /(mln train*km)

0,000

0,005

0,010

0,015

0,020

2008 2009 2010 2011 2012 total 1,08E-‐02 1,05E-‐02 1,36E-‐02 1,51E-‐02 1,41E-‐02

N° fatali)es -‐ employees /(mln train*km)

0,000

0,005

0,010

0,015

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 6,62E-‐03 9,90E-‐03 9,94E-‐03

N° fatali)es -‐ others /(mln train*km)

1.3.Deathspercategoryofperson

7574

1.4.Injuriesbycategoryofperson


0,0

0,2

0,4

0,6

0,8

2008 2009 2010 2011 2012 total 3,87E-‐01 2,45E-‐01 7,29E-‐01 5,54E-‐01 4,46E-‐01

N° injuries -‐ passengers /(mln train*km)

0,00

0,05

0,10

0,15

0,20

2008 2009 2010 2011 2012 total 1,72E-‐01 1,17E-‐01 1,08E-‐01 1,03E-‐01 9,24E-‐02

N° injuries -‐ level crossing users /(mln train*km)

0,000

0,002

0,004

0,006

0,008

2008 2009 2010 2011 2012 total 3,46E-‐03 2,21E-‐03 6,90E-‐03 5,26E-‐03 4,23E-‐03

N° injuries -‐ passengers /(bln passenger*km)

0,00

0,01

0,02

0,03

0,04

2008 2009 2010 2011 2012 total 2,15E-‐02 1,59E-‐02 2,38E-‐02 2,77E-‐02 3,23E-‐02

N° injuries -‐ unauthorised persons /(mln train*km)

0,00

0,05

0,10

0,15

0,20

0,25

0,30

0,35

2008 2009 2010 2011 2012 total 3,01E-‐01 1,56E-‐01 1,17E-‐01 9,02E-‐02 7,82E-‐02

N° injuries -‐ employees /(mln train*km)

0,00

0,02

2008 2009 2010 2011 2012 total 1,08E-‐02 5,38E-‐03 6,90E-‐03 1,75E-‐02 1,40E-‐02

N° injuries -‐ others /(mln train*km)


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1.5.Precursorsofaccidents

0,0

0,5

1,0

1,5

2,0

2,5

3,0

3,5

2008 2009 2010 2011 2012 total 3,02E+00 1,66E+00 1,33E+00 1,11E+00 9,92E-‐01

N° of broken rails /(mln train*km)

0,0

0,2

0,4

0,6

0,8

1,0

1,2

2008 2009 2010 2011 2012 total 1,04E+00 9,04E-‐01 9,47E-‐01 9,35E-‐01 8,99E-‐01

N° of signals passed at danger /(mln train*km)

0,000 0,012 0,024 0,036 0,048 0,060 0,072 0,084 0,096 0,108 0,120

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 1,66E-‐02 6,43E-‐02 1,04E-‐01

N° of track buckles /(mln train*km)

0,000 0,001 0,002 0,003 0,004 0,005 0,006 0,007 0,008 0,009 0,010 0,011 0,012

2008 2009 2010 2011 2012 total 1,08E-‐02 5,38E-‐03 3,58E-‐03 2,69E-‐03 2,15E-‐03

N° of broken wheels on rolling stock in service /(mln train*km)

0,000 0,003 0,006 0,009 0,012 0,015 0,018 0,021 0,024 0,027 0,030 0,033 0,036 0,039 0,042

2008 2009 2010 2011 2012 total 1,08E-‐02 1,56E-‐02 1,70E-‐02 1,77E-‐02 3,83E-‐02

N° of wrong-‐side signaling failures /(mln train*km)

0,000

0,002

0,004

0,006

0,008

0,010

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 0,00E+00 0,00E+00

N° of broken axles on rolling stock in service /(mln train*km)

7776

1.6.Costofallaccidents,numberofhoursofworklostbytheworkforceandcontrac-torsduetoaccidents


0,000

0,002

0,004

0,006

0,008

0,010

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 0,00E+00 5,94E-‐02

Costs of deaths in mln € /(mln train*km)

