June 2009 Washington Metro train collision
| Industry | Public transportation |
|---|---|
| Founded | 1967 |
| Headquarters | Washington, D.C. , United States |
| Products | Metro rail and bus services |
| Website | wmata |
During the afternoon rush hour on June 22, 2009, two southbound Red Line trains of the Washington Metro collided in Northeast Washington, D.C. A moving train struck a stationary one ahead, resulting in nine fatalities, including the operator, and injuring around 80 passengers. This event stands as the deadliest accident in the history of the Washington Metro system.
The National Transportation Safety Board (NTSB) determined that following a replacement of a track circuit component at the accident location on June 17, the circuit experienced parasitic oscillations that impaired its ability to detect train presence accurately. The stationary train was completely within this malfunctioning circuit and thus became undetectable to the Automatic Train Control (ATC) system. As a result, the trailing train was authorized to proceed at full speed. Although the operator applied emergency brakes upon spotting the stopped train, a collision occurred at roughly 49 mph.
Collision
At 4:57 pm EDT on June 22, 2009, Train 112 traveling from Glenmont to Shady Grove departed Takoma station. Shortly thereafter, at approximately 5:02 pm, Train 112 collided with Train 214, which was halted between Takoma and Fort Totten stations while waiting for another train to clear the track. The crash caused nine deaths—including Jeanice McMillan, the operator of Train 112—and injured no fewer than 80 individuals. This remains the most fatal incident in Metro history.
The NTSB found that Train 214 had come to a complete stop inside a defective circuit segment (B2-304), making it invisible to the ATC system. While other trains had successfully coasted beyond this faulty circuit and restored ATC detection, Train 214 remained stationary within it due to manual control and reduced speed. Consequently, Train 112 was cleared by ATC to travel at full speed (55 mph) and struck Train 214 at about 49 mph despite emergency braking efforts.
Similar near-miss events in 2005 under comparable circumstances led to the creation of testing protocols designed to identify such circuit malfunctions. However, by 2009 Metro engineers were unaware of these prior incidents or associated diagnostic tests, which contributed to the failure that caused this collision.
Rolling stock involved
Train 112 (the moving train) was composed of cars 1079, 1078, 1071, 1070, 1130, and 1131—all belonging to the Washington Metro’s 1000-series. Train 214 (the stationary train) consisted of cars 3036, 3037, 3257, and 3256 from the Breda-built 3000-series along with cars 5067 and 5066 from the CAF-manufactured 5000-series. These vehicles are equipped with Automatic Train Operation and Automatic Train Control systems that allow for largely autonomous functioning with minimal human intervention.
In response to the collision, WMATA adopted a policy preventing placement of structurally less robust 1000-series cars at train ends to mitigate telescoping hazards. Consequently, these cars were relocated to mid-train positions and remained operational until their retirement in June 2017.
Cars numbered 5066 and 5067 were withdrawn without repair and used as parts donors for sustaining the rest of the 5000-series fleet until its retirement in 2018. Car 1079 was scrapped following assessment at Brentwood Shops. Similarly, car 1078 served as a source of spare parts for maintaining other 1000-series cars until their phase-out concluded in 2016.
Response
At 5:20 pm, emergency personnel accessed car 1079, the front car of train 112, which had telescoped into the rear of the halted train, trapping numerous passengers who had to be rescued using ladders. Survivors recounted the collision as akin to "hitting a concrete wall," accompanied by smoke, debris, and panic as the car doors failed to open promptly.
Dennis Oglesby, a U.S. Army soldier, along with Martin Griffith, an Army contractor and former soldier, were unharmed in the lead train and assisted in evacuating passengers, most of whom sustained minor injuries. They also administered first aid to six to eight severely injured individuals ejected from the other train and informed emergency crews that the rails were still energized.
Firefighters and paramedics from the District of Columbia Fire and Emergency Medical Services were promptly dispatched to Takoma Metro station. D.C. Fire Chief Dennis Rubin stated that initial 9-1-1 calls underestimated the severity of the incident; however, over 200 firefighters responded within two hours to this three-alarm emergency. Rescue teams worked throughout the night utilizing cranes and heavy machinery to extricate trapped passengers and recover fatalities.
Chief Rubin initially reported four deaths—including the train operator—and 74 injuries, with 14 classified as moderate and six as critical. On June 23, five bodies were recovered as cranes dismantled the wreckage. Ultimately, nine fatalities were confirmed, among them Jeanice McMillan, the train operator who died while trying to halt the train and was later honored for her bravery. The deceased also included Major General (ret.) David F. Wherley Jr., former commander of the D.C. National Guard known for ordering fighter jets over Washington during September 11, his wife Ann, and six other passengers.
Daniel Kaniewski, a former Homeland Security official now affiliated with George Washington University’s Homeland Security Policy Institute, commended the emergency response as "calm and orderly," highlighting notable advancements since September 11.
