Philip MacDonald of Stuff Events begins the pack down at the St Heliers finish line for the 2021 Round the Bays fun run which was cancelled after Auckland went into level three lockdown. (Photo by Fiona Goodall/Getty Images)
Philip MacDonald of Stuff Events begins the pack down at the St Heliers finish line for the 2021 Round the Bays fun run which was cancelled after Auckland went into level three lockdown. (Photo by Fiona Goodall/Getty Images)

The BulletinMarch 1, 2021

The Bulletin: How did we end up back in lockdown?

Philip MacDonald of Stuff Events begins the pack down at the St Heliers finish line for the 2021 Round the Bays fun run which was cancelled after Auckland went into level three lockdown. (Photo by Fiona Goodall/Getty Images)
Philip MacDonald of Stuff Events begins the pack down at the St Heliers finish line for the 2021 Round the Bays fun run which was cancelled after Auckland went into level three lockdown. (Photo by Fiona Goodall/Getty Images)

Good morning and welcome to The Bulletin. In today’s edition: How did we end up back in lockdown, employers accused of not offering wage-subsidy pay to staff, and disgust at Uyghur impersonation at Chinese New Year festivities.

If you haven’t checked the news, or got the phone alert, or talked to another living soul in the last 24 hours, you might not have heard that the alert levels have changed again. Auckland went to level three on Sunday morning, with the rest of the country back to level two, just a fortnight after the last such move. At this stage, it will last seven days – here are the rules for Auckland, and an updated list of locations of interest. So, what went wrong?

The government is casting this as a case of people not following the rules, with severe consequences. Radio NZ reports PM Jacinda Ardern noted people went to work when they shouldn’t have done so, and called on employers to ensure staff who should be self-isolating shouldn’t come in. She also asked people not to be aggressive with each other as a result of these cases – our live updates quoted her as saying “I want to acknowledge the frustration I’ve seen and I’ve heard overnight, particularly coming, rightly so, from many Aucklanders. No one wants Covid in our community. But we won’t beat it by turning on each other.” Particular social media frustration has been directed at a man who went to the gym after getting a Covid test, which later came back positive.

Covid-19 minister Chris Hipkins also weighed in on that, in an interview with Stuff that defended the decision to move the country back to level one so recently. “This potentially was avoidable if everybody had done exactly what they are asking to do at the different alert levels and in their different circumstances, but it’s clear that a number of people weren’t.” He also argued that the information in front of the government at the start of the week made a move to level one the best approach – a decision which in hindsight has played out badly, as decisions with an element of risk made with imperfect information sometimes do.

How badly? Many including Ardern have made the point that lockdowns themselves aren’t as big a problem as bouncing in and out of them at short notice. Parents and schools are now facing at least another week of disrupted learning. Businesses are now having to upend plans all over again. Events are being cancelled all over the place. Thousands of people faced hours in queues getting in and out of Auckland yesterday, with huge jams at regional borders. These outcomes and the uncertainty that comes with them are all direct consequences of the government’s decisions over the last fortnight, and have to be owned as such, even if the government can demonstrate that the decisions are justified.

Should those people who had been in the community while they should have been self-isolating face consequences? I’m personally deeply uneasy about that, and I’ll set out my thinking why. Firstly, the people going to work may have had no other economic choice. A Covid-19 Short-Term Absence Payment exists for affected businesses, but to the best of my knowledge it’s not clear if any direct financial support was offered to those who worked while they should have been self-isolating. Newsroom’s Marc Daalder put it well. If the government wants people to stay home, it should straight up pay them to do so, because under current settings going to work is the rational economic decision. In my view, the government was foolish and naive to not implement something like this in advance.

Moreover, harsh consequences after the fact could deter people from being honest about their movements with contact tracers, which could dramatically limit the effectiveness of the operation. Journalist Dylan Reeve put it well, with a tweet saying “any action that gives people in general an incentive to be dishonest with contact tracers risks far more harm than any one individual’s poor decisions.” Councillor Efeso Collins, who represents South Auckland, told Justin Latif that talk of tough crackdowns will backfire among a population that has already done more than any other in the country to fight Covid.

So where to now? Yesterday afternoon Ardern said it was “highly likely” that there would be more community cases – by 6.00pm a new case in the cluster was announced, though they were already in quarantine. Modeller Shaun Hendy told Toby Manhire that we’ll have a clearer picture by the middle of the week about what case numbers are doing, and whether that suggests there’s been transmission between total strangers rather than spread within a network of contacts.


