Inquiries & Recommendations

Ngā ketuketutanga me ngā tūtohunga

At approximately 0942 hours on Thursday, 6 April 2000, Train 326, a northbound express freight, was travelling on the up main through Pukekohe when dragging brake gear on a wagon near the centre of the train hit the spreader bar of the south-end turnout from the up main line to the loop. The impact caused the facing points to open and derail 13 of the following wagons. Safety deficiencies identified were the limitations of the clevis pin retaining the wagon brake rod, and the worn condition of the brake rod safety chains.

[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.]

[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.]

[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 Sunday, 15 August 1999, Train 281, a southbound Te Rapa to Palmerston North freight, stalled as it ascended steep grade up the Owhango bank. After the stalling the locomotive engineer moved to and from the lead locomotive and brought into operation an unmanned trailing diesel-electric locomotive in an attempt to assist the train up the gradient. On finally returning to the moving lead locomotive he slipped while entering the cab and suffered serious injuries. The train was brought to a stop by another person riding in the cab of the lead locomotive. Safety issues identified were:

On Thursday 4 September 2008 at about 0827, push/pull commuter passenger Train 9113, travelling on the Down Main North Auckland line from Waitakere to Britomart, overran Fruitvale Road Station platform. The train was travelling at 36 kilometres per hour (km/h) when it passed the end of the platform and had slowed to 31 km/h when it passed Stop and Proceed Signal 2097 displaying a Stop indication. The train was still travelling at 29 km/h when it entered Fruitvale Road level crossing, 38 metres (m) past the end of the platform and 27 m past Signal 2097.

On 5 March 1994, as Train 257 approached Papakura Station the train crew noticed an individual sitting on the edge of the platform. The person did not respond to the train's warning horn and received serious injury from which he died later the same day.

On Tuesday 12 September 2006 at 0727, flight NZ503, a Boeing 737-319 registered ZK-NGJ started its take-off at Auckland International Airport on a scheduled flight to Christchurch. On board were 2 pilots, 3 cabin crew and 96 passengers.

On 18 November 1993 an intoxicated person lying close beside the track was struck and killed by a freight train. It is probable that the person fell from the station platform. No issues of public safety are raised in this report.

An accredited representative has been appointed to assist the investigation of the United Arab Emirates General Civil Aviation Authority. Royal New Zealand Air Force C130 was on approach to Dubai aerodrome in instrument meteorological conditions under the control of local Air Traffic Control. The controller cleared the aeroplane to descend to 2,000 feet, which was 800 feet below the minimum radar vectoring altitude of 2,800 feet. The aeroplane had only 200 feet clearance above the highest obstacle in the area. [As initially reported, subject to change, not official findings.]

[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 20 January 2011, the pilot of a Bell 206L-3 LongRanger helicopter ditched the helicopter after experiencing a significant engine power reduction while in the cruise. The pilot did not have time to make an emergency radio call, but the accident was witnessed by people on shore. The pilot was not wearing a life jacket and spent more than 2 hours in the water before he was rescued. He suffered minor injuries only. The helicopter was not able to be recovered from the sea for about one week. The cause of the reported engine power reduction was not determined.