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Earthquake

KiwiRail shakes off impact of Kaikoura earthquake to post improved earnings

Kiwirail posted half-year revenue of $292.7m, down 1.9 per cent down on the previous year.
Kiwirail posted half-year revenue of $292.7m, down 1.9 per cent down on the previous year.

Disruption to South Island rail services caused by the November 2016 Kaikoura earthquake masked a continuation in improved operating earnings from state-owned railway operator KiwiRail in the six months to December 31.

The company reported an operating surplus of $15 million for the period, which would have come in at $40m once the one-off costs associated with the closure of the main trunk line between Picton and Christchurch were stripped out.

While quake impacts would still be felt in the second half of the current financial year, KiwiRail was still on track to deliver operating earnings of between $30m and $50m, said chief executive Peter Reidy.

In the previous comparable period, which included the first few weeks of the outage caused by the massive Kaikoura quake, KiwiRail reported operating earnings of $11m, or $23m underlying once quake impacts were backed out.

As always, the national rail carrier did not report a statutory profit on its activities, reporting a $193m loss for the half-year.

That reflects the fact that revenue earned “above rail” is always far lower than would be required to fully maintain the capital-intensive network.

However, the importance of maintaining a rail network for wider economic and national interest reasons means both the previous and present government accept KiwiRail will always make accounting losses.

The result for the half-year was achieved on revenue of $292.7m, 1.9 per cent down from the $298.3m recorded in the last six months of 2016, and reflecting the fact that the Kaikoura link was only restored in September 2017.

Operating expenses, at $277.4m, were 3.5 per cent lower than in the previous comparable period.

Ports revenue from KiwiRail’s trucking and rail services was up 16 per cent on the half-year, which chairman Trevor Janes said was a “strong result” when placed against overall container volume growth of 7 per cent nationally in the same period.

Forestry revenues rose 8 per cent as the so-called ‘wall of wood’ from maturing plantation forests starts to come on-stream.

Dairy industry and coal volumes rose, contributing to a 6 per cent increase in bulk freight revenue.

Poor weather and “significant and unexpected” repair costs on the company’s ageing South Island locomotive fleet contributed to a “messy” six months, Janes said.

KiwiRail was “working closely with the government on the urgent need for longer-term funding for the organisation, which is critical for efficient procurement, planning and safety”.

The Interislander ferries showed a 12 per cent increase in commercial vehicle ‘lane metres’ as more freight had to travel by road while the rail outage persisted, while passenger revenue rose 7 per cent and yields on vehicle crossings improved.

Reidy said KiwiRail was targeting operating savings of $7m this year, building on $45m of productivity improvements in the last two years.

Announcements relating to the revival of some mothballed regional rail services are expected when the government unveils detail of its $1 billion a year regional economic development fund, in Gisborne, on Friday.

Railway from Picton to Christchurch closes again after wet start to October

KIWIRAIL
A wet start to October has caused slips to come down on the Main North Line, which is expected to remain closed until the end of the month.

The newly rebuilt railway line from Picton to Christchurch could be closed for the rest of the month after recent rain brought slips down across the tracks.

Hundreds of spectators turned up to watch the first freight train since the November earthquake take the Main North Line on September 15.

The celebration was short lived. Heavy rain closed the track after the one train went through. It reopened 10 days later, but has closed again.

Hundreds turned up to watch the first freight train since the November earthquake take to the track on September 15. The ...

KIWIRAIL

 

KiwiRail blamed the latest closure on an unusually wet start to October for the Kaikōura region.

Acting chief executive David Gordon said the “unusually heavy rainfall” caused 31 slips in the area, including three major slips onto the railway line and next to State Highway 1.

He said KiwiRail was working to “make repairs and add resilience” ahead of the peak freight period.

“At this stage we expect services to operate on the line again at the end of this month.”

KiwiRail ran two freight trains each weeknight on the line, leaving it clear during the day and over the weekend for additional repairs to the track and SH1.

Gordon said some disruption was always possible with the limited reopening, but the rain created “much greater disruption than we could reasonably predict”.

He said KiwiRail regretted the impact on customers – and that they could not take some of the freight burden away from the Lewis Pass, which is on the alternative highway route while SH1 is repaired.

KiwiRail previously claimed the Main North Line reopening would take 2000 trucks a month of the road, a figure some in the industry disputed.

At the last closure, general group manager network services Todd Moyle said the Main North Line was likely to shut up to 25 days a year, based on its current state.

