Death rate at British Rail vs Coal Board in the 1980s

[yorkie]

In another thread, the following claim was made:

It was a different world back then, and deaths and injuries on the railway were fairly frequent occurrences. You were more likely to be killed on the job working for BR than working for the Coal Board.

But is this true?

It's not clear if the comparison is with all employees (i.e. including office workers who'd have no greater risk in either organisation than anywhere else) or if it's with particular types of workers, e.g. trackworkers vs miners, or perhaps trackworkers and train crew vs miners, but the comparison appears to be with all workers at the respective employers.

I find it difficult to believe. Many sources rate the coal industry as being a particularly dangerous one to work in, and no such sources say the same about the rail industry during this period.

But that may be relating to major injuries rather than deaths, and indeed during this period the definition / categorisation of injuries changed; this article relates to "major injuries" in the "coal industry" which demonstrates the dangers of comparisons, which may not be on a like-for-like basis:

https://hansard.parliament.uk/commons/1987-11-09/debates/dbc002fd-cc80-4a69-a37c-7070dcae067c/CoalIndustry(Injuries)

Major injury rates over the last seven years are not comparable as two legislative changes widened the definition of major injury to include new categories of injury and these increased the number of accidents reported.

The first change was on 1 January 1981 when the Notification of Accidents and Dangerous Occurrences Regulations 1985 (NADO) came into force and the second on 1 April 1986 when the Reporting of Injuries Diseases and Dangerous Occurrences Regulations 1985 (RIDDOR) came into operation.

A more accurate reflection of the accident rate is provided by fatal and total accidents which were unaffected by these changes. The coal mining fatal accidents rate has fallen in this period from 0·08 in 1980 per 100,000 manshifts to 0·05 in 1986–87. The total accident rate has also fallen from 72.66 in 1980 to 45.22 in 1986–87.

I am struggling to find any comparisons of either major injuries or deaths with the coal board vs BR, but perhaps @Belperpete has access to some statistics that led them to be able to make this claim that I've not found.

Many sources refer to work in the coal industry as being particularly dangerous; I can find no similar claims made about working for BR / in the rail industry, but @Belperpete was only referring to deaths, so perhaps that skews it.

Taking 1983 as a comparison point, https://johnbraithwaite.com/wp-content/uploads/2016/03/To_Punish_Or_Persuade.pdf (PDF page 7) gives us some information about the number of deaths in the coal mining industry.

In Britian [the deathtoll] has dropped ... to 44 in 1982-83

but that's just a number of deaths, not a rate per employee.

UK Government Web Archive

This Page is [ARCHIVED CONTENT] and shows what the site page https://www.orr.gov.uk/search-news/175-years-making-britains-railways-safer looked like on 2 Jun 2026 at 05:44:53

www.orr.gov.uk

1983 - 28 railwaymen killed at work

So for 1983, it seems that 44 died in the coal industry and 28 on the railway, but that doesn't indicate which was more dangerous, as it doesn't account for how many employees there were, which would determine the rate.

But, for rail workers to be at greater risk, there would have to have been proportionately fewer of them than in the coal industry (44/28=64%, so more than 64% fewer), and I can't find any evidence that this is the case.

Miners’ Strike 1984 to 1985 - People's History Museum

Led by the National Union of Minerworkers' (NUM) Arthur Scargill, the Miners' Strike 1984 to 1985 strike polarised the country. Key events include the Battle of Orgreave and the Cortonwood Colliery walkout.

phm.org.uk

In 1983 there were over 170 pits in the country, employing 187,000,

I guess @Belperpete is including all employees, such as clerical, administrative and support staff at the Coal Board and I can't easily find the figures for these, but various sources suggest around 20,000 to 30,000 of these and a total workforce of over 200,000 at that time.

I am struggling to find a similar figure at BR for 1983, but...

British Railways (Staff) (Hansard, 21 May 1980)

British Railways (Staff) (Hansard, 21 May 1980)

api.parliament.uk

The figure at 22 March 1980 for the Railways Board as a whole, including the subsidiaries, was 240,534. Of these 179,076 were employed in the railway business, 2

By 1983 this number had reduced; I can't find any exact numbers, but it does seem likely that it was roughly comparable to the numbers employed by the Coal Board.

But for BR employees to have a higher chance of death, there would need to be fewer than 64% of the number of Coal Board staff.

I've not spent much time on this, but the claim really didn't seem right to me, so here is a starting point, and maybe others can find some comparison figures to prove or disprove @Belperpete's claim

 

[StephenHunter]

What about passenger deaths, especially ones involving slam door trains?

 

[edwin_m]

What about passenger deaths, especially ones involving slam door trains?

Not really relevant to a fair comparison here, as the Coal Board didn't have the equivalent of passengers, ie lots of people with no training wandering around in collieries.

