scholarly journals Transport infrastructure performance and management in the South Island of New Zealand, during the first 100 days following the 2016 Mw 7.8 “Kaikōura” earthquake

2017 ◽  
Vol 50 (2) ◽  
pp. 271-299 ◽  
Author(s):  
Alistair J. Davies ◽  
Vinod Sadashiva ◽  
Mohammad Aghababaei ◽  
Danielle Barnhill ◽  
Seosamh B. Costello ◽  
...  
Keyword(s):  
New Zealand ◽  
Emergency Response ◽  
Transport Infrastructure ◽  
The South ◽  
Early Recovery ◽  
Effective Response ◽  
Sea Transport ◽  
Regional Transport ◽  
Ground Shaking ◽  
Civil Defence

At 00:02 on 14th November 2016, a Mw 7.8 earthquake occurred in and offshore of the northeast of the South Island of New Zealand. Fault rupture, ground shaking, liquefaction, and co-seismic landslides caused severe damage to distributed infrastructure, and particularly transportation networks; large segments of the country’s main highway, State Highway 1 (SH1), and the Main North Line (MNL) railway line, were damaged between Picton and Christchurch. The damage caused direct local impacts, including isolation of communities, and wider regional impacts, including disruption of supply chains. Adaptive measures have ensured immediate continued regional transport of goods and people. Air and sea transport increased quickly, both for emergency response and to ensure routine transport of goods. Road diversions have also allowed critical connections to remain operable. This effective response to regional transport challenges allowed Civil Defence Emergency Management to quickly prioritise access to isolated settlements, all of which had road access 23 days after the earthquake. However, 100 days after the earthquake, critical segments of SH1 and the MNL remain closed and their ongoing repairs are a serious national strategic, as well as local, concern. This paper presents the impacts on South Island transport infrastructure, and subsequent management through the emergency response and early recovery phases, during the first 100 days following the initial earthquake, and highlights lessons for transportation system resilience.

scholarly journals Geotechnical aspects of the 2016 Kaikōura earthquake on the South Island of New Zealand

2017 ◽  
Vol 50 (2) ◽  
pp. 117-141 ◽  
Author(s):  
Mark E. Stringer ◽  
Sarah Bastin ◽  
Christopher R. McGann ◽  
Claudio Cappellaro ◽  
Maya El Kortbawi ◽  
...  
Keyword(s):  
New Zealand ◽  
Structural Damage ◽  
Lateral Spreading ◽  
The South ◽  
Alluvial Deposits ◽  
Ground Shaking ◽  
Lateral Displacements ◽  
Oxidation Ponds ◽  
Kaikoura Earthquake ◽  
The Impact

The magnitude Mw7.8 ‘Kaikōura’ earthquake occurred shortly after midnight on 14 November 2016. This paper presents an overview of the geotechnical impacts on the South Island of New Zealand recorded during the post-event reconnaissance. Despite the large moment magnitude of this earthquake, relatively little liquefaction was observed across the South Island, with the only severe manifestation occurring in the young, loose alluvial deposits in the floodplains of the Wairau and Opaoa Rivers near Blenheim. The spatial extent and volume of liquefaction ejecta across South Island is significantly less than that observed in Christchurch during the 2010-2011 Canterbury Earthquake Sequence, and the impact of its occurrence to the built environment was largely negligible on account of the severe manifestations occurring away from the areas of major development. Large localised lateral displacements occurred in Kaikōura around Lyell Creek. The soft fine-grained material in the upper portions of the soil profile and the free face at the creek channel were responsible for the accumulation of displacement during the ground shaking. These movements had severely impacted the houses which were built close (within the zone of large displacement) to Lyell Creek. The wastewater treatment facility located just north of Kaikōura also suffered tears in the liners of the oxidation ponds and distortions in the aeration system due to ground movements. Ground failures on the Amuri and Emu Plains (within the Waiau Valley) were small considering the large peak accelerations (in excess of 1g) experienced in the area. Minor to moderate lateral spreading and ejecta was observed at some bridge crossings in the area. However, most of the structural damage sustained by the bridges was a result of the inertial loading, and the damage resulting from geotechnical issues were secondary.

scholarly journals Damage and intensities in the magnitude 7.8 1929 Murchison, New Zealand, earthquake

1994 ◽  
Vol 27 (3) ◽  
pp. 190-204 ◽  
Author(s):  
David J. Dowrick
Keyword(s):  
New Zealand ◽  
Earthquake Engineering ◽  
Earthquake Risk ◽  
Fault Rupture ◽  
The South ◽  
Ground Shaking ◽  
The Future ◽  
Seismically Induced Landslides ◽  
Intensity Map ◽  
Made In

