View source for Signal passed at danger

{{short description|Train passing stop signal without authority}}
{{Use British English|date=September 2021}}
{{Use dmy dates|date=August 2023}}
[[File:Two-aspect-signal ES692.jpg|thumb|upright|Two-aspect signal at danger (stop) in the United Kingdom]]
{{otherusesof|SPAD}}
A '''signal passed at danger''' ('''SPAD''')<ref name="cror">{{Cite web |date=24 April 2020 |title=Canadian Rail Operating Rules |url=https://tc.canada.ca/sites/default/files/2020-06/canadian_rail_operating_rules.pdf |access-date=18 May 2021 |website=Transport Canada}}</ref>{{rp|75}} is an event on a [[railway]] where a train passes a stop [[railway signal|signal]] without authority.<ref>{{cite web | title = Signals Passed at Danger | url = http://orr.gov.uk/rail/health-and-safety/infrastructure-safety/signals-passed-at-danger | website = ORR.gov.uk | publisher = [[Office of Rail and Road]] | access-date = 12 May 2018 }}</ref> This is also known as [[wikt:run a red light|running a red]], in the [[United States]] as a '''stop signal overrun (SSO)'''<ref name="fra-sso">{{Cite report |url=https://railroads.dot.gov/sites/fra.dot.gov/files/2019-12/Passenger%20trains%20pass%20stop%20signals2.pdf |title=Why do Passenger Trains Pass Stop Signals – A Systems View |last1=Multer |first1=Jordan |last2=Safar |first2=Hadar |date=June 2019 |publisher=Federal Railroad Administration |location=Washington, DC |publication-date=June 2019 |language=en |id=DOT/FRA/ORD-19/19 |last3=Roth |first3=Emilie |last4=France |first4=Megan |access-date=18 May 2021 |archive-url=https://web.archive.org/web/20210518183112/https://railroads.dot.gov/sites/fra.dot.gov/files/2019-12/Passenger%20trains%20pass%20stop%20signals2.pdf |archive-date=18 May 2021 |url-status=live }}</ref> and in Canada as '''passing a stop signal'''.<ref name="NTSB Texting">{{cite web|title=Texting: Tomorrow's Unacceptable Behavior|url=https://app.ntsb.gov/investigations/2010/philadelphia_pa_oped.html|publisher=[[National Transportation Safety Board]]|first=Deborah|last=Hersman|access-date=11 September 2016|url-status=dead|archive-url=https://web.archive.org/web/20170215181302/https://app.ntsb.gov/investigations/2010/philadelphia_pa_oped.html|archive-date=15 February 2017}}</ref> SPAD is defined by [[Directive (European Union)|Directive]] 2014/88/EU as any occasion when any part of a train proceeds beyond its authorised movement.<ref name=lexeu>{{cite web |title=L_2014201EN.01000901.xml |url=https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32014L0088 |website=eur-lex.europa.eu |access-date=20 September 2024}}{{Creative Commons text attribution notice|cc=by4|from this source=yes}}</ref> Unauthorised movement means to pass:<ref name=lexeu/>
* ''a trackside colour light signal or semaphore at danger, or an order to STOP where a [[Train protection system|Train Protection system]] (TPS) is not operational,'' 
* ''the end of a safety related movement authority provided in a TPS,'' 
* ''a point communicated by verbal or written authorisation laid down in regulations,'' 
* ''stop boards (buffer stops are not included) or hand signals.''

==Etymology==

The name derives from red [[Railway_signal#Colour_light_signals|colour light signals]] and horizontal [[Railway semaphore signal|semaphore signals]] in the United Kingdom, which are said to be ''at danger'' when they indicate that trains must stop (also known as the signal being ''on''). This terminology is not used in North America where not all red signals indicate stop.{{r|cror|p=72}} In the UK, a '''signal passed at red''' ('''SPAR''') is used where a signal changes to red directly in front of a train, due to a fault or emergency, meaning it is impossible to stop before the signal.

==Causes==
The high [[inertia]] of trains, and the low [[Adhesion railway|adhesion]] between the wheels and track, means it takes a long [[Braking_distance|distance]] for the [[Railway_brake|train brakes]] to stop a train. SPADs are most commonly a small overrun of the signal (instead of a long overrun), because the driver has braked too late. The safety consequences for these types of SPADs may be minor. On the other hand, some SPADs involve the driver being unaware they have passed a signal at danger and continue until notified by network controllers, or a collision occurs, as in the [[Ladbroke Grove rail crash]].

