Volume 21 Issue 1 September 2022 nzLogistics & Transport How innovation could save warehouse tenants millions in reduced leasing costs Self-driving trucks could alleviate supply chain problems Understanding South Island freight challenges $15.00 THE OFFICIAL PUBLICATION OF CILT NEW ZEALAND
An architect's impression of Maersk's new, purpose-built 16,000m2 coldstore facility to be opened by late 2023 in the logistics hub adjacent to the Ruakura Inland Port.
ON THE COVER Photo: Tainui
Group Holdings LOGISTICS & TRANSPORT NZ IS THE OFFICIAL JOURNAL OF THE CHARTERED INSTITUTE OF LOGISTICS & TRANSPORT NZ 12 Contents 14 In the next edition The editorial team welcomes expressions of interest for submitting an article for the December 2022 edition of this journal, especially from young professionals (those under the age of 35). Contributors should in the first instance contact the editorial convenor, Murray King (email murray.king@xtra.co.nz) to discuss their article. Deadline for the December 2022 edition: November 10, 2022. 104 Published under contract (print) by: Excel Digital 21 Jamaica Drive, Wellington 5028 Tel: 04 499 0912 Email: studio@exceldp.co.nz Advertising Contact: CILT national office Tel: 09 368 4970, Email: info@cilt.co.nz Editorial Contact: James Paul, The PR Company Tel: 022 514 0716 Email: james@theprcompany.co.nz CILT NZ National Office: PO Box Disclaimer:Fax:Tel:AucklandShortland1281,Street,093684970093684971 This publication is the official magazine of the Chartered Institute of Logistics and Transport New Zealand Inc (CILT NZ). It is published quarterly. All material appearing in this publication is copyright and may not be reproduced without the permission of CILT NZ. The views expressed in this publication are not those of the editorial committee, CILT NZ, its council, officers or The PR Company, unless expressly stated as such. SPREAD THE WORD ABOUT CILT … If you enjoy reading this magazine and think others would too, please share it with others – leave it on the coffee table at work, or out at reception. Also published under contract (web) by: Web:Email:Tel:29WebstruxureTorySt,Wellington048017053hello@webstruxure.co.nzwebstruxure.co.nz Ruakura Superhub set to rumble 3 How innovation can save warehouse tenants millions in reduced leasing costs 6 Air pollution does significant harm to Kiwis 8 Playing catch-up on flood damage compensation ................................................................ 10 Self-driving trucks could alleviate supply chain problems .................................................. 12 Understanding South Island freight challenges ..................................................................... 14 The state of New Zealand’s roads .............................................................................................. 16 New rules around public transport ownership ....................................................................... 17 Carbon footprints and net zero concepts................................................................................ 18
The inland port component is a 50/50 joint venture of Tainui Group Holdings (TGH) and Port of Tauranga. The first 9-hectare stage of this is on track to open in the fourth quarter
The Ruakura Superhub is set to officially open on 15 September. The event will cap off 15 years of planning and development for the 490-hectare estate which was returned to Waikato-Tainui as part of the settlement with the Crown in 1995.
Cont. on page 4
From day one, the inland port will feature two 800-metre sidings for the East Coast Main Trunk line, with more than 80 scheduled cargo train movements on the line each week between Metroport in Auckland and Port of PortTauranga.ofTauranga’s credentials as a port developer and operator are well-known. For its part, TGH is arguably the leading Waikato developer, with a $1.4 billion portfolio and a track record that includes The Base shopping centre at Te Rapa, twin luxury hotels at Auckland airport (joint venture with Auckland Airport) and a new regional centre for ACC in TGHHamilton.Supply
“Historically it has made sense to locate in Auckland, but organisations are increasingly being pushed south to Wiri, Drury and beyond. Now, with covid-19 driving significant changes in the world of retail distribution, and in global shipping, the need for robust supply networks is pre-eminent.
“New Zealand organisations need to show scale and volume to attract shipping at the right pricing, so they can bring in cargo efficiently. To drive that you need to aggregate volumes, bringing all supply chains together in one location to drive scale and thus efficiencies.
Anchoring the Golden Triangle and connected by road and rail, Ruakura Superhub is one of New Zealand’s largest developments – it’s larger than the Auckland CBD and will add around 8 per cent to the urban footprint of Hamilton, on the Eastern boundary.
perspective: the cost of land, lease costs, accessways off main transport routes,” says Mr Christie.
Global transport and logistics company Maersk will establish a new coldstore facility at Ruakura Superhub. The site, which was visited by Maersk and Tanui Group Holdings personnel, will include a new, purpose-built 16,000m2 coldstore facility. Photos: Tainui Group Holdings
“Organisations tend to look at a ‘centre of gravity’ model to see where to locate, making decisions historically from a mainly property
of this year with an initial handling capacity of 60,000 TEU per year. A further 8 hectares and 90,000 TEU capacity will be added in stage 2, with the fully built out inland port to encompass 30 hectares.
Chain Strategy Director, Dave Christie says that Ruakura Superhub plays into the evolution of the supply chain and logistics market evolution currently happening in New Zealand.
Ruakura Superhub set to rumble
September 2022 3
“As the business environment evolves rapidly around us, Ruakura enables decisions to be made across four dimensions: property, logistics, sustainability, and growth. These factors help companies future-proof their growth strategies and offers them a significant advantage by enabling a much more productive and resilient supply chain.
Ruakura Superhub is recognised as an emerging ‘sweet spot’ for New Zealand’s supply chain, bounded as it is by the East Coast Main Trunk Line and with a dedicated interchange on the recently opened WaikatoTheExpressway92-hectare stage 1 offers 35 hectares of logistics space and 25 hectares of industrial development space close to the inland port. On completion, this will be surrounded by a 263ha industrial and logistics park with a mix of uses curated to help businesses thrive.
Other well-known logistics names to sign up for Ruakura Superhub include Maersk, Big
Chill and PBT. The Maersk facility will have more than 16,000sqm of fully convertible temperature-controlled space with temperatures ranging from -25°C to 15°C. It can provide storage for over 21,000 pallets of cold chain products. The facility is targeting a Green Star 5 rating.
Waitomo Group is developing a 1.6 hectare service centre which will open by the end of this year. It will incorporate a Waitomo Fuel Stop with alternative energy options including hydrogen refuelling and EV charging stations as well as commercial truck refuelling lanes. A touch-free carwash, two quickservice restaurants, a café and a convenience store will round out the offerings.
“We have seen significant growing demand from exporters, importers and local processors who rely on temperaturecontrolled storage in the region,” says Tony Mildon, Head of Reefer, Maersk Oceania.
Dave Lovegrove, PBT Express Freight Chief Executive, said the business was excited and honoured to be the first tenant to sign for the Ruakura Superhub.
The Ruakura Superhub is set to officially open on 15 September. The event will cap off 15 years of planning and development for the 490-hectare estate which was returned to Waikato-Tainui as part of the settlement with the Crown in 1995.
Built to handle scale Ruakura offers space options for businesses looking to create sizeable facilities and future-proof their growth strategies. This is proving well-suited to the requirements in a rapidly evolving logistics market, which is being driven by the rise of wider adoption of ‘just-in-case’ rather than ‘just-in-time’ supply chains, more holding of on-shore inventory, e-commerce and last-mile delivery requirements. A number of logistics and industrial occupiers have already committed, and others are in negotiation.