MetService forecaster Cameron Coutts said Kaikōura had received 84 millimetres of rain so far in October, which was “well above” the month’s average of 57mm.

He said it should be dry and relatively warm before showers returned on Monday and Tuesday. A “settled spell” was expected for the latter half of next week.

“In saying that, we’re still in spring, so it’s still pretty changeable,” Coutts said.

 – Stuff

CentrePort to invest $63m in strengthening waterfront land after quake

Work at CentrePort to stabilise the container cranes, with a bespoke platform within the wharf.

MAARTEN HOLL/STUFF
Work at CentrePort to stabilise the container cranes, with a bespoke platform within the wharf.

CentrePort has set aside $63 million to strengthen its land on Wellington’s waterfront after November’s 7.8 magnitude quake caused significant damage.

The ratepayer-owned company is now consulting international experts to help figure out what the work will be.

To date, CentrePort has spent $28m securing 125 metres of the 585-metre wharf, which included 644 gravel columns being set in the ground to reduce any liquefaction from future earthquakes and provide resilience to the temporary works.

Chief executive Derek Nind​ said they were now looking to how to do that across the entire port.

“We try not to talk about rebuild, we talk about regeneration. And what do I mean by that?

CentrePort chief executive Derek Nind.

SUPPLIED
CentrePort chief executive Derek Nind.

“What I mean is if we go to rebuild, we’ll get what we had, which was 20th century assets and 20th century thinking,” Nind said.

“What we need is 21st century assets for the next 50 to 100 years, and we need to regenerate the port.”

To date, CentrePort has received $173.7m of insurance income, but that figure was expected to rise.

On Tuesday, insurers agreed Statistics House should be demolished, as the Kaikōura earthquake caused the partial ...

ROSS GILBIN/STUFF
On Tuesday, insurers agreed Statistics House should be demolished, as the Kaikōura earthquake caused the partial collapse of two floors.

“We got hit, but we’ve been working hard on getting the business back up and running,” Nind said.

On Tuesday, insurers agreed Statistics House should be demolished, as the Kaikōura earthquake caused the partial collapse of two floors.

Meanwhile, the future of BNZ Harbour Quays remains uncertain, as engineers continue with assessments.

CentrePort’s underlying profit, after tax and before earthquake-related income, was $8.6m for the year ending June 2017. This was down $4.7m from the previous year.

“The results show us investing in the port’s resilience. They also show strong underlying performance.”

 – Stuff

Lower speeds to stay on alternative highway until State Highway 1 reopens

ALDEN WILLIAMS/FAIRFAX NZ
Temporary speed reductions on the alternative highway will remain in place until SH1 is repaired. (file photo)
 Speed reductions on sections of the alternative route between Christchurch and Picton will remain in place until State Highway 1 is repaired.

The New Zealand Transport Agency (NZTA) on Monday confirmed the temporary speed reductions, which were introduced after the SH6/63/65/7 route became the top of the South Island’s main trunk line following last November’s earthquake.

The changes were made because the alternative route is much more challenging to drive than the road it replaces, and traffic on the route has increased dramatically.

There has been a huge increase in heavy traffic on the alternate highway since the November earthquake.

FAIRFAX NZ
There has been a huge increase in heavy traffic on the alternate highway since the November earthquake.
 There have been five deaths on the road since the earthquake. The change in conditions has caused several longhaul truck drivers to quit, while one truck company has reduced speed limits for drivers.

The NZTA received nearly 300 submissions on the speed reduction proposal. The majority were in favour of lower speeds through townships on the route, but less positive about those sections of open road that had been reduced to 80kmh.

Though submissions supported lower speeds through townships, they were less positive about speed reductions on stretches ...

MARION VAN DIJK/FAIRFAX NZ
Though submissions supported lower speeds through townships, they were less positive about speed reductions on stretches of open road. (File photo)
 In a statement, NZTA regional relationships director Jim Harland said there was not high support for lower speeds at all sites, but reverting to pre-quake speeds would be irresponsible.

“However, once SH1 becomes fully operational and traffic volumes have reduced to a stable level we will review speed limits on the alternate route again. Ideally this would be within six months of SH1 reopening, but it will depend on traffic volumes.”

Harland said the submissions raised concerns about travel times and limited passing opportunities.

The alternative route will be the South Island's main road until SH1 is repaired, which is expected to be before Christmas.

