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Audio, Radio New Zealand

Questions to Ministers 1. CRAIG FOSS to the Minister of Finance: What reports has he received on the economy moving away from government spending, housing speculation and borrowing, and towards savings and exporting? 2. Hon PETE HODGSON to the Prime Minister: Does he stand by his answer to question No 11 yesterday that Sammy Wong did not accompany Pansy Wong on any ministerial trips to China? 3. HONE HARAWIRA to the Associate Minister of Health: What is the rationale behind the move to prohibit the display of tobacco products for sale in retail outlets? 4. Hon DARREN HUGHES to the Minister of Transport: Has he received any feedback or information in support of lowering the adult blood alcohol concentration to 0.05 that has given him any doubt or cause for reflection this year about his decision to retain the level at 0.08? 5. TIM MACINDOE to the Minister of Housing: What recent announcement has he made about the direction of social housing in New Zealand? 6. BRENDON BURNS to the Minister for Canterbury Earthquake Recovery: Is the Government's response package, announced last week to assist Canterbury businesses affected by the 4 September earthquake, universally supported by the Government and its supporters? 7. CATHERINE DELAHUNTY to the Minister for Social Development and Employment: Does she agree with the Alternative Welfare Working Group that welfare reform should be focused on "the relentless pursuit of well-being"? 8. Hon NANAIA MAHUTA to the Minister of Energy and Resources: Will the mining of lignite form part of his New Zealand Energy Strategy? 9. LOUISE UPSTON to the Minister of Education: What were the results of the Programme for International Assessment (PISA), which looked at New Zealand students' achievement in reading, maths and scientific literacy? 10. DARIEN FENTON to the Minister of Transport: How many emails has he received on the decision of the New Zealand Transport Agency to start charging CarJam and similar web-based information services for accessing the Agency's stored basic motor vehicle information? 11. JACQUI DEAN to the Minister of Agriculture: What recent steps has the Government taken to control bovine TB? 12. Hon TREVOR MALLARD to the Minister of Education: Which Minister is to be responsible for the enforcement of the Education Act 1989 in relation to limited attendance early childhood centres following the passing of the Education Amendment Bill (No 2)? Questions to Members 1. Hon DAVID CUNLIFFE to the Chairperson of the Finance and Expenditure Committee: How many submissions have been received on the Student Loan Scheme Bill? 2. Hon DAVID CUNLIFFE to the Chairperson of the Finance and Expenditure Committee: How many submitters on the Student Loan Scheme Bill have requested to be heard in person? 3. CHRIS HIPKINS to the Chairperson of the Local Government and Environment Committee: How many submissions have been received on the Sustainable Biofuel Bill? 4. CHRIS HIPKINS to the Chairperson of the Local Government and Environment Committee: How many submitters on the Sustainable Biofuel Bill have requested to be heard in person? 5. CHRIS HIPKINS to the Chairperson of the Local Government and Environment Committee: How many submissions have been received on the Southland District Council (Stewart Island/Rakiura Visitor Levy) Empowering Bill? 6. CHRIS HIPKINS to the Chairperson of the Local Government and Environment Committee: How many submitters on the Southland District Council (Stewart Island/Rakiura Visitor Levy) Empowering Bill have requested to be heard in person? 