Two major retail employers have been snapped for offering pay well below wage subsidy levels during lockdown, reports One News. First Union has fingered glasses shop OPSM, and major clothing chain H&M offering staff 25% and 60% of normal pay respectively. Other retailers have gone on the record to declare they’ll be offering their workers full pay.


Criticism has been raised of how Chinese New Year celebrations treated Uyghur culture, reports Laura Walters for Newsroom. The state-sponsored China Cultural Centre in Wellington put on an event that included New Zealand Han Chinese people performing as Uyghurs, which if you’ve been following the Xinjiang situation has some pretty bad connotations. It isn’t a question of cultural appropriation, so much as what critics are calling an attempt to downplay human rights abuses.


We’ve been doing our utmost to bring you all the coverage you need of the Covid-19 outbreaks and lockdowns. And we can’t do it without the generous support of our members. If you want to help out our news team with this and other big stories, please sign up here.


A couple of really interesting pieces on the financial downfall of the Moa beer company, which has just been sold for way below previous valuations. Michael Andrew has written about how the advertising and branding of the company put it in something of a commercial no-man’s land, figuratively speaking. And this article from beer blog The Bottleneck does a really good job of situating Moa within the wider craft beer scene, and how it managed to alienate the people who could have been major advocates in a competitive market.


Something a bit unusual is going on with the Invercargill City Council, and their policy on councillors talking to media. Stuff’s Logan Savory reports that the new policy asks councillors to only speak to certain topics, rather than discussing “the actions or decisions of other elected members or staff”. Some important context for this is criticism raised of mayor Sir Tim Shadbolt over the term, who some councillors have said isn’t up to the job any more. Former Wellington mayor Justin Lester commented on the story, saying the policy went too far, even if he thought councillors should speak about each other with respect.


Hundreds of immigration staff based around the world will lose their jobs, with offices closing amid a massive drop in visa applications, reports Newshub’s Matt Burrows. Offices in Pretoria, Manila, Mumbai and Beijing will permanently close this year, while more visa processing will be brought back to New Zealand. Those offices have effectively been closed since March 2020, and the move is part of a wider reorganisation at INZ.


Got some feedback about The Bulletin, or anything in the news? Drop us a line at thebulletin@thespinoff.co.nz

Tony Astle. Photo by Simon Day for The Spinoff.

Right now on The Spinoff: We’ve republished a day by day timeline of Covid-19’s first year in New Zealand. Mark Graham writes about some of the truly long term effects of concussion, a year after he got his. Michelle Langstone has a remarkable profile of Tony Astle, the chef behind Auckland institution Antoine’s, which is closing its doors forever. Toby Manhire reports on a major speech made by Grant Robertson about the state of the economy, and plans to take on the housing crisis at long last. Rebecca Wadey writes about how Covid-19 helped QAnon and white supremacy infiltrate the wellbeing industry. And Linda Burgess writes about the high financial cost of loving a pet.


For a feature today, a documentary that is a long time out of date, but gives some incredible insights into the sporting culture of yesteryear. I recently came across In a Different League, an early Ric Salizzo production that followed Matthew Ridge as he made his way across the Tasman to take up a pro contract with Manly, at a time in which rugby union was amateur. You can watch the whole thing on NZ On Screen. Some aspects, like the language used at times, has not aged particularly well – not like that should have necessarily been expected. But what’s so amazing about the doco are the almost anthropological, fly on the wall scenes that are deeply revealing about sporting culture of the time.


The White Ferns have finally clicked with a brilliant performance, to pick up a much-needed ODI win against England. With the series gone, the bowlers stood up to restrict England to a manageable total, before Amy Satterthwaite and Amelia Kerr brought the game home with a brilliant partnership – Satterthwaite scoring an unbeaten century. It snaps a long ODI losing streak for the Ferns, who have now proven they’re good enough to compete against one of the best teams in the world. Meanwhile, sporting schedules have been a bit munted by the latest Covid lockdown – the NZ Herald has a wrap of the changes.