ALDEN WILLIAMS/FAIRFAX NZ
The alternative route will be the South Island’s main road until SH1 is repaired, which is expected to be before Christmas.
 “To date $1.5 million has been invested in slow vehicle bays and pull-over areas on the alternate route, and work is underway now to construct 20 more of these areas. However, in light of feedback, the Transport Agency will investigate whether more slow vehicle bays and pull-over areas could be built.”

He said the perception the lower speed limits had significantly increased travel time was incorrect, with the lower limits increasing travel time by less than two minutes between Christchurch and Picton.

The temporary limits were introduced under emergency legislation, which can only be in place for six months legally. A new bylaw replacing the temporary limits will be in place by June 18.

SH1 is expected to be reopened before Christmas.

Consultation also included proposals to lower speed limits on parts of the Lower Buller Gorge. These received low support, so will not be taken further.

 – Stuff

Mainfreight boss calls for national transport strategy

The country’s political leaders must up their game and deliver better long-term transport and infrastructure planning, according to the head of the country’s biggest freight company.

Train stuck between in a tunnel between slips.

A train is trapped in a tunnel between landslips after November’s Kaikōura earthquake. Photo: RNZ / Rebekah Parsons-King

Mainfreight managing director Don Braid said politicians – local and national – have failed to take the initiative to plan adequately for the future.

Mainfreight managing director Don Braid

Don Braid Photo: Supplied

“We have not reacted as a country to the increase in population growth and the tourism numbers, out infrastructure is poorly set up and government and councils are only just coming to grips to what they need to do,” he told RNZ.

Mr Braid said the transport network’s vulnerability was shown by the Kaikōura earthquake’s impact on road and rail links, and it was the revival of coastal shipping that minimised the disruption.

He said an example of the lack of investment in key services was the treatment of KiwiRail in the latest budget, with funding for new engines and other hardware limited to a two-year timeframe.

“We need to be planning 30 years out, and making investments early.

“Around the Cabinet table I think there’s an aversion to want to think about any sort of integrated transport philosophy for both freight and transport … but we need to be thinking more seriously about it.”

The comments come as a delegation of engineers in Beijing said China was the answer to Auckland’s transport problems.

Warren Hills of Babbage Consultants said New Zealand needed to tap into the expertise of the Chinese workforce, if it was to meet the demands of an unprecedented infrastructure building programme.

Pressure eats at South Island truckies

FTD Magazine

A Herculean post-Kaikoura earthquake effort from New Zealand’s logistics sector has ensured vital supplies continue to move throughout the domestic supply chain with relatively little impact on consumers. But while supermarket shelves may remain stocked, handling the significantly elongated, variable and more hazardous Picton–Christchurch freight task in particular is taking its toll on South Island truck drivers – their stocks are reportedly reaching zero.

Carr & Haslam managing director Chris Carr says regularly navigating the alternative Picton–Christchurch route is having a mounting impact on truck drivers – particularly given it now takes them over worktime limits for what was previously a same-day return.

“If you use that same driver and send them up to Picton now, they have to be away one night,” Mr Carr tells FTD. “It could be different if you run two drivers and run a swap operation, which some do. They’ll have a driver in Picton – who probably didn’t exist there before – and they meet the truck in the middle somewhere, do a vehicle swap, and one goes back to Picton and the other to Christchurch. But if they didn’t live in Picton before, then they have to be put up there and don’t get home for a week.”

PUSHING THE LIMITS

Mr Carr observes that roads not designed for high volumes of commercial traffic have gone from accommodating about 50 trucks to 600 trucks per day, as well as having increased general motorist volume.

“There has been a temptation for quite a small number of people to push their driving hours and to drive too quickly. One of those guys took out one of our trucks – he was cutting a corner with a 20-metre-plus B-train and there was nowhere for our guy to go,” he says.

“As a result of that, we sat down with all of our people and determined we would not do any more night trips, and we set a company speed limit of 80 kph. I would have pulled it further, but couldn’t because if you pull it down too far and the other traffic is going faster, you get too much of a barrier – cars are already overtaking in crazy positions,” he notes.

“We felt a 10 kph drop would give the drivers more reaction time. It may frustrate them a little as well, but we thought the gains in safety were worth it.”