The causes and prevention of SPADs is actively researched. Causes of SPADs are always multidimensional.{{cn|date=May 2024|reason=As it would only take a single counterexample to disprove it, this is an extraordinary claim.}} Some of the causes of SPADs are:

*Misjudgement<ref name="Humreb">{{Cite web|url=http://www.humanreliability.com/articles/Getting%20at%20the%20underlying%20causes%20of%20SPADs.pdf|title=Articles}}</ref>
*Environmental conditions
*[[Attention|Inattention]]
*[[Distraction]]<ref name="NTSB Texting"/>
*[[Fatigue (safety)|Fatigue]]<ref>{{cite magazine |magazine= Rail Magazine|title=Driver fatigue caused two Reading SPADs, says RAIB report|volume= 812|page=23|date=26 October – 8 November 2016 }}</ref><ref>{{cite web|title=Managing the risk from fatigue|url=http://www.rssb.co.uk/library/improving-industry-performance/2016-01-poster-human-factors.pdf|website=RSSB|publisher=[[Rail Safety and Standards Board]]|access-date=21 November 2016}}</ref>
*Misreading of an adjacent signal due to line curvature (a “crossread”), or sighting on one beyond<ref name="Humreb"/>
*[[Understanding|Misunderstanding]]
*[[Communication|Miscommunication]]<ref name="Humreb"/>
*Incomplete or lapsed [[Route knowledge (rail)|route knowledge]]
*[[Acute (medicine)|Acute medical condition]] (medical emergency), such as a [[Myocardial infarction|heart attack]] or [[stroke]]
*[[Chronic condition|Chronic medical condition]], such as [[sleep apnea]] causing [[microsleep]]
* Driver deviation from standard operating procedures<ref name="DW17">{{Cite web|url=https://www.atsb.gov.au/publications/investigation_reports/2019/rair/ro-2019-009|title=Signal DP29 passed at danger involving suburban passenger train DW17 and near collision with another suburban passenger train Park Road Station, Queensland, on 25 March 2019}}</ref>
* False assumptions based on familiarity and past situations<ref name="DW17"/>
* Poor change management practices<ref name="DW17"/>
* Failure to properly assess competencies<ref name="DW17"/>

== Prevention ==

=== Automatic train protection ===
[[Automatic train protection]] (ATP) is an advanced form of train stop which can regulate the speed of trains in  situations other than at a signal set at danger. ATP can supervise speed restrictions and distance to danger points. It can also take into account  individual train characteristics such as brake performance etc. Therefore ATP can determine when brakes should be applied in order to stop the train before passing a signal at danger. Presently, In the UK, only a small percentage of trains ([[Great Western Railway (train operating company)|Great Western Railway]] and [[Chiltern Railways]]) are fitted with this equipment.

=== Driver's reminder appliance ===
The [[driver's reminder appliance]] (DRA) is an inhibiting switch located on the driver's desk of United Kingdom passenger trains designed specifically to prevent "[[#Signal passed at danger in the United Kingdom; Terminology and procedures|starting away SPADs]]". The driver is required to operate the DRA whenever the train is brought to a stand,<ref name="DfT Rail Electrification">{{cite web
 |title       = Online Rulebook – Module TW1 – Section 10.3
 |url         = http://www.rgsonline.co.uk/Rule_Book/Rule%20Book%20Modules/TW%20-%20Train%20Working/GERT8000-TW1%20Iss%208.pdf
 |publisher   = RSSB
 |access-date  = 16 May 2010
 |url-status     = dead
 |archive-url  = https://web.archive.org/web/20110929162822/http://www.rgsonline.co.uk/Rule_Book/Rule%20Book%20Modules/TW%20-%20Train%20Working/GERT8000-TW1%20Iss%208.pdf
 |archive-date = 29 September 2011
}}</ref> either after passing a signal displaying caution or at a signal displaying danger.

Once applied, the DRA displays a red light and prevents traction power from being taken until the DRA is manually cancelled by the driver.

==Collision prevention systems==
Whilst the ideal safety system would prevent a SPAD from occurring, most equipment in current use does not stop the train before it has passed the Danger signal. However, provided that the train stops within the designated [[Overlap (railway signalling)|overlap]] beyond that signal, a collision should not occur.

=== Train stops ===
{{Main article|Train stop}}

On the [[London Underground]] (for example), mechanical [[train stop]]s are fitted beside the track at signals to stop a train, should a SPAD occur.

Train stops are also installed on main line railways in places where tripcock equipped trains run in extensive tunnels, such as the on the [[Northern City Line]] where the [[Automatic warning system]] and [[Train Protection & Warning System]] are not fitted.

===Automatic Warning System===
{{Main article|Automatic Warning System}}

On the UK mainline, [[Automatic Warning System|AWS]] consists of an on-board receiver/timer connected to the [[Emergency brake (train)|emergency braking system]] of a train, and magnets located in the center of the track. At each AWS site, a permanent magnet arms the system and an electromagnet connected to the green signal lamp disarms the system and a confirming chime is provided to the driver. If the receiver does not disarm within one second after arming, a warning tone sounds at the driver's desk and if it is not cancelled by the driver, the emergency brakes will be activated. A visual indication remains set to remind the driver that they have passed a restrictive [[Railway_signal#Aspects_and_indications|signal aspect]].

