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Images, eqnz.chch.2010

Shops (23.02.2011) Woolston Christchurch Canterbury New Zealand © 2011 Phil Le Cren Photo Taken With: Canon EOS 1000D + Canon EF/EF-S lenses + 10.1 effective megapixels + 2.5-inch TFT color LCD monitor + Eye-level pentamirror SLR + Live View shooting. + EOS Built-in Sensor cleaning system + Wide-area 7 point AF with...

Images, UC QuakeStudies

A digitally manipulated image of damaged Music Centre. The photographer comments, "The destruction caused by the demolition of the heritage buildings damaged in the Christchurch earthquakes looks similar to the scenes in London during the second world war. The building was the Catholic Cathedral College, Christchurch. It was an integrated Catholic co-educational secondary school. It was founded in 1987, but its origins go back more than a 100 years earlier. The college was an amalgamation of two schools: Sacred Heart College for girls, and Xavier College for boys".

Videos, NZ On Screen

‘Moa's Ark' set sail 80 million years ago. David Bellamy becomes an ancient mariner and retraces the voyage of the islands of New Zealand (using contemporary science as his guide). In this first episode he finds out why New Zealand is called the Shaky Isles, gets face to face with the "living fossil" the tuatara, is inspired by meat pies, and discovers geography as he competes in the annual Coast to Coast race over the Southern Alps — with directional and gorse eradication aid coming from legendary race organiser Robin Judkins.

Images, Alexander Turnbull Library

The title reads 'CBD: High water table, flood/liquefaction risk...' The cartoon shows several Southern Right whales being used to ferry people around Christchurch City. Someone says 'Who needs light rail when you can have right whale!' Context: discussion about building a light rail system as a part of Christchurch post-earthquake development. Context: Several large Southern right whales have found Akaroa Harbour to their liking this week, sticking around rather than heading back south as part of their annual migration back to Antarctica. Quantity: 1 digital cartoon(s).

Images, Alexander Turnbull Library

Text reads 'Uses for Christchurch rubble?...' The cartoon shows a bridge made partially of earthquake rubble leading from Lyttelton Harbour to Diamond Harbour on Banks Peninsula. Someone in a van says 'At long last... A bridge to Diamond Harbour!' And someone else says 'And somewhere to fish!' Context - Rubble from the earthquake may be used for the construction of watersides and bridges. This cartoon is a fanciful use for Christchurch earthquake rubble. Currently a ferry connects Diamond Harbour to Lyttelton, on the harbour's northern shore. In combination with buses from Lyttelton to downtown Christchurch, this allows residents of Diamond Bay to commute to the city. Quantity: 1 digital cartoon(s).

Research Papers, Lincoln University

High rise developments dominate skylines and are contentious in many low rise urban environments. Christchurch is no exception and its residents have historically been vocal in articulating their opinions on matters they care about, especially in regard to projects they perceive will ruin their ‘garden city’. At the turn of the millennium, developers were preparing yet another proposal which would get the tongues wagging in Christchurch with the development of the former Ferrymead Tavern site on Ferry Road. The planning process was a long and antagonistic one with many individuals viewing the built towers with a look of ‘disgust’ and discontent. In an ironic twist, the seismic activity in Christchurch over the last few years which has had major implications for a range of planning issues, incrementally led to the death of highly controversial Ferrymead ‘Water’s Edge’ Apartments.

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.