 

[Harpo]

In my early H&S training where we were told that ‘statistically’, one of the most dangerous job was an elephant handler based on %age of employees killed* and injured. I found that a very curious metric but a useful lesson in H&S statistics.


* I am not so old that Kamikaze pilots still existed at that time.

 

[Gloster]

One factor that might slightly skew the figures is what happened to staff who became unfit for the job they were doing due to some sort of illness. With the NCB I would presume (I do not know) that quite a high proportion would have to leave due to the proportions of heavy manual versus light manual or clerical posts and the likelihood of these not being located close to each other. On the railway there were an awful lot of green-carded staff (I was one) who had been found other jobs that they could do. Not being offensive about coalminers, but literacy levels might play a part.

Once you have had certain types of illness you may become more at risk of an early death. I believe that statistics have proven (they can prove anything) that those who have survived a heart attack are at greater risk of dying of another. So if you return to a job, even an easier one, you are more likely to turn up in the death statistics. Once you‘re out you are off the books. Do the NCB figures include death from pneumoconiosis after leaving?

 

[Titfield]

In my early H&S training where we were told that ‘statistically’, one of the most dangerous job was an elephant handler based on %age of employees killed* and injured. I found that a very curious metric but a useful lesson in H&S statistics.


* I am not so old that Kamikaze pilots still existed at that time.

This is somewhat akin to the "kicked to death by a donkey" statistic which was often used as a comparator.

I think though that the most dangerous job in the world at one time was being a zoo keeper at John Aspinall's zoos which had a succession of fatalities in the 1980-2000 period.

 

[StephenHunter]

In my early H&S training where we were told that ‘statistically’, one of the most dangerous job was an elephant handler based on %age of employees killed* and injured. I found that a very curious metric but a useful lesson in H&S statistics.


* I am not so old that Kamikaze pilots still existed at that time.

I think quite a few kamikaze pilots never actually flew a mission and so the title might go to U-boat crews (at 80% killed) instead.

 

[Belperpete]

I think quite a few kamikaze pilots never actually flew a mission

You have reminded me of the Burkiss Way sketch: "Ah, Simpkins. So you have now completed 34 kamikaze missions?". "Yes, sir!" "I think you may be overlooking one important element of the mission...."

The relative dangers of the industries was something I was told by my staff officer when I first joined BR. I have always suspected that the figure was skewed in some way. I suspect that it was because although being a miner was a very dangerous job, the NCB employed a significant number of staff above ground in relatively safe roles. Whereas most jobs on BR involved getting on or near the track or trains at some time.

 

[Harpo]

Whereas most jobs on BR involved getting on or near the track or trains at some time.

Worth reminding younger viewers that until privatisation in 1994, station staff routinely crossed live running lines with the only safety equipment at most locations being the mk1 eyeball. The work done by MoMs today was also done by station staff previously.

 

[Peterthegreat]

Whilst I have no figures I was told the number of track workers killed in an average year (1970s) was higher than the number of miners killed. I think that was on a per capita basis.
The number of other railway workers killed was very small both in absolute numbers and therefore as a percentage of all employees.

 

[Titfield]

Dr Mike Esbester at the University of Portsmouth who is running a project into compiling a database of railway accidents from the very beginnings of railways may have some comparative data.

 

[Merle Haggard]

Every year ta booklet was compiled with the following on the cover;

'Railway Accidents Report to the Minister of Transport on the Accidents which occurred on the Railways of Great Britain during thebyear of 19nn" In the rear section it has analyses of casualties by various criteria.

As an example, the one for 1961 shows the following;

Total number of staff employed by Railways and London transport Executive; 522,863
Total number of staff killed; 167

I've chosen the year at random, but doesn't seem to be exceptional

The statistic shows that around 0.03% of employed staff were killed in that year.

The proportion is more important imo because a lower absolute death rate in mining than railways might be the result of a higher danger but much fewer employees.

 

[308165]

I wonder if part of the difference is that in the NCB there would be more incidents but that those incidents would be more likely to incur serious injuries, whereas on BR there might be fewer incidents but the nature of them would mean the proportion that would be fatal would be higher.

 

[eldomtom2]

Whilst I have no figures I was told the number of track workers killed in an average year (1970s) was higher than the number of miners killed. I think that was on a per capita basis.
The number of other railway workers killed was very small both in absolute numbers and therefore as a percentage of all employees.

But is that divvying up fatalities by role for the miners as well? Even if those who worked above ground are excluded one doubts all roles underground were exposed equally to danger.

Dr Mike Esbester at the University of Portsmouth who is running a project into compiling a database of railway accidents from the very beginnings of railways may have some comparative data.

