Proposal for Government to buy 50 per cent stake in Ports of Auckland from council

Tom Dillane

Tom Dillane is a reporter at the New Zealand Herald

A written proposal from the chair of Auckland Council’s planning committee for the Government to buy a 50 per cent stake in the Ports of Auckland has been released to the Herald today.

The four-page draft proposal from Auckland councillor Chris Darby outlines that “time is of the essence” as the city loses $65 million a day in lockdown two, and selling an interest in the ports is the most logical way to save council’s finances.

The original Covid-19 lockdown left a $750m hole in Auckland Council’s budget, and the city’s economy broadly is losing $65m a day during the second August lockdown.

“With the re-emergence of Covid-19 in early August, Auckland Council is now faced with even further reductions in revenue and is fast running out of options to progress already reduced work programmes while balancing its finances,” Darby writes in the proposal.

“My proposal to transfer a 50 per cent stake in POAL to Government ticks a number of important strategic boxes and is a win for Auckland and a win for New Zealand.

“With the re-emergence of Covid-19, the need to prepare has new urgency. It is unreasonable and unsustainable to expect being spoon-fed with government handouts.”

Darby says he considered three key moves to generate revenue from Auckland Council’s strategic assets: the disposal of part or all of the Auckland International Airport [$1.9 billion], the dissolution of public energy trust Entrust [$2.6b], or the disposal of part or all of POAL [$1.2-1.6b].

The four-page draft proposal from Auckland councillor Chris Darby outlines that
The four-page draft proposal from Auckland councillor Chris Darby outlines that “time is of the essence” as the city loses $65 million a day in lockdown two. Photo / File

But selling 50 per cent of the POAL, with an estimated worth of between $1.2 billion and $1.6b, was the preferred option because it would free up “significant capital for injection into future-ready projects” to respond to Covid-19, and be more politically feasible.

“I have purposely avoided the ongoing and eventually damaging inconsequential rearranging of council’s lesser assets in preference for a major transaction that more immediately and materially repositions council’s finances,” Darby wrote.

The councillor said he has informally discussed the proposal with Auckland mayor Phil Goff, the deputy mayor, the other council committee chairs, and three government ministers.

A spokesperson from the mayor’s office said it was the first time the mayor has seen the councillor’s formal proposal.

“The mayor has publicly stated previously that he is not in favour of the sale of strategic assets. Any such proposal would need to be considered by councillors through the normal council process,” the mayor’s spokesperson said.

A spokesperson from the mayor's office said it was the first the mayor has seen councillor Darby's formal proposal. Photo / File
A spokesperson from the mayor’s office said it was the first the mayor has seen councillor Darby’s formal proposal. Photo / File

However, the chair of the council’s finance and performance committee, Desley Simpson, said she was disappointed Darby had not properly canvassed his proposal with her.

But Simpson added she was aware of ideas circulating within council about selling POAL, as the council’s governing body begins consultation on its 10-year Long-Term Plan next week.

“I am disappointed councillor Darby hasn’t shown due respect to his colleagues by discussing his ideas in detail before taking them to the media,” Simpson said.

“These ideas aren’t unique to councillor Darby. Others have mentioned them before and it would seem unusual he would seem to take them as his own when he will be aware that other people have mentioned them before.”

Auckland Council's finance and performance committee chair Desley Simpson. Photo / File
Auckland Council’s finance and performance committee chair Desley Simpson. Photo / File

Deputy mayor Bill Cashmore also said he had not had detailed discussions with Darby about sale of the POAL, and felt it was “unfortunate” he had not produced a “more formal paper to councillors”.

“Councillor Darby and I did discuss several weeks back that there would be a need to have a long-term financial plan or strategy that may have to be by necessity something other than business as usual,” Cashmore said.

“Councillor Darby also bought something along these lines to a chairs’ meeting but with no detail to it.”

POAL chief executive Tony Gibson said any comment on the sale of the POAL should be left with its owners – Auckland Council.