===Train Protection & Warning System===
{{Main article|Train Protection & Warning System}}

On the UK mainline, [[Train Protection & Warning System|TPWS]] consists of an on-board receiver/timer connected to the [[Emergency brake (train)|emergency braking system]] of a train, and radio frequency transmitter loops located on the track. The 'Overspeed Sensor System' pair of loops is located on the approach to the signal, and will activate the train's emergency brake if it approaches faster than the 'trigger speed' when the signal is at ''danger''. The 'Train Stop System' pair of loops is located at the signal, and will activate the emergency brake if the train passes over them at any speed when the signal is at ''danger''.

TPWS has proved to be an effective system in the UK,{{cn|date=May 2017}} and has prevented several significant collisions.{{cn|date=May 2017}} However, its deployment is not universal; only those signals where the risk of collision is considered to be significant are fitted with it.

=== Flank protection ===
At certain junctions, especially where if the signal protecting the junction was passed at ''danger'' a side collision is likely to result, then flank protection<ref>{{cite web
| title       = Railway Group Standards: Provision of Overlaps, Flank Protection & Trapping
| url         = https://www.rssb.co.uk/rgs/standards/GKRT0064%20Iss%201.pdf
| publisher   = RGS
| access-date  = 18 February 2011
}}</ref> may be used. Derailers and/or facing points beyond the signal protecting the junction will be set in such a position to allow a safe overlap if the signal was passed without authority. This effectively removes the chance of a side-impact collision as the train would be diverted in a parallel path to the approaching train.

=== SPAD indicators ===
[[File:SPAD Indicator 01.jpg|thumb|SPAD indicator]]
[[File:SPAD indicator.gif|50px|right|Animation demonstrating a SPAD indicator in action.]]
Prior to the introduction of [[Train Protection & Warning System|TPWS]] in the UK, "SPAD indicators" were introduced at 'high risk' locations (for example: the entry to a single track section of line). Consisting of three red lamps, they are placed beyond the protecting stop signal and are normally unlit. If a driver passes the signal at 'danger', the top and bottom lamps flash red and the centre lamp, which has the word "STOP" written across the lens in black, is lit continuously. Whenever a SPAD indicator activates, all drivers who observe it are required to stop immediately, even if they can see that the signal pertaining to their own train is showing a ''proceed'' aspect. Since the introduction of TPWS, provision of new SPAD indicators has become less common.

==UK acronyms: SPAD / SPAR==
{{ anchor | ''Signal passed at danger'' in the United Kingdom; Terminology and procedures }}
{{ anchor | Acronyms: SPADs and SPARs }}

In the UK, incidents where a signal is passed at danger without authority are categorised according to principal cause. A '''SPAD''' is where the train proceeds beyond its authorised movement to an unauthorised movement. Other types are categorised as '''SPAR''' ("signal passed at red").

Prior to December 2012,<ref name="rgsonline.co.uk">{{Cite web|title=GO/RT3119 - Accident and Incident Investigation |url=http://www.rgsonline.co.uk/Railway_Group_Standards/Traffic%20Operation%20and%20Management/Railway%20Group%20Standards/GORT3119%20Iss%203.pdf |date=December 2012 |access-date=12 November 2013 |archive-url=https://web.archive.org/web/20131112130104/http://www.rgsonline.co.uk/Railway_Group_Standards/Traffic%20Operation%20and%20Management/Railway%20Group%20Standards/GORT3119%20Iss%203.pdf |archive-date=12 November 2013 |url-status=dead }}</ref> the term "SPAD" applied to all such incidents, with a letter specifying cause. 

* A '''SPAD''' (formerly ''Category A SPAD'') is where the train proceeds beyond its authorised movement to an unauthorised movement.<ref name="rgsonline.co.uk" />
* A '''Technical SPAR''' (formerly ''Category B SPAD'') is where the signal reverted to danger in front of the train due to an equipment failure or signaller error and the train was unable to stop before passing the signal.
* A '''Signaller SPAR''' (formerly ''Category C SPAD'') is where the signal was replaced to danger in front of the train by the signaller in accordance with the rules and regulations and the train was unable to stop before passing the signal.
* A '''Runaway SPAR''' (formerly ''Category D SPAD'') is where an unattended train or vehicles not attached to a traction unit run away past a signal at danger. Note that where this was the fault of the driver, this will be classed as a SPAD.

Some SPADs are defined as a;
* '''SAS SPAD''' – "Starting against signal" SPAD,<ref name="ecpdp">{{Cite web|url=https://www.whatdotheyknow.com/request/professional_driving_policy|title=Professional Driving Policy – a Freedom of Information request to East Coast Main Line Company Limited|date=27 January 2015|website=WhatDoTheyKnow}}</ref> where the train was standing at a danger signal and the driver moved past it.

* '''SOY SPAD''' – "Starting on yellow" SPAD,<ref name="ecpdp" /> where the train started on a caution signal and the driver did not appreciate that the next signal would be at danger.