Road Transport Forum New Zealand (RTF) chief executive Ken Shirley also notes there are “incentives to push boundaries” – particularly for those who have their investment on the line. “Obviously, if you have a $500,000 rig with debt, you want it working hard,” he says. “But we must be a compliant industry and we cannot condone any pushing of the boundaries. The boundaries are there – the work time rule for very good reasons – and fatigue is a serious issue,” he emphasises.

“Seventy hours [before a mandatory 24-hour break] is really the upper limit and you could argue in many instances that that is not desirable. There were some in our industry who thought this might present an opportunity to get extended hours on a regular basis, but all of our associations said no, we shouldn’t go down that path.”

EXTRA STRESS

Mr Shirley expects the onset of winter to further raise risk factors. “You’ve got a lot of high-altitude basins and river valleys that are prone to things like black ice, wet conditions and snow. Lewis Pass is frequently closed with snow. That is going to add to the challenge,” he comments.

“Whether the tourism traffic volumes will be down through winter, which may offset the risks to some extent, our message to our members is to be aware – it is going to get more hazardous and so more caution and care is required.”

As a consequence of such stresses, Mr Carr says some truck drivers have simply reached a point of saying ‘I’m out of here, I’m not going to do it any more’. However, he praises his team for sticking to the task. “Our people all come back and say, ‘Hey, it’s not good, the road’s hard, we’re working harder, we’ve got to concentrate more, it’s more tiring’. They’re not whinging – they’re just reporting matter-of-fact and accepting that there is a problem there,” he says.

“It is a kind of ‘suck it up and get on with it’ situation, because there is a driver shortage and if you’re going to move the same amount of freight, you’re going to need two or three times the number of drivers to do it – and they just don’t exist,” he adds.

“The guys are just getting on with it. They’re accepting this is a temporary thing – they all wish it would finish, but they’re doing it. It’s a kind of transport industry thing.”

SUPPORT SYSTEMS

Relaying similar tales, Mr Shirley says that while bodies such as the RTF can offer general guidelines and recommendations, the real coping work is being facilitated within transport firms at the coal face.

“All the smart companies know they have to look after their drivers and have employed all manner of support systems to help the situation. Obviously those that do are good employers and those that don’t feel the pain more,” he notes. “Giving leave, looking after families, all of the pastoral care that human resources can provide in situations like this to make sure that people aren’t just left isolated and unsupported – it is really just support in all manner of forms.”

LOWERING THE SPEED LIMITS

Given such concerns, a proposed bylaw to convert a range of temporary lower speed limits on the alternative Picton–Christchurch route into permanent limits has been welcomed by the trucking fraternity.

“They [the New Zealand Transport Agency] have looked at all the potential trouble spots and choke points and put in areas of speed restrictions [on what used to be open road]. However, an ongoing problem is the number of motorists crossing double-yellow lines on that route,” says Mr Shirley.

Adds Mr Carr: “My view is those roads aren’t designed for the weights that we’re putting over them, so the only way to protect them is to slow down. It goes against every bit of my grain, but if we don’t take the longer-term view, we’ll break the roads and no one will have anything. It’s better to slow down and lose a couple of hours so that everything is working.”

The bylaw proposal, which was drafted by the NZTA in light of current emergency speed limits nearing the end of their six-month legal term, was to conclude its consultation phase in early May, with a decision on any changes to speed limits to be announced mid-June.

HIGHWAY UPGRADE

Another pleasing development for the sector is the government’s recent announcement it is investing $60 million to upgrade the alternative highway. These progressive works include widening several sections of road, ongoing resealing, installing several new Bailey bridges alongside existing one-way bridges, installing traffic signals on several one-way bridges, and using radars and webcams to measure traffic volumes and provide travel updates.

Describing the upgrade as “vital”, Mr Carr ironically adds: “Nobody ever thought we would need it. It just shows you the strategic need for alternatives when calamities happen.

“There are parts where the road is so narrow you can’t get two trucks through side by side. When no one else was on it, the trucks would sit more in the middle of the road and cruise along, but now they are sitting on the edges, because traffic is coming both ways, and the edges are starting to break away. The centre part of the road is also starting to break up.”

Both parties have also welcomed the government’s recent $812 million commitment to reinstate State Highway 1 between Picton and Christchurch, with Mr Carr describing as “nuts” any suggestion a new route could have instead been forged.

“There are something like seven fault lines running through that area and a whole lot of mountains made of very solid rock. I don’t know how you could conceivably build any type of cost-effective alternative, given the topography and geology of the place. It would be a huge cost,” he says.