0,000

0,002

0,004

0,006

0,008

0,010

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 0,00E+00 8,88E-‐04

Costs of delays, disturbance & re-‐rou5ng of traffic, incl. extra costs for staff & loss of

future revenue in mln € /(mln train*km)

0,000

0,002

0,004

0,006

0,008

0,010

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 0,00E+00 7,02E-‐03

Costs of injuries in mln € /(mln train*km)

0,000

0,002

0,004

0,006

0,008

0,010

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 0,00E+00 0,00E+00

N° of working hours (mln) of staff and contractors lost as a consequence of

accidents/N° of working hours (mln) of staff and contractors

0,000

0,002

0,004

0,006

0,008

0,010

2008 2009 2010 2011 2012 total 0,00E+00 0,00E+00 0,00E+00 0,00E+00 2,56E-‐03

Costs of replacement or repair of damaged rolling stock and railway installa5ons in

mln € /(mln train*km)


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2008 2009 2010 2011 2012 ATP without TBL1+ 5,50% 6,70% 6,70% 6,70% 9,20%

TBL1+ 0,00% 10,60% 17,50% 26,00% 34,10%

ATP including TBL1+ 5,50% 17,30% 24,20% 32,70% 43,30%

0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

Percentage of tracks with Automa4c Train Protec4on (ATP) in opera4on

1.7.Technicalinfrastructuresafetyanditsimplementation,safetymanagement


1 Important note about the percentage of tracks with automatic protection (Automatic train protection system) in opera-tion : the published number of 9,2% seems little but does not include all systems installed. Separate to the classification of tBl1+ as Atp or not, the DRSI cannot ignore the contribution that deployment on the ground and on-board has made to the reduction of the SpAD. Consequently, the DRSI has decided to improve the chart, giving the percentage of tracks equipped with an Atp and giving the 3 pieces of information below.

1. Atp without tBl1+

2. tBl1+

3. Atp including tBl+

For this annual report 2012, a similar approach could not be implemented for the indicator on the percentage of trains with Atp and tBl1 + because the data had not been requested to eF. this information will be presented in the annual report 2013.

1

0,00

0,05

0,10

0,15

0,20

0,25

0,30

0,35

2008 2009 2010 2011 2012 total 3,07E-‐01 2,98E-‐01 3,00E-‐01 2,96E-‐01 2,88E-‐01

Total number of level crossings per track Km

0%

1%

2%

3%

4%

5%

2008 2009 2010 2011 2012 total 3,87% 4,23% 4,23% 4,23%

Percentage of Train*Km using opera4onal ATP systems

0%

20%

40%

60%

80%

100%

2008 2009 2010 2011 2012 total 81,00% 82,00% 82,00% 84,89% 85,62%

Percentage of level crossings with automa4c or manual protec4on

7978


0

500

1.000

1.500

2.000

2.500

2008 2009 2010 2011 2012 total 1929 1913 1902 1879 1857

Total number of level crossings

0%

20%

40%

60%

80%

100%

2008 2009 2010 2011 2012 total 0,00% 0,00% 0,00% 66,67% 80,00%

N° of audits accomplished / N° of audits required (and/or planned)

0

2.000

4.000

6.000

8.000

2008 2009 2010 2011 2012 total 6282 6426 6344 6344 6446

Number of track Km (double track lines are to be counted twice)

Total number of level crossings / (MLN train*km)


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2. Absolute CSI-data

Number of accidents and Train*Km

Type of accident

Year Collisions DerailmentsLevel

crossing accidents

Accidents to persons

caused by RS in motion

Fires in RS Others TotalTrain*Km

(MLN)

2006 84 7 56 22 18 0 187 93

2007 77 17 76 30 17 1 218 94

2008 94 21 56 25 24 0 220 93

2009 34 41 31 34 6 0 146 98

2010 5 2 18 14 0 1 40 101

2011 0 3 16 32 0 0 51 101

2012 3 2 18 12 1 0 36 99

N° of fatalities, Train*Km and Passenger*Km

Category of persons

YearPassen-

gersEmployees

Level crossing

users

Unau-thorised persons

Others TotalPassenger*Km

(BLN)Train*Km

(MLN)