That’s it for The Bulletin. If you want to support the work we do at The Spinoff, please check out our membership programme

Keep going!
The police and other government agencies have a long-term strategy known as Vision Zero, for no one to be killed or injured on NZ’s roads.  (Photo: Fiona Goodall/Getty Images)
The police and other government agencies have a long-term strategy known as Vision Zero, for no one to be killed or injured on NZ’s roads. (Photo: Fiona Goodall/Getty Images)

The BulletinFebruary 26, 2021

How to get to zero deaths on New Zealand’s roads

The police and other government agencies have a long-term strategy known as Vision Zero, for no one to be killed or injured on NZ’s roads.  (Photo: Fiona Goodall/Getty Images)
The police and other government agencies have a long-term strategy known as Vision Zero, for no one to be killed or injured on NZ’s roads. (Photo: Fiona Goodall/Getty Images)

Last year 320 people were killed on New Zealand’s roads. Alex Braae spoke to the people on the front line of road safety about the plan to turn that around.   

When the goal is to bring the road toll down to zero deaths a year, there’s no one simple solution. It involves better technology, but it also requires the drivers of New Zealand getting much smarter about how they handle themselves on the roads. 

The police and other government agencies have a long-term strategy known as Vision Zero.

“It sets out our vision for a New Zealand where no one is killed or seriously injured in road crashes,” says Inspector Peter McKennie. While the strategy is in place until 2030, actually making it happen is a long way away. 

Over 2020, 320 people were killed on the roads. That was down on previous years, and in part reflected the long stretch of the year when people weren’t really driving anywhere. It also means that on a per-capita basis, the road toll is coming down. But the fact that it stubbornly remains in the hundreds reflects entrenched problems. 

When the question of the decline in per-capita stats is put to Greg Murphy, he says it obscures a much more important point.

“The only reason for that is cars. Manufacturers are spending billions of dollars on building safer cars.” 

The former racing driver, well known to the public for his love of moving very fast in a car, has become a road safety advocate since retiring from the track. More specifically, he has become an advocate for improving the skills and changing the culture of New Zealand’s drivers, as the best way of preventing loss of life on the roads. 

“If you look at the crash statistics, and also the injury statistics, I can guarantee you that the amount of serious injuries that would have resulted in death 20 years ago would be substantial. People’s lives are being saved because of airbags and crash structures.” 

Greg Murphy at Bathhurst 2010 (Photo: Brendon Thorne/Getty Images)

Are we becoming worse as a nation of drivers? 

“Definitely worse,” Murphy grimly concludes. “We’re putting more and more people out there with the same basic lack of preparedness.”  

“People don’t even know that they’re on the brink of having a car crash a lot of the time, because the car is saving them from that. But they don’t even know it.” 

The licensing system has tightened up in more recent generations, after once upon a time prospective learner drivers weren’t really tested at all. From 16, you can apply for a learner licence, and six months later drivers can go for a restricted, which involves a practical test. A full licence becomes available after 18 more months, or 12 if the learner has done a defensive driving course. 

Murphy said this demonstrated a “really upside down way of learning and gaining experience”. 

“What they expect is that we’ll do some real basic stuff to give you a licence, and then once you’re free on the roads, we expect you to spend that time as a learning experience, and we expect you to do courses, and investigate and research how to be a good driver. Nobody does that, obviously,” said Murphy. 

“People don’t do that unless they’ve got a really good reason. And unfortunately, the road toll and the amount of injuries and destruction on the roads is not a good enough reason for people. Once they get their licence, that’s it.” 

Greg Murphy is famous for going fast. Now he wants us to slow down (Photo: Brendon Thorne/Getty Images)

For the police, their focus is on eliminating bad behaviours among drivers, including drunk driving and speeding. “Speed is the single biggest determinant in whether someone walks away from a serious road crash or is carried away. Less speed means less harm. Take it easy when you’re on the road. Slow down and arrive alive,” said Inspector McKennie. 

Increasingly, they’re also concerned about issues like fatigue and distractions. Sometimes the advice given by police for drivers is incredibly simple – eat well and ensure you remain hydrated, for example – and yet it can make a big difference. 

But for those people who drive for a living, it’s a question of not just what they do to keep other road users safe, but what other road users do around them. That’s particularly true for anyone who drives a heavy vehicle. 

People sometimes drive recklessly, and the consequences of that can be much higher when driving around trucks. “It can be hard to judge the speed and length of a truck so wait for a passing lane to pass safely. The risk is too high to drive impatiently,” says Inspector McKennie. 

Trucks make their way to and from Auckland (Photo: Fiona Goodall/Getty Images)

There’s an immense responsibility that comes with driving a truck. The weight of the vehicle makes it a lethal hazard for other road users in a crash, and because of the disastrous consequences of mistakes, the job requires serious skill and powers of concentration. 

