Inquiries & Recommendations

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[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, 21 November 2003, at about 1300, 10 wagons on northbound express freight Train 220 derailed as the train passed through Shannon. There were no injuries. The probable cause of the derailment was a combination of track and a wagon at the limit of their respective working tolerances. The safety issue identified was the compatibility of current track and mechanical tolerances and their potential to cause derailments.

[Report for overseas State. Direct any inquiries for a copy of the report to the Minister of Transport of that State.]

On Wednesday 12 June 2002 at about 1308, a partially-sighted passenger fell from the doorway of Train 2643 while alighting at Silverstream. The train, an Upper Hutt to Wellington Tranz Metro electric multiple unit service, had stopped at the platform but the last doorway of the rear passenger car, from which the passenger fell, was positioned off the north end of the platform. The passenger suffered serious injuries that required hospital treatment. The safety issue identified was the berthing of electric multiple unit passenger services at suburban stations.

At 1306 hours on Sunday 31 March 1996, the pilot of Robinson R44 ZK-HJD called Gisborne Tower, reporting 20 miles south for joining instructions. Low cloud, poor visibility and gale-force winds prevailed at the time. When the helicopter failed to arrive at Gisborne, Search and Rescue action was initiated, and the pilot's body and some helicopter wreckage were found the next morning at Muriwai Beach, 5.5 nm south of Gisborne Airport. It was evident that the helicopter had flown into the sea, but no definitive cause was established.

Passenger train ‘Te Huia’ went through stop light (SPAD) vulnerable to impact from other passenger train. TAIC recommendations relate to train driver route knowledge, need for rail vehicles sharing a rail network to have same engineering solution to prevent passing stop signals, and signal visibility.

The aircraft was in a high hover. It was seen to rotate about its vertical axis and fall into the sea. The co-pilot escaped under water and was rescued but the Pilot lost his life.

[No report published by TAIC. TAIC provided local information for an investigation by the Australian Transportation Safety Bureau. Refer to ATSB for any report (ATSB brief no. 200304918).]

The aircraft, number 4 in a formation "bomb burst" manoeuvre, collided with number 3 aircraft in the formation. After the collision the number 4 aircraft dived straight into the ground while the pilot of number 3 was able to make an emergency landing. The pilot of number 4 aircraft was killed in the accident.

At approximately 0720 hours on Sunday, 13 June 1999, Train 3612, a Wellington to Upper Hutt electric multiple unit service, collided with an empty cable drum which had been moved alongside the track by persons unknown. The cable drum had been in close proximity to the line for at least 2 weeks. There were no injuries. The leading unit suffered minor damage. Safety issues identified were the lack of effective reporting and follow-up procedures for potential obstructions alongside the track. One safety recommendation was made to the operator.

[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.]

The Anatoki was a New Zealand-registered coastal cargo vessel on a short coastal voyage from Nelson to Tarakohe. The Anatoki departed Nelson at about midnight on 5 May 2010 and was due to arrive off Tarakohe at 0545 the next day. On 6 May 2010 at about 0506 the Anatoki ran aground off Rangihaeata Head in Golden Bay, close to the Tarakohe Harbour. The mate on watch at the time was unaware that the vessel had run aground for at least another 10 minutes. The mate then spent several minutes attempting to refloat the vessel before advising the master of the grounding.