2006 4 0 9 7 0 20 9607 93

2007 9 3 19 7 1 39 9932 94

2008 2 1 10 8 0 21 10403 93

2009 2 1 8 5 0 16 10493 98

2010 18 2 8 5 2 35 10491 101

2011 0 2 8 15 2 27 9494 101

2012 0 1 13 3 1 18 9493 99

8180

N° of injures, Train*Km and Passenger*Km

Category of persons

Year Passengers EmployeesLevel

crossing users

Unau-thorised persons

Others TotalPassenger*Km

(BLN)Train*Km

(MLN)

2006 63 14 14 6 9 106 9607 93

2007 96 27 25 4 1 153 9932 94

2008 36 28 16 2 1 83 10403 93

2009 10 1 6 1 0 18 10493 98

2010 171 4 9 4 1 189 10491 101

2011 3 1 9 4 5 22 9494 101

2012 1 3 5 5 0 14 9493 99

N° of precursors and Train*Km

Type of accident

YearNumber

of broken rails

Number of track buckles

Number of

wrong-side

signal-ling

failures

Number of signals passed at

danger

Number of broken wheels on

rolling stock in service

Number of broken axles on rolling

stock in service

TotalTrain*Km

(MLN)

2006 115 1 1 55 0 0 172 93

2007 98 0 1 81 1 0 181 94

2008 281 0 1 97 1 0 380 93

2009 30 0 2 75 0 0 107 98

2010 67 5 2 104 0 0 178 101

2011 45 21 2 91 0 0 159 101

2012 52 26 12 75 0 0 165 99

Cost of all accidents, safety hours

Type of accident

YearCosts of

deaths in MLN €

Costs of injuries in

MLN €

Costs of replace-ment or repair of damaged

rolling stock and railway installa-tions in MLN €

Costs of delays, distur-

bances and rerouting of traffic, including

extra costs for staff and loss of future

revenue in MLN €

Total costs in MLN €

Total number of working

hours of staff and contrac-tors lost as a consequence of accidents

Total number

of working

hours

Train*Km (MLN)

2006 93

2007 94

2008 93

2009 98

2010 101

2011 3,785 101

2012 29,502 3,486 1,271 0,441 34,700 99


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Type of accident

YearCosts of

deaths in MLN €

Costs of injuries in

MLN €

Costs of replace-ment or repair of damaged

rolling stock and railway installa-tions in MLN €

Costs of delays, distur-

bances and rerouting of traffic, including

extra costs for staff and loss of future

revenue in MLN €

Total costs in MLN €

Total number of working

hours of staff and contrac-tors lost as a consequence of accidents

Total number

of working

hours

Train*Km (MLN)

2006 93

2007 94

2008 93

2009 98

2010 101

2011 3,785 101

2012 29,502 3,486 1,271 0,441 34,700 99

8382

Technical safety of infrastructure and its implementation, management of safety

Type of accident

Year

Percentage of tracks

with Auto-matic Train Protection (ATP) in

operation

Percentage of Train*Km

using operational ATP systems

Total number of level

crossings

Number of track Km (double

track lines are to be counted twice)

Total number of level

crossings per track

Km

Percen-tage of level

crossings with

automatic or manual protection

N° of audits accom-plished / N° of audits

required (and/or planned)

Level crossings

with protection

2006

see ISC in graphic

3,87% 2037 6212 3,28E-01 79,19% 0,00%

2007 3,87% 1957 6212 3,15E-01 80,79% 0,00%

2008 3,87% 1929 6282 3,07E-01 81,00% 0,00%

2009 4,23% 1913 6426 2,98E-01 82,00% 0,00%

2010 4,23% 1902 6344 3,00E-01 82,00% 0,00%

2011 4,23% 1879 6344 2,96E-01 84,89% 66,67% 1595

2012 1857 6446 2,88E-01 85,62% 80,00% 1590


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3.1.Fortheperiod2006-2009(Regulation91/03):

Fatalities (people killed) : Any person killed at the scene or within 30 days of a railway accident, excluding suicide.

Injuries (people seriously injured) : Any person who is injured following a railway accident and hospitalised for more than 24 hours, excluding suicide attempts.

Passenger-kilometre : unit of measurement corresponding to the carriage of a passenger by railway over a kilometre. only the distance travelled on the national territory of this country is taken into account.