Esbester's work is solely in compiling existing datasources into more publicly accessible formats and has shown very little interest in comparative work.

 

[Magdalia]

Every year ta booklet was compiled with the following on the cover;

'Railway Accidents Report to the Minister of Transport on the Accidents which occurred on the Railways of Great Britain during thebyear of 19nn" In the rear section it has analyses of casualties by various criteria.

As an example, the one for 1961 shows the following;

Total number of staff employed by Railways and London transport Executive; 522,863
Total number of staff killed; 167

I've chosen the year at random, but doesn't seem to be exceptional

The statistic shows that around 0.03% of employed staff were killed in that year.

The proportion is more important imo because a lower absolute death rate in mining than railways might be the result of a higher danger but much fewer employees.

Thanks for this. I knew these reports existed but have not been able to find them online.

A few years ago I did some research in the minutes of the British Railways Board monthly meetings in the 1960s. It was custom to begin each meeting by agreeing ex gratia payments to families of railwaymen who had died in service. It was a rare meeting where the Chair was able to move onto the next item on the agenda without having to do any of these.

 

[Mike_L_Surrey]

Thanks

I would hope that any ex-gratia payments would have been in addition to any death in service payment guaranteed by contractual rights e.g. a widow’s pension.

There would have been a considerable number who died in service but not due to a work-related accident e.g. deaths from natural causes or traffic accidents.

I vaguely recall that ex-gratia payments are treated more favourably with regard to Tax & National Insurance, not sure if that was also true in the 1960’s.

Thanks for this. I knew these reports existed but have not been able to find them online.

A few years ago I did some research in the minutes of the British Railways Board monthly meetings in the 1960s. It was custom to begin each meeting by agreeing ex gratia payments to families of railwaymen who had died in service. It was a rare meeting where the Chair was able to move onto the next item on the agenda without having to do any of these.

 

[Wyrleybart]

Worth reminding younger viewers that until privatisation in 1994, station staff routinely crossed live running lines with the only safety equipment at most locations being the mk1 eyeball. The work done by MoMs today was also done by station staff previously.

Very much so "Harpo" and I will give an example here.
Bescot yards were remodelled in the early 1960s and a big new steel footbridge was placed across the middle to get staff from the BOP messrooms etc across to the Downside yard. Unfortunately the culture of walking across tracks was still very much the norm. A member of staff (possibly a shunter) was travelling from Walsall to Bescot to go to work. He jumped on a light loco at Walsall and the driver agreed to drop him off on the Up & Down Goods at Bescot so he could walk over to sign on duty. At that moment there was a cemeent train for Handsworth standing on the Up Main having relief but the shunter never anticipated a Birmingham - Walsall local EMU on the Down Main which hit him. If only he had used the adjacent footbridge for that specific purpose.

 

[Towers]

I wonder if part of the difference is that in the NCB there would be more incidents but that those incidents would be more likely to incur serious injuries, whereas on BR there might be fewer incidents but the nature of them would mean the proportion that would be fatal would be higher.

Coversely though, there would have been presumably more employees likely to be involved in any single incident down a mine than there might be with a rail incident involving a single errant member of staff?

 

[308165]

Coversely though, there would have been presumably more employees likely to be involved in any single incident down a mine than there might be with a rail incident involving a single errant member of staff?

To an extent (and i'm not saying i'm necessarily right), though remember that the most vulnerable employees in BR would be track workers who were often in groups.

I'm not sure mining incidents should be though of in terms of the big well known disasters with lots of fatalities, but more in terms of lots of smaller incidents (localised roof collapse, injuries from machinery) which would impact individuals or small groups.

 

[Rescars]

Very much so "Harpo" and I will give an example here.
Bescot yards were remodelled in the early 1960s and a big new steel footbridge was placed across the middle to get staff from the BOP messrooms etc across to the Downside yard. Unfortunately the culture of walking across tracks was still very much the norm. A member of staff (possibly a shunter) was travelling from Walsall to Bescot to go to work. He jumped on a light loco at Walsall and the driver agreed to drop him off on the Up & Down Goods at Bescot so he could walk over to sign on duty. At that moment there was a cemeent train for Handsworth standing on the Up Main having relief but the shunter never anticipated a Birmingham - Walsall local EMU on the Down Main which hit him. If only he had used the adjacent footbridge for that specific purpose.

There has been a long-term welcome trend towards separating operating staff as well as others from tracks. Things used to be a lot more casual. Back in 1933, the long retired GWR CME G J Churchward was killed by an express whilst walking across the main line from his home to visit erstwhile colleagues at Swindon Works.

 

[eldomtom2]

To an extent (and i'm not saying i'm necessarily right), though remember that the most vulnerable employees in BR would be track workers who were often in groups.