Darby’s proposal specifically rules out an private investor in the council’s stake in POAL, stating that “would be politically unacceptable, for both council and Government, and likely be resisted by iwi and Aucklanders”.

The benefit of the Government owning 50 per cent of POAL would be aiding the post-Covid-19 “recovery of the Auckland economy without setting a precedent, which grant funding potentially could”.

Aside from the direct injection of substantial funds, for the council the transfer of ownership would remove half of the consolidated debt of POAL, which Darby says currently sits at $490m.

The original Covid-19 lockdown left a $750 million hole in Auckland Council's budget, and the city's economy broadly is losing $65m a day during the second August lockdown.
The original Covid-19 lockdown left a $750 million hole in Auckland Council’s budget, and the city’s economy broadly is losing $65m a day during the second August lockdown.

Employers and Manufacturers Association chief executive Brett O’Riley – also a former chief of council CCO Auckland Tourism, Events and Economic Development – endorsed Darby’s proposal.

“From our perspective we would be pleased to see Auckland Council do this. It’s something we have called on for a long time,” O’Riley said.

“We supported the average 3.5 per cent rate increase because we recognised there is a significant amount of infrastructure both to be maintained and developed by Auckland Council and its entities in Auckland, which is part of Auckland’s long-term plan.

“Auckland’s only going to continue to grow so we have to find ways of injecting more capital into Auckland Council’s activities. Clearly during Covid-19 it’s a hard call to make. But at times like this we have to make some hard decisions.”

The Ministry of Transport has been contacted for comment.

Mandatory Covid-19 testing of all ports staff reined in to only ‘high risk’ contacts


The government has backtracked on plans to urgently test every single person who had come into the Ports of Auckland for Covid-19.

Last week the Ministry of Health issued a mandatory testing order for all workers at the Auckland and Tauranga ports as part of its border blitz.

It had hoped to get all of those workers tested by midnight last night, but only managed to get about a fraction swabbed – 3485 workers as at 1pm today.

The previous order had covered anyone who had come into contact with the port since 21 July – that was more than 5000 people from 800 organisations at the Ports of Auckland alone.

The current order has been narrowed to focus on higher risk workers, such as those dealing directly with ships and ship workers, and anyone with symptoms to be tested.

The Road Transport Forum had opposed the testing of truck drivers saying they came into contact with hardly anyone at the borders, and Ports of Auckland spokesman Matt Ball agreed that it made sense to reign in the testing.

“The scale of the previous order was huge and probably not necessary, given the low and pretty much zero risk for people like truck drivers.”

He said the ministry had now come to grips with how the supply chain at the ports worked and how many people actually interacted with the ports.

Ball said the ports had been asking for testing since April and the government had been slow to respond.

Ongoing testing will now continue at the Ports of Auckland and the Tauranga Port, and Health Minister Chris Hipkins said it was also being rolled out at other ports around the country.

The government still doesn’t know what the source of the latest Covid cluster in Auckland is.

The first case is believed to be a worker at the Americold facility who displayed symptoms on 31 July.

Testing at the borders will continue as health authorities work to figure out any gaps.

Hipkins said he would be issuing two public health orders by the end of the week – one formalising the testing regime for air crew and the other formalising routine testing moving forward.

Covid 19 coronavirus: Auckland and Tauranga port communities caught in mass Covid-19 test order

Ports of Auckland Covid-19 test station has tested more than 1000 people. Photo / File
Ports of Auckland Covid-19 test station has tested more than 1000 people. Photo / File

By: Andrea Fox Herald business writer

The logistics skills of the busy ports of Auckland and Tauranga are being showcased to the max as they respond to out-of-the-blue and fast-changing Ministry of Health directives to ensure urgent Covid-19 testing of all their users and staff.

Both ports say the latest, much expanded, directive, issued on Saturday just hours after director general of health Ashley Bloomfield surprised the sector with an urgent testing order, will affect about 6000 people at each port – but they expect little disruption to operations.

