October 2025 - Dataset View and OData/API Connection Change Notice - Please Read: https://data.transportation.gov/stories/s/6kdh-gsgx

Rail equipment accidents/incidents, collisions, derailments, fires, explosions, acts of God, or other events involving the operation of railroad on-track equipment (standing or moving) and causing reportable damages greater than the reporting threshold for the year in which the accident/incident occurred, must be reported by railroads to the FRA on Form FRA 6180.54 - Rail Equipment Accident/Incident.

Please note that this dataset displays unique train accidents. When an accident involves multiple railroads, each railroad must report its data. As a result, there can be multiple records for one accident. This dataset has been modified to pull and display one record for each accident. Highway-rail crossing incidents have also been removed from this dataset because they are not considered train accidents.

To see the full dataset with all reports with all data for all accidents, please visit https://data.transportation.gov/Railroads/Rail-Equipment-Accident-Incident-Data/85tf-25kj.

The data dictionary can be found here: https://datahub.transportation.gov/api/views/byy5-w977/files/ac84a1c8-56d4-4a21-85c2-3a33080ab720?download=true&filename=Form54_Data_Dictionary.xlsx.

For information on how to filter and export data, please visit: https://data.transportation.gov/stories/s/Download-Export-and-Print-User-Guide/s8hj-vns8/.

To view the data release schedule, please visit: https://data.transportation.gov/stories/s/Data-Release-Schedule/qfc9-tapk/.

In 2023, the United States registered *** rail fatalities and around ***** non-fatal injuries on the railroads. Injury and fatality numbers had fallen during the COVID-19 pandemic in 2020 and 2021, but 2022 saw a resurgence of accidents above pre-pandemic levels. Positive Train Control (PTC) Ever since the enactment of the Rail Safety Improvement Act of 2008 (RSIA), the U.S. rail industry has been working on implementing the Positive Train Control (PTC) technology on over ****** miles of the rail network. The original deadline of December 31, 2015 was extended to 2018 after several railroads have stated they are unable to meet the deadline due to technical and legal complications. At the end of 2020, PTC had been implemented on railway routes that were required to do so. The Positive Train Control consists of a bundle of state-of-the-art technologies is meant to avoid accidents caused by human error, track or equipment malfunction, faulty movement of trains through a grade crossing, breaches on railroad tracks and other types of train operator errors. More precisely, PTC aims to prevent train-on-train collisions, deflections caused by excessive speed or other derailments on tracks where maintenance operations are underway. The technology uses a number of factors like weight and length of the train, track composition, train speed and train authorization in order to calculate the adequate stopping distance for a train. The PTC system includes an onboard locomotive system that monitors the position and speed of the train and triggers braking in case of speeding or unapproved train movement; a wayside system to check track signals, switches and track circuits for movement authorization; and a back office server that stores all relevant rail traffic information. Until 2015, *** billion U.S. dollars have been spent for the PTC deployment on over more than ***** of track miles and more than 4,500 locomotives. By 2020, the total costs had risen to more than ** billion U.S. dollars.

Rail equipment accidents/incidents, collisions, derailments, fires, explosions, acts of God, or other events involving the operation of railroad on-track equipment (standing or moving) and causing reportable damages greater than the reporting threshold for the year in which the accident/incident occurred, must be reported by railroads to the FRA on Form FRA 6180.54 - Rail Equipment Accident/Incident.

This dataset is the source dataset and contains raw data values. It replaced the legacy data download (https://safetydata.fra.dot.gov/OfficeofSafety/publicsite/on_the_fly_download.aspx). To download data that contains data in a user-friendly human-readable format, please reference https://data.transportation.gov/Railroads/Rail-Equipment-Accident-Incident-Data/85tf-25kj.

The data dictionary can be found here: https://datahub.transportation.gov/api/views/aqxq-n5hy/files/ea00a728-94b0-43e7-8c11-8481f13170a7?download=true&filename=accfile_EFFECTIVE_060111%20(8).pdf.

For information on how to filter and export data, please visit: https://data.transportation.gov/stories/s/Download-Export-and-Print-User-Guide/s8hj-vns8/.

To view the data release schedule, please visit: https://data.transportation.gov/stories/s/Data-Release-Schedule/qfc9-tapk/.

Person Train

## Overview

Person Train is a dataset for object detection tasks - it contains Person annotations for 390 images.