7. CHRIS HIPKINS to the Chairperson of the Government Administration Committee: How many submissions have been received on the Identity Information Confirmation Bill? 8. CHRIS HIPKINS to the Chairperson of the Government Administration Committee: How many submitters on the Identity Information Confirmation Bill have requested to be heard in person? 9. Hon PAREKURA HOROMIA to the Chairperson of the Māori Affairs Committee: How many submissions have been received on the Marine and Coastal Area (Takutai Moana) Bill? 10. Hon PAREKURA HOROMIA to the Chairperson of the Māori Affairs Committee: How many submitters on the Marine and Coastal Area (Takutai Moana) Bill have requested to be heard in person? 11. Hon DAVID CUNLIFFE to the Chairperson of the Finance and Expenditure Committee: Has the Finance and Expenditure Committee conducted the 2009/10 financial review of the Office of the Retirement Commissioner? 12. DARIEN FENTON to the Chairperson of the Transport and Industrial Relations Committee: How many submissions have been received on the Land Transport (Driver Licensing) Amendment Bill? 13. DARIEN FENTON to the Chairperson of the Transport and Industrial Relations Committee: How many submitters on the Land Transport (Driver Licensing) Amendment Bill have requested to be heard in person? 14. DARIEN FENTON to the Chairperson of the Transport and Industrial Relations Committee: How many submissions have been received on the Land Transport (Road Safety and Other Matters) Amendment Bill? 15. Hon DAVID PARKER to the Chairperson of the Justice and Electoral Committee: How many submissions have been received on the Lawyers and Conveyancers Amendment Bill? 16. Hon DAVID PARKER to the Chairperson of the Justice and Electoral Committee: How many submitters on the Lawyers and Conveyancers Amendment Bill have requested to be heard in person? 17. Hon DAVID PARKER to the Chairperson of the Justice and Electoral Committee: How many submissions have been received on the Legal Services Bill? 18. Hon DAVID PARKER to the Chairperson of the Justice and Electoral Committee: How many submitters on the Legal Services Bill have requested to be heard in person? 19. Hon DAVID PARKER to the Chairperson of the Justice and Electoral Committee: How many submissions have been received on the Sale and Supply of Liquor and Liquor Enforcement Bill? 20. Hon DAVID PARKER to the Chairperson of the Justice and Electoral Committee: How many submitters on the Sale and Supply of Liquor and Liquor Enforcement Bill have requested to be heard in person? 21. Hon DAMIEN O'CONNOR to the Chairperson of the Primary Production Committee: How many submissions have been received on the Food Bill? 22. Hon DAMIEN O'CONNOR to the Chairperson of the Primary Production Committee: How many submitters on the Food Bill have requested to be heard in person? 23. Hon DAMIEN O'CONNOR to the Chairperson of the Primary Production Committee: How many submissions have been received on the Dairy Industry Restructuring (New Sunset Provisions) Amendment Bill? 24. Hon DAMIEN O'CONNOR to the Chairperson of the Primary Production Committee: How many submitters on the Dairy Industry Restructuring (New Sunset Provisions) Amendment Bill have requested to be heard in person?