However the Road Transport Forum says the Government’s “panicked reaction” to try to find if freight is the source of the return of Covid-19’s community transmission, is causing “mayhem” at the ports for trucking operators.

On Friday with no warning, Bloomfield ordered “everyone who works at the maritime border” to be tested by 11.59pm on Monday night. Testing applied for all people who worked at ports around New Zealand who might come into contact with ships’ crew.

With testing facilities reportedly scarce or stretched even this was a tall order, but Saturday’s order widened the test requirement to anyone who had worked at Auckland or Tauranga ports since 11.59pm on Tuesday July 21. According to spokespeople for the two ports, collectively that involves about 12,000 people.

Those having to be tested included shipping agents, stevedores, cargo drivers, contractors, suppliers of goods and services, government agency employees and any crew members who may have come ashore.

The ports were to work with their local DHBs and take all practical steps to ensure their constituents were aware of the order. People could be tested at a community testing centre or at a testing centre set up at the port.

Auckland’s port has had a testing facility waterside since Thursday. A spokesman said around 1000 people had been tested over three days.

A Port of Tauranga spokeswoman said the port had set up a testing site for the DHB, but as at Sunday evening there were no DHB testers yet on site.

She said as it was surveillance testing, people without symptoms were not required to wait until they had test results before returning to work.

“Work groups are separated at the moment due to Covid-19 precautions so it would be highly unlikely that any infection would spread far,” she said.

A Maritime NZ notice said a message about the broader testing requirement had been sent to all port companies, stevedoring companies, unions, harbourmasters, agents, organisations representing the marine industry, fishing operators and maritime operators.

The Ports of Auckland spokesman said it was important to note that port workers never directly touched freight, which was handled remotely or by machines. Containers were never opened at the port by workers. The port had had Covid-19 security and restrictions in place since late January, he said.

“Work groups are separated at the moment due to Covid-19 precautions so it would be highly unlikely that any infection would spread far,” a port spokeswoman said.

Covid-19 testing to take place at all ports in New Zealand

After months of urging that ports should be treated like airports for Covid-19 security, New Zealand port companies have been stunned to receive an order from director general of health Ashley Bloomfield for all maritime border staff to be tested for the virus in the next three days.

The ports, through the port companies chief executives group, along with maritime unions, say they have been asking the Ministry of Health since the end of the first lockdown for sea borders to be treated like aviation borders.

Bloomfield’s letter, sent today, said the ministry would work with regional DHBs to provide testing on site “as a matter of urgency”.

“Testing is for all people who work ports around New Zealand who might potentially come into contact with ships’ crew … ” the letter said.

For New Zealand’s biggest port at Tauranga, the order means around 2000 staff and workers must be tested by close of business on Monday.

Ports chief executives’ group spokesman Charles Finny said as recently as two weeks ago the maritime sector had been urging health authorities to test at ports, without success.

A test station has this week been set up at Ports of Auckland. A spokesman said the company had been “dead keen” to see it but the time it has taken for action was frustrating.

Port of Tauranga chief executive Mark Cairns said he had been asking for Covid security at the port to be strengthened since April.

Finny understood from port chief executives he had spoken to on Friday that DHBs intended to set up testing systems at ports over the weekend and on Monday.

“We said months ago that ports should be treated like airports.”

Bloomfield’s letter said along with the new testing requirements, border-based employees needed to continue to take daily health checks.

“Thank you again for the important work you are doing to strengthen practices and to increase vigilance at the maritime border, in order to protect your employees and our community from Covid-19,” it concludes.

Beirut explosion casts harsh light on international shipping rules

Murky story of a ship called the Rhosus, which began life as a Japanese dredger

Andrew North – August 10, 2020 18:00 JST – Nikkei Asian Review

Boris Prokoshev, right, captain of the cargo vessel Rhosus, and boatswain Boris Musinchak, pose next to a freight hold loaded with ammonium nitrate in the port of Beirut, in a summer 2014 photograph.    © Reuters

Andrew North has reported widely from across the Middle East, South Asia, and Central Asia. He is a regular commentator on Asian affairs.