== {{anchor|with authority}}Passing signals at danger – with authority ==
Signals form part of a complex system, and it is inevitable that faults may occur. They are designed to [[Fail-safe|fail safe]], so that when problems occur, the affected signal indicates danger (an example where this did not happen, known as a [[wrong-side failure]], was the [[Clapham Junction rail crash]] due primarily to faulty wiring). To keep the network running, safety rules enable trains to pass signals that cannot be cleared to a proceed aspect. Provided that authority for the movement is obtained, a SPAD does not occur. There are two methods of obtaining that authority:<ref>{{cite web
 |title       = Online Rulebook – Module S5 – Section 1.1 "Signaller's authority"
 |url         = http://www.rgsonline.co.uk/Rule_Book/Rule%20Book%20Modules/TW%20-%20Train%20Working/GERT8000-TW1%20Iss%208.pdf
 |publisher   = RSSB
 |access-date  = 4 March 2016
 |url-status     = dead
 |archive-url  = https://web.archive.org/web/20110929162822/http://www.rgsonline.co.uk/Rule_Book/Rule%20Book%20Modules/TW%20-%20Train%20Working/GERT8000-TW1%20Iss%208.pdf
 |archive-date = 29 September 2011
}}</ref>

===Driver obtains signaller's authority to pass a signal at danger===
Once the train has been brought to a stand at a signal which is at danger, the driver should attempt to contact the signaller. If the signal cannot be cleared then the driver must obtain the signaller's authority to pass it at danger. Methods for contacting the signaller may include [[GSM-R]] cab radio, signal post telephone or [[mobile phone]].

The signaller can authorise a driver to pass a signal at danger when:<ref>{{cite web
 |title       = Online Rulebook – Module S5 – Section 1 "When a signal can be passed at danger"
 |url         = http://www.rgsonline.co.uk/Rule_Book/Rule%20Book%20Modules/TW%20-%20Train%20Working/GERT8000-TW1%20Iss%208.pdf
 |publisher   = RSSB
 |access-date  = 18 June 2017
 |url-status     = dead
 |archive-url  = https://web.archive.org/web/20110929162822/http://www.rgsonline.co.uk/Rule_Book/Rule%20Book%20Modules/TW%20-%20Train%20Working/GERT8000-TW1%20Iss%208.pdf
 |archive-date = 29 September 2011
}}</ref>

* The signal is defective or disconnected
* The signal cannot be cleared because [[Railway signal|signalling]] or [[level crossing]] equipment has failed
* The signal is to be passed at danger for [[Shunting (rail)|shunting]] purposes
* The signal cannot be cleared because a train or movement which has reversed is then required to start from beyond that signal
* An electric train is to pass the signal protecting an isolated section and proceed towards the limiting point
* A train has been accepted using restricted acceptance because the line is clear only up to the home signal of the next signal box and the section signal cannot be cleared
* In an emergency, and then only when authorised by the signal box supervisor or Operations Control, so that a train carrying passengers can enter an occupied section to use a station platform
* An [[Work train|engineering train]] is to move towards a [[Track (rail transport)#Maintenance|possession]], or leave a line under possession at an intermediate point
* A train is to pass the signal protecting engineering work to gain access to a station where the train is required to start back, or a line under single line working, or a siding
* The line is to be examined to check that it is clear
* A train is to proceed at caution through an [[Absolute block signalling|absolute block section]] from the [[Signalling control|signal box]] in rear when a failed train has been removed
* A train is to enter the section after a train or vehicle that has proceeded without authority has been removed, or the front portion of a divided train has passed through the section
* A train is to enter the section to assist a failed train, evacuate passengers from a failed train, remove a portion of a divided train, or remove a train or vehicles that have proceeded without authority
* [[Single-line working|Single line working]] applies
* [[Token (railway signalling)#Working by pilotman|Working by pilotman]] or modified working applies

The driver and signaller must come to a clear understanding, and ensure they agree about how it is to be done. In the UK the signaller tells the driver of a specific train to pass a specific signal at danger, proceed with caution and travel at a speed that enables him to stop short of any obstruction, and then obey all other signals. If the signal is fitted with TPWS, the driver resets the Driver Reminder Appliance, pushes the TPWS Trainstop Override button in the cab, and proceeds cautiously through the section. If the train reaches the next signal without finding an obstruction, they must obey its aspect, at which point they can revert to normal working.

===Driver passes a signal at danger under their own authority===
If contact with the signaller cannot be made then the driver must not move the train, unless it is standing at one of the following signals:

* A signal controlled from a signal box that is closed on [[Absolute block signalling|absolute block]] line only. 
* An automatic signal where local instructions permit it, e.g. signals within tunnels on the [[Northern City Line#Operational procedures|Northern City Line]].

After passing a signal at danger under their own authority, the driver must stop at the next signal (even if it is showing a proceed aspect) and inform the signaller of what they have done.