Research papers, The University of Auckland Library

In September 2010 and February 2011 the Canterbury region of New Zealand was struck by two powerful earthquakes, registering magnitude 7.1 and 6.3 respectively on the Richter scale. The second earthquake was centred 10 kilometres south-east of the centre of Christchurch (the region’s capital and New Zealand’s third most populous urban area, with approximately 360,000 residents) at a depth of five kilometres. 185 people were killed, making it the second deadliest natural disaster in New Zealand’s history. (66 people were killed in the collapse of one building alone, the six-storey Canterbury Television building.) The earthquake occurred during the lunch hour, increasing the number of people killed on footpaths and in buses and cars by falling debris. In addition to the loss of life, the earthquake caused catastrophic damage to both land and buildings in Christchurch, particularly in the central business district. Many commercial and residential buildings collapsed in the tremors; others were damaged through soil liquefaction and surface flooding. Over 1,000 buildings in the central business district were eventually demolished because of safety concerns, and an estimated 70,000 people had to leave the city after the earthquakes because their homes were uninhabitable. The New Zealand Government declared a state of national emergency, which stayed in force for ten weeks. In 2014 the Government estimated that the rebuild process would cost NZ$40 billion (approximately US$27.3 billion, a cost equivalent to 17% of New Zealand’s annual GDP). Economists now estimate it could take the New Zealand economy between 50 and 100 years to recover. The earthquakes generated tens of thousands of insurance claims, both against private home insurance companies and against the New Zealand Earthquake Commission, a government-owned statutory body which provides primary natural disaster insurance to residential property owners in New Zealand. These ranged from claims for hundreds of millions of dollars concerning the local port and university to much smaller claims in respect of the thousands of residential homes damaged. Many of these insurance claims resulted in civil proceedings, caused by disputes about policy cover, the extent of the damage and the cost and/or methodology of repairs, as well as failures in communication and delays caused by the overwhelming number of claims. Disputes were complicated by the fact that the Earthquake Commission provides primary insurance cover up to a monetary cap, with any additional costs to be met by the property owner’s private insurer. Litigation funders and non-lawyer claims advocates who took a percentage of any insurance proceeds also soon became involved. These two factors increased the number of parties involved in any given claim and introduced further obstacles to resolution. Resolving these disputes both efficiently and fairly was (and remains) central to the rebuild process. This created an unprecedented challenge for the justice system in Christchurch (and New Zealand), exacerbated by the fact that the Christchurch High Court building was itself damaged in the earthquakes, with the Court having to relocate to temporary premises. (The High Court hears civil claims exceeding NZ$200,000 in value (approximately US$140,000) or those involving particularly complex issues. Most of the claims fell into this category.) This paper will examine the response of the Christchurch High Court to this extraordinary situation as a case study in innovative judging practices and from a jurisprudential perspective. In 2011, following the earthquakes, the High Court made a commitment that earthquake-related civil claims would be dealt with as swiftly as the Court's resources permitted. In May 2012, it commenced a special “Earthquake List” to manage these cases. The list (which is ongoing) seeks to streamline the trial process, resolve quickly claims with precedent value or involving acute personal hardship or large numbers of people, facilitate settlement and generally work proactively and innovatively with local lawyers, technical experts and other stakeholders. For example, the Court maintains a public list (in spreadsheet format, available online) with details of all active cases before the Court, listing the parties and their lawyers, summarising the facts and identifying the legal issues raised. It identifies cases in which issues of general importance have been or will be decided, with the expressed purpose being to assist earthquake litigants and those contemplating litigation and to facilitate communication among parties and lawyers. This paper will posit the Earthquake List as an attempt to implement innovative judging techniques to provide efficient yet just legal processes, and which can be examined from a variety of jurisprudential perspectives. One of these is as a case study in the well-established debate about the dialogic relationship between public decisions and private settlement in the rule of law. Drawing on the work of scholars such as Hazel Genn, Owen Fiss, David Luban, Carrie Menkel-Meadow and Judith Resnik, it will explore the tension between the need to develop the law through the doctrine of precedent and the need to resolve civil disputes fairly, affordably and expeditiously. It will also be informed by the presenter’s personal experience of the interplay between reported decisions and private settlement in post-earthquake Christchurch through her work mediating insurance disputes. From a methodological perspective, this research project itself gives rise to issues suitable for discussion at the Law and Society Annual Meeting. These include the challenges in empirical study of judges, working with data collected by the courts and statistical analysis of the legal process in reference to settlement. September 2015 marked the five-year anniversary of the first Christchurch earthquake. There remains widespread dissatisfaction amongst Christchurch residents with the ongoing delays in resolving claims, particularly insurers, and the rebuild process. There will continue to be challenges in Christchurch for years to come, both from as-yet unresolved claims but also because of the possibility of a new wave of claims arising from poor quality repairs. Thus, a final purpose of presenting this paper at the 2016 Meeting is to gain the benefit of other scholarly perspectives and experiences of innovative judging best practice, with a view to strengthening and improving the judicial processes in Christchurch. This Annual Meeting of the Law and Society Association in New Orleans is a particularly appropriate forum for this paper, given the recent ten year anniversary of Hurricane Katrina and the plenary session theme of “Natural and Unnatural Disasters – human crises and law’s response.” The presenter has a personal connection with this theme, as she was a Fulbright scholar from New Zealand at New York University in 2005/2006 and participated in the student volunteer cleanup effort in New Orleans following Katrina. http://www.lawandsociety.org/NewOrleans2016/docs/2016_Program.pdf