This is the story of a ship that was built in Japan in 1986.

Named the “Daifuku Maru No. 8,” maritime records show that it began life as a humble dredger, scooping up mud and rock from Japanese shipping lanes so that bigger craft wouldn’t hit the bottom. Then, in 2002, it was sold to South Korea and renamed. So began a journey around the world, during which the ship’s name, owner and the flag flying from its mast changed every few years.

What are known as “flags of convenience” (FoCs) provide a legal way for a shipping company from one country to reduce costs down by “renting” the flag of another country that has lighter labor rules and lower taxes. Many of these flags are run by smaller, and often poorer countries, ranging from Liberia to North Korea, even landlocked Mongolia and Bolivia. It earns these states valuable revenue, but it also provides a way for unscrupulous owners to conceal their identities while running substandard and polluting ships, as well as dodging the law and cheating their crews.

Between 2005 and 2007, the Japanese-built ship was passed between two Hong Kong companies who called it the “Zheng Long” but flagged it to Belize and then Panama, the tiny Central American state that has nearly 9,000 ships sailing under its flag. That’s around 16% of global shipping tonnage, more than any other country.

Once notorious for its lax rules, Panama now keeps closer tabs on who can fly its colors. So it was telling that when a Panamanian company bought the ship and converted it into a cargo freighter, it was reflagged to the Black Sea nation of Georgia — another country known for running a low-cost FoC regime.

There were still more identity changes to come. First, a Cyprus-based Russian business owner bought the freighter. But when it was sent to pick up a shipment from the Georgian port of Batumi in 2013, the Georgian flag had been replaced with the colors of Moldova, a country with no seaside coast but a reputation at the time for allowing its flag to be used for smuggling by Iranian vessels.

Showing its age, the now 30-year old ship had defects that included a hole in its hull requiring water to be pumped out to stop it sinking, but it set sail nonetheless. When the Russian owner didn’t pay wages, the crew walked out, forcing him to find another crew before sending the vessel out to Beirut to earn extra cash by taking on heavy machinery. When the ship’s decks buckled under the weight, inspectors were alerted and it was declared “unseaworthy.”

The former Japanese dredger was by then named the “Rhosus,” which the world now knows as the ship that carried the 2,700 tons of Georgian-made ammonium nitrate that exploded in Beirut port on August 4 with such deadly effect.A former Japanese dredger named the “Rhosus,” carried the 2,700 tons of Georgian-made ammonium nitrate that exploded in Beirut port on August 4, killing up to 158 people, and injuring more than 6,000.    © Reuters

In the aftermath of the disaster, the focus has rightly been on the failings of Lebanon’s dysfunctional government, as the explosive cargo was its responsibility once offloaded. But the murky story of the Rhosus also raises questions as to why an international system almost designed to avoid accountability is allowed to continue.

The International Transport Workers’ Federation (ITF) has been campaigning for an end to FoCs for decades. It lists 35 countries running flags of convenience, blaming the practice for low wages and abusive conditions among merchant navies, as well as the “floating coffins” on the world’s seas.

Some maritime experts argue that the story of the Rhosus shows that controls worked because the ship was eventually stopped in Beirut. According to Natasha Brown, spokesperson for the International Maritime Organization, the UN’s shipping regulation body, more and better inspections have led to a decline in serious incidents in the last seven years.

Japan, the US and Europe all operate a system of white, gray and black lists to classify flags by their record, with frequent inspections for poorer performers. “That makes it more difficult for an owner to keep using a blacklisted flag,” argues Luc Smulders, Secretary-General of the Paris MoU, the organization that oversees European inspections.

But such measures still don’t go far enough. Blacklisting doesn’t stop a ship from sailing, and there are plenty of ports beyond the reach of organized inspectors. Groups such as the ITF say that until there is a “genuine link between the flag a ship flies and the nationality or residence of its owners,” abuses will continue.