“We’ve never had a problem before and the chances are we’ll never have another one – or maybe just another one. Building along the coastline is relatively easy compared to building through the mountains.”

A HUGE ACCOMPLISHMENT

Also welcoming the government’s confirmation that investment was not coming from the National Land Transport Fund, Mr Shirley says that while it was “healthy” to first take a greenfields approach, ultimately “there is no alternative”. He also embraces the opportunity presented by the rebuild to deliver an upgraded coastal route.

In parting, Mr Shirley reflects on the “unsung story” in the post-Kaikoura earthquake environment. “New Zealanders don’t appreciate just how severe potentially that incident was in terms of disruption and how our sector – and also the shipping industry and rail – has actually just made things happen, largely behind the scenes. A tremendous effort has gone in to making things work – it is a huge accomplishment to have kept the logistics task going.”

Noting that Auckland–Christchurch deliveries have gone from requiring about four-and-a-half days to now up to 12 days, Mr Carr adds: “The general public have no idea of the difficulties that they potentially face if their life and business are dependent on traffic between Picton and Christchurch. The supply chain is hanging by a thread.”

Iain MacIntyre is an award-winning journalist who specialises in transport issues within New Zealand i.macintyre@xtra.co.nz

$548m for rail around New Zealand

$548m for rail around New Zealand

Budget 2017 will invest $548 million of new capital funding to maintain and upgrade New Zealand’s rail network, supporting freight movement, exporters, tourism and public transport, Transport Minister Simon Bridges says.

$450 million of that funding will be invested in KiwiRail over the next two financial years.

“KiwiRail has achieved significant productivity and efficiency improvements over the past two years, despite the challenges of the November 2016 earthquake and the Midland Line fire,” Mr Bridges says.

“Budget 2017 investment in New Zealand’s rail infrastructure and systems will ensure that KiwiRail can improve its resilience and reliability, while continuing to support tourism, freight and export industries.

“The Government wants to put the rail network on a longer-term sustainable footing. In the year ahead we will be conducting a wider review of KiwiRail’s operating structure and longer-term capital requirements.

“Restoring the South Island Main Trunk Line is a key priority for the Government. KiwiRail has been making excellent progress clearing slips, obstructions, and reinstating the rail track so that this essential connection can open by the end of the year,” Mr Bridges says.

“Budget 2017 will support KiwiRail by making funds available for this essential reinstatement work to continue while their insurance claim is finalised.”

The Government is also investing $98.4 million in Wellington’s metro rail network.

“This investment acknowledges the importance of a functional, safe and reliable public transport rail network in the Wellington region,” Mr Bridges says.

This funding will allow the replacement of the remaining timber poles and overhead wires that provide power for trains on the Hutt Valley, Melling and Johnsonville rail lines.

Taken together with the Government’s funding for Auckland’s City Rail Link (CRL), Budget 2017 allocates nearly $1 billion towards rail infrastructure.

“The Government has invested over $4.2 billion in rail since taking office in 2008 and this further very big investment in New Zealand’s rail network will support and strengthen this important part of New Zealand’s transport system,” Mr Bridges says.

Coastal shipping trade still ahead in quake aftermath

Repairs to Kaikoura's road and rail links are well under way with a deadline for completion at the end of 2017.

MARCUS GIBBS
Repairs to Kaikoura’s road and rail links are well under way with a deadline for completion at the end of 2017.
 Coastal shipping trade out of Auckland nearly doubled after the North Canterbury earthquakes in November 2016.

But the big test will come when the Kaikoura state highway and the rail line come back into operation at the end of the year.

Steve Chapman, the chief executive of coastal shipping company Pacifica, said there were weekly fluctuations but he estimated the increase had settled back to about 20 per cent to 25 per cent above pre-quake levels.

Don Braid the managing director of Mainfreight which uses all forms of transport in its freight forwarding business.

Don Braid the managing director of Mainfreight which uses all forms of transport in its freight forwarding business.
 “It’s been seven months and shipping agents have got used to the frequency of coastal shipping so I think it will remain where it is.”

“We’ve been able to put some freight on international ships travelling south,” Chapman said.

The Shipping Federation thinks the Government could be doing more to help coastal shipping. A Pacifica Shipping vessel ...

