飘在加国
资深人士
- 注册
- 2006-01-16
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The double-decker No. 76 bus left Fallowfield Station at 8:45 a.m. on that Wednesday morning, and was heading toward downtown at 67 km/h — just above the 60 km/h speed limit. Video from the bus’s onboard camera showed Woodard glancing to a monitor to his left that gave him a view of the bus’s second deck. One passenger was still standing on the upper level — something that is prohibited and Woodard was required to use his intercom to tell the person to find a seat.
Meanwhile, Via Train No. 51 was approaching from the east on its way to Toronto. The automatic safety barrier at the crossing had been activated 47 seconds before the crash and the horizontal safety arms had dropped and been level for 26 seconds. The train didn’t blow its whistle as it approached: city bylaws prevented them from doing so.
If Woodard didn’t see the train approaching, many of his passengers did. They screamed at him to stop. When Woodard did hit the brakes — just two seconds before impact — he didn’t use full braking power. Had he done so, the TSB said, and had he been travelling the speed limit, the bus would likely have stopped six metres before the track. Instead, the bus crashed through the barrier and struck the front left corner of the locomotive at 7.7 km/h — the speed of a slow jog.
The train crew had braked too, three seconds before impact, but the train was still travelling nearly 75 km/h at the time of the collision. The impact sheared off the front of the bus, where all six of those killed were positioned.
Since the crash, the city has reduced the speed limit on the Transitway near the crossing to 50 km/h, cleared brush that could have blocked sight lines, removed a sign that obscured the crossing warning lights and installed an advance warning light for northbound buses approaching the crossing.
刚刚在计算机上又瞄了一眼，原来是km/h