Moldova is a case in point. Seven years after the Moldovan-flagged Rhosus was stopped in Beirut, the country is on the official flag performance blacklist. But it continues to run a lightly-regulated shipping registry for all comers. You can do it all online with no mention of any physical checks. (The country’s ship registration agency did not respond to several requests for comment.)

With all that has since emerged about the Rhosus and its past, many have wondered how it was ever allowed to sail with so much explosive material on board. But as things stand, there is little to stop another ship with a shady past from setting sail today.

Concern for merchant sailors stranded in NZ waters

An estimated 300,000 crew on merchant ships have been left stranded at sea around the world by the coronavirus pandemic unable to go onshore – including thousands in New Zealand waters – in what advocates say it’s a ‘humanitarian crisis’.  Crew members from the cruise ship Ruby Princess wave as they depart from Port Kembla, some 80 kilometres south of Sydney, on April 23, 2020, after a few hundred virus-free crew members disembarked to begin the process of repatriation to their home countries. -

Crew on board a cruise ship in May (file photo)


The Ministry of Transport has now allocated $295,000 to help those stuck in New Zealand ports through the Mission to Seafarers’ organisation. Wellington-based chaplain Reverend Lance Lukin is the Oceania Regional Director for the organisation, he talked to Kim Hill on RNZ’s Saturday Morning about the situation.

Lukin says seafarers are one of the most vulnerable and isolated groups in our society.

“There’s thousands of ships coming in and out of New Zealand ports a year. There’s about 1.5 million seafarers at work at any one time in the world.

“And typically for the lower paid – the able bodied seafarer their contracts are around 9 months long. So at the end of that nine months they will be crew changed in and out. So in any month one twelfth of that 1.5 million seafarers are going through crew changes.”

Those at sea now don’t know when they will be able to get home.

He says the International Transportation Federation has called on all seafarers to go on strike at the end of their contracts if they’re not given shore leave and a crew change.

“If that happens, New Zealand’s economy stops overnight – 120 billion of export comes by ship, 99 percent of trade comes by ship.”

Lukin says seafarer centres operate at each port, manned by volunteers – many who are retirees. The money from the Ministry of Transport will be used to employ more workers so fewer volunteers are needed.

“In this time of pandemic we want to limit the number of people who have acess to ships, but we want to continue to provide that much-needed welfare and support.”

He says many sailors are from China, Philippines and India. But both the Philippines and India have tightened border rules, making it harder for crews from those countries to get home.

[They’re] “desperately wanting to go home, desperately wanting to communicate with their families. We had a ship come into Wellington last week with 18 crew on, 12 of whom are 5 months over the expiration of their contract.

“They should be being paid, but we know globally non-payment of wages is one of the key concerns of seafarers.

“And we’re talking about a pretty low paid workforce anyway. The minimum wage in New Zealand is $18 an hour, for a Filipino sailor the average wage is 90 cents an hour – it’s incredibly dangerous, isolated, high risk environment at the best of times – let alone adding in a pandemic.”No caption

Port of Wellington (file photo). Photo: Mission to Seafarers

Many are still working, but can no longer go ashore.

“There’s about 40 or 50 thousand crew trapped on cruise ships off the coast of the US, and in parts of Indonesia and the Philippines, that can’t get off the ships, won’t be allowed to get off the ships.”

In New Zealand, crews who have been symptom-free for 28 days can go into 14 days of managed isolation if they want to go onshore.

“Given the fact that a ship will enter to the Port of Welllington here today, it will be in port for 8 hours, and it will not be in NZ territorial waters for 14 days – so the likelihood of a seafarer actually being able to get off is next to impossible.

“The reality is apart from the cruise ships right at the beginning and there are no cruise ships now – not one case of Covid has come on a container ship or a logging ship, so we don’t want them to come across our borders and bring Covid – but the reality is they don’t want to come across our borders typically because they don’t want to catch Covid, because they’re going to then get back on that ship and spend 28 days going back to China with no medical facilities on board.”

Most countries test seafarers for Covid-19 when they arrive the border. New Zealand does not, but the Mission to Seafarers is pushing to have it introduced.