Passenger : Any person not a part of the train staff and who is travelling by rail, including passengers attempting to board or alight from a railway vehicle in motion.

Suicide : Act committed by any person acting deliberately to inflict bodily damage resulting in death, as registered and classed by the competent national authority.

Serious accident : Any accident involving at least one railway vehicle in motion and resulting in death or serious injury of a person or major damage to rolling stock, tracks, other installations or to the environment, or major disruptions to traffic. Accidents occurring in workshops, warehouses and depots are excluded.

Train : one or several railway vehicles towed by one or several locomotives or railcars, one or more railcars operating alone under a given number or a specific designation from a fixed initial point up to a fixed final point. A light engine, meaning a locomotive operating alone, is considered as a train as long as it is an additional route.

Train-kilometre :A unit of measurement corresponding to the movement of a train over one kilometre. the distance used is the distance effectively travelled if available ; if not, the standard distance between departure and destination is used. only the distance travelled on the national territory of this country is taken into account.

8584

3.2.Since2010:CommonSafetyIndicators

the definitions of Common Safety Indicators, such as foreseen in the Directive 2004/49/eC and 2009/149/eC, were transposed into national legislation in December 2009.

Annual reports on safety which were transmitted by the infrastructure manager and railway undertakings contain the CSI figures according to the definitions in the aforementioned Directives.

the abrupt switch from national safety indicators to common safety indicators has created major differences in the figures, as these have been worked out according to different definitions.

this change is therefore visible from 2009 in the determining of the Common Safety targets (CSt).

there will also be a break in figures for the establishment of a trend analysis, as correct analysis cannot be done for two or three years.

4. Abbreviations

etCS european train Control System

eRtMS european Railways traffic Management System

eCM entity in charge of maintenance

CSI Common Safety Indicator

lC level Crossing

Mln 106

Bln 109

CSM Common Safety Methods

nSA national Safety Authority

RS Rolling stock

Ru/IM Railway undertaking and Infrastructure Manager

nVR national Vehicle Register

VKM Vehicle Keeper Marking

IB Investigation Body


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ANNEX D : Important changes in legislation and regulations

Legal reference

Date of entry

into force of the

legislation

Reason for amendment (indicate if it is a new law or amendment of existing legislation)

General legislation national railway safety

Royal Decree of 17 February 2012 on amendments to scientific and technical progress on the regulations for the carriage of dange-rous goods by road or by railway

02-03-2012 this Royal Decree is an amendment to these existing Royal Decrees : the Royal Decree of 29 June 2003 on the training of drivers of transport units transporting dangerous goods by road other than radioactive materials, the Royal Decree of 5 July 2006 concerning the designation as well as the professional qualification of safety advisers for transport by road, rail or waterway of dangerous goods and the Royal Decree of 29 June 2003 on the carriage of dangerous goods by road or railway, with the exception of explosive or radioactive materials.

the objective of the amend-ment is to bring these Royal Decrees in conformity with Directive 2010/61/eu of the Commission of 2 September 2010 on the first amendment to scientific and technical progress on the Annexes of Directive 2008/68/eC of the euro-pean parliament and of the Council on domestic carriage of dangerous goods.

Royal Decree of 27 March 2012 amending the Royal Decree of 13 June 2010 setting the amount of the fee payable by the holder of a safety authorisation and by holders of a part B safety certificate using the Belgian railway network, by way of contribution to the supervision costs by the Safety Authority for the safety of railway trans-port and development of regulations.

18-07-2011 this Royal Decree constitutes an amendment to the Royal Decree of 13 June 2010 setting the amount of the fee payable by the holder of a safety authorisation and by the holders of a part B safety certificate using the Belgian railway network, by way of contribution to supervision costs by the Safety Authority for the safety of railway transport and the development of regulations, amended by the Royal Decree of 21 January 2011.

this Royal Decree provides for a fee of euR 4,900,000 for the year 2012.

