Christchurch was the last of the four cities to introduce electric trams. They had tried to introduce the system in 1902, but it was prior to the amalgamation of the boroughs, so with the advent of…
A video of an address by Kevin Lynn, General Manager of Commercial Operations at Schneider Electric NZ, at the 2015 Seismics and the City forum. This talk focuses on smart buildings and new ways of working.
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).
A video of an address by Scott Noyes, Energy Management Specialist for Schneider Electric NZ, at the 2014 Seismics and the City forum. This talk was part of the Building Connectivity section, and focused on collaborative and innovative initiatives relevant to the rebuild of Greater Christchurch.
The cartoon shows a room full of dying electronic gadgets like television, sound systems, a digital phone, a computer etc. and a wood burning stove, a candle, an analogue phone and a barbecue that are old technology and so very useful after the Christchurch earthquake of 22 February 2011. The barbecue says 'How can we retire? These youngsters can't cut it!' Published in The Press Quantity: 1 digital cartoon(s).
Detail of a light fitting outside the former Ozone Hotel in North New Brighton. The photographer comments, "The broken light fitting is on the Ozone Hotel, which is red stickered after the 22 February 2011 earthquake in Christchurch. They will need to fix the building before this light gets a new bulb. The distinct blue colour seen is what made the Ozone stand out on Marine Parade".
Copy of a file photograph captioned by Fairfax, "The New Zealand Express Company's new building, corner of Hereford Street and Manchester Street. Electric lighting, pumping, elevators, May & Otway's fire alarms, bells and telephones, supplied by Messrs Turnbull & Jones Ltd. Manchester courts MLC building from The Weekly Press 'New Zealand Exhibition Year Special Industrial & Commercial Number' December 1906".
1. PHIL TWYFORD to the Minister for State Owned Enterprises: What reports, if any, has he received about KiwiRail's plans to get rid of electric locomotives on the North Island Main Trunk Line and replace them with diesel locomotives? 2. JULIE ANNE GENTER to the Minister for State Owned Enterprises: Is he considering replacing the electric locomotives with diesel locomotives on the Main Trunk Line, and would this mean removing electrification on that line. 3. DAVID BENNETT to the Minister of Finance: What reports has he received on the New Zealand economy and business sentiment? 4. Rt Hon WINSTON PETERS to the Minister for Primary Industries: Does he believe the Dairy Industry Restructuring Amendment Act 2012 has achieved "a stable, permanent capital base for the Co-operative, secures our future and will support progress with our strategy to grow volumes and value"; if so, why? 5. MATT DOOCEY to the Minister for Social Development: What announcements has she made to improve statutory child protection in New Zealand? 6. Dr DAVID CLARK to the Minister for Economic Development: What lessons, if any, on regional economic development has he drawn from his recent ministerial visits to Northland? 7. CATHERINE DELAHUNTY to the Minister for State Owned Enterprises: Will he stop any further work on dairy conversions by Landcorp, in light of the drop in the dairy price yesterday and concerns about the impact that those conversions will have on water quality; if not, why not? 8. MARK MITCHELL to the Minister of Trade: What recent steps has the Government taken to promote and support New Zealand exporters? 9. Hon DAVID PARKER to the Minister of Trade: What monetary and other assistance was provided by the New Zealand Government in support of his bid for appointment as Director-General of the World Trade Organisation? 10. BARBARA KURIGER to the Minister for Small Business: How are small businesses benefiting from the Better for Business - Result 9 Programme? 11. POTO WILLIAMS to the Minister for Social Housing: Why are Christchurch's social housing organisations facing increased homelessness four years after the last major earthquake? 12. MAHESH BINDRA to the Minister of Corrections: Does he stand by all his answers given to the House on 1 April 2015?
The devastating magnitude M6.3 earthquake, that struck the city of Christchurch at 12:51pm on Tuesday 22 February 2011, caused widespread damage to the lifeline systems. Following the event, the Natural Hazard Research Platform (NHRP) of New Zealand funded a short-term project “Recovery of Lifelines” aiming to: 1) coordinate the provision of information to meet lifeline short-term needs; and to 2) facilitate the accessibility to lifelines of best practice engineering details, along with hazards and vulnerability information already available from the local and international scientific community. This paper aims to briefly summarise the management of the recovery process for the most affected lifelines systems, including the electric system, the road, gas, and the water and wastewater networks. Further than this, the paper intends to discuss successes and issues encountered by the “Recovery of Lifelines” NHRP project in supporting lifelines utilities.
A magnitude 6.3 earthquake struck the city of Christchurch at 12:51pm on Tuesday 22 February 2011. The earthquake caused 182 fatalities, a large number of injuries, and resulted in widespread damage to the built environment, including significant disruption to the lifelines. The event created the largest lifeline disruption in a New Zealand city in 80 years, with much of the damage resulting from extensive and severe liquefaction in the Christchurch urban area. The Christchurch earthquake occurred when the Canterbury region and its lifelines systems were at the early stage of recovering from the 4 September 2010 Darfield (Canterbury) magnitude 7.1 earthquake. This paper describes the impact of the Christchurch earthquake on lifelines by briefly summarising the physical damage to the networks, the system performance and the operational response during the emergency management and the recovery phase. Special focus is given to the performance and management of the gas, electric and road networks and to the liquefaction ejecta clean-up operations that contributed to the rapid reinstatement of the functionality of many of the lifelines. The water and wastewater system performances are also summarized. Elements of resilience that contributed to good network performance or to efficient emergency and recovery management are highlighted in the paper.
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.