Lukin says it could mean seafarers calling at multiple ports would get their results from the test while they still had the opportunity to go onshore.  

“I talked to a seafarer here in Wellington last week who has not physically touched ground for 183 days – you’ve got to think of the mental health implications of that. We know at the best of times that working at sea is a highly risky environment, and the mental health implications are huge. This is a low paid workforce who have limited resources available on board ships.

“Most ships don’t have gyms or recreational facilities, you’re on board for 9 months, and when you come into a port all you want to do is get off, get some fresh air, and most importantly you want to get access to some wifi so you can Facetime and chat with your family back home who you haven’t seen in 9 months – [wifi] is not available on board ships.”Port of Tauranga.

The Port of Tauranga. Photo: Supplied / Port of Tauranga

The Seafarer Centres provid free wifi, and while they’re closed during the Covid pandemic, the organisations’ workers are donning full Protective Personal Equipment and taking portable wifi units onto the ships.

“So that at least for that eight hour period [while they’re in port] seafarers can hotspot and talk to their families.”
Lukin says while self-harm and suicide statistics are hard to monitor, there’s anecdotal indications these have increased during the pandemic.

“The best outcome really is that New Zealand honours its obligations under the Maritime Labour Convention – the international bill of rights of seafarers – that they have shore leave, that they have access to welfare facilities that are funded and have competent staff to provide the mental health needs they have right now.

“That’s the basic things they want – firstly to have wifi access, and then they want to be able to talk about all the stuff that’s going on in their own lives that they can’t talk to the shipping agent about – because that’s their employer; they can’t talk to the captain about, because he’s their boss on board; they won’t talk to the government authorities about, because they come from countries where governments are feared, so they want to talk to someone independent – which is why we exist.”

National pledges new tunnel and highway in Wellington transport plan

The National Party has pledged a $4 billion infrastructure package for Wellington and the Hutt Valley if it is voted into government.National Party leader Judith Collins announces the party's $4b transport infrastructure plan for Wellington and the Hutt Valley, on 5 August 2020.

National Party leader Judith Collins announcing the party’s Wellington region transport policy in Petone today. Photo: RNZ / Charlie Dreaver

Leader Judith Collins made the policy announcement in Petone today, as part of its $31b transport infrastructure policy announced last month.

The package includes fast-tracking the construction of a second Mt Victoria Tunnel and building a second Terrace Tunnel.

The party is also promising to construct a new highway connecting Seaview, Lower Hutt, to State Highway 1 north of Wellington and introducing rapid buses or trackless trams between Wellington CBD and the airport.

The Wellington and Hutt Valley transport Package includes:

  • Fast-tracking construction of a second Mt Victoria Tunnel and delivering a second Terrace Tunnel
  • Fixing congestion at the Basin Reserve through grade-separation
  • Rapid transit between Wellington’s CBD and airport in the form of rapid buses or trackless trams
  • Removing highway traffic from Wellington’s inner-city streets by undergrounding SH1 through Te Aro
  • A new highway connecting Seaview in Lower Hutt to SH1 north of Wellington
  • Upgrading Wellington’s metro network, including new trains to improve services between Wellington, Masterton and Palmerston North
  • Widening SH1 to four lanes between Wellington’s CBD and airport (Ruahine St and Wellington Rd)
  • Widening SH2 to four lanes between Silverstream and Whakatiki St in Upper Hutt, and fixing dangerous intersections through new interchanges

Collins said the spending would be in addition to funding already been promised through regional council and government’s Let’s Get Wellington Moving plan and the New Zealand Upgrade Programme.

She said a new Mt Victoria Tunnel will deliver more reliable travel times between Wellington’s CBD and eastern suburbs, as well as the airport.

“This region is choked by congestion. Wellington has the worst traffic in Australasia for a city under one million people,” Collins said.

As part of the package the party is looking to establish a new body to deliver National’s redesigned let’s Get Wellington Moving package.

Transport spokesperson Chris Bishop said a Wellington Transport agency wasn’t a new idea, but it was one that had real merit.