8786

the Royal Decree of 26 May 2012 amending the law of 28 December 2011 amending the law on railway operational safety, with a view to implementing administrative penalties

08-07-2012 this Royal Decree carries out the Article 59/2 of the law of 19 December 2006, inserted by the law of 28 December 2011.

this Royal Decree provides for administrative fines for violations to the Royal Decree of the 16 January 2007 on safety requirements and procedures applicable to the railway infrastructure manager and railway undertakings, the Royal Decree of 16 January 2007 setting certain rules for the investigations into railway accidents and incidents, the Royal Decree of 13 March 2007 on the procedure for consent by the railway safety authority and the publication of national railway safety rules, the Ministerial Decree of 9 June 2009 on the adoption of specifications for safety personnel, the Royal Decree of 13 november 2009 adopting the targets and methods for national railway safety, the Ministerial Decree of 30 July 2010 on adoption of requirements applicable to the rolling stock for the use of train paths, and the Royal Decree of 22 June 2011 on the train driver's licence and the register of licences and certificates.

Royal Decree of 13 July 2012 on determination of the identity card format under Article 13/1 of the law of 19 December 2006 on railway operational safety

10-08-2012 this Royal Decree complies with Article 13/1 of the law of 19 December 2006.

this Royal Decree includes an Annex with the format of the identity card designed for DRSI agents that carry out supervision with a view to recording breaches to the law of 19 December 2006 and its executing Decrees.


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Royal Decree of 3 August 2012 amending the Royal Decree of 16 January 2007 on safety authorisations, the safety certificate and the annual safety report, the Royal Decree of 13 novem-ber 2009 adopting the objectives and methods for national railway safety and the Royal Decree of 12 September 2011 on the provision of training services to train drivers and the recognition of training centres

17-08-2012 this Royal Decree aims to amend three existing Royal Decrees.

the Royal Decree of 16 January 2007 was amended to bring it into accordance with Regulation 653/2007 of the Commission of 13 June 2007.the Royal Decree of 13 november 2009 has been amended to clarify the scope of the Decision 2009/460/eC of the Commission of 5 June 2009 on the adoption of a common safety method to assess the achievement of safety objectives, pursuant to Article 6 of the Directive 2004/49/eC of the european parliament and of the Council.the Royal Decree of the 12 September 2011 is amended so as to copy exactly its provisional measures on Article 60 of the law of 19 December 2006.

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National rules for railway safety

Instructions for safety methods and objectives

not in application

Instructions for safety manage-ment systems and safety certifi-cates for railway undertakings

not in application

Instructions for safety manage-ment systems and safety certifi-cates for infrastructure manager

not in application

Instructions for holders of railway vehicles

not in application


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Common rules for the operation of the railway network, in particular the rules relating to the signalling procedures and traffic

2.1 Fixed electrical traction equipment

11/05/2012 need to adapt operational rules.

Description of railway infrastructure

3.1 Horizontal signalling lines


Change to the meaning of the sign "BIS".

Amendments to the wording.

3.5 lines equipped with a cabin signalling system - the cabin signalling system


new etCS functions on lines equipped with trackside signalling.

3.8 lines equipped with a system of cabin signalling - lines equipped with cabin signalling and trackside signalling


Addition of pictogramme "HSt/tGV"

9190

4.1 provisions applicable to trains


this fourth version of Folder 4.1 is motivated by the etCS deployment on lines equipped with trackside signalling. Chapter 7.2 "elements needing to be included in the timetable" has been adapted to allow the driver to choose, for etCS 1, the SR mode on their first departure.

4.2 train braking and testing of trains in operation


In the context of etCS deployment, the raising by 25 to 30% of the minimum braking mass of trains ; the removal of measures specifically relating to the SnCB AM08 electric motor coach equipped with electrical command brakes. this is an Iu competence.

5.2 Directions for operation of lines


Reformulation of operational rules applying to users of infrastructure and removal of rules only involving the infrastructure manager.

5.4 Manoeuvring service


this adaptation is motivated by :

- the removal of texts only involving the IM or the Iu ;

- conformity of terminology used :

· european legislation (only in Dutch)

· the «Royal Decree determining the requirements for employment of safety personnel» of 15 May 2011.

