NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, D. C. 20594 RAILROAD ACCIDENT REPORT Adopted: August 17, 1978 COLLISION OF PORT AUTHORITY OF ALLEGHENY COUNTY TROLLEY CAR NO. 1790 AND BUS NO. 2413 SYNOPSIS About 8:03 a.m., on February 10, 1978, a trolley car and a bus owned by the Port Authority of Allegheny County collided in Pittsburgh, Pennsylvania, when the trolley car suddenly turned into the path of the oncoming bus. Four persons were killed, 37 persons were injured, and damage was estimated to be $48,000. The National Transportation Safety Board determines that the probable cause of this accident was the operator's inadvertent and untimely operation of an unprotected track switch, which caused the trolley car to be routed into the path of the approaching bus. tributing to the accident was the operator's operation of the car at a speed too great to permit stopping when he detected the turning movement of the car, and the lack of protective devices to control the switch operation. INVESTIGATION The Accident Port Authority Transit (PAT) Bus No. 2413, route No. 41D Brookline, entered the dedicated PAT BUSWAY about 7:58 a.m. on February 10, 1978, en route to downtown Pittsburgh with at least 39 passengers. About 8:02 a.m., the bus left that portion of the busway used exclusively by buses, and continued its trip northbound on a section of right-of-way that is used jointly by trolley cars and buses. As it approached a track switch, which gave trolley cars in the outbound trolley track access to the Palm Garden Loop track, a southbound trolley car traveling on the outbound track suddenly entered the curved track leading into the loop and crossed into the path of the bus. (See figure 1.) The busdriver turned his vehicle to the right to avoid the trolley car, but the trolley's left front corner and the bus' left front side collided. The outbound trolley car, No. 1790, route No. 42/38 Dormont, had departed the South Hills Junction area about 7:58 a.m. with no passengers. The car operator was following about 200 feet behind another trolley car. The operator of car No. 1790 and the traffic dispatcher had discussed via radio whether the trolley had enough time to go to the end of the line for an 8:13 a.m. departure back to Pittsburgh. Although car No. 1790 was running 5 to 7 minutes late, the dispatcher told the operator to make the scheduled run and that he had time to reach Dormont Junction and depart that point on time. The operator stopped near an employee car stop about 450 feet from the point of the accident because the car ahead had stopped. He then applied just enough power to attain a speed of about 15 mph and allowed the car to coast toward the Palm Garden Loop track switch. According to the operator, the car approached the contactor 1/ for that switch while moving at an estimated 3 mph. At that time he said he assumed the operating stance required by the operating rules, i.e., his left hand on the gong switch, his right hand on the sander switch, his left foot on the deadman pedal, and his right foot on the brake. He was aware of the trolley car ahead and he knew it had continued straight at the switch. As he approached it, he said that the switch was lined for the straight track. The operator testified that he coasted through the contactor because he did not want to change the switch's alignment. He continued coasting after the car's trolley pole 2/ was clear of the contactor approached the switch point at an estimated 1 to 3 mph. and He continued to watch the switch as he moved toward it, and he stated that it was still lined for the straight track until it passed from his view under the front of the car. When the lead wheels of the front truck entered the switch, the car began to turn left onto the Palm Garden Loop track. When he became aware of the car's turning movement, he immediately applied the brakes in emergency, but the car continued to move forward into the path of the No. 41D Brookline bus. Several passengers who were on the bus estimated that the busdriver was traveling at speeds ranging from 20 to 35 mph approaching the point of impact. The passengers testified that the trip had been uneventful and that the driver was operating the bus in a usual manner. Witnesses testified that the trolley car speed ranged from "almost stopped" to 10 mph. They also said that the trolley seemed to push the bus after the impact. Injuries to Persons 1/ 2/ A switch in the catenary that is actuated by the trolley pole to enable the operator to operate an electrical track switch. The propulsion power collector which extends from the trolley car to the catenary. The contact is via a roller on the end of the pole that moves along the catenary. Damage The trolley car struck the bus on the left front corner. The upper section of the bus was displaced rearward approximately 5 feet and downward 3 feet. The roof structure above the windshield frame was displaced to the left 2 feet, and the windshield was missing. The trolley car penetrated into the bus about 3 feet at the deepest point. Major deformation was evident along the left side for almost 15 feet. (See figure 2.) An 11-inch-wide indentation on the rim of the left front wheel contained deposits of red paint where the trolley car's anticlimber hit the wheel. The bus came to rest against a catenary pole, which contacted the bus on the right front side causing the two front side windows to jam. The bus instrument panel was damaged extensively. The steering wheel drive mechanism was inoperable. Seats and stanchions on the left side from the front of the bus through seats L-8-9 were detached and bent to varying degrees. The backs of several seats behind L-8-9 were bent forward. There was minimal damage to the interior on the right side of the bus. Some damage was caused by rescue personnel during their efforts to evacuate the injured. The trolley car was damaged on the left front corner. Damage to the outside of the body and the interior was minimal. The left half of the windshield was broken out. The operating console was damaged, and some of the operating handles to control switches were broken off, including the handle to the "track switch" control. The foot-operated controls were bent and inoperable. The operator's seat was displaced, and its platform was damaged. Several automobiles parked beside the inbound lane were damaged when they were struck by the bus as it veered from the roadway. The automobile drivers used the catenary poles as clearance guides and because they provided protection from the busway traffic. Personnel Information The busdriver was employed by the Brentwood Motor Coach Company on January 9, 1945, as a bus operator. He continued as a driver when PAT acquired the company. No record of his training was available, but performance evaluations made by riding supervisors gave him predominantly above average ratings. He had received many passenger commendations during his 33 years of service, and he was the recipient of the PAT Safety Operator of the Month Award in September 1971. His last medical examination on October 13, 1977, determined that he was in good health. His uncorrected vision for both eyes was 20/25. At the time of the accident he was working run No. 2201, Route No. 41D from 4:31 a.m. until 1:46 p.m. |