Chief Executive Michael Roberts says the company’s new 13,000sqm facility at Ruakura Superhub will strengthen its network and take its nationwide roster of depots to an even 10.
Kmart, one of New Zealand’s best-known retail brands, will establish a state-of-the-art 40,000 square metre distribution centre at Ruakura Superhub to serve the North Island and wider country, following a planned move from its Wiri site in South Auckland.
4 Logistics & T ransport NZ
“Ruakura’s location and exceptional road and rail links make it a natural centre of gravity for our network services to access the rapidly growing upper North Island region, and beyond. We are planning ahead for growth and our initial 4,000 square metre logistics facility at Ruakura Superhub will be future proofed for expansion,” Mr Lovegrove said.
The distribution centre will employ around 100 people on a 9-hectare site that includes warehousing, distribution, storage, a container yard, and an office facility. The facility will incorporate autonomous mobile robot technology and is scheduled to be operational in late 2023 to service customers for Kmart’s 25 New Zealand stores.
“With the new facility in place and its close integration with Maersk’s logistics solutions, we will offer more transparency and visibility of refrigerated cargoes and help customers build more efficient and resilient supply Bigchains.”Chill
“Our new service centre development will reflect the scale and quality expected from a project of national significance such as Ruakura Superhub,” Mr Ormsby said.
Managing Director of Waitomo Group Jimmy Ormsby said the flagship Waitomo site at Ruakura cements the company’s commitment to the region it calls home.
“Our new Waikato facility will play an important role in the network, anchoring one corner of the golden triangle and acting as a pivot point for distribution to and from the west coast, central North Island and east coast,” says Mr Roberts.
Kmart New Zealand will open a new 40,000 sqm distribution centre at the Ruakura Superhub in Hamilton, following a planned move from its distribution centre in Wiri, South Auckland.
Iwi-owned nurseries are cultivating two million native plants for the 10-hectare wetland and the swales which convey storm water across the site, and act as a natural filtration system to ensure that water leaves the site in a better state than it arrived.
Consultancy firm Beca has calculated an overall 10 per cent improvement in ecological values within the development area after 20-30 years. In a visit last year, Minister of Transport Hon Michael Wood acknowledged Ruakura Superhub as a significant step towards the future decarbonisation of New Zealand’s supply chain.
Sustainability designed in Ruakura Superhub has a wide range of features to support cleaner waterways, increased native habitat, improved air quality, and reduced carbon emissions.
He cited forecasts that the shift from road to rail cargo transport enabled by the inland port will remove 65,000 long haul truck journeys per year when the port is at full capacity, reducing carbon emissions for the region’s importers and exporters.
TGH Chief Executive Chris Joblin is confident Ruakura will become the pre-eminent logistics and industrial hub in the Waikato, linked
There is provision for over 3,000 houses in the master plan for Ruakura and TGH gratefully acknowledges $56.8 million co-funding from the Government through the Provincial Growth Fund and ‘shovel ready’ programmes and a $5 million contribution from Hamilton
“Importantly,network.
Dave Lovegrove (left), PBT Express Freight Chief Executive, and Tainui Group Holdings Chief Executive Chris Joblin.
Ruakura will be an intergenerational asset for Waikato-Tainui and its people – creating thousands of jobs, minimising impact on the land and waterways, and delivering value back into the Waikato and New Zealand economy,” Mr Joblin says.
City Council towards the local roading
September 2022 5
to the most cost-effective and sustainable landside transport network.
How innovation can save warehouse tenants millions in reduced leasing costs
So says supply chain consultancy Prological in its newly published whitepaper ‘Rethinking warehouse design: Integrating innovation, from concept to delivery’, which discusses pressures of the industrial property market, as well as the limitations of traditional approaches to new warehouse and freight depot development.
For clarification, greenfield sites are undeveloped areas within or outside a city, typically on agricultural land. They are often sought after for the construction of manufacturing plants and other commercial projects because they are uncomplicated and straightforward for construction.
how this new way of thinking can reduce tenant costs and expand developer return on their assets, while bringing relief to the constrained property market in Australia and New Zealand’s larger cities.
“With a significant number of Greenfield sites due to be developed in the next five years, we want to share the key principles to help organisations future-proof their operation and counteract the impact of rising rent prices and low land availability,” Managing Director and Founder Peter Jones says.
By 2026, the total value of investment-grade industrial property in Australia is set to surpass the office sector, by which time the Australian industrial and logistics industry is forecast to reach $424 billion, the whitepaper states.
Future-proofing organisations’ greenfield sites by engaging with a combination of design, architecture, and logistical experts at the beginning of the build process will be crucial to counteracting the impact of rising rent prices and low land availability.
The logistics property market is struggling to cater for the growth in e-commerce as well as other business sectors. Therefore, the way in which facilities are designed, built, and operated must change. Photos: Prological
Here in New Zealand, the Reserve Bank estimated our commercial property stock is estimated to be worth approximately $180 billion back in 2015, about a quarter of the value of residential property. Interestingly, the Government announced that interest on residential mortgages will no longer be taxdeductible in 2021; a policy that will be phased in over the next four years. This will have a significant cash-flow impact on residential investors, particularly those who are highly Accordingleveraged. to NAI Harcourts, this policy – along with a string of others such as the Bright Line Test and the Healthy Homes Act – have made the residential property market less appealing: “Some investors are exiting the sector and
and improves the social foundation of these communities. However, brownfields may take longer to develop and could involve more risk.
From working with Australia and New Zealand’s largest retailers and logistics companies, the Prological team highlight their approach for developing greenfield sites, and
On the other hand, brownfield sites are abandoned, underutilised or contaminated properties. Redeveloping these properties into productive projects mitigates environmental impacts, provides tax revenue
6 Logistics & T ransport NZ
Advantages of such a location includes design flexibility for meeting project requirements; room to expand for future growth; and construction timelines are typically faster. However, infrastructure installation is often required due to its location away from the city and its services, meaning workers also have to commute further.
• Reduced travel time by optimising production and work zones from the outset (50-60 per cent of traditional warehouse staffing costs)
“Today,profound.traditional warehouse layouts are no longer fit for purpose and rents are driving costs in the wrong direction, while innovative architecture and engineering are introduced too late in the current development process, if they are introduced at Innovation,all.” therefore, must come down to answering a few questions:
• What if automation and its infrastructure requirements were considered early and designed as an integrated component of the building?
“However, with the rapid pace of innovation, scarcity of available land and the proliferation of agile automation, this approach is no longer optimal. Indeed, it has always been flawed, but now the consequences of this flawed approach are more
The whitepaper examines how a commitment to innovation from the outset can produce significant benefits for customers who are faced with increasing market pressures. As land prices continue to increase in both Australia and New Zealand, materials handling designers are recognising that there is an opportunity to design vertically rather than
Industrial Real Estate firms with more transactions to prosecute, creating more revenue for the sector.
• Improving customer experience with faster, more accurate delivery times
looking at commercial/industrial real estate as a more viable option.”
• Attracting, retaining, and optimising staff through human centric design
To read the white paper in full, see 57456343e861view/997d00b8-f677-433a-a49a-https://indd.adobe.com/
•including:Increased sustainability through warehouse positioning, thermal efficiency, reducing heat footprint and leveraging natural sunlight, of course with solar power, but that is just the start
• Becoming known for innovation by shareholders, employees, and customers alike.