−the reformulation of measures on :

· allocations and responsibilities of local services for Iu and IM ;

· the means of executing the manoeu-vring service ;

· a trainset pushed to the marshalling yard to be disconnected ;


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4.1 provisions applicable to trains


this fourth version of Folder 4.1 is motivated by the etCS deployment on lines equipped with trackside signalling. Chapter 7.2 "elements needing to be included in the timetable" has been adapted to allow the driver to choose, for etCS 1, the SR mode on their first departure.

4.2 train braking and testing of trains in operation


In the context of etCS deployment, the raising by 25 to 30% of the minimum braking mass of trains ; the removal of measures specifically relating to the SnCB AM08 electric motor coach equipped with electrical command brakes. this is an Iu competence.

5.2 Directions for operation of lines


Reformulation of operational rules applying to users of infrastructure and removal of rules only involving the infrastructure manager.

5.4 Manoeuvring service


this adaptation is motivated by :

- the removal of texts only involving the IM or the Iu ;

- conformity of terminology used :

· european legislation (only in Dutch)

· the «Royal Decree determining the requirements for employment of safety personnel» of 15 May 2011.

−the reformulation of measures on :

· allocations and responsibilities of local services for Iu and IM ;

· the means of executing the manoeu-vring service ;

· a trainset pushed to the marshalling yard to be disconnected ;

· manoeuvring command by acoustic signals ;

· manoeuvring of damaged vehicles with a scrap label ;

- the possibility of carrying out manoeuvres, with passenger stock, for which the IM and Iu have drawn up a local operations programme ;

- the removal of type 2 terminal blocks ;

- the removal of the speed restriction of 5km/hr for maneouvres on tracks at the disposal of personnel in charge of passenger stock maintenance as well as on the adjacent track ;

- the removal of the names of manoeuvring locomotives that are identical to terms used in the international phonetic alphabet (Alpha, Bravo, etc).

5.5 the measures to be taken in case of delay, of incident, distress, accident or abnormal situation


It was motivated by :

• the bringing into line of the text of names used in the Royal Decree of 15.05.2011 determining the requirements applicable to safety personnel ;

• the definition of «diversion» ;

• the alteration of the issuing rules for e370 forms ;

• the reformulation of rules for the protection of Iu personnel working on the tracks following an incident or accident involving a train. the adaptation of the e374 to specify the place of the movement and the adjacent track(s) on which a suspension of movement has been requested by the driver ;

• the reformulation of rules for technical assistance and the introduction of the notion of «recovery site» which is the section of track obstructed by the opera-tion of this assistance ;

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• Revision of form e377 ;

• Reformulation of texts containing directions for the IM and the Iu (hot boxes,

• presence of animals loose on the railway, persons illegally present in the surroundings of a line with stopping markers, ballast discharges, blocks of snow, ice or others and strong winds) ;

• the transfer of RSeIF/VVeSI 4.2 and RSeIF/VVeSI 5.5 of directions for anomalies in the functioning of brakes for passenger trains, freight trains, traction units operating alone and locomotive groups ;

• Reformulation of measures to be taken in case of insufficient voltage ;

• Adaptation of the transmission procedure of the e361 in the way that the traffic Control can indicate to the driver the most appropriate area to carry out this procedure ;

• Adaptation of requirements in the case of a speed restriction accidentally imposed in a determined area of the tracks for the prescrip-tion of reduced speeds over 20km/hr before or without the placing of speed signals ;

• Removal of coverage at a distance by red mobile signals. this takes account of the GSM-R network, maintaining the GSM service and progressive deployment of etCS cabin signalling on lines equipped with trackside signalling ;

• taking measures in the case of the unexpected shortening of a passenger platform.


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6.1 Specific measures on lines with trackside signalling


this renewal was motivated by :

- the necessary replacement of RSeIF/VVeSI 6.0 - provisional version of 01/06/2010 made up of uncorrected extracts of the RGS IV-II and V-III and containing subjects that only involve the infrastructure manager ;

- the fusion of subjects in this RSeIF/VVeSI 6.0 with those of RSeIF/VVeSI 6.1 - Version 2 of 01/12/2007 ;

- the replacement of the order S385 by chapter 16 of multi-purpose form e370 ;

- the simplification of issuing procedures for S422 when the telephone box at “t Red” is out of order/missing or the forms are missing and the introduction of the e371 procedure in case of missing forms ;

- the introduction of procedures for accessing and leaving tracks which are temporarily out of service for works and connecting works.

