This week’s submission is the final look at the “Mississauga Miracle” – the 1979 train derailment and evacuation in the third of a three-part series.

Read Part 1 here!
Read Part 2 here!

During the derailment, firefighters and “think tank” personnel continually evaluated emergency response measures, the progress of the fire, and weather conditions. This resulted in a series of expanding evacuations, which, by Sunday evening of November 11, 1979, had encompassed most of the City of Mississauga, and part of neighbouring Oakville and Etobicoke. The emergency response saw an evacuation of more than 226,000 residents. The evacuation proceeded in stages, with an estimated 80% of households leaving within 30 to 60 minutes of evacuation orders. Evacuation centres were established at multiple locations, including Square One, Sherway Gardens, Sheridan College, Brampton Centennial Secondary School, International Centre, and many other locations. Evacuation Centres sheltered more than 45,000 residents.

As the threat of the fires was quelled and the chlorine car eventually sealed, the evacuation orders were gradually lifted, and residents were allowed to return to their homes in stages beginning on Tuesday, November 13, once the initial fire had been extinguished after burning for some 50 hours. The final evacuation order, for those in the immediate vicinity of the derailment, was not lifted until Friday, November 16, almost six days after the initial derailment. The evacuation of Mississauga has been hailed as a prime example of a successful response to an emergency.

News accounts of the emergency coined a few phrases, one of which referred to the “Battle of Mavis Road.” However, the terms “Mississauga Miracle” stuck. Miraculously there were no casualties and few injuries resulting from the derailment. One of the main reasons for this was that although the train had entered one of the most densely populated areas in the country, the precise point of derailment was largely an industrial area, along with an undeveloped property. Also, given that the derailment occurred at the level crossing of Mavis Road, the site was highly accessible to emergency response personnel and equipment, and wind and weather conditions were favourable. Had the derailment occurred elsewhere along the tracks, or had the wind speed or directions been different, the outcome of the derailment and the costs to both human lives and property might have been much higher. Very much a miracle indeed.

The Federal Government initiated an inquiry into the accident on December 4, 1979. Prepared by the Honourable Mr. Justice Samuel Grange, the Commissioner of Transportation for the Supreme Court of Canada, the report presented a comprehensive summary of the events surrounding the derailment. The report gave 15 recommendations aimed at adjusting the policies pertaining to rail transport of hazardous materials and hazard mitigation procedures aimed at lessening the likelihood of a similar emergency. In 1980 the Federal Government passed the Transportation of Dangerous Goods Act to regulate surface transportation of hazardous materials. The act was based, in part, upon the recommendations of Justice Grange.