Inquiries & Recommendations

Ngā ketuketutanga me ngā tūtohunga

This report examines 6 track heat buckle incidents that occurred in different localities throughout New Zealand in the summer of 2000/2001, 5 of which resulted in derailments. Safety issues identified by these incidents included: • the need for training of track staff to ensure they recognise and respond to visible track defects • the possible need to protect continuous welded rail, formed at an unknown neutral temperature, during hot weather • the need to control tamping and lining to ensure track is not realigned leaving increased compressive stress in the rails

This report examines 6 track heat buckle incidents that occurred in different localities throughout New Zealand in the summer of 2000/2001, 5 of which resulted in derailments. Safety issues identified by these incidents included: • the need for training of track staff to ensure they recognise and respond to visible track defects • the possible need to protect continuous welded rail, formed at an unknown neutral temperature, during hot weather • the need to control tamping and lining to ensure track is not realigned leaving increased compressive stress in the rails

[No report published - TAIC asked to assist investigation by National Transportation Safety Board USA into the incident.]

On Sunday, 26 November 2000 at about 0105, Train 540, the northbound Longburn to Whareroa milk train, derailed near Kai Iwi while rounding a curve about 25 km/h faster than the authorised and posted curve speed of 50 km/h. Ten full milk-tanker wagons left the track and came to rest in a gully below, disgorging a large volume of milk. There were no injuries. The reason for the excessive speed in the curve was the locomotive engineer losing situational awareness during a microsleep.

At about 0400 on 19 November 2000, the Auckland Harbour tug "Waka Kume", with 2 crew aboard, was made fast to the port quarter of a ship berthing at the Fergusson Container Terminal. As the ship was moving astern towards the berth the pilot decided to abort the approach due to the bow thruster on the ship not being able to hold the bow up into the wind and tide.

[A preliminary investigation showed that the circumstances were not likely to have significant implications for transport safety. Consistent with section 13 of the TAIC Act the Commission discontinued the investigation and no report was published.]

On Friday 17 November 2000 at about 1840, the fishing charter vessel "La Nina", with 9 passengers and 2 crew on board, was on passage to an anchorage in a bay on Rakitu Island when it grounded on rocks to the north-east of the island. The passengers and crew boarded a liferaft shortly before the vessel foundered. They were later rescued by other vessels, which had answered the Mayday call sent by the skipper. The deckhand was seriously injured during the grounding. Safety issues identified included: • inadequate safety briefing before commencing charter

On Saturday 28 October 2000, Balloons over Taupo Cameron A-180 hot air balloon ZK-FAS was on a local flight near Taupo with 7 passengers and one crew when an unanticipated wind increase necessitated a prompt landing. During the landing approach the pilot endeavoured to extend the flight path over a power line which he had seen at a late stage. The balloon basket struck and broke the 3 wires of the power line before landing in the next paddock. There were no injuries and no damage to the balloon.

[A preliminary investigation showed that the circumstances were not likely to have significant implications for transport safety. Consistent with section 13 of the TAIC Act the Commission discontinued the investigation and no report was published.]

On Wednesday 25 October 2000 at 1936, the Christchurch main trunk air traffic services centre communications system experienced an unanticipated complete power loss during non routine maintenance. The power loss caused a loss of normal radio and telephone communications to the centre for several minutes. Each terminal controller and the controllers for 2 of the 5 area sectors had independent battery powered radios available. Independent telephone links and all radar information to the centre remained operational.

On Tuesday 17 October 2000, at about 1250, a MDHC 369E helicopter ZK-HFT, was returning to Queenstown with 2 people on board when the pilot made a forced landing owing to a loss of engine power.

On Wednesday, 4 October 2000, Train 225, an Auckland to Wellington express freight service, was permitted to depart from Te Kauwhata on the North Island Main Trunk and enter the down main line that was already occupied by an authorised hi-rail vehicle movement. No collision resulted, as the four occupants of the hi-rail vehicle became aware of Train 225’s approach and were able to off-track before the train passed. The safety issues identified included: • a train controller not following procedures for handling track user inquiries