2015 MAJOR ACCIDENT INVESTIGATION REPORT Covering major accidents in 2013. National Truck Accident Research Centre FOREWORD The National Truck Accident Research Centre (NTARC) The report focus is limited to NTI losses and, given first reported findings into truck crash incidents NTI’s market penetration, this is a real indicator of in 2002. This independent research facility was industry performance. The interrogation of the NTI established by National Transport Insurance (NTI), claims database focuses upon major crashes from the which continues to be the predominant heavy vehicle 7,500 or so registered claims annually. In real terms it and equipment insurer in Australia. is an examination of the relational databases that are used to manage new heavy vehicle claims every hour This research institution provides the opportunity to of every day, 7 days a week and 52 weeks a year. undertake specific research that provides insights into the cause of serious heavy vehicle crashes. From the earliest of studies, NTARC has reviewed all supporting information describing crash incidents. The It is noted that the transport industry has recently compilation of information gathered by the insurer in recognised 25 years of change following some horrific such cases is extensive. We will report on such criteria road crashes in the 1980’s. as, vehicle configuration, freight carried, driver age and experience, the duration and characteristic of the In 2015, we have safer vehicles, safer speeds, safer journey in question. To ensure consistency for the sake roads, and generally more responsible and safer of comparison, this report will again focus on losses behaviour. Nonetheless, heavy vehicle crash incidents with a severity of $50,000 and greater. continue to occur, albeit with the number of people killed in Australia from crashes involving heavy vehicles over the past decade falling significantly. “In 2015, we have safer vehicles, safer speeds, safer roads, and generally more responsible and safer behaviour. Nonetheless, heavy vehicle crash incidents continue to occur…” 2015 MAJOR ACCIDENT INVESTIGATION REPORT 3 Page 2.0 Introduction and Overview of Findings 05 CONTENTS 3.0 Summary of Findings 07 4.0 Crash Scene Information: GPS Mapping 08 5.0 Accident Cause: Investigation Finding 09 6.1 Accident Specifics: Month & Season 11 6.2 Accident Specifics: Day of Week 13 6.3 Accident Specifics: Time of Day 14 6.4 Accident Specifics: Accident Location; 15 State / Freight Task 6.5 Accident Specifics: Incident Scene on the Road Network 16 6.6 Accident Specifics: Road Category 18 6.7 Accident Specifics: Freight Category 19 6.8 Accident Specifics: Vehicle Configuration 20 6.9 Accident Specifics: Direction of Travel 21 6.10 Accident Specifics: Distance from Point of Departure 22 6.11 Accident Specifics: Driver’s Age 23 6.12 Accident Specifics: Driver’s Average Age 24 6.13 Accident Specifics: Fatigue Location 25 6.14 Accident Specifics: Fatigue Time of Day 26 6.15 Accident Specifics: Fatigue Day of Loss 27 6.16 Accident Specifics: Inappropriate Speed Day of Week 28 6.17 Accident Specifics: Inappropriate Speed Month of Year 29 6.18 Accident Specifics: Losses by Fire 30 6.19 Accident Specifics: Rigid Trucks 31 7.0 About the Author 33 Editorial Advisor & Reference Information 34 4 2015 MAJOR ACCIDENT INVESTIGATION REPORT 2.0 INTRODUCTION AND OVERVIEW OF FINDINGS During 2013 there were 549 serious losses that satisfied the criteria of a major crash incident in this study. Such losses over $50,000 do not include off road machinery, farming and earthmoving equipment, that under normal circumstances would not operate on the road network or be registered. These serious crash incidents accounted for $71.7m in claims payments, some of which were fully recovered from the other parties where they held liability. Total Fleet Growth vs Major Crashes 600 200K 500 150K 400 300 100K TOTAL FLEET NO’S TOTAL MAJOR TRUCK CRASHES 200 Incident Cost 50K 100 Major Crashes 0 NTI Fleet 2003 2005 2007 2009 2011 2013 Since the previous report the number of large losses ‘000 units would improve if we were to inflate the recorded had increased by 16% whilst the NTI portfolio nominal $50,000 threshold of 2002 by the gazetted of units insured has remained relatively static. The annual inflation rate to a 2013 level. This would then incidence rate deteriorated to 3.1 major accidents per realise a revised crash rate per ‘000 units to 2.4 and ‘000 units insured. However, it is worth noting that lead to an improvement of 35% on the incidence of since the first of this series of studies was conducted serious crashes since 2002. This would reflect one in 2002, the nominal $50,000 threshold for major third less major crash incidents across this decade, and losses has not been increased to today’s equivalent demonstrates a strong result for on road safety where present value. Consequently, there is a sound basis progress is usually only reported on the basis in the for argument that the current rate of 3.1 crashes / rise and fall of road fatalities and serious injuries. 