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Research papers, University of Canterbury Library

Access to clean and safe drinking water is a fundamental human requirement. However, in many areas of the world natural water sources have been impacted by a variety of biological and chemical contaminants. The ingestion of these contaminants may cause acute or chronic health problems. To prevent such illnesses, many technologies have been developed to treat, disinfect and supply safe drinking water quality. However, despite these advancements, water supply distribution systems can adversely affect the drinking water quality before it is delivered to consumers. The primary aim of this research was to investigate the effect that water distribution systems may have on household drinking water quality in Christchurch, New Zealand and Addis Ababa, Ethiopia. Water samples were collected from the source water and household taps in both cities. The samples were then tested for various physical, chemical and biological water quality parameters. The data collected was also used to determine if water samples complied with national drinking water quality standards in both countries. Independent samples t-test statistical analyses were also performed to determine if water quality measured in the samples collected from the source and household taps was significantly different. Water quality did not vary considerably between the source and tap water samples collected in Christchurch City. No bacteria were detected in any sample. However, the pH and total iron concentrations measured in source and tap water samples were found to be significantly different. The lower pH values measured in tap water samples suggests that corrosion may be taking place in the distribution system. No water samples transgressed the Drinking Water Standards for New Zealand (DWSNZ) MAVs. Monitoring data collected by the Christchurch City Council (CCC) was also used for comparison. A number of pH, turbidity and total iron concentration measurements collected by the CCC in 2011 were found to exceed the guideline values. This is likely due to structural damage to the source wells and pump-stations that occurred during the 2011 earthquake events. Overall, it was concluded that the distribution system does not adversely affect the quality of Christchurch City’s household drinking water. The water quality measured in samples collected from the source (LTP) and household taps in Addis Ababa was found to vary considerably. The water collected from the source complied with the Ethiopian (WHO) drinking water quality standards. However, tap water samples were often found to have degraded water quality for the physical and chemical parameters tested. This was especially the case after supply interruption and reinstatement events. Bacteria were also often detected in household tap water samples. The results from this study indicate that water supply disruptions may result in degraded water quality. This may be due to a drop in pipeline pressure and the intrusion of contaminants through the leaky and cross-connected pipes in the distribution network. This adversely affects the drinking water quality in Addis Ababa.

Research papers, University of Canterbury Library

Coastal and river environments are exposed to a number of natural hazards that have the potential to negatively affect both human and natural environments. The purpose of this research is to explain that significant vulnerabilities to seismic hazards exist within coastal and river environments and that coasts and rivers, past and present, have played as significant a role as seismic, engineering or socio-economic factors in determining the impacts and recovery patterns of a city following a seismic hazard event. An interdisciplinary approach was used to investigate the vulnerability of coastal and river areas in the city of Christchurch, New Zealand, following the Canterbury Earthquake Sequence, which began on the 4th of September 2010. This information was used to identify the characteristics of coasts and rivers that make them more susceptible to earthquake induced hazards including liquefaction, lateral spreading, flooding, landslides and rock falls. The findings of this research are applicable to similar coastal and river environments elsewhere in the world where seismic hazards are also of significant concern. An interdisciplinary approach was used to document and analyse the coastal and river related effects of the Canterbury earthquake sequence on Christchurch city in order to derive transferable lessons that can be used to design less vulnerable urban communities and help to predict seismic vulnerabilities in other New Zealand and international urban coastal and river environments for the future. Methods used to document past and present features and earthquake impacts on coasts and rivers in Christchurch included using maps derived from Geographical Information Systems (GIS), photographs, analysis of interviews from coastal, river and engineering experts, and analysis of secondary data on seismicity, liquefaction potential, geology, and planning statutes. The Canterbury earthquake sequence had a significant effect on Christchurch, particularly around rivers and the coast. This was due to the susceptibility of rivers to lateral spreading and the susceptibility of the eastern Christchurch and estuarine environments to liquefaction. The collapse of river banks and the extensive cracking, tilting and subsidence that accompanied liquefaction, lateral spreading and rock falls caused damage to homes, roads, bridges and lifelines. This consequently blocked transportation routes, interrupted electricity and water lines, and damaged structures built in their path. This study found that there are a number of physical features of coastal and river environments from the past and the present that have induced vulnerabilities to earthquake hazards. The types of sediments found beneath eastern Christchurch are unconsolidated fine sands, silts, peats and gravels. Together with the high water tables located beneath the city, these deposits made the area particularly susceptible to liquefaction and liquefaction-induced lateral spreading, when an earthquake of sufficient size shook the ground. It was both past and present coastal and river processes that deposited the types of sediments that are easily liquefied during an earthquake. Eastern Christchurch was once a coastal and marine environment 6000 years ago when the shoreline reached about 6 km inland of its present day location, which deposited fine sand and silts over this area. The region was also exposed to large braided rivers and smaller spring fed rivers, both of which have laid down further fine sediments over the following thousands of years. A significant finding of this study is the recognition that the Canterbury earthquake sequence has exacerbated existing coastal and river hazards and that assessments and monitoring of these changes will be an important component of Christchurch’s future resilience to natural hazards. In addition, patterns of recovery following the Canterbury earthquakes are highlighted to show that coasts and rivers are again vulnerable to earthquakes through their ability to recovery. This city’s capacity to incorporate resilience into the recovery efforts is also highlighted in this study. Coastal and river areas have underlying physical characteristics that make them increasingly vulnerable to the effects of earthquake hazards, which have not typically been perceived as a ‘coastal’ or ‘river’ hazard. These findings enhance scientific and management understanding of the effects that earthquakes can have on coastal and river environments, an area of research that has had modest consideration to date. This understanding is important from a coastal and river hazard management perspective as concerns for increased human development around coastlines and river margins, with a high seismic risk, continue to grow.