CHRIS HUTCHING
Pacifica rival, KiwiRail, was among the winners in this year’s Budget with the Government committing $450 million in capital funding, which may skew cargo movements back to rail via the interisland ferries

The commitment was critical to fund the uninsured portion of the main north line between Picton and Christchurch.

The financial effect of the earthquakes on freight forwarders may become evident when Mainfreight reports it annual result soon, against a strongly rising share price in recent weeks.

Chief executive Don Braid said Mainfreight’s mix of rail, truck and shipping was commercially sensitive.

Meanwhile, Auckland, Tauranga, Napier and Lyttelton ports are enjoying a surge in business.

Lyttelton Port’s container volumes were 15 per cent ahead in the second half of 2016 – and up 35 per cent in December 2016.

It was because freight was being sent direct via shipping from Auckland to Lyttelton after the Kaikoura railway line was knocked out, chief executive Peter Davie said.

Shipping Federation chief executive Annabel Young said the the big lesson from last year’s earthquakes was how quickly the market could move.

“Overnight the amount of freight going through Auckland almost doubled as freight forwarders looked to coastal shipping to move goods south.

“Port of Tauranga couldn’t believe it. Napier Port was also a big winner because of the effects on Wellington’s container terminal. Cargo bound for Wellington has been landing at Napier and trucked south.

“Napier has had to scale up operations in six months that they expected would take about seven years,” Young said.

Heavy reliance on trucking allowed for quick overnight movement of goods but the earthquakes forced businesses to re-prioritise fast delivery for perishables, Young said.

The Shipping Federation has reservations about the rivalry and investment each port is making.

Young said the future of maritime transport relied on feeder ships taking cargo from smaller ports to larger ports.

Dredging to allow deeper drafts is a waste of rate-payer money in most ports, she said.

“Aggregation of cargoes at inland ports is the trend. This increases the likelihood of fewer big ports servicing international routes.

“It also makes over-capitalised ports with high port charges unattractive to exporters and importers.”

A refrain from the sector, and Wellington commercial landlords, is that Wellington’s CentrePort subsidises its port operations from its property developments on reclaimed waterfront land.

The latest Shipping Federation report said one of the biggest impediments to coastal shipping is lack of government interest because it owns rail and road infrastructure.

About 15 per cent of New Zealand’s inter-regional freight is carried by sea and domestic freight volumes are forecast to more than double by 2040.

Even with massive investment in land transport this increase can’t be accommodated by road and rail alone, Young said.

It wants an integrated port policy at government level including helping out with maritime infrastructure.

“A floating dry dock is a good example of where government agencies should assist. Operators are currently using dry docks in Singapore as the closest option.

The Federation argues coastal shipping reduces heavy trucks numbers, cost of roads, congestion, greenhouse gas emissions, and improves safety.

The Ministry of Transport estimates the cost of shifting a standard container door-to-door from Auckland to Christchurch by ship is $850 to $1300, compared with $2200 to $3000 by road, or $1300 – $1900 by rail, because of fuel efficiency.

 – Stuff

Kaikōura earthquake: New Zealand loses $500m GDP

The impact on New Zealand’s Gross Domestic Product (GDP) over the 18 months following the Kaikōura  earthquake has been estimated at $450-$500 million, a new Government-commissioned report says.

The estimated loss is made up of $110-$130 million (25 percent of the total impact) in Canterbury and $340-$370 million (75 percent of the impact) across the rest of New Zealand, Economic Development and Transport Minister Simon Bridges says.

“The quake has had a significant effect on people’s lives and businesses which the Government is strongly focused on supporting,” he says.

“As well as the Kaikōura economy, the report shows the national economy has also felt the impact.

“Increased freight transport costs and impacts on businesses from infrastructure damage and transport disruptions are the two key contributing factors.”

The report assessed the impact on small businesses and tourism caused by disruptions to transport infrastructure.

Newshub

SH1 south of Kaikōura closed again due to slip

A new slip has been discovered on State Highway 1 south of Kaikōura, closing the road until several thousand cubic metres of material can be removed.

The slip on State Highway 1, south of Kaikoura, which came down in heavy rain on 5 April 2017.

One of the recent slips on State Highway 1, south of Kaikōura. Photo: NZ Transport Agency

The Transport Agency said it could take at least two days to clear the slip, which is the site of previous slips.

The inland road to Kaikōura, Route 70 via Waiau and Mt Lyford, is still open.

When the slip has been cleared, the state highway to the south of Kaikōura will only be open between 7am and 6pm.

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