This paper is the result of a study of the Ms= 7.8 Murchison earthquake which occurred in the South Island of New Zealand, on 16(UT) June 1929, a few years prior to the introduction of the first earthquake loadings code in New Zealand. It gives the first description of the damage to buildings in this event in modern earthquake engineering terms, and presents the first Modified Mercalli (MM) intensity map for the event determined from the original felt information. Some definitions of "well-built" pre-code buildings are proposed: these should help in dealing with safety and conservation issues raised when considering the future of such "earthquake risk" buildings. No evidence was found for MM10 intensities, although ground shaking of this strength probably occurred in the unpopulated mountainous countryside close to the fault rupture. Recommendations for improving the criteria for determining MM intensity are made in respect of (1) pre-code buildings and (2) seismically-induced landslides.

scholarly journals A report on the Relief Organisation in Hastings arising out of the [Magnitude 7.8] earthquake in Hawke's Bay [New Zealand] on February 3, 1931

1999 ◽  
Vol 32 (4) ◽  
pp. 246-256 ◽  
Author(s):  
Edwin F. Scott ◽  
D. J. Dowrick
Keyword(s):  
Civil Engineer ◽  
New Zealand ◽  
Emergency Response ◽  
Electrical Engineer ◽  
Chief Engineer ◽  
Response Period ◽  
Essential Services ◽  
The Dead ◽  
Civil Defence

At the time of the 1931 Hawke's Bay earthquake, 33 years old Edwin (Ted) Scott was employed as a civil engineer by the Christchurch Drainage Board. He was also a member of the Christchurch metropolitan emergency committee. In those two capacities he was sent to observe and report on the restoration of services in Hastings, where his father happened to be the municipal Electrical Engineer. He completed this report back in Christchurch, dated 24 April 1931. He later became Chief Engineer of the Christchurch Drainage Board. The report is very well written giving detailed information on the immediate emergency response period in one of the worst affected towns, Hastings, where the intensity was Modified Mercalli X. This report is complementary to the overview paper on damage and intensities in the Hawke's Bay earthquake by Dowrick [1]. Scott's report contains much that is of value in planning response to future Civil Defence emergencies in New Zealand and elsewhere. The report discusses the scale of the emergency in Hastings, the setting up of committees, dealing with the dead and injured, the roles of the Police, essential services (including lifelines), food supplies, and the work of the Citizens' Committee which steered and co-ordinated all of the emergency work on behalf of the community. Apart from omitting the detail of some forms and certificates developed in the emergency. Scott's report is reproduced here in full. The few editorial additions and amendments, made for clarity, are given in square brackets.

Literary Histories

2018 ◽  
Author(s):  
Eva-Marie Kröller
Keyword(s):  
New Zealand ◽  
Collective Identity ◽  
Literary History ◽  
English Language ◽  
South Pacific ◽  
The South ◽  
Cultural Elite ◽  
Historical Methodology ◽  
Literary Histories

This chapter discusses national literary histories in Australia, Canada, New Zealand, and the South Pacific and summarises the book's main findings regarding the construction and revision of narratives of national identity since 1950. In colonial and postcolonial cultures, literary history is often based on a paradox that says much about their evolving sense of collective identity, but perhaps even more about the strains within it. The chapter considers the complications typical of postcolonial literary history by focusing on the conflict between collective celebration and its refutation. It examines three issues relating to the histories of English-language fiction in Australia, Canada, New Zealand, and the South Pacific: problems of chronology and beginnings, with a special emphasis on Indigenous peoples; the role of the cultural elite and the history wars in the Australian context; and the influence of postcolonial networks on historical methodology.

Infrastructure and Trade: An Empirical Study Based on China and Selected Asian Economies

SAGE Open ◽  
2021 ◽  
Vol 11 (3) ◽  
pp. 215824402110360
Author(s):  
Imran Ur Rahman ◽  
Mohsin Shafi ◽  
Liu Junrong ◽  
Enitilina Tatiani M.K. Fetuu ◽  
Shah Fahad ◽  
...  
Keyword(s):  
Positive Impact ◽  
Ordinary Least Squares ◽  
Trade Flows ◽  
Transport Infrastructure ◽  
Sea Transport ◽  
Asian Economies ◽  
Negative Effect ◽  
Ict Infrastructure ◽  
High Standards ◽  
Merchandise Trade