“Transport in Wellington has been a debacle for far too long – we only have to look at the lasagna of failure two years ago with the buses.”

Bishop said at the time the regional council blamed the city council and the city council blamed the regional council.

“Wellingtonians were just left there saying ‘what on earth has gone wrong’ and ‘why can’t the buses go on time anymore?’,” he said.

Labour’s transport spokesperson Phil Twyford agreed a new agency could be a good idea if the councils agreed.

But he hit back at National’s lasagna claim.

“I would say the National Party cooked that lasagna, the bus-tastrophe that happened over the last couple of years was a direct result of the public transport operating framework that National legislated and we’ll be fixing it,” he said.

He also questioned how the National Party would pay for an extra $31 billion in its infrastructure programme on top of what Labour had already committed to.

“They’re not telling Kiwis how they’ll fund these massive promises, what projects are they going to cut?” he said.

Twyford said Labour was committed to a second Victoria Tunnel – however, it had previously pushed back construction to as late as 2029.

Twyford said a second Terrace Tunnel was not priority.

In previous transport announcements National promised to connect Ōtaki to Wellington’s electric commuter train network, fast-track a four-lane expressway from Ōtaki to Levin and a Palmerston North rural ring road.

NZTA gets $1bn from recovery fund to keep large projects afloat

The government is spending over a billion dollars from its Covid-19 recovery fund on the Transport Agency, to make up for a drop in revenue.New Zealand currency held fanned out in someones hand

File image. Photo:

It is providing a $600 million top-up to the national transport fund to help cover the lower-than-expected revenue from fuel taxes, road user charges and vehicle registrations due to the pandemic.

It also made $425m immediately available to Waka Kotahi New Zealand Transport Agency to be repaid over seven years, with the option to borrow $300m more.

Transport Minister Phil Twyford said that without the money large projects would have to be put off or cancelled.

This included completing the Waikato expressway, starting the Manawatū Gorge highway replacement and continuing its road maintenance programme.

Harrowing CCTV footage show Kiwis’ near misses with trains

Harrowing CCTV footage released by Kiwirail shows Kiwis' near misses with trains as the...Harrowing CCTV footage released by Kiwirail shows Kiwis’ near misses with trains as the organisation begins its campaign for Rail Safety Week. Photo: KiwirailHarrowing CCTV footage released by Kiwirail shows Kiwis’ near misses with trains as the organisation campaigns for Rail Safety Week.

On average, a New Zealand train driver will experience a near miss every day, according to KiwiRail.

In total, there have been 323 near misses with trains at railway crossings involving cars and pedestrians, according to Rail Safety Week campaign website

At public level crossings, there have been 12 collisions and 191 near misses in the past 12 months to June 30 – with the majority involving light vehicles.

To reflect on theses statistics, Kiwirail has shared a video which features a variety of near misses caught on CCTV.

Each incident has been turned into a near-miss memorial at the corresponding train station.

The memorials feature half crosses with barcodes on them, which allow people to scan and watch the harrowing footage.Each incident has been turned into a near-miss memorial at the corresponding train stations....Each incident has been turned into a near-miss memorial at the corresponding train stations. Photo: KiwirailOne includes the “woman in hoodie”, where a woman can be seen looking the other way before seeing the train in the corner of her eye and barely making it across.

The other videos continue to follow a similar pattern, with adults, kids, cyclists and drivers crossing the tracks with a moment to spare.

Locomotive engineer Jeremy also speaks about his experience with near misses in the campaign video.

“Just think when you run in front of a train, there’s someone in there who has to deal with that and try deal with the effects of it,” Jeremy said.

“It’s a real sort of heart-in-your-mouth scenario. It’s someone making a split-second decision and not really thinking about the effect it’s going to have on others.”

KiwiRail Group chief executive Greg Miller said while people might walk or drive away after a near miss, these split-second decisions can cause long-term effects for everyone.