## Getting Started

You can download this dataset for use within your own projects, or fork it into a workspace on Roboflow to create your own model.

  ## License

  This dataset is available under the [Public Domain license](https://creativecommons.org/licenses/Public Domain).

This dataset provides statistical data on Taiwan High Speed Rail travel accident incidents.

This statistic shows the number of severely injured persons in railway accidents in Sweden from 2010 to 2016, by type of accident. During the time under consideration, person accidents and rail crossing accidents were the most common types of accidents with severe injuries. In 2016, *** persons got severely injured from rail crossing accidents, ***** from person accidents and *** from other accidents.

Considering the period from 2010 to 2019, the highest number of severely injured unauthorized people in railway accidents in Sweden was reached in 2011, amounting to ***** people. In 2019, **** unauthorized people were severely injured in railway accidents in the Scandinavian country.

Considering the period from 2010 to 2019, the highest number of fatalities in railway accidents in Sweden was reached in 2010, with over ** fatalities. Afterwards, the amount generally declined and in 2019, ** people died in railway accidents in the Scandinavian country.

In the fiscal year 2022, most individuals injured in railroad accidents belonged to the category of personal accidents, adding up to **. Personal accidents are those not attributable to either train collisions, train derailments, fire outbreaks, grade crossings, or railroad track crossings. The total number of railway accidents in Japan amounted to ***.

The historical method used to calculate the statistics presented in the dataset Monthly imputation of delays takes into account all the minutes of delay caused by 'major incidents' (internally know as 'relazen') on the rail network as reported to the Railway Accident and Incident Investigation Body (OEAIF/OOIS) and the Railway Safety and Interoperability Service (NSA Rail Belgium) under the Royal Decree of 16 January 2007 laying down certain rules relating to investigations into railway accidents and incidents. The criteria defining 'major incidents' (internally known as 'relations'**) are as follows:

1 passenger train delayed by an incident for 20 minutes or more Several passenger trains delayed by an incident for at least 40 minutes Incidents leading to the cancellation (partial or total) of trains Incidents with an impact on operational safety

There is no unequivocal relationship between the minutes of delay in 'major incidents' and the punctuality rate because:

The minutes included in 'major incidents' do not necessarily have an actual impact on punctuality (a train can make up its delay as it goes along). Some trains arrive at their terminus more than 6 minutes late (and therefore have an actual impact on punctuality), but are not included in the 'major incidents'.

In order to provide an exhaustive overview of the causes and responsibilities for delays, a new dataset has been made available: Monthly causes of loss of punctuality. The data presented in this new dataset is as follows:

For each train delayed by 6 minutes or more on arrival at a tracking point*, an analysis is made of the cause of all the minutes of delay along the route, and a proportional score is awarded for each responsibility identified.

Example: IC train 507 Ostend-Eupen leaves Ostend on time, arrives at Bruxelles-Midi two minutes late (signalling problem, Infrabel's responsibility), and is 6 minutes late on arrival at Eupen (a further 4 minutes late due to faulty rolling stock, SNCB's responsibility). The only late sighting of this train was at Eupen station, but the two minutes delay in Brussels are also counted. Imputation Infrabel: 2 minutes out of a total of 6 minutes, so 1/3 of the delay for this late sighting = 0.33 of the late sighting is Infrabel's responsibility. Imputation SNCB: 4 minutes out of a total of 6 minutes, i.e. 2/3 of the delay for this late sighting = 0.66 of the late sighting is borne by SNCB.

The late spotting scores added up for each of the parties are then compared with the total number of late sightings.

In January 2022, Infrabel was responsible for a total of 1153.5 late sightings. This is equivalent to 1.02% of total train sightings over the same period (113432 sightings). In January 2022, SNCB was responsible for a total of 2556.98 late sightings. This is equivalent to 2.25% of the total number of train sightings over the same period (113432 sightings). In January 2022, train punctuality was 93.6%. The 6.4% of late sightings were attributed to Infrabel (1.02%), SNCB (2.25%) and other stakeholders (the remaining 3.13%).