==EU statistics of SPADs as precursors of accidents==

{| class="sortable wikitable"
|+ ERADIS database on SPADs as precursors of accidents per million kilometers<ref>{{cite web |title=European Railway Agency Database of Interoperability and Safety |url=https://eradis.era.europa.eu/default.aspx |website=European Union Agency for Railways |access-date=20 September 2024}}</ref>
! Area !! 2006 !! 2007 !! 2008 !! 2009 !! 2010 !! 2011 !! 2012 !! 2013 !! 2014 !! 2015 !! 2016 !! 2017 !! 2018 !! 2019 !! 2020 !! 2021 !! 2022
|-
| Austria || 0,099 || 0,077 || 0,101 || 0,131 || 0,070 || 0,033 || 0,067 || 0,080 || 0,072 || 0,255 || 0,378 || 0,398 || 0,553 || 0,768 || 0,630 || 0,848 || 0,834
|-
| Belgium ||  || 0,782 || 1,044 || 0,816 || 1,061 || 0,905 || 0,756 || 0,577 || 0,683 || 0,952 || 0,937 || 0,550 || 0,739 || 0,744 || 0,576 || 0,752 || 0,877
|-
| Bulgaria || 0,139 || 0,416 || 0,342 || 0,095 || 0,000 || 0,128 || 0,144 || 0,568 || 0,556 || 0,431 || 0,680 || 0,752 || 0,605 || 0,958 || 0,924 || 0,701 || 0,734
|-
| Switzerland ||  ||  ||  || 0,182 || 0,561 || 0,610 || 0,689 || 0,599 || 0,613 || 0,492 || 0,457 || 0,543 || 0,593 || 0,574 || 0,540 || 0,576 || 0,712
|-
| [[Channel Tunnel]] ||  || 0,765 || 0,542 || 0,708 || 0,525 || 1,071 || 1,042 || 0,168 || 0,713 || 0,374 || 0,241 || 0,610 || 0,606 || 0,253 || 0,769 || 1,302 || 0,694
|-
| Czechia || 0,377 || 0,170 || 0,149 || 0,239 || 0,487 || 0,529 || 0,496 || 0,485 || 0,525 || 0,562 || 0,716 || 0,763 || 0,815 || 0,840 || 0,886 || 1,001 || 0,988
|-
| Germany ||  || 0,693 || 0,728 || 0,354 || 0,341 || 0,441 || 0,385 || 0,361 || 0,451 || 0,463 || 0,490 || 0,506 || 0,566 || 0,519 || 0,510 || 0,577 || 0,564
|-
| Denmark || 9,387 || 1,283 || 1,378 || 3,311 || 2,859 || 2,664 || 2,198 || 2,231 || 1,833 || 1,943 || 1,943 || 2,292 || 2,257 || 2,708 || 2,390 || 3,008 || 3,562
|-
| Estonia ||  || 0,265 || 0,280 || 0,147 || 0,000 || 0,143 || 0,284 || 0,000 || 0,534 || 0,710 || 0,597 || 0,768 || 0,694 || 0,818 || 0,606 || 0,822 || 0,147
|-
| Greece || 0,052 || 0,050 || 0,047 || 0,255 || 0,059 || 0,239 || 0,086 || 0,000 ||  || 11,259 || 0,000 ||  ||  || 0,000 || 0,000 || 0,000 || 0,000
|-
| Spain || 0,502 || 0,501 || 0,576 || 0,500 || 0,466 || 0,408 || 0,408 || 0,408 || 0,406 || 0,423 || 0,468 || 0,577 || 0,460 || 0,519 || 0,498 || 0,421 || 0,574
|-
| Finland || 0,354 || 0,418 || 0,563 || 0,400 || 0,686 || 0,392 || 0,393 || 0,654 || 0,604 || 1,030 || 1,325 || 1,268 || 0,813 || 0,951 || 0,534 || 0,699 || 0,328
|-
| France || 0,069 || 0,212 || 0,229 || 0,264 || 0,231 || 0,255 || 0,238 || 0,293 || 0,302 || 0,241 || 0,304 || 0,319 || 0,413 || 0,537 || 0,599 || 0,584 || 0,466