“People are risking their lives and just one second of inattention at a railway crossing can create a circle of trauma rippling outwards – impacting friends and families, our drivers and the community.

“A freight train weighing 1000 tonnes across 30 wagons can take a kilometre to come to a stop once the brakes are applied. It also takes time for the commuter trains in Auckland and Wellington to stop.

“Quite often our locomotive engineers know how it’s going to turn out. They sound the horn, hit the emergency brakes and, often, hit the floor and get behind a safety block.

“They are hoping that against all the odds the person or vehicle will get out of the way in time, and that this won’t become one of the worst days of their lives.”This woman just made it. Photo: KiwirailThis woman just made it. Photo: KiwirailThere has been a drop in recorded near-misses compared to last year, but Miller said that was no reason to relax.

“It’s likely the Covid-19 lockdown has played a part in the drop, as between late March and June near misses halved at level crossings compared with the same time last year.

“However, it’s not just people and vehicles involved in near misses. Last year there were more than 200 near misses involving livestock in the rail corridor. This is highly distressing for the animals and can be too for the farmers who take care of them.”

TrackSAFE NZ Foundation Manager Megan Drayton has also called on people to take greater care when crossing the railway line.

“In the last 12 months, KiwiRail recorded more than 300 near misses across the rail network. Of these, 191 near misses occurred at public level crossings and the majority of those crossings had flashing lights and bells or barrier arms.

“This shows us that even with warning signs and protections in place, some motorists and pedestrians are still either being complacent, or taking unnecessary risks.

“For this year’s campaign, we’re sharing stories of locomotive engineers who have experienced a near miss that’s been caught on camera. It’s a chance for people to hear the drivers’ stories and to put themselves in their position.

“We’ve set up a campaign website where people can explore near-miss memorials, which are locations where there’s be a recorded near miss, mostly at level crossings.

“These near misses are represented by a thought-provoking half cross ‘memorial’ to show the severity of what could have happened and that these people narrowly avoided a serious or fatal collision.”

The week-long campaign is coordinated by KiwiRail and TrackSAFE NZ in close partnership with Waka Kotahi NZ Transport Agency, NZ Police, Auckland Transport, Transdev Auckland, Greater Wellington Regional Council, Transdev Wellington and many other councils throughout New Zealand.

Rail safety advice
• Cross with care – trains can arrive at any time from either direction.
• If you’re driving, obey the warning signs and look carefully in both directions for trains.
• Listen, be aware and pay careful attention to your surroundings.
• Trains can approach faster than you think, and can be quiet. They are heavy and cannot stop quickly.
• Always ensure there is space on the other side of the crossing for your vehicle before crossing the tracks.
• If you’re on foot, only cross at a formed level crossing or an overpass or underpass.
• Remove your headphones, stop and always look both ways for trains before crossing the tracks.
• Only cross if you are sure there are no trains in sight.
• Obey the warning signs at the crossing – if lights are flashing or bells are ringing this means a train is approaching.
• If a train has passed or is stopped at the station, always check both ways again to make sure another train is not coming. Two tracks may mean there is a second train.

KiwiRail replaces two railway bridges in one weekend near Te Puke

New spans in place on Bridge 105.
New spans in place on Bridge 105.

Bay of Plenty Times 6/8/20

Last weekend KiwiRail staff and contractors replaced two railway bridges – Bridge 105 near Pukehina Beach Rd and Bridge 91 just outside Te Puke.

“In order to minimise the disruption to our freight customers, we replaced both bridges over the same weekend,” says KiwiRail chief operating officer, capital projects, David Gordon.

“Freight train services did not run between Te Maunga and Kawerau on Saturday and Sunday.

“We originally planned to do this work during Easter, however, the Covid-19 lockdown period meant we had to reschedule.

David says the old timber bridges had reached the end of their useful life and have now been replaced with modern concrete bridges.

“Upgrading the bridges provides greater resilience for our log, dairy and other freight traffic along this section of the East Coast Main Trunk line.

“The work is part of a wider regional resilience programme funded by the Provincial Growth Fund.”