Research papers, University of Canterbury Library

The lateral capacity of a conventional CLT shear wall is often governed by the strength and stiffness of its connections, which do not significantly utilize the in-plane strength of the CLT. Therefore, CLT shear walls are not yet being used efficiently in the construction of mass timber buildings due to a lack of research on high-capacity connections and alternative wall configurations. In this study, cyclic experiments were completed on six full-scale, 5-ply cantilever CLT shear walls with high-capacity hold-downs using mixed angle screws and bolts. All specimens exhibited significantly higher strength and stiffness than previously tested conventional CLT shear walls in the literature. The base connections demonstrated ductile failure modes through yielding of the hold-down connections. Based on the experimental results, numerical models were calibrated to investigate the seismic behaviour of CLT shear walls for prototype buildings of 3 and 6-storeys in Christchurch, NZ. As an alternative to cantilever (single) shear walls, a type of coupled wall with steel link beams between adjacent CLT wall piers was investigated. Effective coupling requires the link beam-to-wall connections to have adequate strength to ensure ductile link beam responses and adequate stiffness to yield the link beams at a relatively low inter-storey drift level. To this end, three beam-to-wall connection types were developed and cyclically tested to investigate their behaviour and feasibility. Based on the test results of the critical connection, a 3-storey, 2/3-scale coupled CLT wall specimen with three steel link beams and mixed angle screwed hold-downs was cyclically tested to evaluate its performance and experimentally validate the system concept. The test results showed a relatively high lateral strength compared to conventional CLT shear walls, as well as a high system ductility ratio of 7.6. Failure of the system was characterised by combined bending and withdrawal of the screws in the mixed angle screw hold-downs, yielding and eventual inelastic buckling of the steel link beams, CLT toe crushing, and local CLT delamination. Following the initial test, the steel link beams, mixed angle screw hold-downs, and damaged CLT regions were repaired, then the wall specimen was re-tested. The repaired wall behaved similarly to the original test and exhibited slightly higher energy dissipation and peak strength, but marginally more rapid strength deterioration under cyclic loading. Several hybrid coupled CLT shear walls were numerically modelled and calibrated based on the results of the coupled wall experiments. Pushover analyses were conducted on a series of configurations to validate a capacity design method for the system and to investigate reasonable parameter values for use in the preliminary design of the system. Additionally, an iterative seismic design method was proposed and used to design sample buildings of 6, 8, and 10-storeys using both nonlinear pushover and nonlinear time history analyses to verify the prototype designs. Results of the sample building analyses demonstrated adequate seismic behaviour and the proposed design parameters were found to be appropriate. In summary, high-capacity CLT shear walls can be used for the resistance of earthquakes by using stronger base connections and coupled wall configurations. The large-scale experimental testing in this study has demonstrated that both cantilever and coupled CLT shear walls are feasible LLRSs which can provide significantly greater lateral strength, stiffness, and energy dissipation than conventional CLT shear wall configurations.

Research papers, Victoria University of Wellington

This dissertation explores the advocacy for the Christchurch Town Hall that occurred in 2012-2015 after the Canterbury Earthquakes. It frames this advocacy as an instance of collective-action community participation in a heritage decision, and explores the types of heritage values it expressed, particularly social values. The analysis contextualises the advocacy in post-quake Christchurch, and considers its relationship with other developments in local politics, heritage advocacy, and urban activism. In doing so, this dissertation considers how collective action operates as a form of public participation, and the practical implications for understanding and recognising social value.  This research draws on studies of practices that underpin social value recognition in formal heritage management. Social value is held by communities outside institutions. Engaging with communities enables institutions to explore the values of specific places, and to realise the potential of activating local connections with heritage places. Such projects can be seen as participatory practices. However, these processes require skills and resources, and may not be appropriate for all places, communities and institutions. However, literature has understudied collective action as a form of community participation in heritage management. All participation processes have nuances of communities, processes, and context, and this dissertation analyses these in one case. The research specifically asked what heritage values (especially social values) were expressed through collective action, what the relationship was with the participation processes, communities, and wider situation that produced them, and the impact on institutional rhetoric and decisions. The research analysed values expressed in representations made to council in support of the Town Hall. It also used documentary sources and interviews with key informants to analyse the advocacy and decision-making processes and their relationships with the wider context and other grassroots activities. The analysis concluded that the values expressed intertwined social and professional values. They were related to the communities and circumstance that produced them, as an advocacy campaign for a civic heritage building from a Western architectural tradition. The advocacy value arguments were one of several factors that impacted the decision. They have had a lasting impact on rhetoric around the Town Hall, as was a heritage-making practice in its own right. This dissertation makes a number of contributions to the discussion of social value and community in heritage. It suggests connections between advocacy and participation perspectives in heritage. It recommends consideration of nuances of communities, context, and place meanings when using heritage advocacy campaigns as evidence of social value. It adds to the literature on heritage advocacy, and offers a focused analysis of one of many heritage debates that occurred in post-quake Christchurch. Ultimately, it encourages practice to actively integrate social and community values and to develop self-reflexive engagement and valuation processes. Despite inherent challenges, participatory processes offer opportunities to diversify understandings of value, co-produce heritage meanings with communities, and empower citizens in democratic processes around the places they live with and love.

