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The City of Ottawa should consider replacing the level crossing where six people died in a train-bus collision in September 2013 with an overpass and Transport Canada should establish guidelines where overpasses are needed according to the final report on the crash by the Transportation Safety Board of Canada.
No single person or organization was at fault in the crash, which investigators said could have happened to any bus driver in the same situation, according to the report, which was released in Ottawa Wednesday morning.
Driver Dave Woodard, who was one of six people to die in the crash, was fit and not impaired in any way at the time of the collision, the board said. Nor was there any mechanical fault in the double-decker No. 76 bus Woodard was driving when it was struck by a westbound Via Rail passenger train the morning of Sept. 18, 2013.
The TSB made five recommendations in its report:
• That Transport Canada develop guidelines about the installation and use of video monitor displays to reduce the risk of driver distraction;
• That Transport Canada develop crashworthiness standards for commercial buses to reduce the risk of injury
• That buses be required to be equipped with ‘black box’ type data recorders
• That Transport Canada develop standards to give guidance when grade separation (overpasses) be considered
• That the City of Ottawa reconsider the need for grade separation at the Woodroffe Avenue, Transitway and Fallowfield Road level crossings.
Six people died in the collision, which occurred at a level crossing on the Transitway, just north of the Fallowfield Station, when the bus ran through the lowered safety barriers and into the path of a Toronto-bound passenger train.
The collision killed passengers Michael Bleakney, Connor Boyd, Karen Krzyzewski, Rob More and Kyle Nash along with Woodard, a veteran OC Transpo driver. Another 33 people were injured, eight of them seriously.
The TSB released preliminary findings in September 2014 that indicated driver distraction and speed may have been factors in the crash. The TSB said it did not identify any issues with the operation of the train, the operation of the crossing signals or the condition of the track.
The City of Ottawa is facing 35 lawsuits seeking damages of more than $27 million in connection with the Sept. 18, 2014, crash.
On Wednesday, the city released a statement saying it would respond to the TSB recommendations in 90 days.
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.
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No single person or organization was at fault in the crash, which investigators said could have happened to any bus driver in the same situation, according to the report, which was released in Ottawa Wednesday morning.
Driver Dave Woodard, who was one of six people to die in the crash, was fit and not impaired in any way at the time of the collision, the board said. Nor was there any mechanical fault in the double-decker No. 76 bus Woodard was driving when it was struck by a westbound Via Rail passenger train the morning of Sept. 18, 2013.
The TSB made five recommendations in its report:
• That Transport Canada develop guidelines about the installation and use of video monitor displays to reduce the risk of driver distraction;
• That Transport Canada develop crashworthiness standards for commercial buses to reduce the risk of injury
• That buses be required to be equipped with ‘black box’ type data recorders
• That Transport Canada develop standards to give guidance when grade separation (overpasses) be considered
• That the City of Ottawa reconsider the need for grade separation at the Woodroffe Avenue, Transitway and Fallowfield Road level crossings.
Six people died in the collision, which occurred at a level crossing on the Transitway, just north of the Fallowfield Station, when the bus ran through the lowered safety barriers and into the path of a Toronto-bound passenger train.
The collision killed passengers Michael Bleakney, Connor Boyd, Karen Krzyzewski, Rob More and Kyle Nash along with Woodard, a veteran OC Transpo driver. Another 33 people were injured, eight of them seriously.
The TSB released preliminary findings in September 2014 that indicated driver distraction and speed may have been factors in the crash. The TSB said it did not identify any issues with the operation of the train, the operation of the crossing signals or the condition of the track.
The City of Ottawa is facing 35 lawsuits seeking damages of more than $27 million in connection with the Sept. 18, 2014, crash.
On Wednesday, the city released a statement saying it would respond to the TSB recommendations in 90 days.
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.
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