Research papers, University of Canterbury Library

The research is funded by Callaghan Innovation (grant number MAIN1901/PROP-69059-FELLOW-MAIN) and the Ministry of Transport New Zealand in partnership with Mainfreight Limited. Need – The freight industry is facing challenges related to climate change, including natural hazards and carbon emissions. These challenges impact the efficiency of freight networks, increase costs, and negatively affect delivery times. To address these challenges, freight logistics modelling should consider multiple variables, such as natural hazards, sustainability, and emission reduction strategies. Freight operations are complex, involving various factors that contribute to randomness, such as the volume of freight being transported, the location of customers, and truck routes. Conventional methods have limitations in simulating a large number of variables. Hence, there is a need to develop a method that can incorporate multiple variables and support freight sustainable development. Method - A minimal viable model (MVM) method was proposed to elicit tacit information from industrial clients for building a minimally sufficient simulation model at the early modelling stages. The discrete-event simulation (DES) method was applied using Arena® software to create simulation models for the Auckland and Christchurch corridor, including regional pick-up and delivery (PUD) models, Christchurch city delivery models, and linehaul models. Stochastic variables in freight operations such as consignment attributes, customer locations, and truck routes were incorporated in the simulation. The geographic information system (GIS) software ArcGIS Pro® was used to identify and analyse industrial data. The results obtained from the GIS software were applied to create DES models. Life cycle assessment (LCA) models were developed for both diesel and battery electric (BE) trucks to compare their life cycle greenhouse gas (GHG) emissions and total cost of ownership (TCO) and support GHG emissions reduction. The line-haul model also included natural hazards in several scenarios, and the simulation was used to forecast the stock level of Auckland and Christchurch depots in response to each corresponding scenario. Results – DES is a powerful technique that can be employed to simulate and evaluate freight operations that exhibit high levels of variability, such as regional pickup and delivery (PUD) and linehaul. Through DES, it becomes possible to analyse multiple factors within freight operations, including transportation modes, routes, scheduling, and processing times, thereby offering valuable insights into the performance, efficiency, and reliability of the system. In addition, GIS is a useful tool for analysing and visualizing spatial data in freight operations. This is exemplified by their ability to simulate the travelling salesman problem (TSP) and conduct cluster analysis. Consequently, the integration of GIS into DES modelling is essential for improving the accuracy and reliability of freight operations analysis. The outcomes of the simulation were utilised to evaluate the ecological impact of freight transport by performing emission calculations and generating low-carbon scenarios to identify approaches for reducing the carbon footprint. LCA models were developed based on simulation results. Results showed that battery-electric trucks (BE) produced more greenhouse gas (GHG) emissions in the cradle phase due to battery manufacturing but substantially less GHG emissions in the use phase because of New Zealand's mostly renewable energy sources. While the transition to BE could significantly reduce emissions, the financial aspect is not compelling, as the total cost of ownership (TCO) for the BE truck was about the same for ten years, despite a higher capital investment for the BE. Moreover, external incentives are necessary to justify a shift to BE trucks. By using simulation methods, the effectiveness of response plans for natural hazards can be evaluated, and the system's vulnerabilities can be identified and mitigated to minimize the risk of disruption. Simulation models can also be utilized to simulate adaptation plans to enhance the system's resilience to natural disasters. Novel contributions – The study employed a combination of DES and GIS methods to incorporate a large number of stochastic variables and driver’s decisions into freight logistics modelling. Various realistic operational scenarios were simulated, including customer clustering and PUD truck allocation. This showed that complex pickup and delivery routes with high daily variability can be represented using a model of roads and intersections. Geographic regions of high customer density, along with high daily variability could be represented by a two-tier architecture. The method could also identify delivery runs for a whole city, which has potential usefulness in market expansion to new territories. In addition, a model was developed to address carbon emissions and total cost of ownership of battery electric trucks. This showed that the transition was not straightforward because the economics were not compelling, and that policy interventions – a variety were suggested - could be necessary to encourage the transition to decarbonised freight transport. A model was developed to represent the effect of natural disasters – such as earthquake and climate change – on road travel and detour times in the line haul freight context for New Zealand. From this it was possible to predict the effects on stock levels for a variety of disruption scenarios (ferry interruption, road detours). Results indicated that some centres rather than others may face higher pressure and longer-term disturbance after the disaster subsided. Remedies including coastal shipping were modelled and shown to have the potential to limit the adverse effects. A philosophical contribution was the development of a methodology to adapt the agile method into the modelling process. This has the potential to improve the clarification of client objectives and the validity of the resulting model.