September 2022 7
“Thishorizontally.isnotjust about going higher, but also value engineering the building and its more complex elements to support volumetric utilisation, optimisation of automation integration, shorter walking distances, and creating a more people-centric work environment all while lowering both CapEx (and subsequent rents) as well as the overall OpEx.”
Next generation answers to these critical questions result in reduced land requirements, reduced building costs and in turn, reduced rents. While this approach provides the tenants with a much better outcome, it also provides developers with more revenue, while providing Logistics/
Traditional warehouse layouts are no longer fit for purpose and rents are driving costs in the wrong direction, states Prolgoical's whitepaper.
• What if the fit-out and detailed workflows were designed first, and the building was designed next, both before the land was even looked at?
“In 2022, we expect industrial rents and values to continue to move forward, although it is still too early to determine the impact of rising interest rates on everdecreasing yields. Market sentiment in the residential arena has softened, and it remains to be seen if this will flow over into other asset classes such as industrial property. For the short term at least, the music looks set to keep Prologicalplaying.”believes innovation in this environment is critical as occupier costs have reached record highs, as have rents for both super prime and prime grade assets. The logistics property market is struggling to cater for the growth in e-commerce as well as other business sectors. To address these issues, the way in which facilities are designed, built, and operated must change.
• What might it mean to build vertically, not just horizontally?
The whitepaper highlights several additional operational and personnel benefits for early adopters of this ‘next generation’ design
“Until now, the most common process for site development begins with estimating the footprint of the facility, choosing an adequate size property site, with consideration of the internal workflows and fit-out last,” the whitepaper states.
“Overall, combining PM2.5 and NO2, the air pollution health burden due to anthropogenic sources increased by 10.2 per cent between 2006 and 2016. All of this increase is due to increased exposure to NO2, but the full impact of worsening NO2 has been lessened by the improvements in PM2.5 concentrations.”
The study highlights motor vehicles as the single greatest source contributing to anthropogenic air pollution health costs in all but two regions – Marlborough and West Coast. In most regions in the North Island, motor vehicle impacts were at least twice
those of domestic fires. In the South Island, the difference between the two sources was markedly reduced.
“In contrast, the population-weighted annual average NO2 concentration from anthropogenic sources worsened by just over 13 per cent between 2006 and 2016, resulting in an increase in social costs of more than 28 per cent. This is not surprising given the number of diesel vehicles, which are the main source of NO2, have increased significantly since 2006. Light diesel vehicles have increased by 44 per cent and heavy diesels by 12 per cent.
BY JAMES PAUL
“Moving forward from HAPINZ 3.0, more attention will need to go on addressing harmful emissions from motor vehicles – from in-service vehicles as well as those entering the fleet. Because on-road vehicles are also an important source of greenhouse gas emissions, there are significant opportunities to secure benefits for both air quality and climate
Therefore, air quality management strategies need to focus at least equally (if not more so) on addressing motor vehicle emissions, given they are estimated to be responsible for 67 per cent of the national air pollution health burden from anthropogenic sources at an estimated social cost of $10.5 billion.
“While the population-weighted annual average PM2.5 concentration from anthropogenic sources improved by more than 21 per cent between 2006 and 2016, the resultant social costs reduced by only 9.4 per cent. The impact of improvements to date (largely due to reductions in domestic fire emissions) has been counteracted by increased population.
The young, elderly, diabetics and asthmatics are also more sensitive to effects, while lower socio-economic groups are less resilient to anticipating, coping with, or recovering from Interestingly,pollution.
As for recommendations, the study points to the impacts on air quality were split between PM2.5 ($6.1 billion) and NO2 ($9.5 billion), with NO2 exposure accounting for just over 60 per cent of the total impacts ($15.6 billion).
Air pollution health effects in New Zealand were first comprehensively assessed in the Health and Air Pollution in New Zealand (HAPINZ 1.0) study undertaken by Fisher and others in 2007 for a base year of 2001.
“Thechange.suite of damage costs developed in this update for harmful emissions will enable improved assessment of costs/benefits of any emissions reduction strategy.”
Since 2012, air quality monitoring has further expanded across New Zealand to include many more locations, pollutants and sources, and exposure-response functions are now available for a greater range of health endpoints.
Air pollution can cause significant health impacts ranging from increased disease and illness (morbidity) to premature death (mortality), and the effects of it are not felt evenly across different communities. For example, some people can be more vulnerable if they are more exposed to environmental hazards such as highways or industrialised areas.
Funded by the Environment, Health, and Transport ministries and Waka Kotahi NZ Transport Agency, the study was authored by Dr Gerda Kuschel and others and published in July this year, using datasets from district and regional councils across the country.
This drove government agencies to commission the updated HAPINZ 3.0 in 2019 to better reflect the air pollution health effects experienced by New Zealanders and to update the impacts for 2016.
New Zealand was found to have good air quality in most locations, most of the time. However, exhaust emissions from vehicles and solid fuel (wood and coal) used for domestic heating combine to produce unacceptable air quality in some locations, particularly during winter.
Air pollution does significant harm to Kiwis
8 Logistics & T ransport NZ
We also know much more about the harms associated with air pollution – in particular, fine particles (PM2.5) which are emitted from a range of anthropogenic sources and nitrogen dioxide (NO2) which is a gas emitted mainly by motor vehicles.
while the Auckland region comprised 34 per cent of New Zealand’s total population in 2016, it contributed 29 per cent of all anthropogenic social costs for New Zealand in the same year. However, Auckland contributed more of the motor vehicle social costs (34 per cent) but less of the domestic fire costs (16 per cent) and other anthropogenic (industry and windblown dust) costs (25 per cent).
A new report summarises the updated health and air pollution in New Zealand 2016 (HAPINZ 3.0) study which evaluates the effects of air pollution on human health across New Zealand and the resulting social costs.
“Thepresent).social costs resulting from these anthropogenic health impacts totalled $15.6 billion with NO2 exposure accounting for just over 60% of the total costs. This was a significant and surprising finding,” the study states.
The study makes for sombre reading; the estimated anthropogenic (human-made) air pollution in New Zealand was responsible for approximately 3,300 premature deaths per year (roughly ten times that of the road toll, as normally measured) and social costs of $15.6 billion per Additionally,year.there were more than 13,100 hospital admissions for respiratory and cardiac illnesses, including 845 asthma hospitalisations for children; over 13,200 cases of childhood asthma; and approximately 1.745 million restricted activity days (days on which people could not do the things they might otherwise have done if air pollution had not been
By comparison, the Canterbury region, which comprised 13 per cent of New Zealand’s total population in 2016, contributed 18 per cent of all anthropogenic social costs for New Zealand but the region contributed more of the domestic fire social costs (21 per cent) and less of the motor vehicle costs (17 per cent) and other anthropogenic costs (16 per cent).
Trends in the health impacts of air pollution have worsened since 2006, driven largely by NO2, the study shows.
“Not only are the impacts of NO2 more significant than we expected, exposure to even low levels can be harmful. This is a new finding for New Zealand and one that is now being confirmed in other places around the Forworld.”example,
This work was later updated in 2012 by Dr Kuschel and others (HAPINZ 2.0) for a base year of 2006 to reflect the more comprehensive monitoring being undertaken across New Zealand in response to the introduction of a national environmental standard for ambient particulate matter (PM10) concentrations in September 2005.