6.2 Specific measures for lines with cabin signalling


Replacement of «shunting manager» with «shunting agent»

7.1 Driving 02/02/2012 need to adapt operational rules.

putting into service of etCS level 1 on lines 36 and 36n between Brussels and leuven as well as by various adaptations linked to the removal of areas unique to the IM or with regard to those for which the IM has no direct competence.

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ANNEX E : Development of safety certification and authorisations

1. Safety certificates issued pursuant to the Directive 2004/49/EC

Total number of certificates Number of Part A certificates in ERADIS

number of valid part A certificates held in 2012 by registered railway underta-kings

6 6

Total number of certificates

Number of Part B certificates in

ERADIS

number of valid part B certificates held in 2012 by registered railway undertakings

number of part B certificates where

part A was issued in Belgium

64 (2 were not valided yet)

number of part B certificate where part A was issued in another

Member State

9

8 (1 certificat part B of which the part A was missing in

eRADIS)

A R I

number of applications for a part A safety certificate made in 2012 by registered railway undertakings

new certificates 1 0 0

updated/amended certificates

0 0 0

Renewed certifi-cates

0 0 1


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A R I

number of applications for a safety

certificate part B made in

2012 by regis-tered railway undertakings

Where part A was issued in Belgium

new certificates

0 0 0


3 0 0

Renewed certificates

1 0 0

Where part A was issued in another Member State

new certifi-cates

1 1 3


1 1 1

Renewed certificates

1 0 1

A = Application accepted, the certificate has already been issued.

R = Application denied, no certificate issued.

I = Still being processed, certificate not yet issued.

Number of certificates revoked in 2012

Number of certificates revoked by ERADIS in 2012

number of part A safety certificates to be revoked in 2012

0 0

number of part B safety certificates to be revoked in 2012

0 0

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List of countries where railway undertakings, having submitted a request for a Part B safety certificate in Belgium, have already received their Part A safety certificate.

Name of railway undertaking Name of Member State where the Part A safety certificate was issued

eurostar ltd. united Kingdom

SnCF e.p.I.C. France

DB Schenker Rail nederland n.V. the netherlands

eRS Railways B.V. the netherlands

euro Cargo Rail S.A.S. France

Rotterdam Rail Feeding B.V. the netherlands

Rurtalbahn Benelux the netherlands

europorte S.A.S. France

pKp Cargo poland

Total number of certificates

number of valid safety authorisations held in 2012 by the registered infrastructure manager in Belgium

1

A R I

number of safety authorisations applied for in 2012 by the infrastructure manager in Belgium

new approvals 0 0 0

updated/amended approvals

0 0 0

Renewed approvals 0 0 0

A = Application accepted, the certificate has already been issued.

R = Application denied, no certificate issued.

I = Still being processed, certificate not yet issued.

2. Safety authorisations issued pursuant to the Directive 2004/49/EC


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number of safety authorisations revoked in 2012 0

3. Procedural aspects - Safety Certificates Part A

4. Procedural aspects - Safety Certificates Part B

Newupdated/amended

renewed

Waiting period, after receiving information required between receiving an application and issuing a part A safety certificate in 2012 for railway underta-kings

Certificate issued in Belgium

/ / 44 working days

Certificate issued in another

Member State/ / /

Newupdated/amended

renewed

Waiting period, after receiving information required between receiving an application and issuing a part B safety certificate in 2012 for railway underta-kings


56 working days 36 working days 46 working days

Certificate issued in another

Member State56 working days 36 working days 46 working days

9998

5. Procedural aspects - Safety approvals

Newupdated/amended

renewed

Waiting period, after receiving information required between receiving a request and issuing a safety authorisation in 2012 for the infrastructure manager


21 working days 21 working days /

Authorisation issued in another

Member State/ / /

Department for Railway Safety and Interoperability

(fPS mobility and tranSPort)Rue du progrès 561210 BRuSSelS

www.mobilit.belgium.be

belgian safety authority annual report - · pdf filebelgian safety authority annual report...

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