Research papers, The University of Auckland Library

High demolition rates were observed in New Zealand after the 2010-2011 Canterbury Earthquake Sequence despite the success of modern seismic design standards to achieve required performance objectives such as life safety and collapse prevention. Approximately 60% of the multi-storey reinforced concrete (RC) buildings in the Christchurch Central Business District were demolished after these earthquakes, even when only minor structural damage was present. Several factors influenced the decision of demolition instead of repair, one of them being the uncertainty of the seismic capacity of a damaged structure. To provide more insight into this topic, the investigation conducted in this thesis evaluated the residual capacity of moderately damaged RC walls and the effectiveness of repair techniques to restore the seismic performance of heavily damaged RC walls. The research outcome provided insights for developing guidelines for post-earthquake assessment of earthquake-damaged RC structures. The methodology used to conduct the investigation was through an experimental program divided into two phases. During the first phase, two walls were subjected to different types of pre-cyclic loading to represent the damaged condition from a prior earthquake, and a third wall represented a repair scenario with the damaged wall being repaired using epoxy injection and repair mortar after the pre-cyclic loading. Comparisons of these test walls to a control undamaged wall identified significant reductions in the stiffness of the damaged walls and a partial recovery in the wall stiffness achieved following epoxy injection. Visual damage that included distributed horizontal and diagonal cracks and spalling of the cover concrete did not affect the residual strength or displacement capacity of the walls. However, evidence of buckling of the longitudinal reinforcement during the pre-cyclic loading resulted in a slight reduction in strength recovery and a significant reduction in the displacement capacity of the damaged walls. Additional experimental programs from the literature were used to provide recommendations for modelling the response of moderately damaged RC walls and to identify a threshold that represented a potential reduction in the residual strength and displacement capacity of damaged RC walls in future earthquakes. The second phase of the experimental program conducted in this thesis addressed the replacement of concrete and reinforcing steel as repair techniques for heavily damaged RC walls. Two walls were repaired by replacing the damaged concrete and using welded connections to connect new reinforcing bars with existing bars. Different locations of the welded connections were investigated in the repaired walls to study the impact of these discontinuities at the critical section. No significant changes were observed in the stiffness, strength, and displacement capacity of the repaired walls compared to the benchmark undamaged wall. Differences in the local behaviour at the critical section were observed in one of the walls but did not impact the global response. The results of these two repaired walls were combined with other experimental programs found in the literature to assemble a database of repaired RC walls. Qualitative and quantitative analyses identified trends across various parameters, including wall types, damage before repair, and repair techniques implemented. The primary outcome of the database analysis was recommendations for concrete and reinforcing steel replacement to restore the strength and displacement capacity of heavily damaged RC walls.