HAPINZ 3.0 study key findings Health and Air Pollution in New Zealand (HAPINZ) Air pollution does significant harm to our people, especially our tamariki. Clean air matters to Kiwis: making improvements in air quality makes a difference to people’s health. Fine(PMparticles 2.5) Exhaust gas (NO2) billion$15.6 $9.45 billion$6.16 billion Social costs of health impacts from human-made air pollution (2016) Health impacts from human-made air pollution (2016) Number of cases per year Premature deaths (adults) Cardiovascular hospitalisations (all ages) Respiratory hospitalisations (all ages) Asthma prevalence (0-18 years) 2,6001,3002,000 2,0002,000 6,500 13,200 1.745 million restricted activity days Percentages may not add up to 100% due to rounding 100% Motor vehicles 17% Motor vehicles 74% firesDomestic 8% Wind blown dust Fine(PMparticles 2.5) Exhaust gas (NO2) -9.4% -21.2% Trends in air pollution and social costs (2006–16) Improvements in PM2.5 were offset by increased exposure to NO2. 20062016 $15.6 0 +28.4% +13.2% $6.80 Social costs per year in billion $Changewww.ehinz.ac.nz/projects/hapinz3environment.govt.nz/publications/health-and-air-pollution-in-new-zealand-2016-findings-and-implicationsofPM2.5andNO2population-weightedconcentrationandassociatedcost(2006–16) Exhaust gas (NO2) Concentration Social costs $6.16$9.45 Exhaust gas (NO2) $7.36 $14.2 Fine(PMparticles 2.5) Fine(PMparticles 2.5) +10.2% was the overall increase of the health burden Published in July 2022 September 2022 9
Photos: Twitter, Facebook
That same 2021 weather event gave rise to over one billion dollars in damage to Crownowned assets located in the Ashburton
BY JAMES PAUL
Local Government NZ’s message is clear – one-off, competitive, and after-the-fact recovery funding from central Government is not a sustainable solu tion to give New Zealanders the flood protection they deserve.
Last month’s atrocious weather saw parts of the country declare states of emergencies as immense rainfall across four days caused widespread damage, slips and evacuations. Among the areas hardest was the NelsonTasman region, which remains in state of Northemergency.Islanders weren’t exempt from the severe conditions either with some towns cut off by floods that swamped roads and homes. More than 500 residents of northern and central areas were forced from their homes after rain made some of them uninhabitable.
Indistrict.arecent
travellers and freight, typically has around 24,000 vehicles per day going over it, including 2,000 trucks. Over 30,000 vehicles cross in weekends.
Ashburton River Bridge on State Highway 1, the primary transport route for southbound
The Mayor of Marlborough John Leggett has described the damage to his region from August's intense and prolonged rainfall as eye-watering.
Playing catch-up on flood damage compensation
In light of the destruction, the Government made an initial contribution of $200,000 to the Mayoral Relief Fund “to help communities in Nelson/Tasman following prolonged heavy rain, flooding and high winds,” the Minister for Emergency Management Kieran McAnulty announced on August 18.
When it closed – due to concerns about structural stability – along with alternative routes south (including the rail line) thanks to flooding, this impacted supply chains to the whole of the lower South Island with significant but difficult to accurately quantify impacts on the economy.
interview with media regarding this year’s August flooding, Prime Minister Jacinda Arden said that getting money to local areas was critical to ensure an immediate clean-up response. It was, however, not intended to for supporting the “extra work that’s needed such as infrastructure”.
10 Logistics & Transport NZT ransport
It was only 13 months after the Government injected $4 million into relief funding to support flood-affected Canterbury farmers who were recovering from the damage of a historic one in 200-year flood, with an additional $100,000 provided to the Mayoral Relief Fund to support Canterbury Allcommunities.ofwhichwas in addition to the $500,000 committed by the Ministry for Primary Industries on 1 June 2021. Along with Enhanced Taskforce Green funding of $500,000 from the Ministry of Social Development, the Government committed more than $5m to communities for the severe weather event.
Financial support of $150,000 from Rural Communities Minister Damien O’Connor was also made available to help farmers and growers recover from the heavy rain across Tairawhiti and Hawke’s Bay, while the top of the South received $120,000 and the Far North was allocated $30,000.
The report highlights New Zealand is not alone in facing the challenge of addressing the effect of extreme weather events and associated flood hazards, as all countries are
“In July, there was a remit passed at our Annual General Meeting – that LGNZ call for an independent review, to commence within the next 12 months, into the way in which Government, through Waka Kotahi, fund transport investments in Aotearoa.
“We have previously been involved with joint central and local government work on community resilience. We’d like to see this work ramped up again and are discussing this with the Prime Minister and Minister of Local
“SinceGovernment.our2019 report, there have been ten more significant flood events around New Zealand, not to mention the substantial number of close calls where flood protection infrastructure has been pushed to within mere millimetres of its capacity. Any flood is a significant flood to the people that it affects,” says DirectorMcCartney.of Policy and Advocacy for Local Government New Zealand (LGNZ), Grace Hall says the funding issue lies with government and Waka Kotahi.
“This includes funding of new developments and maintenance programmes.
facing similar challenges. For example, the United States and the United Kingdom have recently acted with urgency to significantly ramp-up their investment into flood protection schemes.
“TheGovernment.localgovernment sector has been advocating for a long time to ensure that the Government uses managed retreat as the last resort. There are a number of other options such as building protective structures, nature-based solutions, and making buildings and structures safer and more resilient to save residents from the traumatic experience of retreating.”
A state of emergency was in place for Nelson and Marlborough, and some rivers in the top of the South Island have had their biggest floods on record, when significant rain fell in August.
“Until earlier this month [July], there has been no national direction around how communities deal with the impacts of climate change. So, councils have decades of experience in making their own
Convenor of the Regional Council Chief Executive Officers Group, Michael McCartney says it’s been nearly three years since the original report highlighted these alarming findings to the
However, supporting communities with much needed, and seemingly one-off, payments is not sustainable – especially in the face of the increasingly frequent and extreme weather events, says Local Government NZ. Therefore, Te Uru Kahika – Regional and Unitary Councils Aotearoa’s Chief Executive Officers Group is urging the Government to prioritise sustained co-investment in flood protection across New RecentlyZealand.releasing its Central Government Co-investment in Flood Protection Schemes Supplementary Report, the group says $1.5 billion is needed to protect New Zealanders from floods as a longer-term solution – like government investment support – is severely “Newlacking.Zealander’s lives and livelihoods are in very real danger from increasingly severe and frequent flood risks arising from climate change. The consequences of failing to provide supporting investment to fund critical flood protection across New Zealand are unthinkable,” the report states.
“There’s a real need for us to work with central government around funding – for both building resilience of infrastructure and what we can do about the infrastructure that’s in at-risk locations,” Hall adds.
September 2022 11
“Significant co-investment from Central Government simply cannot be put off any longer. The time to act is right now.”
Published in January 2022 but made public in April, the report is the second call from Te Uru Kahika for national leadership and urgent action to meet the flood hazard risks arising from climate change.
“Councils are concerned about the level of funding available for investment in resilience of the transport network, particularly given increasing frequency/ severity of extreme weather events.”
The report strengthens the findings of an earlier publication in 2019, which revealed that the combined $200m of regional and unitary council investment in flood protection schemes each year was falling short of what is required to meet flood protection needs by $150m per annum.
“Thedecisions.National Adaptation Plan was a good start and aims to make sure homes and infrastructure are built away from harm.