|-
| Croatia ||  ||  ||  ||  ||  ||  ||  || 0,000 || 0,000 || 0,096 || 0,048 || 0,000 || 0,082 || 0,092 || 0,099 || 0,143 || 0,095
|-
| Hungary || 0,075 || 0,105 || 0,073 || 0,066 || 0,098 || 0,164 || 0,202 || 0,173 || 0,168 || 0,101 || 0,037 || 0,157 || 0,083 || 0,130 || 0,799 || 0,204 || 0,611
|-
| Ireland || 1,919 || 1,842 || 1,104 || 1,155 || 0,791 || 0,332 || 0,435 || 0,985 || 0,547 || 0,827 || 0,712 || 0,480 || 0,713 || 0,628 || 0,643 || 0,449 || 0,659
|-
| Italy || 0,064 || 0,041 || 0,055 || 0,043 || 0,031 || 0,038 || 0,063 || 0,051 || 0,064 || 0,056 || 0,070 || 0,085 || 0,065 || 0,103 || 0,098 || 0,107 || 0,080
|-
| Lithuania || 8,968 || 4,002 || 0,190 || 0,498 || 0,142 || 0,000 || 0,273 || 0,212 || 0,070 || 0,212 || 0,000 || 0,195 || 0,065 || 0,296 || 0,000 || 0,203 || 0,168
|-
| Luxembourg ||  ||  ||  || 0,124 || 0,490 || 1,241 || 0,571 || 0,444 || 0,666 || 1,633 || 0,345 || 1,233 || 0,805 || 0,927 || 0,641 || 0,856 || 0,628
|-
| Latvia || 0,234 || 0,108 || 0,256 || 0,214 || 0,361 || 0,108 || 0,159 || 0,228 || 0,158 || 0,323 || 0,061 || 0,192 || 0,118 || 0,196 || 0,259 || 0,270 || 0,357
|-
| Netherlands || 2,195 || 1,964 || 1,727 || 1,621 || 1,156 || 1,040 || 0,007 || 0,000 || 0,720 || 0,642 || 0,635 || 0,661 || 0,842 || 0,863 || 0,626 || 0,657 || 0,673
|-
| Norway || 1,646 || 1,540 || 1,494 || 2,426 || 2,497 || 1,265 || 1,091 || 1,360 || 1,377 || 1,179 || 1,251 || 1,260 || 1,367 || 1,319 || 1,127 || 0,937 || 1,246
|-
| Poland ||  || 17,993 || 11,825 || 0,062 || 0,059 || 0,128 || 0,147 || 0,157 || 0,300 || 0,276 || 0,320 || 0,386 || 0,431 || 0,410 || 0,381 || 0,591 || 0,552
|-
| Portugal || 0,611 || 0,488 || 0,575 || 0,296 || 0,150 || 0,591 || 0,667 || 0,717 || 0,821 || 0,444 || 0,862 || 0,471 || 0,522 || 0,219 || 0,757 || 0,783 || 0,646
|-
| Romania || 4,478 || 4,415 || 4,119 || 4,881 || 6,106 || 4,971 || 4,122 || 4,339 || 3,183 || 5,344 || 4,576 || 3,430 || 3,752 || 3,948 || 0,000 || 0,000 || 0,000
|-
| Sweden || 1,466 || 1,615 || 1,990 || 2,530 || 2,413 || 2,116 || 2,336 || 2,046 || 1,678 || 0,943 || 1,526 || 1,746 || 2,055 || 1,690 || 1,441 || 1,603 || 1,490
|-
| Slovenia || 0,790 || 0,835 || 0,746 || 0,659 || 0,531 || 0,246 || 0,302 || 0,000 || 0,390 || 0,325 || 0,141 || 0,409 || 0,000 || 0,099 || 0,296 || 0,000 || 0,094
|-
| Slovakia || 1,530 || 1,549 || 1,520 || 1,668 || 0,463 || 0,551 || 0,843 || 0,706 || 0,383 || 0,457 || 0,492 || 0,581 || 0,568 || 0,394 || 0,692 || 0,648 || 0,492
|-
| United Kingdom || 0,657 || 0,622 || 0,576 || 0,457 || 0,585 || 0,509 || 0,411 || 0,498 || 0,551 || 0,493 || 0,419 || 0,514 || 0,559 || 0,573 || 0,517 || 
|}

