Date: 201505
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C BUR
ATC / advisory: Tower BUR
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Traffic volume was high. Aircraft X was cleared for takeoff on runway 15. Aircraft Y was then cleared for a touch and go on runway 15 behind the Aircraft X departure. Aircraft Z was South [along] the 5. Aircraft A was eastbound [along] the Ventura freeway and Aircraft B was westbound on the Ventura freeway. Another helicopter was eastbound transiting as well [along] the freeway.My initial transmission to Aircraft B was to follow the Ventura freeway westbound. I was already thinking about the possible conflict with Aircraft B westbound and Aircraft Y and Aircraft A eastbound. I departed Aircraft X on 15 and shipped him to departure just off the departure end. At that very moment I noticed that Aircraft B had not followed by instructions to follow the freeway; but had turned north towards the airport; being a conflict with my Aircraft X departure at that very moment; [Ground Control (GC)] was in my ear requesting a runway crossing and Aircraft C was in my ear requesting a landing clearance. I told Aircraft B to turn South towards the freeway with urgency; at that time he told me he was unfamiliar and I saw Aircraft X descend under. I saw out the window Aircraft B turning; but at no point did I issue traffic to Aircraft B on Aircraft X departing and visa versa.I started to get busy and the Controller in Charge (CIC) opened Assistant Local (AL). CIC then about 3 minutes later closed; so that he could relieve her on CIC to go to a class. GC was training. The CIC was trying to help me. Two controllers and two supervisors were downstairs. Too much happened at one time and my attention was obviously on the wrong thing at that very moment. I should have asked for the AL position to continue to be staffed to assist me.In hindsight after watching the video and listening to the tape; I should have issued Aircraft B [the]traffic departing runway 15 and ensured he was following the instructions to remain over the freeway. Had I not allowed the Aircraft B to deviate off the freeway this would not have happened.


Second narrative: This event occurred during takeoff from BUR. We were departing Runway 15 on the Van Nuys SID which required a turn after takeoff to heading 210 degrees. After takeoff; we were immediately handed off to SCT. After switching frequencies; before I even had a chance to check in; SCT. called us and told us 'traffic alert; level off immediately'. Simultaneously; we received a TCAS RA which directed us to 'Descend; Descend'. The TCAS RA was the result of Aircraft B that was traveling East to West; roughly perpendicular to our initial flight path; approximately 2 miles ahead at 2;300 feet. Our assigned altitude would have caused us to pass through Aircraft B's altitude. The First Officer (FO); Pilot Flying (PF) leveled off and maintained an altitude between 1;700 feet and 1;900 feet. I told the First Officer not to climb; as by this time the conflicting traffic was very close. I also directed him to turn to the west since there was rising terrain directly ahead of us. The First Officer did both of these things. Unfortunately; this put us right underneath Aircraft B; on a parallel course. It also pointed us toward VNY; and toward several traffic targets in the pattern at VNY. While flying west; we received a GPWS warning 'Don't Sink; Don't Sink'. SCT called us and told us to turn to heading 210 and to climb to 4;000 feet as soon as able. However; it was unclear if we could stay at our current altitude and clear the terrain with a turn to 210; and with Aircraft B directly over us; I didn't want to climb. I replied to SCT. that I did not want to climb with the traffic still above us. Eventually; Aircraft B was turned away; and we were able to comply with SCT's instructions.ATC failed to provide adequate separation in the departure corridor for our departure path. Avoid issuing VFR/IFR routes that cross the BUR Runway 15 departure corridor. The combination of numerous high density airports in close proximity; and rising terrain; creates increased potential in this area for loss of separation; which requires heightened awareness by ATC and flight crews to avoid. Even though we were complying with the issued departure clearance; as a flight crew we could have scanned TCAS targets in the area prior to takeoff to ensure separation.


Synopsis: Two controllers and three pilots report of a loss of separation due to a Controller not issuing traffic on or before departure.