The road to autonomy
than autonomous cars because the routes are highly-repeatable and the majority of the driving takes place over the highway,” says Mr Han. “While solving the autonomous driving problem for trucks is extremely difficult, it has far fewer problems to solve than autonomous
Xiaoling Han, TuSimple's Senior Director of Sensors and Vehicle Control Integration, says these vehicles could solve a huge problem for the trucking industry. “Autonomous trucks offer a much stronger business case
Self-driving trucks could alleviate supply chain problem
Across the globe, hundreds of thousands of workers rise from their beds in the middle of the night to climb into the tight quarters of the cabin of a big rig. This workforce hauls billions of tons of cargo every year to warehouses, groceries stores, and ports. The shipping industry moves nearly 11 billion tonnes (12 billion tons) of freight via humandriven big rigs annually.
The trucking industry has struggled to both retain its existing workforce and certify new drivers, especially as driving schools closed during the COVID-19 pandemic. But autonomous technology for heavy-duty trucks might be a solution to this. Photo: Pennsylvania Motor Truck Association
to meet rising demands for supplies ranging from fuel to electronics.
autonomous trucks, Mr Han says TuSimple can make highways safer and more efficient while helping reduce costs and the environmental footprint of trucks.
It’s not uncommon to see technology across a wide range of industries labelled as autonomous these days, from robot vacuums to your new car. But when it comes to true autonomy, many of these technologies fall short, explains Govind Malleichervu, Automotive Industry Manager at MathWorks.
12 Logistics & T ransport NZ
Computer modelling helps build the future of autonomous semi trucks
While these rigs are essential to the movement of supply chains around the world, the industry faces a rising driver shortage. The trucking industry has struggled to both retain its existing workforce and certify new drivers, especially as driving schools closed during the COVID-19 pandemic. These circumstances combined have made it difficult for trucking
Withcars.”
Long-haul big rigs are also a worker safety nightmare. With long hours, often driving through the night or early morning, truck drivers are more susceptible to fatigue than other drivers. The Centers for Disease Control and Prevention says fatigued driving impairs driving as much as driving while intoxicated.
It was in this combination of problems facing the trucking industry that Xiaoling Han and colleagues at TuSimple saw the opportunity for a new kind of solution: autonomous technology for heavy-duty trucks.
BY STEPHANE MAROUANI, COUNTRY MANAGER ANZ AT MATHWORKS
“Automated driving features offered by many OEMs are at Level 2 or Level 2+,” Mr Malleichervu says, where the plus designates increased autonomy without quite reaching Level three. “With these levels, the advanced driver assistance system (ADAS) on the vehicle controls the braking system, accelerating, and steering, with the human driver still responsible for monitoring the environment at all times and performing all other driving tasks.”
This is where TuSimple’s trucks have an advantage, Mr Han says. While the company doesn’t expect its trucks to be out on the road in full force until at least 2024, testing this technology on less densely driven highways instead of city centres offers an easier path toward achieving full autonomy. To test autonomous vehicles in a city, companies must first come to agreements with local authorities on where, how often, and at what speeds their vehicles can be tested. This often means reducing the area and time available for testing.
Another bonus for highway testing is that it faces fewer pedestrian obstacles than in cities and largely avoids stop-and-go traffic and narrow or uneven roads. While this doesn’t completely remove the risk of harm to other drivers should something go wrong, it does lessen the likelihood of a deadly accident.
These stricter standards for the braking system are also reflected in its redundancies, Han explains, which allow human controllers to intervene and brake manually if something goes
Trust in the model
Using perception and sensors such as lidar, TuSimple’s L4 autonomous system sees 360 degrees around the vehicle and 1,000 metres in front of it. The data is then passed along to the safety-critical brake-by-wire control system, Mr Han explains, which then makes the connection between software perceptions to the truck’s hardware to activate safe braking.
Also known as the verification and validation model, the V-model is a design approach that moves systematically through analysis, design, and validation before implementing new features. As a result, Mr Malleichervu says that taking an engine or vehicle program from start to finish with the V-model can typically take three to five years; implementing upgrades to an existing design requires approximately one year.
For TuSimple, this methodology was too slow, Mr Han says. Instead, the company implemented a mixed method that includes both the V-model and Agile methods when developing their autonomous systems.
This relatively limited level of autonomy is due in part to the safety concerns inherent in testing and developing ADAS for vehicles in urban environments.
A crucial aspect of this autonomy that Han and his team have been developing is an autonomous by-wire braking system. The weight of the big rigs, along with the
TuSimple is already testing its big rigs on real highways, including a 951-mile trek from Arizona to Oklahoma to deliver watermelons. However, the costs of relying entirely on-road testing can add up quickly, Mr Han explains. Instead, the team largely relies on modelling and simulations as a safe and cost-effective alternative for the by-wire control development. According to Mr Han, as much as 90 per cent of the trucks’ vehicle control unit testing is done using models developed in MATLAB®, Simulink®, and other software.
September 2022 13
Right now, Mr Han says that TuSimple’s trucks are at Level four autonomy. This means that the vehicles can drive themselves under limited conditions without the assistance of a human driver—although in TuSimple’s case the company plans to still have human drivers supervise from the driver’s seat. Unlike trucking today, which requires constant vigilance from human drivers, Level four or five autonomous trucks would give them an opportunity to rest while driving through the night on empty roads.
Using this hybrid approach, TuSimple can release by-wire software patches in less than 24 hours and new features anywhere between 72 hours and two weeks. It’s this novel design method and TuSimple’s use of modelling that Han thinks will help the company reach its goal of hitting the highways with autonomous big rigs by 2024.
these components through a model enables the team members to work on the design simultaneously, even when they’re working from different physical locations.
“Braking is the most fundamental system in autonomous driving,” says Mr Han. “The safety level for braking is above all the other systems.”
“Forwrong.other parts of the vehicle, such as the engine, a certain level of redundancy will suffice,” Mr Han says. “However, because braking systems are the most safety-critical part of the vehicle, we must have full redundancy including the physical, signal, power, and software systems.”
“The by-wire braking system is very complex,” says Mr Han. “The whole pipeline starts from perception, where our program looks at its surroundings in the front and back of the vehicle. This includes motion planning, prediction, and the control algorithm.”
“For the by-wire braking, we only test at the vehicle level 10% of the time, because it’s very cost prohibitive,” says Mr Han. “It consumes human power and requires additional coordination. So, we do most of the testing in Thesimulation.”simulations require modelling how different sensor inputs, such as lidar and radar, are relayed through microprocessors to the truck’s physical control systems. Managing
“The team can refer to the model to check what’s going on inside the vehicle,” Mr Han says. “It’s much easier than reading the code. That’s why the model is the single source of truth for the whole Vehicle Control Unit team, because we can communicate based on the model across all related functional
Theteams.”models also help reduce errors introduced by human coders by automatically generating code to implement designs made at the model levels, says Mr Malleichervu. This approach enables the team to test the autonomous systems with different vehicle constraints, such as different engines or cargo weights. The team relies on MATLAB scripts and GitHub to manage the variants.
Beyond simplicity, Mr Han says that relying primarily on virtual models to test their new designs also helps them break free of a standard design model across the automotive and software industry called the V-model.
“We have a very fast iteration period, which means we release by-wire control software in weeks rather than years,” says Mr Han. “That’s why we need to follow the Agile process as well. That’s also why we rely on modelling. Without modelling, it’s very hard to release a feature in a month, because in that month you need to finish the coding, testing, validation, everything.”
dynamics associated with pulling a fully loaded trailer, makes it harder for them to quickly stop. A fully loaded truck can weigh as much as 36,000kg (80,000 pounds), whereas a passenger car weighs closer to 1,360kg (3,000 pounds). The braking system must be able to safely stop the momentum of a heavy truck traveling at highway speeds.