Research papers, University of Canterbury Library

Ongoing climate change triggers increasing temperature and more frequent extreme events which could limit optimal performance of haliotids, affect their physiology and biochemistry as well as influencing their population structure. Haliotids are a valuable nearshore fishery in a number of countries and many are showing a collapse of stocks because of overexploitation, environmental changes, loss of habitat, and disease. The haliotid in New Zealand commonly referred to as the blackfoot pāua (Haliotis iris) contribute a large and critical cultural, recreational and economic resource. Little was known about pāua responses to increasing temperature and acute environmental factors, as well as information about population size structure in Kaikoura after the earthquake 2016 and in Banks Peninsula. The aims of this study were to investigate the effects of temperature on scope for growth (SfG); physiological and biochemical responses of pāua subjected to different combined stressors including acute temperature, acute salinity and progressive hypoxia; and describe population size structure and shell morphology in different environments in Kaikoura and Banks Peninsula. The main findings of the present study found that population size structures of pāua were site-specific, and the shell length and shell height ratio of 3.25 could distinguish between stunted and non-stunted populations. The study found that high water temperature resulted in a reduction in absorbed energy from food, an increase in respiration energy, and ammonia excretion energy. Surveys were conducted at six study sites around the Canterbury Region over three years in order to better understand the population size structure and shell morphology of pāua. The findings found that the population size structure at 6 sites differed. Both juveniles and adults were found in intertidal areas at five sites. However, at Cape Three Points, pāua were found only in subtidal zones. One of the sites, Little Port Cooper, had a stunted population where only two pāua reached 125 mm in length over three years. In addition, most pāua in Little Port Cooper and Cape Three Points were adults, while Seal Reef had mostly juveniles. Wakatu Quay and Omihi had a full size range of pāua. Oaro population was dominated with juveniles and sub-adults. Recruitment and growth of pāua were successful after the earthquake in 2016. Research into pāua shell morphologies also determined that shell dimensions differed between sites. The relationships of shell length to shell width were linear and the relationship of shell length to shell height was curvilinear. Interestingly, SL:SH ratio of 3.25 is able to be used to identify stunted and non-stunted populations for pāua larger than 90 mm in length. Little Port Cooper was a stunted population with mean SL:SH ratio being 3.16. In the laboratory, scope for growth of pāua was investigated at four different temperatures of 12oC, 15oC, 18oC and 21oC over four weeks’ acclimation. The current study has found that SfG of pāua highly depended on temperature. Absorbed energy and respiration energy accounted for the highest proportion of the SfG of pāua. The respiration energy of pāua accounted for approximately 36%, 40%, 49% and 69% of the absorbed energy at 12°C, 15°C, 18°C and 21°C, respectively. The pāua at all acclimation temperatures had a positive scope for growth. The study suggested that the SfG was highest at 15°C, while the value at 21°C was the lowest. However, SfG at 18°C and 21°C decreased after 14 days of acclimation. Because of maintaining almost unchanged oxygen consumption over four weeks’ acclimation, pāua showed their poor abilities to acclimate to an increase in temperature. Therefore, they may be more vulnerable in future warming scenarios. The physiological and biochemical responses of pāua toward different combined stressors included three experiments. In terms of the acute temperature experiment, pāua were acclimated at 12oC, 15oC, 18oC or 21oC for two weeks before stepwise exposure to four temperatures of 12oC, 15oC, 18oC and 21oC every 4 hours. The acute salinity change, pāua were acclimated at 12oC, 15oC or 18oC over two weeks. Pāua were then exposed to a stepwise decrease of salinity of 2‰ every two hours from 34 – 22‰. Regarding the declining oxygen level, pāua were acclimated at 15 oC or 18oC for two weeks before exposure to one of four temperatures at 12oC, 15oC, 18oC or 21oC in one hour. After that acute progressive hypoxia was studied in closed respirometers for around six hours. The findings showed that there were interactions between combined stressors, affecting physiology of pāua (metabolism and heart rate). This suggests that environmental factors do not have a separate effect, but they also have interactions that enhance negative effects on pāua. Also, both oxygen uptake and heart rate responded quickly to temperature change and increased with rising temperature. On the other hand, oxygen uptake and heart rate decreased with reducing salinity and progressive hypoxia (before critical oxygen tension - Pcrit). Pcrit over four acute temperature exposures, ranged between 30.2 and 80.0 mmHg, depending on the exposure temperature. Acclimation temperature, combined with acute temperature, salinity or hypoxia stress affected the biochemistry of pāua. Pāua are osmoconformers so decreased salinity resulted in reducing haemolymph ionic concentration and increasing body volume. They were hypo-ionic with respect to sodium and potassium over the salinity ranges of 34 - 22‰. Haemocyanin accounts for a large pecentage of haemolymph protein, so trends of protein followed haemocyanin. Pāua tended to store oxygen in haemocyanin under extreme salinity stress at 22‰ and extreme hypoxia around 10 mmHg, rather than in oxygen transport. In conclusion, pāua at different sites had different population structures and morphologies. Pāua are sensitive to environmental stressors. They consumed more oxygen at high temperatures because they do not have thermal acclimation capacity. They are also osmoconformers with haemolymph sodium and potassium decreasing with salinity medium. Under progressive hypoxia, pāua could regulate oxygen and heart rate until Pcrit depending on temperature. Acute environmental changes also disturbed haemolyph parameters. 12°C and 15°C could be in the range of optimal temperature with higher SfG and less stress when exposed to acute environmental changes. Meanwhile long term exposure to 21°C is likely to be outside of the optimal range for the pāua. With ongoing climate change, pāua populations are more vulnerable so conservation is necessary. The research contributes to improving fishery management, providing insights into different environmental stressors affecting the energy demand and physiological and biochemical responses of pāua. It also allow to predicting the growth patterns and responses of pāua to adapt to climate change.

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.