Most PWay injuries and fatalities were and are cases of one or two workers at a time though, I believe.

 

[Merle Haggard]

Dr Mike Esbester at the University of Portsmouth who is running a project into compiling a database of railway accidents from the very beginnings of railways may have some comparative data.

That sounds exactly like what the Railways Archive website has already achieved.

Rupert Dyer, a retired senior BR Freight manager is heavily involved.

//

I don't have any facts, but I would think that a high cause of death for miners was silicosis but this usually happened, I would think, after retirement.
There were BOC vans delivering oxygen to many houses in the South Wales valleys to try to alleviate the symptoms.

 

[edwin_m]

I don't have any facts, but I would think that a high cause of death for miners was silicosis but this usually happened, I would think, after retirement.

Ballast dust poses a similar hazard to workers involved in track works.

 

[Belperpete]

I don't have any facts, but I would think that a high cause of death for miners was silicosis but this usually happened, I would think, after retirement.
There were BOC vans delivering oxygen to many houses in the South Wales valleys to try to alleviate the symptoms.

The slate miners in North Wales also suffered badly from silicosis. It was a grievance that they weren't treated equally as the coal miners in that regard.

== Doublepost prevention - post automatically merged: 14 Sep 2026 ==

Worth reminding younger viewers that until privatisation in 1994, station staff routinely crossed live running lines with the only safety equipment at most locations being the mk1 eyeball. The work done by MoMs today was also done by station staff previously.

The staff office and manager I was first assigned to seemed very conscious of my safety, making sure that I never walked trackside by myself for example. I subsequently discovered that the previous trainee they were assigned had been hit and killed by a train.

== Doublepost prevention - post automatically merged: 14 Sep 2026 ==

Worth reminding younger viewers that until privatisation in 1994, station staff routinely crossed live running lines with the only safety equipment at most locations being the mk1 eyeball. The work done by MoMs today was also done by station staff previously.

The staff office and manager I was first assigned to seemed very conscious of my safety, making sure that I never walked trackside by myself for example. I subsequently discovered that the previous trainee they were assigned had been hit and killed by a train.

 

[eldomtom2]

The slate miners in North Wales also suffered badly from silicosis. It was a grievance that they weren't treated equally as the coal miners in that regard.

Pretty much anyone who works or worked with stone (be that mining, digging, cutting, manufacturing etc.) without proper protection is at risk of silicosis.

 

[Merle Haggard]

Working for BR could possibly induce cynicism. In the quarter that I worked we all felt the same but prefixed observations with the words 'a cynic might say' to hide any negativity ... '

A cynic might say that the purpose of the introduction of PTS* was to enable BR to escape censure - 'well, they have been on the course and passed the exam - so that's their fault'.

Because we visited terminals and depots we were all sent on the course. In the passing out exam we were given unlimited time and, to help with questions relating to the Rule Book, each given a copy for reference. The pass rate was 100%. I wish when taking 'A' levels I had similar access to the crucial data.

An interesting side effect of carrying a PTS card in one's wallet was this. It was orange, and because of its size it was sometimes visible when I opened my wallet to show the Conductor-Guard my status pass. I realised that many were 'clocking' this, and making a note for when things went wrong. Of course I was happy to help - although once it very nearly resulted in myself and a conductor guard being left standing in the cess somewhere remote, watching our train disappear ...

* = Personal track safety

 

[Harpo]

Ballast dust poses a similar hazard to workers involved in track works.

See also ‘The Swindon Disease’ mesothelioma, a cancer caused by dust from asbestos used in the railway works and extending to family members affected by particles taken home on clothing.

 

[Merle Haggard]

See also ‘The Swindon Disease’ mesothelioma, a cancer caused by dust from asbestos used in the railway works and extending to family members affected by particles taken home on clothing.

Same applied at Wolverton. Someone I know who had family working there said that one particular shop had a very high rate of asbestosis and you could tell how near to that shop that people worked by the proportion of incidence.

I often visited George Cohen's Cransley scrapyard in the '60s. The first step in breaking up steam locos was to strip off the boiler cladding and then rip out all the asbestos lagging that was in the way. Some ares of the yard were covered in it like a fall of snow. On Saturday mornings they ignited a row of scrap coaches and went home. In those days, coaches had a lot of wood in the construction so they burnt well, with smoke going high and drifting towards Kettering. That smoke also contained the remains of the asbestos insulation.

 

[sh24]

I haven't looked, but the HSE used to publish a pretty comprehensive sets of stats by industry dating back to the early 70's.

 

[LMS 4F]

Most PWay injuries and fatalities were and are cases of one or two workers at a time though, I believe.

In 1987 4 track workers were killed at the same time, hit by a DMU at Methley south of Leeds. Supposedly working with power tools wearing headphones and didnt here the train.