== Accidents involving a signal passed at danger without authority ==
{{Expand list|date=August 2008}}
<!-- [[WP:NFCC]] violation: [[File:Southall_rail_crash.jpg|thumb|200px|The [[Southall rail crash]] in 1997 was a result of the driver of a [[British Rail Class 43|Class 43 HST]] passing a signal at danger without authority. The high-speed train struck a freight train entering a goods yard and both trains derailed, resulting in 7 deaths and 139 injuries.]] -->
<!--Sort chronologically-->

{|class="wikitable sortable"
! Country !! Incident !! Year
|-
| United States || [[Norwalk rail accident]] || 1853
|-
| United Kingdom || [[Lewisham rail crash (1857)|Lewisham rail crash]] || 1857
|-
| Canada || [[St-Hilaire train disaster]] || 1864
|-
| United Kingdom || [[Hexthorpe rail accident]] || 1887
|-
| Denmark || [[1897 Gentofte train crash|Gentofte train crash]] || 1897
|-
| United Kingdom || [[Potters Bar rail accidents]] || 1898
|-
| United Kingdom || [[Slough rail accident]] || 1900
|-
| United States || [[1906 Washington DC train wreck|Washington DC train wreck]] || 1906
|-
| Australia || [[Sunshine rail disaster]] || 1908
|-
| United Kingdom || [[Tonbridge railway station#Accidents|Tonbridge accident]] || 1909
|-
| United Kingdom || [[Ais Gill disaster, 1913|Ais Gill disaster]] || 1913
|-
| United Kingdom || [[1915 Ilford rail crash|Ilford rail crash]] || 1915
|-
| Hungary || [[Herceghalom rail crash]] || 1916
|-
| United Kingdom || [[Charfield railway disaster]] || 1928
|-
| Germany || [[Genthin rail disaster]] || 1939
|-
| United Kingdom || [[Norton Fitzwarren rail crash (1940)|Norton Fitzwarren rail crash]] || 1940
|-
| United Kingdom || [[Eccles rail crash (1941)|Eccles rail crash]] || 1941
|-
|United States
|[[Lackawanna Limited wreck|''Lackawanna Limited'' wreck]]
|1943
|-
| United Kingdom || [[Potters Bar rail accidents]] || 1946
|-
| United Kingdom || [[Harrow and Wealdstone rail crash]] || 1952
|-
| United Kingdom || [[Luton rail crash]] || 1955
|-
| United Kingdom || [[Lewisham rail crash]] || 1957
|-
| United Kingdom || [[Dagenham East rail crash]] || 1958
|-
| United States || [[Newark Bay rail accident]] || 1958
|-
| United Kingdom || [[Coppenhall Junction railway accident]] || 1962
|-
| Netherlands || [[Harmelen train disaster]] || 1962
|-
| United Kingdom || [[Marden rail crash]] || 1969
|-
| Australia || [[Violet Town railway disaster]] || 1969 
|-
| United Kingdom || [[Paisley Gilmour Street rail accident]] || 1979
|-
| United Kingdom || [[Invergowrie rail accident]] || 1979
|-
| United States || [[Media/Wawa Line#1979 collision|Philadelphia Conrail West Chester Branch collision]] || 1979
|-
| Poland || [[Otłoczyn railway accident]] || 1980
|-
| United Kingdom || [[Wembley Central rail crash]] || 1984
|-
| United Kingdom || [[Eccles rail crash (1984)|Eccles rail crash]] || 1984
|-
| Canada || [[Hinton train collision]] || 1986
|-
| United Kingdom || [[Colwich rail crash]] || 1986
|-
| United States || [[1987 Maryland train collision|Chase train collision]] || 1987
|-
| United Kingdom || [[Glasgow Bellgrove rail crash]] || 1989
|-
| United Kingdom || [[Purley station rail crash]] || 1989
|-
| Germany || [[Rüsselsheim train disaster]] || 1990
|-
| Japan || [[Shigaraki train disaster]] || 1991
|-
| United Kingdom || [[Newton (South Lanarkshire) rail accident|Newton rail accident]] || 1991
|-
| United Kingdom || [[Cowden rail crash]] || 1994
|-
| Canada || [[Russell Hill subway accident|Toronto subway accident]] || 1995
|-
| Germany || [[Garmisch-Partenkirchen train collision]] || 1995
|-
| United States || [[1996 Secaucus train collision|Secaucus Train Collision]] || 1996
|-
| United States || [[1996 Silver Spring, Maryland train collision|Silver Spring train collision]] || 1996
|-
| Australia || [[Hines Hill train collision]] || 1996
|-
| United Kingdom || [[Southall rail crash]] || 1997
|-
| Australia || [[Beresfield rail disaster]] || 1997 
|-
| Finland || [[1998 Suonenjoki rail collision|Suonenjoki rail collision]] || 1998
|-
| United Kingdom || [[Spa Road Junction rail crash]] || 1999
|-
| United Kingdom || [[1999 Winsford railway accident|Winsford railway accident]] || 1999
|-
| United Kingdom || [[Ladbroke Grove rail crash]] || 1999
|-
| Norway || [[Åsta accident]] || 2000
|-
| Belgium || [[Pécrot]] || 2001
|-
| United Kingdom || [[Norton Bridge rail crash]] || 2003
|-
| Egypt || [[Qalyoub rail accident]] || 2006
|-
| Netherlands || [[Arnhem]] || 2006
|-
| United States || [[2008 Chatsworth train collision|Chatsworth train collision]] || 2008<ref>{{cite press release| url=http://ntsb.gov/Pressrel/2010/100121.html| author=National Transportation Safety Board| date=21 January 2010| title=NTSB determines engineer's failure to observe and respond to red signal caused 2008 Chatsworth accident; recorders in cabs recommended| access-date=23 January 2010| url-status=dead| archive-url=https://web.archive.org/web/20100210075446/https://www.ntsb.gov/pressrel/2010/100121.html| archive-date=10 February 2010}}</ref>
|-
| Belgium || [[Halle train collision]] || 2010
|-
| India || [[2010 Badarwas train collision|Badarwas train collision]] || 2010
|-
| Indonesia || [[Petarukan train collision]] || 2010
|-
| Germany || [[2011 Saxony-Anhalt train accident|Saxony-Anhalt train accident]] || 2011
|-
| Netherlands || [[Sloterdijk train collision]] || 2012
|-
| United States || [[Goodwell, Oklahoma]] || 2012<ref>{{citation| url=https://www.ntsb.gov/doclib/reports/2013/RAR1302.pdf| author=National Transportation Safety Board| date=18 June 2013| title=NTSB Head-On Collision of Two Union Pacific Railroad Freight Trains Near Goodwell, Oklahoma June 24, 2012| access-date=24 November 2013}}</ref>
|-
| Switzerland || [[Granges-près-Marnand train crash|Granges-près-Marnand]] || 2013
|-
| Romania || [[Cotești]] || 2014<ref>{{Cite web|url=https://www.nineoclock.ro/2014/08/04/rail-accident-at-entry-point-of-cotesti-station-of-the-galati-regional/|title=Rail accident at entry point of Cotesti station of the Galati Regional|first=Nine O'|last=Clock|date=4 August 2014}}</ref>
|-
| Belgium || [[Hermalle-sous-Huy train collision]] || 2016
|-
| Portugal || [[Soure train crash]] || 2020<ref>{{cite news |last=Neves |first=Sofia |date=1 August 2020 |title=Erro humano causou acidente com Alfa Pendular em Soure. Operadores da máquina passaram o sinal vermelho |trans-title=Human error caused [[Alfa Pendular]] crash in [[Soure, Portugal|Soure]]. [Maintenance] vehicle drivers passed signal at danger |url=https://www.publico.pt/2020/08/01/sociedade/noticia/erro-humano-causou-acidente-alfa-pendular-soure-operadores-maquina-passaram-sinal-vermelho-1926699 |language=Portuguese |work=[[Público (Portugal)|Público]] |access-date=13 April 2021}}</ref>
|-
| United Kingdom || [[2021 Salisbury rail crash|Salisbury rail crash]] || 2021<ref>{{Cite web|title=Collision between passenger trains at Salisbury Tunnel Junction|url=https://www.gov.uk/government/news/collision-between-passenger-trains-at-salisbury-tunnel-junction|access-date=3 November 2021|website=GOV.UK|language=en}}</ref>
|}