We empirically determine the role of different forms of infrastructure on a country’s trade. We use an augmented gravity model that incorporates infrastructure in the estimation of merchandise trade flows. We take panel data, including China and 21 selected Asian economies, from 1999 to 2018. We find that the panel ordinary least squares (OLS) and poisson pseudo maximum likelihood (PPML) model estimations prove to be significant. Proxies for Transport Infrastructure including roads, railways, and sea transport, and Proxies for information and communication technology (ICT) infrastructure consisting of mobile, electricity, and internet connections show a strong and positive impact on trade while air transport and landline phone connection have an unexpected negative effect on trade. The positive estimates for quality of infrastructure signify that high standards of Transport and ICT infrastructures lead to increased trade flows of the exporting and importing countries. Results also show that cultural similarity leads to increased trade flows between China and its trading partners in Asia.

scholarly journals Exploring the Role of Family and School as Spaces for 1.5 Generation South Korean’s Adjustment and Identity Negotiation in New Zealand: A Qualitative Study

2020 ◽  
Vol 17 (12) ◽  
pp. 4408
Author(s):  
Su Yeon Roh ◽  
Ik Young Chang
Keyword(s):  
New Zealand ◽  
Identity Negotiation ◽  
Identity Status ◽  
Traditional Values ◽  
The South ◽  
1.5 Generation ◽  
South Korean ◽  
The Family ◽  
Home And School ◽  
At Home

To date, the majority of research on migrant identity negotiation and adjustment has primarily focused on adults. However, identity- and adjustment-related issues linked with global migration are not only related to those who have recently arrived, but are also relevant for their subsequent descendants. Consequently, there is increasing recognition by that as a particular group, the “1.5 generation” who were born in their home country but came to new countries in early childhood and were educated there. This research, therefore, investigates 1.5 generation South Koreans’ adjustment and identity status in New Zealand. More specifically, this study explores two vital social spaces—family and school—which play a pivotal role in modulating 1.5 generation’s identity and adjustment in New Zealand. Drawing upon in-depth interviewing with twenty-five 1.5 generation Korean-New Zealanders, this paper reveals that there are two different experiences at home and school; (1) the family is argued to serve as a key space where the South Korean 1.5 generation confirms and retains their ethnic identity through experiences and embodiments of South Korean traditional values, but (2) school is almost the only space where the South Korean 1.5 generation in New Zealand can acquire the cultural tools of mainstream society through interaction with English speaking local peers and adults. Within this space, the South Korean 1.5 generation experiences the transformation of an ethnic sense of identity which is strongly constructed at home via the family. Overall, the paper discusses that 1.5 generation South Koreans experience a complex and contradictory process in negotiating their identity and adjusting into New Zealand through different involvement at home and school.

scholarly journals The Dilemma of Public–Private Partnerships as a Vehicle for the Provision of Regional Transport Infrastructure Development in Africa

2013 ◽  
Vol 6 (2) ◽  
Author(s):  
Olabisi Delebayo Akinkugbe
Keyword(s):  
Financial Burden ◽  
Developmental State ◽  
Economic Thought ◽  
Transport Infrastructure ◽  
Public Private Partnerships ◽  
Infrastructure Development ◽  
Regional Transport ◽  
Regional Economic ◽  
Policy Goals ◽  
Political Economic

AbstractWith regional economic integration (REI) as a major strategy for development, the African continent hosts a plethora of regional economic communities of varying ambition longevity and success. While in the 1970s, political-economic ideas built mainly on the “developmental state” informed the design of most of these agreements, the change in economic thought in the 1980s which ushered in the “neoliberal turn” has since influenced the design of most REI schemes in Africa, including the New Partnership for African Development. However, among other factors, inadequate transport infrastructure linking regions poses a major impediment to regional trade and development in Africa. The more so as most African governments are not able to meet up with the financial burden, pace and managerial capability for the efficient provision and management of regional transport infrastructure. The article explores the dilemma associated with the adoption of Public–Private Partnerships (“PPP”) as a mechanism for the provision of regional transport infrastructure in Africa. While sourcing infrastructure provision through the PPP mechanism has significant advantages, it is however also embedded with a complex financial, contractual and legal process. First, it explores the theoretical assumptions which inform PPP based on ideologies within law and development debates. It argues that theoretically, PPPs are reflective of the neoliberal policy set. Against the trajectory of governance in Africa, it critically foregrounds insights that are derivable from an application of Path Dependency theory to the institutional change which comes with the planned adoption of PPP at the regional level. These insights are essential considerations for policy experts to bear in mind both while designing the regional institutional framework for PPP and during the implementation stage. Secondly, although most of the past initiatives for the provision of regional infrastructure have fallen short of their flamboyant development policy goals, the article argues that the recently initiated Programme for Infrastructure Development in Africa (“PIDA”) provides a new hope for the future of infrastructure development in the continent. The article contends that PIDA offers a legitimate platform which with the requisite support of the regional economic initiatives can generate the enabling environment for the implementation of successful regional PPP infrastructure projects.

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