Breaking the mould
As defined by the Society of Automotive Engineers, there are six possible levels of autonomy for automotive vehicles, ranging from zero to five. Levels zero through three range from no automation to limited automation, including assisted steering or braking. Due to the limited capabilities, human drivers still control the vehicle and supervise these systems. Level five autonomy, where the vehicle performs all driving tasks, is still many years away.
The South Island has a large stake in freight, indicative of this train for Rolleston leaving the Lyttelton Tunnel at Heathcote. While the South Island makes up only 23 per cent of Aotearoa’s population, it’s responsible for approximately 30 per cent of the nation’s exports by value, and up to half of its primary exports.
The purpose of the South Island Freight Summit was to pick up on previous work undertaken at a South Island level and ensure a joined-up discussion. These discussions focused on the changes taking place in the sector and the role of councils and regional transport committees in supporting and facilitating Infrastructurechange.guest speakers included sector representatives from the Ministry of Transport, Lyttelton Port Company, Swire Shipping and KiwiRail. User case studies included Ngai Tahu Holdings Ltd, Sorted Logistics, Wareing Group and Hiringa Energy.
cent of Aotearoa’s population, it’s responsible for approximately 30 per cent of the nation’s exports by value, and up to half of its primary exports. A third of KiwiRail’s business is in the South Island.
BY SECRETARIAT, SOUTH ISLAND REGIONAL TRANSPORT COMMITTEE CHAIRS
The shift toward just-in-time supply chains, combined with the effects of climate change, is exacerbating the impact of disruptions on many South Island communities. For example, when the Rangitata River flooded in 2019 and the Ashburton River/Hakatere in 2021, State Highway 1 had to be closed. The lower South Island supermarkets ran out of bread within three days.
Understanding South Island freight challenges
An alpine fault earthquake could render the West Coast and Nelson/Tasman regions
The South Island Regional Transport Committee Chairs (RTC Chairs) Group hosted a South Island Freight Summit in March. The RTC Chairs group was established in 2016 with the purpose of significantly improving transport outcomes in the South Island through collaboration and Theintegration.Chairshave had a long-standing interest in both freight and visitor journeys across the South Island, and in 2019 commissioned a study into opportunities for a freight-mode shift. The study estimated the wider benefits to society from a 40 per cent increase in South Island rail freight Conservatively,tonnage.this was calculated to be in the range of $12-18 million per year, through factors such as reduced road maintenance, improved road safety, and environmental benefits.
A key topic was on the need to decarbonise freight – something of particular relevance for the Canterbury region with as much as 40
14 Logistics & Transport NZ
Among state highways, the top of the South, West Coast, Canterbury and Otago are four of the top five at-risk regions in New Zealand by a number of natural hazard risks, and the top four regions by criticality (the number of risks with a major or critical risk rating) .
Photo: Glen Anthony
The South Island has a large stake in freight. While the South Island makes up only 23 per
In line with national and international trends, freight demand in the South Island is predicted to grow by up to 70 per cent within the next 30 years by some estimates.
inaccessible by road or rail for months. The South Island also has many issues in common with the North – a heterogenous supply chain, a predominance of small to medium enterprises and a reliance on road freight.
Freight has been a prominent agenda item for South Island regional councillors in recent months. Supply chain disruptions and the recent government direction to reduce transport-sector greenhouse gas emissions have heightened interest in the topic.
The South Island has some unique challenges compared to the North – specifically, its lower population base, relative isolation, and challenging geography.
The cost of modal transfers means that rail and coastal shipping is typically only economically viable for longer trips and investing in the decarbonisation of the road
Since the summit, the Chairs met twice in May to finalise a submission on the freight and supply chain issues paper. Waka Kotahi also announced in May the commitment of $30 million in funding from the 2021-24 National Land Transport Programme to support new coastal shipping services through four providers; Coastal Bulk Shipping Ltd, Move International Ltd, Swire Shipping NZ Ltd and Aotearoa Shipping Alliance.
SH 73, westbound near Cass, heading towards Arthur’s Pass. Photo: Bruce Shalders
September 2022 15
per cent of its road transport greenhouse gas emissions attributed to freight movement. Other topics discussed included freight resilience and freight efficiency.
There is very little information, for example, on the intra-regional freight task within each New Zealand region, which hinders decisionChairmaking.of
freight sector will be critical to achieving emission reduction targets.
The Chairs consider that a better understanding (at least amongst councils) of economic drivers across the system would help to achieve the outcomes sought, especially if done in a way that supports the competitiveness of regional economies.
The Government funding will support more than $60 million of private sector investment in the services, which will particularly benefit communities along the West Coast of the South Island, Taranaki and Tairawhiti regions by providing a new option for the movement of key freight commodities to/from major Whilemarkets.local body elections have put a temporary hold on further work, staff have been asked to arrange another meeting of the incoming Chairs early in the new year.
The road freight sector is efficient, reliable and relatively low cost, and will remain the dominant mode for moving goods into the future. Most freight movement is short distance –usually to and from the nearest port and producers, processing and manufacturing sites, or end consumers.
the South Island Regional Transport Committee Chairs Group, Councillor Stuart Bryant of Tasman District Council, said freight summit attendees came away with a broad overview of the South Island freight sector, including road, rail, coastal shipping, and Councillorports.
“We now have a better grasp of what is needed both collectively, and for each region.
While growing rail and coastal shipping is seen as a key part of the solution, there is also recognition of the limitations of these modes and the continued importance of road freight. KiwiRail has said that while they could realistically double rail freight tonnage to and from Lyttelton Port from 20 per cent of current port throughput to 40 per cent, achieving more than this would be a challenge due to the freight origin and destination points not being well served by rail.
One of the key takeaways from the summit is the need to make greater use of rail and coastal shipping, and to work more effectively across transport modes,” he said.
Bryant said the event has put a stake in the ground for further advocacy and collaboration, including input into the National Freight and Supply Chain Strategy.
The quality of New Zealand’s roads and the infrastructure we drive over have been top of mind for many frustrated drivers of both small and commercial vehicles. However, there may be smoother roads ahead thanks to a $400 million funding boost.
There has been a noticeable increase in potholing and surface issues on our roads nationwide and the issue does not appear to be funding related, Bus and Coach Association (BCA) Chief Executive Ben McFadgen says.
for them and build resilience in the transport Mrsystem.Knackstedt
“Due to the unexpected nature of these events, resources and materials can be challenging to procure, creating a strain on local resources,” says Mr Knackstedt.
“Especially given the fact that NZTA [Waka Kotahi NZ Transport Agency] had an extra $500 million injected into their coffers for
says climate change is seriously impacting the condition of the roading network, and believes that while the overall annual rainfall total has not increased by much, the intensity has, resulting in much higher numbers of intense rainfall events affecting both local roads and state highways.
