TSB Issues Recommendations From 2013 OC Transpo Collision

The Transportation Safety Board of Canada (TSB) investigation (R13T0192) into the September 2013 collision between an OC Transpo bus and a Via Rail train in Ottawa, identified numerous contributory factors including company practices, work-related driving distractions, speed, the configuration of the Transitway, and bus crashworthiness. As a result of the collision, the train derailed and the bus was extensively damaged. Six people, including the bus driver, died, and 34 passengers sustained injuries. There were no injuries to the crew or passengers on the train.

On Sept. 18, 2013, OC Transpo double-decker bus No. 8017, operating as Express Route 76, left the Fallowfield Bus Station in South Ottawa enroute toward downtown Ottawa along the Transitway. Around the same time, the automatic warning devices, consisting of flashing lights, bells and gates at the Woodroffe Avenue and Transitway railway crossings were activated and fully functional.

Meanwhile, Via Rail passenger train No. 51 was approaching these crossings. The train was within normal operating parameters and slowing down to approach the Fallowfield train station. When the train crew realized that the bus would not stop in time, the emergency brakes were activated. About 3 seconds before impacting the train, the bus driver released the throttle and applied the brakes 35.6 metres away from the point of collision. The accident occurred just 39 seconds after the bus left the passenger terminal.

"This complex investigation identified 15 inter-related findings that played a part in this tragedy," said Kathy Fox, chair of the TSB. "Remove even one, and this may have had a very different outcome. But because of this accident, we are calling for concerted action to reduce the risk of railway crossing accidents."

The main question focused on "Why didn't the bus driver see the train and stop in time?" The investigation determined that, while accelerating toward the railway crossing, the bus was negotiating a significant left curve in the road. The driver's view of the crossing was obstructed, and there was only a short time when the activated crossing signals were visible to the driver. During this critical time, the driver was also distracted by surrounding conversations about seating on the upper deck, and by the perceived need to monitor the upper deck on a small screen that was positioned up and to the left of the driver's seat and to make an announcement about no standing on the upper deck. At the speed the bus was travelling, the driver was unable to stop in time, even after passengers began to shout "stop".

"Given the same circumstances, this accident could have happened to just about any driver," said Rob Johnston, the investigator-in-charge.

To address the major safety deficiencies identified in the investigation, on Dec. 2, the board is issuing five recommendations aimed at reducing the risks. The recommendations deal with the installation and use of in-vehicle video displays, crashworthiness standards, data recorders for commercial passenger buses, and grade separations at busy railway crossings, both in Ottawa and across Canada.

"Every day, vehicles and trains interact at thousands of railway crossings across Canada," added Fox. "The number of crossing accidents remains too high; that's why it's on the TSB's Watchlist. Whether it's a busy street or a country road, people need to understand that railway crossing safety is a responsibility shared by the regulator, transit operators, road authorities, bus manufacturers, and also vehicle drivers. Drivers need to slow down and be prepared to stop as if there were always a train approaching."