2015 MAJOR ACCIDENT INVESTIGATION REPORT 5 Major Crash Incidents (per ‘000) vs Growth in Freight Task 250 5.0 4.5 200 4.0 3.5 150 3.0 2.5 INCIDENT RATE 100 2.0 BILLION TONNE KMS 1.5 1.0 50 Billion Tonne Kms 0.5 0 0.0 Incident rate 2003 2005 2007 2009 2011 2013 To emphasize the impact of this latest result, it % NTI PORTFOLIO % LARGE LOSSES should be noted that across the period of the Fleet Fleet research studies, the Australian road freight task has SME SME maintained significant growth from 150 to 209 billion Owner Owner tonne kilometres. Since 2002 from a NTI perspective, Drivers Drivers we can report a 30% growth in the freight task but a 35% decline in the incidence of serious crashes. Business Size v Large Losses % NTI PORTFOLIO % LARGE LOSSES When considering the size of transport businesses Fleet Fleet and the comparable share of large losses our SME SME Owner Owner research has found that owner operators and small Drivers Drivers to medium size businesses are over-represented in such incidents. Fleets (defined as operations with 15 or more powered units) make up 62% of the data and returned only 50.8% of claims. 6 2015 MAJOR ACCIDENT INVESTIGATION REPORT 3.0 SUMMARY OF FINDINGS This report is the sixth in the current series that began • Outward journeys ex home port, contributed to in 2002 with the issue of the Australian Transport 67% of reported large losses. Safety Bureau Annual Review. • Most incidents occurred between the hours of The report details research undertaken into major truck 1000 and 1600 when the on-road population of crash incidents in Australia where National Transport commercial vehicles is at its highest. Insurance (NTI) was the insurance underwriter. It concentrates on heavy vehicle accidents in the ‘hire & • Single vehicle accidents (SVA’s) attributed to reward’ freight sector where the commercial vehicle’s 71.8% of losses with the balance of 28.2% payload exceeds five (5) tonnes. involving collisions with third party vehicles. In losses with third parties, not involving fatal injury, The report examines serious truck crash incidents the NTI insured heavy vehicle was liable in 59.4% where the quantum of the loss exceeds $50,000. of the cases. In collisions involving fatalities however, the truck was not at fault on 84% of • This study has reviewed 549 truck crash incidents occasions. reported to NTI during 2013. The aggregate cost of losses in this study was $71.7m which includes • The report found that Victoria was the best own, third party vehicle and property damage. performing State when comparing major truck crash incidents to that State’s share of the freight • When the nominal $50,000 threshold of 2002 task. While the Pacific & Hume Highways in NSW is factored up by the gazetted annual domestic were the worst performing highways, they were inflation rate to 2013, the major crash incidence closely followed by the West’s, Great Northern. rate has improved by 35% since 2002. In this report there were fewer major incidents occurring on Queensland’s Bruce Highway. • Inappropriate speed for the prevailing conditions continued to be the predominant cause with • As highlighted in the 2013 crash report, the worst major truck crashes, accounting for 27% of claims performing State was Queensland followed by registered. 73.6% of speed losses resulted in Western Australia. rollover. • Truck fires continue to account for 10.7% of large • Fatigue at 12.8% was the worst result since 2007. loss incidents with electrical failure accounting for 68.5% of cabin / engine compartment fires. • Western Australia was noteworthy with the highest proportion (30%) of major crash incidents • Mechanical failures remained at a 5% crash attributed to fatigue. incident level. (Tyre failure accounted for 72% of losses attributed to mechanical fault.) • Early in the week, Monday through to Wednesdays continue to reflect the greater proportion of crash events. October, March & July were the worst months with the Spring & Autumn seasons the marginally worst periods. 2015 MAJOR ACCIDENT INVESTIGATION REPORT 7 4.0 CRASH SCENE INFO: GPS MAPPING NT WA 8 QLD WA 110 147 NSW 124 SA ACT VIC 2 50 VIC TAS 74 8 At Fault Driver Error Not Liable RWT Inappropiate Speed Mechanical FIRE Non Impact Others Fatigue Animal Strike Contrib. Negligence 8 2015 MAJOR ACCIDENT INVESTIGATION REPORT 5.0 ACCIDENT CAUSE: INVESTIGATION FINDING Accident Cause: Investigation Finding 35% 30% 25% 20% 2007 15% 2009 10% 2011 5% 2013 0% Inappropriate Fatigue Fire Mechanical Theft At Fault - Not at Contibutory FLOOD / Speed Driver Error Fault Negligence High Water When closely scrutinizing incidents, where in Whether negotiating a roundabout, cornering or just some cases it has been established that driver’s changing lanes, inappropriate speed accounted for recollections of events are improbable or sketchy, a 27% of losses during 2013 whereas in the previous degree of surrogacy is used when deciding causal study it was 25.4%.