“There is a little bit of good news, however. Waka Kotahi has taken our industry issues seriously; the agency asked for and got $400 million extra for roading maintenance in this year’s budget. Unfortunately, when you have had such a maintenance mountain for so long and when you also have a shortage of people to do the work, your capacity is reduced. It takes a long time to dig yourself out of that Fundinghole.” for land transport activities, including road maintenance, is allocated through the three-yearly National Land Transport Programme (NLTP). The amount of funding available for each activity class in the programme is established by government through the Government Policy Statement (GPS) on Land Transport. In developing the NLTP, Waka Kotahi must give effect to the ThereGPS. are separate activity classes within the NLTP for the maintenance of state highways
and for the maintenance of local roads, Wako Kotahi Senior Media Manager Andy Knackstedt explains.
“The Plan will outline the priority actions and approaches Waka Kotahi will take to enable the land transport system to prepare for, and respond to, the effects of climate change.
“Through the current 2021-24 Programme, $2.8 billion is being invested to maintain and operate the country’s 11,000km of state highways, and a further $4.2 billion to maintain and operate local roads. Waka Kotahi is responsible for programming maintenance work for state highways, with local authorities and Auckland Transport responsible for local
“Theroads.$2.8
billion for state highway maintenance in the current Programme includes an additional $400 million over the initial budget allocation, which is specifically targeted at pavement and surfacing renewals.
“Estimating costs and developing robust solutions in a dynamic situation can be very challenging, sometimes requiring changes to construction methods and designs. These complexities can all add to timeframes and extend the recovery period.
“The resilience programme at Waka Kotahi has been running for several years with the aim of continuously improving the resilience of the land transport system. Through the National Land Transport Programme, we are investing in identified risk to help reduce the impacts of emergency works events in the future.”
If work is undertaken in winter, the cold ground would mean the new surface would harden and crack, plus the stones in the chip seal could pop out if exposed to cold weather within four weeks of application.
Another reason why we have seen big delays in road repairs is that we are not in the resealing season, which ended in May. Summer is the best time to reseal roads, as warm temperatures and dry air help the new seal stick to the existing road surface.
The state of New Zealand’s roads
Recentmaintenance.severe weather events have closed roads around the country, affecting the ability to move freight, says Ia Ara Aotearoa Transporting New Zealand Chief Executive Nick Leggett. He adds that climate change is certain to have an adverse impact on our infrastructure, and “we need to be buckling up for more of them”.
“When you have infrastructure that is just not in a condition to cope with severe weather because less money has been spent, and materials probably are not up to the standard that we expect, then there just isn’t the resilience to cope with more frequent and more severe extreme weather.
“Our first construction season in this Programme period, 2021 to 2022, saw approximately 2,200 lane kilometres of road resurfaced or rebuilt, which is approximately 10 per cent of the state highway network. The upcoming season, 2022 to 2023, is targeting 2,450 lane kilometres, which will be the largest ever single-season maintenance work programme on the state highway network,” says Mr Knackstedt.
There have also been changes to health and safety protocols around maintenance closures, which is why it is more common to see full detours rather than just reduced speeds around repairs. There are also more lanes closed with hard barriers rather than loose cones, which has added extra time and cost to the infrastructure process.
The climate and geography of New Zealand mean that most parts of our transport system are vulnerable to the impacts of natural hazards, such as severe weather and seismic activity. We can’t stop these events from occurring, but it is important to prepare
BY JAMES PAUL
“Waka Kotahi is addressing the impacts of climate change in our emergency works programme, including mounting disruptions and expenditure, by developing a Climate Change Adaptation Plan as part of our resilience programme.
16 Logistics & Transport NZT ransport
He adds that the cost of repairs and the required level of investment from the National Land Transport Fund to recover from these events is significant. Between 2018 and 2021, Waka Kotahi recorded seven events that have resulted in costs between $15 million and $50 million, compared with two such events on that scale between 2013 and 2017.
“In addition to standard emergency works, there are much higher numbers of intense rainfall events. Long periods of drought followed by intense rainfall can have catastrophic effects, resulting in flooding, scouring and slips on state highways and on local roads.”
The new transport plan involves the Government dropping the current Public Transport Operating Model (PTOM) and replacing it with a Sustainable Public Transport Framework.
Union Wellington Branch Secretary, Kevin O'Sullivan said his membership has been wanting the change to happen “since day one”. The current model “was a complete failure” and the union’s initial opposition to it had been vindicated.
which will have a new focus and new objectives:
• on-demand public transport
“We are rolling out a new public transport model that will prioritise fair and equitable treatment of employees, mode-shift, and improved environment and health
“Particularly for addressing the driver shortage, nationalisation of public transport services will not resolve that. You can always change the focus to more public value, instead of focusing on the lowest cost, which could have been done under the PTOM system – there’s no reason why you couldn’t do that.
“Theoutcomes.newframework will help to make working in public transport a more attractive career option, in a sector that pays well and better looks after its people.”
• the labour market in the public transport bus sector
September 2022 17
Transport Minister Hon Michael Wood has announced new rules that could allow councils to own their public transport.
could allow councils to own and operate services in-house, which Wood anticipates will support on-demand public transport services, improve pay and working conditions, deliver routes and services that reflect community needs, and incentivise the decarbonisation of bus fleets.
• the objectives
O’Sullivan described the Bus and Coach Association’s beliefs that councils, in collaboration with the union, could not run an efficient bus service as “old thinking”.
From an industry perspective, Bus and Coach Association Chief Executive Ben McFadgen disagrees with the decision and doesn’t think the pendulum needs to swing that far back.
Wood told the NZ Herald that this model along with the Government’s key industrial relations reform, Fair Pay Agreements, would attract more people to become public transport drivers, alleviating current Heshortages.alsosaid the funding model for public transport would be something the Government would continue to think about.
The Land Transport Management Act will also be amended under the new model to allow operational tweaks and have broader things considered when setting up a public transport service.
He told Morning Report that “the idea public transport will be more effective and efficient under public ownership is fundamentally “Ifunsound”.yougo back 30-40 years to when we had most of our buses running through councils and look at the inefficiencies back then, you can’t help but feel that we’re going back to a very, very similar situation where fleets weren’t well maintained and the services themselves fell far short of what was required to get Kiwis around the country.”
The legislative and operational reforms for the new framework will be progressed over the course of 2022 and 2023. Following the reforms, the framework will be implemented through future service planning and delivery.
“It’s a public service so the profit motive has to be one of the lesser considerations. If the government's targets for public transport were to be met, which was not happening at present either in terms of fewer emissions or the services, it needed to be run under some form of state control.”
• roles and relationships in the public transport sector
These would include transparency of operating costs, service performance, the types of buses and ferries used on the service, and the terms and conditions of employees. Wood said in a press statement that “workers and public transport users are at the heart of the new Sustainable Public Transport Framework”.
• decarbonisation of the public transport bus fleet
“That model has been a complete disaster. It’s just got to change. There will be no improvement until there’s a higher level of state control. The current model isn’t working and things need to change and this is a signal that change is on the way.”
In 2021, the PTOM was reviewed, with a focus on:
• employment and engagement of the public transport workforce is fair and equitable, providing for a sustainable labour market and sustainable provision of public transport services;
He says the current system “isn’t that broken, and a few settings could just be changed”.
• well-used public transport services reduce the environmental and health impact of land transport, including by reducing reliance on single-occupancy vehicles and by using zero-emission technology; and
New rules around public transport ownership
• services that operate outside of PTOM (exempt and excluded services)
Theoutcomes.”newmodel
• public transport services supports mode-shift from private motor vehicles, by being integrated, reliable, frequent, accessible, affordable, and safe;
According to the Ministry of Transport, the framework will prioritise mode-shift, fair and equitable treatment of employees, and improved environment and health
“In fact, if the Government had focused a little bit more on public value and delivering services, then we wouldn’t be in the situation we are However,now.”Tramways
BY JAMES PAUL
• provision of services supports value for money and efficiency from public transport investment while achieving the first three objectives.