Service interruption
Following the event, Red Line operations were halted between the Fort Totten and Takoma stops, and New Hampshire Avenue was shut down. Additionally, service between Silver Spring and Rhode Island Ave–Brentwood stations was suspended pending investigation and debris removal, with the closure expected to last until June 23. To alleviate commuter inconvenience, bus routes 79 and S9 increased their service frequency. Washington Mayor Adrian Fenty highlighted the extensive transportation disruptions in the region, noting that adjacent tracks also support Amtrak and MARC Train operations. The federal government recommended telecommuting for employees in the Washington area on June 23 to reduce transit congestion. WMATA encouraged passengers to utilize alternative bus services due to anticipated overcrowding and delays on shuttle replacements.
By June 27, services resumed in both directions along the Red Line, albeit with a reduced maximum speed limit throughout the line and additional speed restrictions near the collision location to maintain safety.
Preliminary investigation
In the immediate aftermath, WMATA General Manager John Catoe indicated that the cause was not yet determined but reassured the public that "the system is safe." The National Transportation Safety Board (NTSB) initiated a probe considering potential operator error, brake malfunction, and faults within the automated signal system. During peak hours, train movements are governed by a centralized computer system equipped with a backup mechanism designed to automatically apply brakes to avoid collisions. These systems had experienced failures previously; the NTSB identified mismatches between train deceleration capabilities and the design of wayside signaling equipment. The manual emergency brake—activated by the operator upon recognizing danger—was engaged during this incident; however, it remains uncertain whether it was applied too late or if there was a brake system failure. Importantly, the lead car of the moving train was overdue for brake maintenance by two months.
Catoe explained that the stopped train’s rear car was a CAF 5000-Series car (number 5066), operational since 2001, whereas the moving train consisted entirely of Rohr Industries 1000-Series cars. The 1000-Series, originally introduced in 1976 and refurbished in the mid-1990s with AC propulsion by Breda Costruzioni Ferroviarie, had previously drawn NTSB concern due to susceptibility to severe damage in collisions and lacked essential data recorders needed for accident analysis. Following a 2004 collision involving these cars, NTSB recommended their upgrade or early retirement. In this incident, the lead car penetrated into the rear car of the stationary train, compromising passenger survival space. Initially, WMATA did not suspend use of 1000-Series cars but subsequently prohibited their deployment as either lead or trailing units.
On June 24, WMATA announced that establishing a definitive cause might require several weeks or months. The NTSB confirmed evidence showing that the emergency brake had been applied and that the striking train operated under automatic control mode, where onboard software should have halted it automatically.
On June 25, NTSB testing revealed that a long track circuit beneath the stationary train malfunctioned by failing to detect a test train. These track circuits are critical components for signaling and speed regulation. WMATA had replaced all 20,000 track circuit relays across its system in 1999 due to premature failures but reported no recent relay malfunctions prior to this event. In light of NTSB findings, WMATA mandated inspections throughout its entire network. On July 23, NTSB disclosed that the track circuit at the crash site had been faulty since 2007; WMATA identified six additional problematic circuits and deactivated those that could not be promptly repaired. They also introduced an online monitoring system for track circuits analogous to their elevator outage tracker.
NTSB report
On July 27, 2010, the NTSB published a report identifying a malfunctioning track circuit within the automatic train control system as the cause of the accident. Prior to the report’s release, WMATA announced on July 26 a series of safety improvements, including the withdrawal of 1000 series rail cars.[1]
Memorials
A commemorative plaque dedicated to the victims is installed in the mezzanine area of Fort Totten station.[2]
Legacy Memorial Park was inaugurated on June 22, 2015, marking the sixth anniversary of the tragedy;[3] the park's construction began a year earlier with a groundbreaking ceremony led by Mayor Vincent C. Gray. The memorial includes a wall and nine sculptures—each representing one of the victims—crafted by artist Barbara Liotta. Designed by Hunt Laudi and named A Sacred Grove, it stands as a permanent homage.[4] The dedication ceremony was attended by city representatives and families of those lost, though Metro officials were absent.[5] The park is situated near Blair Memorial Gardens, close to where the incident occurred.[6]
The dedication week coincided with NTSB hearings concerning another fatal Metro accident in 2015, underscoring persistent safety issues.[7]
On the third anniversary of the crash, NTSB Chair Deborah Hersman and Mayor Gray unveiled a formal plaque on the Charles A. Langley Bridge near the site, replacing an informal memorial previously maintained by family members.[8][9]
See also
Further reading
- Train operator in D.C. crash called a hero: Relatives, friends and colleagues honor 42-year-old in church service, Associated Press, June 27, 2009
- The Metro Crash Shows Progress on Preparedness, Daniel Kaniewski, The Washington Post, June 28, 2009
External links
- Photographs from BBC News
- LunchTalk chat with Metro General Manager John Catoe, July 2, 2009
- Articles with short description
- 2009 disasters in the United States
- 2009 in Washington, D.C.
- Accidental deaths in Washington, D.C.
- Accidents and incidents involving Washington Metro
- Railway accidents in 2009
- Railway accidents and incidents in Washington, D.C.
- June 2009 in the United States
- Northeast (Washington, D.C.)
- Red Line (Washington Metro)