The categories to which delays are assigned are defined as follows:

Infrabel: delays generated by the infrastructure manager in terms of infrastructure reliability, works management and traffic control NMBS/SNCB: delays attributed to NMBS/SNCB in terms of train service operation and rolling stock reliability Third parties: delays due to causes not directly related to the activities of Infrabel and the railway operators. Examples : accidents at level crossings, collisions with persons, cable theft, etc. Note : the 'third parties' category represents a smaller proportion of delays in the 'all minutes' data than in the 'major incidents' data, because major incidents usually lead to the opening of a 'relation'. They are therefore overrepresented in the 'major incidents' data ; the 'all minutes' data gives a more objective picture of the proportion of delays actually caused by third-parties. Systemic robustness: certain causes that are not visible in the analysis of major incidents, but which nevertheless have a major impact on punctuality in reality. Example : a train is delayed 10s in each stop and then has a 2-minute delay in Brussels, causing it to hinder another train. Others: delays generated by other railway operators and delays with no identified causes.

*a train is considered to be late when it arrives at a tracking point 6 minutes or more behind schedule. The tracking points are the terminus station, and if the train uses the Brussels North-South Junction - the first station on this Junction that is on its route. **relation : all events constituting an accident or accidents or an incident or incidents involving or having an impact on operational safety that occurred on the railway network (Royal Decree of 16 January 2007 laying down certain rules relating to investigations into railway accidents and incidents)

accident form-54 rail-accident rail-equipment train-accident

ABSTRACTObjective: Train-person collisions have a significant impact in our society, due to its negative economic and psychological effects. This work aims to study fatalities resulting from train-person collisions in Portugal.Methods: A retrospective study was conducted based on the analysis of autopsy reports related to train-person fatalities performed in the North Branch of the National Institute of Legal Medicine and Forensic Sciences.Results: Suicide was responsible for most of the cases, and males were more involved in train-person collisions than females. Victims, between 40-59 years old, were found to be involved in a high percentage (39%) of the cases, and people older than 65 accounted for a significant percentage (40%) of the accidents. No seasonality was observed in suicide cases, but a decrease in accident numbers was registered in summer. Regarding weekday and time of day, afternoon and out of rush hour was the time when most suicides were observed, while accidents did not showed a specific weekday or time of day, except for rush hours, in which they were more frequent. Alcohol positive blood analysis accounting for 25% of the cases.Conclusions: Differences from other European studies were found, which may be related to the different cultures of the countries/regions, as well as to the differences of the railway systems. More extensive studies must be performed, in order to develop strategies to prevent train-person collisions.

Data for deaths by leading cause of death categories are now available in the death profiles dataset for each geographic granularity. The cause of death categories are based solely on the underlying cause of death as coded by the International Classification of Diseases. The underlying cause of death is defined by the World Health Organization (WHO) as "the disease or injury which initiated the train of events leading directly to death, or the circumstances of the accident or violence which produced the fatal injury." It is a single value assigned to each death based on the details as entered on the death certificate. When more than one cause is listed, the order in which they are listed can affect which cause is coded as the underlying cause. This means that similar events could be coded with different underlying causes of death depending on variations in how they were entered. Consequently, while underlying cause of death provides a convenient comparison between cause of death categories, it may not capture the full impact of each cause of death as it does not always take into account all conditions contributing to the death. Cause of death categories for years 1999 and later are based on tenth revision of International Classification of Diseases (ICD-10) codes. Comparable categories are provided for years 1979 through 1998 based on ninth revision (ICD-9) codes. For more information on the comparability of cause of death classification between ICD revisions see Comparability of Cause-of-death Between ICD Revisions.

This is the Train Accident/Incident (Form 54) PDF Generator report.

This dataset contains counts of deaths for California as a whole based on information entered on death certificates. Final counts are derived from static data and include out-of-state deaths to California residents, whereas provisional counts are derived from incomplete and dynamic data. Provisional counts are based on the records available when the data was retrieved and may not represent all deaths that occurred during the time period. Deaths involving injuries from external or environmental forces, such as accidents, homicide and suicide, often require additional investigation that tends to delay certification of the cause and manner of death. This can result in significant under-reporting of these deaths in provisional data.

The final data tables include both deaths that occurred in California regardless of the place of residence (by occurrence) and deaths to California residents (by residence), whereas the provisional data table only includes deaths that occurred in California regardless of the place of residence (by occurrence). The data are reported as totals, as well as stratified by age, gender, race-ethnicity, and death place type. Deaths due to all causes (ALL) and selected underlying cause of death categories are provided. See temporal coverage for more information on which combinations are available for which years.