Cabinetservicesagreed to replace PTOM with the new framework in August 2022,
• It is likely that the global proportion of major (Category 3–5) tropical cyclone occurrence has increased over the last four decades, and the latitude where tropical cyclones in the western North Pacific reach their peak intensity has shifted northward.
• Global mean sea level has risen faster since 1900 than over any preceding century in at least the last 3,000 years (high confidence).
Setting the scene
This article is a summary of a lecture given by Dr Zhou to the Global Women in Logistics and Transport (WiLAT) Sustainability Leadership Programme for 2022. WiLAT is a subsidiary group within the wider CILT International family and runs an annual global training programme for members of WiLAT and CILT. The article is presented to provide some challenges for our members as they assess their own businesses for carbon footprints, carbon reduction and carbon offsetting.
Carbon footprint is a parameter that measures the impact human activities have on the environment in terms of the amount of greenhouse gases produced, measured in units of carbon dioxide equivalent (CO2-e). The World Resources Institute has developed a chart to illustrate the impacts of different levels of global warming.
As we know, the latest science warns that we must reduce net emissions by 45 per cent by
• The likely range of total human-caused global surface temperature increase
We all know about the impact of the use of fossil fuels and deforestation. But did you know about cement production? Coal and petroleum coke to fuel the kilns for clinker
BY DR SHELLEY ZHOU, ASSOCIATE PROFESSOR AT HONG KONG UNIVERSITY OF SCIENCE AND TECHNOLOGY
The 2021 report from the IPPC identified:
So, the question is: Do you know which GHG comes from your business? Directly? Indirectly? Or how climate change will affect your business? Take a break to take stock.
• Many changes due to past and future greenhouse gas emissions are irreversible for centuries to millennia, especially changes in the ocean, ice sheets and global sea level.
Data from the US National Oceanic and Atmospheric Administration (NOAA) shows that the average global sea surface temperature – the temperature of the upper few metres of the ocean – has increased by approximately 0.13°C per decade over the past 100 years. As a result of this seemingly minute change, glaciers are retreating almost everywhere around the world – Including in the Alps, Himalayas, Andes, Rockies, Alaska and Africa. Satellite observations reveal that the amount of spring snow cover in the Northern Hemisphere has decreased over the past five decades and that the snow is melting earlier.
The world has recently demonstrated extreme weather as the number of cold days and nights has decreased and the number of warm days and nights has increased on a global scale, with more droughts, heavier rainfalls, heat waves, intense tropical cyclones, more powerful storms and hotter, longer dry periods.
Agriculture Canada undertook an analysis for Canada, which is relevant to New Zealand:
Carbon footprints and net zero concepts
A greenhouse gas (GHG) is a gas that absorbs and emits radiant energy within the thermal infrared range, causing the greenhouse effect. The primary greenhouse gases in Earth’s atmosphere are water vapour, carbon dioxide, methane, nitrous oxide, ozone, halocarbons, and other industrial gases. These may be natural or anthropogenic (caused by humans).
production provides approximately 3.4 per cent of global CO2 emissions. This occurs during the calcination of limestone. Or from waste management? Or the impact of industry which produced chlorofluorocarbons (CFCs), hydrochlorofluorocarbons, and perfluorochemicals with the use of SF6-electric insulators, heat conductors or freezing agents?
from 1850-1900 to 2010-2019 is 0.8°C to 1.3°C, with a best estimate of 1.07°C.
18 Logistics & T ransport NZ
Carbon foot print and carbon offsetting
Anthropogenic climate change is defined by the human impact on Earth’s climate while natural climate change is the natural climate cycle that has been and continues to occur throughout Earth’s history.
• Event attribution studies and physical understanding indicate that humaninduced climate change increases heavy precipitation associated with tropical cyclones (high confidence).
4. Support for the development of a market for net zero aligned offsets.
your roof 8. Tell
6. Re-invest
of waste 3. Switch to electric vehicles 4. Reduce business travel and enable home
all
There are four key elements to credible net zero aligned offsetting, according to the multidisciplinary team from the University of
first, ensure the environmental integrity of any offsets used, and disclose how offsets are used;
›
9. Only
1.Oxford:Prioritise
6. Sequester › What options are available to sequester emissions? Assess What are your residual GHG emissions? Offset Can you offset your residual Thereemissions?arelots of good websites with advice on how businesses can start to reduce their emissions. One example from the UK is business-reach-carbon-net-zerowww.herts-iq.co.uk/10-tips-to-help-your/. to help your reach net zero energy reducing types working reduce your business carbon footprint. cost savings to solar panels on your staff, customers and supply chain about your actions buy from businesses that are taking action on climate change. Switch to financial service providers with strong policies on green investments.
In the meantime, what can you do? Here is a useful analysis for you to start reviewing your business:
supplier 2. Focus on
4. Reduce › How can you change your activities to reduce emissions?
2. Shift offsetting towards carbon removal, where offsets directly remove carbon from the atmosphere;
), the
2. Set objectives › What do you want to achieve?
7.
›
8.
to
staff commuting 5. Calculate
carbon 1. Switch to a green
) September 2022 19
www.transitionpathwayinitiative.org) and the
1. What are you doing? › Measure it
10.
3. Shift offsetting towards long-lived storage, which removes carbon from the atmosphere permanently or almost permanently; and
Help is available for businesses from several international organisations and activities. These include Science Based Targets (https://sciencebasedtargets.org Transition Pathway Initiative ( Task Force on Disclosures (www.fsb-tcfd.org
further improve sustainability 7. Install
business
Climate-Related Financial
10 tips
2030 and reach net zero by 2050 to limit global warming to 1.5 degrees above preindustrial levels. Net zero will be achieved when all GHG released by humans are counterbalanced by being removed from the atmosphere in a process known as carbon Carbonremoval.offsetting, if done properly, can contribute to net zero strategies, especially in hard-to-decarbonise sectors such as aviation and agriculture. However, offsetting, if not done well, can result in greenwashing and create negative unintended impacts for people and the environment.
3. Avoid › Can you avoid generating emissions, and how?
reducing your own emissions
5. Switch › Can you switch energy resources so they are less GHG intensive?
THE CILT NZ ANNUAL AWARDS DINNER 2022 At Te Pae Christchurch Convention Centre on Friday 14 of October 2022 We request CILT members to mark their diaries now and plan to attend the annual Awards Dinner, as we haven’t had a national Awards Dinner for three years due to Covid-19. This is the highlight on the calendar for the industry – an opportunity to acknowledge successes and celebrate outstanding achievements. This event would not be possible without the generous support from LPC and our other support partners. WHEN: Friday 14th October 2022 VENUE: Te Pae Christchurch Convention Centre 6:00pm: Cocktail Hour at Te Pae Christchurch Convention Centre 188 Oxford Terrace 7:00pm: Awards Dinner commences 11:00pm: Awards Dinner to conclude PRICING: Individual $200 +GST Table of 10 $2000 + GST DRESS CODE: Business attire Bookings can be made on the website: https://cilt.co.nz/2022-awards-dinner Discounted accommodation is available through Novotel/Ibis Christchurch and bookings can be made at https://accorevents.com/offers/cilt-national-awards-dinner
