'Training deficiencies' to blame for runaway train in Vaughan, probe finds

Transportation Safety Board of Canada calls for federal regulations around railway employee training, qualifications to be updated

Yorkregion.com
June 27, 2018
Adam Martin-Robbins

An investigation by the Transportation Safety Board of Canada found that "training deficiencies" led to a potentially dangerous runaway train incident two years ago in Vaughan.

Now the agency is calling for federal regulations to be updated to address "gaps between what is mandated by the regulations and what is required for some employees to do the job safely", Transportation Safety Board board member Faye Ackermans said during a news conference June 27 at the agency’s Richmond Hill office.

"What we learned is that the regulations that govern employee qualification standards have not kept pace with the significant changes in railway operations over the years," she said. "As a result, some railway employees working in key positions may lack the training or experience to safely perform their duties."

The TSB’s findings come following an investigation into an incident at CN Railway’s MacMillan Yard, in the Keele Street and Langstaff Road area, back in 2016.

The runaway train reached speeds of up to 30 miles per hour (47 km/h) before coming to a stop on an uphill grade.

Fortunately, it didn’t derail, no injuries were reported and there were no other locomotives coming through the area at the time.

It all started when a two-member crew -- a foreman and a helper -- was performing a "switching operation" using a remote controlled system, known as a belt pack, to assemble a 9,000-ton (8165-tonne), 4,500-foot-long (1,371.6 m) train, Rob Johnston, manager of railway investigations, explained.

The length of the train meant they needed extra room to work, so the crew requested and was granted permission to move the railcars south toward the edge of MacMillan Yard and then downhill onto the main track, he said.

At one point, after the train was fully assembled, nearly two-thirds of the freight cars were moved onto a descending slope that leads down to the main track.

When the crew attempted to stop the train and reverse the railcars back into the yard, it got away from them.

Although the crew members were qualified train conductors, with about two years of experience each, they didn’t have sufficient training or experience to safely perform the switching operation that was required in this section of the yard, which they weren’t very familiar with, the investigation determined.

Specifically, the crew didn’t understand each freight car should be connected to what’s known as automatic air brakes, since independent brakes on the two locomotives aren’t sufficient to stop a train of that length and weight from rolling down a descending slope, according to Johnston.

The reason, Ackermans said, is that as conductors, the crew members received little training in locomotive operation and train handling because existing regulations don’t require it.

"Transport Canada has been promising a regulatory update for years, as far back as 2003," she said. "Now is the time for action. A cut of cars rolled, uncontrolled, away from a rail yard down a hill onto a main track in the largest city in Canada. The employees tasked with moving it lacked the knowledge or experience to properly control it. There can be no more delays. Transport Canada must update the railway employee standards regulations to address the existing gaps for employees in safety-critical positions related to training, qualification and requalification standards and regulatory oversight."

A spokesperson for Transport Canada said in an email officials are reviewing the report and will respond within 90-days, as required.

"Rail safety is a top priority for the minister of transport and Transport Canada has taken many steps to strengthen rail safety in Canada and continues looking for ways to make our railway system safer for Canadians," Annie Joannette wrote.

She noted "railway companies are responsible for ensuring that all trainees are qualified to carry out their functions according to regulatory requirements" and "Transport Canada is looking at ways to strengthen the railway employee qualification and training regime to reflect changes in an evolving railway industry".

Johnston noted following the incident CN conducted a risk assessment, including a review of topography and air brake use in all of its switching yards in Canada.

Based on the review, CN implemented new minimum braking requirements for each yard, including how many cars require charged air brakes prior to accessing a main track.