The cause of death categories are based solely on the underlying cause of death as coded by the International Classification of Diseases. The underlying cause of death is defined by the World Health Organization (WHO) as "the disease or injury which initiated the train of events leading directly to death, or the circumstances of the accident or violence which produced the fatal injury." It is a single value assigned to each death based on the details as entered on the death certificate. When more than one cause is listed, the order in which they are listed can affect which cause is coded as the underlying cause. This means that similar events could be coded with different underlying causes of death depending on variations in how they were entered. Consequently, while underlying cause of death provides a convenient comparison between cause of death categories, it may not capture the full impact of each cause of death as it does not always take into account all conditions contributing to the death.

Singapore Rail Statistics: SMRT: Total Ridership data was reported at 768.000 Person mn in 2017. This records an increase from the previous number of 755.700 Person mn for 2016. Singapore Rail Statistics: SMRT: Total Ridership data is updated yearly, averaging 510.200 Person mn from Mar 2001 (Median) to 2017, with 17 observations. The data reached an all-time high of 768.000 Person mn in 2017 and a record low of 387.390 Person mn in 2001. Singapore Rail Statistics: SMRT: Total Ridership data remains active status in CEIC and is reported by SMRT. The data is categorized under Global Database’s Singapore – Table SG.TA012: Rail Statistics.

Uruguay Passenger Movement: Average Passengers per Train data was reported at 77.800 Person in 2017. This records an increase from the previous number of 58.452 Person for 2016. Uruguay Passenger Movement: Average Passengers per Train data is updated yearly, averaging 61.000 Person from Dec 2003 (Median) to 2017, with 15 observations. The data reached an all-time high of 77.800 Person in 2017 and a record low of 41.600 Person in 2014. Uruguay Passenger Movement: Average Passengers per Train data remains active status in CEIC and is reported by National Institute of Statistics. The data is categorized under Global Database’s Uruguay – Table UY.TA001: Railway Transport Statistics.

October 2025 - Dataset View and OData/API Connection Change Notice - Please Read: https://data.transportation.gov/stories/s/6kdh-gsgx

All impacts between railroad on-track equipment and highway users at a highway-rail grade crossing are reported by railroads to the FRA on Form FRA F 6180.57 Highway-Rail Grade Crossing Accident/Incident Report.

This dataset is in a user-friendly human-readable format. To download the source dataset that contains raw data values, go here: https://data.transportation.gov/dataset/Form57-Source-Table/icqf-xf4w.

The data dictionary can be found here: https://data.transportation.gov/api/views/7wn6-i5b9/files/009f2989-72b7-486c-8a3b-539df5e3d9c8?download=true&filename=Form57_Data_Dictionary.xlsx.

For information on how to filter and export data, please visit: https://data.transportation.gov/stories/s/Download-Export-and-Print-User-Guide/s8hj-vns8/.

To view the data release schedule, please visit: https://data.transportation.gov/stories/s/Data-Release-Schedule/qfc9-tapk/.

This table contains the number of victims of suicide arranged by marital status, method, motives, age and sex. They represent the number deaths by suicide in the resident population of the Netherlands.

The figures in this table are equal to the suicide figures in the causes of death statistics, because they are based on the same files. The causes of death statistics do not contain information on the motive of suicide. For the years 1950-1995, this information is obtained from a historical data file on suicides. For the years 1996-now the motive is tasks from the external causes of death. Before the 9th revision of the International Statistical Classification of Diseases and Related Health Problems (ICD), i.e. for the years 1950-1978, it was not possible to code “jumping in front of train/metro”. For these years 1950-1978 “jumping in front of train/metro” has been left empty, and it has been counted in the group “other method”.

Relative figures have been calculated per 100000 of the corresponding population group. The figures are calculated based on the average population of the corresponding year.

Data available from: 1950

Status of the figures: The figures up to and including 2022 are final.

Changes as of January 25th 2024: The provisional figures for 2022 have been made final unchanged.

Changes as of August 29th 2023: The provisional figures for 2022 have been added. Some final figures of 2021 were incorrect and have been revised. A small adjustment was made in the number of deceased women from 60 to 69 years.

When will new figures be published: In the third quarter of 2024 the provisional figures for 2023 will be published.

This statistic shows the number of fatalities and severely injured persons in railway accidents in Sweden from 2008 to 2018. During the time under consideration, the fatal accidents reached the highest number in 2010, when a total of *** persons died in railway accidents. In 2018, **** persons were severely injured and ** persons died in accidents related to the railway.