== Accidents following a signal passed at danger with authority ==
Whenever a signal is passed at danger the driver is required to "proceed with caution, stop short of any obstructions, and drive at speed that will enable you to stop within the distance which you can see to be clear". Failure to do this has caused the following collisions:
 
* {{flagicon|Australia}} – [[Roseville (NSW) collision (1950)|Roseville]], 1950
* {{flagicon|United Kingdom}} – [[Stratford tube crash|Stratford (London Underground)]], 1953
* {{flagicon|United Kingdom}} – [[Coppenhall Junction railway accident|Coppenhall Junction]], 1962
* {{flagicon|United Kingdom}} – [[Wrawby Junction rail crash|Wrawby Junction]], 1983
* {{flagicon|Australia}} – [[Glenbrook train disaster|Glenbrook]], 1999
* {{flagicon|Italy}} – [[2006 Rome metro crash|Vittorio Emanuele (Rome Metro)]], 2006

==Accidents where the signaller incorrectly authorised a driver to pass a signal at danger==
Except where [[Permissive Working (railway)|permissive working]] is in use, [[interlocking]] usually prevents a train from being signalled into a section that is already occupied. When operational needs require it, this can be overridden, and provided it is carried out in accordance with the rules this is a safe practice. However, failure to follow protocol can result in a collision:
* {{Flagicon|United States}} – [[Great Train Wreck of 1918|Nashville, TN]], 1918
* {{flagicon|Romania}} – [[Bucerdea Grânoasă|Bucerdea]], 1968 
* {{flagicon|United Kingdom}} – [[Castlecary rail accidents]], 1968
* {{flagicon|United Kingdom}} – [[Seer Green rail crash|Seer Green]], 1981
* {{flagicon|Indonesia}} – [[1987 Bintaro train crash|Jakarta]], 1987
* {{flagicon|Luxembourg}} {{flagicon|France}} – [[Zoufftgen train collision|Zoufftgen]], 2006
* {{flagicon|Poland}} – [[Szczekociny rail crash|Szczekociny]], 2012
* {{flagicon|Germany}} – [[Bad Aibling rail accident|Bad Aibling]], 2016
* {{flagicon|Greece}} – [[Tempi train crash|Thessaly]], 2023

== See also ==
* [[Ding-ding, and away]], British slang for a guard incorrectly giving permission to a driver to start away from a platform against a red signal.

== References ==
{{Reflist|30em}}

== External links ==
* [https://web.archive.org/web/20070928005454/http://www.rail-reg.gov.uk/server/show/ConWebDoc.7788 Office of Rail Regulation]
* [https://web.archive.org/web/20060212185331/https://www.hse.gov.uk/railways/spads.htm UK Health and Safety Executive - Signals passed at danger] - Archived 12 February 2006.

{{Rail accidents}}

[[Category:Signal passed at danger| ]]
[[Category:Railway accidents and incidents]]
[[Category:Railway signalling]]