The technology surrounding truck drivers has improved markedly, to the point that for some drivers the experience looks more akin to flying a plane than driving a car. The Spinoff was taken out on the road by Michael Cossey from contracting company Mini-Tankers, for a morning of diesel deliveries to construction sites around Massey in Auckland. 

At first glance, the contraptions surrounding the driver appear to be dizzying. There’s a pair of screens to the lower left of the driver’s eye line. Below them is a bank of easy-access switches for various lights. Sensors keep track of whether the speed limit is being crossed, or whether the truck is drifting out of its lane. 

Sitting behind the steering wheel is an additional speedometer, and a camera that provides a crucial line of defence against driver fatigue, a dangerous threat on the road. The stats bear this out – a 2004 Massey University study found that fatigue was a factor in one in six truck crashes. In 2019, across all accidents fatigue was a contributing factor in 17 fatal crashes, 85 serious injury crashes and 491 minor injury crashes

Monitored from the US, the camera keeps tabs on drivers – specifically their eyes. Michael held a thumb up to the camera to show the offshore observer he was doing a demonstration, and then explained how it worked. “If you look away, or close your eyes…” before there was a sharp whistling alert. “So that helps with fatigue. It’s got an audible alarm, plus there’s a seat shaker.”

The technology that helps truck drivers stay safe on the roads (Photo: Supplied)

Cossey’s day starts early, driving up from Pukekohe. Generally he’s on the road when it’s still dark outside, and he works six days weeks. That means taking simple steps like being careful to get to bed on time, and switching off during mandated breaks. He never uses his phone on the road, instead pushing an autoresponder on calls that come in. Z gives him a coffee each morning to help start the engine. 

But even so, driving a truck is demanding, and mistakes happen. “If I was driving down the motorway, and I closed my eyes to go to sleep, America will see that, and will ring us straight away,” says Cossey. 

“If I don’t answer it, then they’ll ring someone who can get hold of the driver straight away who can say hey, what’s going on? Stop, pull over, have a sleep or whatever.” 

The camera monitor workers don’t have the power to disable the vehicle remotely – that too would be a danger to other road users. Z’s general manager of commercial, Nic Williams, who is responsible for the safety and wellbeing of the Mini-Tankers team, agrees. 

“It’s important to us not to fall into the trap of thinking that if you address one thing in isolation, like fatigue, that you’ve ticked safety off,” he says.  

“Our entire approach is about how to ensure safety systems work as a whole – for our Z drivers, and for all drivers. We’ve got our own zero-harm approach and we fully support Vision Zero being a reality for everyone on the road in New Zealand.”

Driving a truck is a huge responsibility (Photo: Supplied)

The camera isn’t the only device that keeps track of Cossey while he’s on the road. He also wears a pendant with a device attached to it, worn around the neck on a lanyard. It has to stay hanging upright, or else an alarm will be triggered. This sort of thing is especially useful if someone is working alone, which Cossey generally is – if he has an accident, or something knocks him over on a site, then it won’t be long before someone gets alerted to it. Fortunately, nobody Cossey knows has had to use it yet. 

Don’t all the screens around his eye line get distracting? “No, not at all,” Cossey says. “None of that really worries you, that’s sort of down below you, where you’re looking below your mirrors. It’s just more and more technology.” 

Some of that technology took a lot of work to get to a roadworthy state. Cossey says many of the tablets used by truckers in the forestry industry got destroyed by the shaking they were subjected to on the rugged roads in and out of logging sites. 

A lot of the trucking system itself is monitored by a New Zealand-made platform called E-Road, which has a display screen in front of the driver. For Cossey’s truck in particular, it also helps manage his fuel tank and the hose he uses to fill up on sites. Importantly, it also displays the speed limit for whatever area he’s in – and if a truck driver goes over the limit, usually they have to personally wear the fine. 

When it all comes together, the end result is safer roads for everyone. Cossey explains the metaphor that works best while demonstrating a mechanism on his fuel pump that connects to the handbrake to prevent drivers accidentally rolling off with the hose still plugged in. It’s an example of how for road safety, everything needs to come together.  

“They call it the Swiss cheese effect, when all the holes in the cheese line up, it can all fall apart. So that’s why we’ve got all these safety features.” 

This content was created in paid partnership with Z Energy. Learn more about our partnerships here