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HOLIDAY PAY AND LEAVE REMEDIATION INFORMATION FOR FORMER CENTREPORT EMPLOYEES

HOLIDAY PAY REMEDIATION INFORMATION FOR FORMER CENTREPORT EMPLOYEES

CentrePort commissioned an independent review in 2018 of its payroll processes and resulting annual holiday and other leave payments to assess compliance with the Holidays Act 2003. This was in response to advice that the payroll systems of many New Zealand businesses and Government agencies had miscalculated how holiday and leave should be paid to employees.

The review conducted by PWC established that there had been miscalculations in holiday and leave payments for some CentrePort employees, mostly impacting staff who work variable hours.

Now that work is complete, we’re putting things right by providing remediation payments to our people and former employees who were impacted by this legislation between July 2012 and July 2021.

Former employees identified as being underpaid will have received an email communication from CentrePort directing them to this website. Please click on the following link to complete the Former Employee Claim Form

Former Employee Claim Form

Completion of this form is an important step of our verification process and ensures that the information we hold for you is up to date. It safeguards us from making payments to incorrect people and reduces any risk of fraudulent activity. It also ensures that we apply accurate tax calculations and KiwiSaver deductions where applicable.

To complete the form, you will be required to upload some documentation which is listed below:

1. Identity Verification:
A copy of any one of following - birth certificate, passport, certificate of citizenship, Immigration New Zealand visa, driver’s license, firearms license, or HANZ 18+ card.

If the document has text on both sides (e.g. driver's license), both sides need to be scanned for it to be accepted.

2. Proof of bank account
A copy of any pre-printed deposit slip or bank statement which includes the full bank account number (bank, branch, account number, and suffix) and the account holder's name or a clear screenshot of your internet banking page which shows the account number and name on it.

3. Proof of Name change (if applicable)
Attach documentation showing the name change from old to new, e.g. a marriage certificate or a statutory declaration

4. Completed Tax code Declaration (IR330 form)

5. Completed KiwiSaver Member (KS2 form) OR Non-KiwiSaver Member (KS10 form)

6. If making claim on behalf of another person
Power of Attorney or Evidence of executor of a former employer estate

 



For further information please contact the CentrePort payroll team on This email address is being protected from spambots. You need JavaScript enabled to view it.

New 100% electric container transfer vehicles a first for NZ

One hundred percent electric vehicles are now being used to move container cargo at Wellington’s CentrePort, thanks to investment from New Zealand Green Investment Finance (NZGIF).

After entering into a green credit facility provided by NZGIF, CentrePort has deployed seven French-designed and manufactured Gaussin transfer vehicles and trailers. Each unit is capable of moving two 20-foot containers and has a towing capacity of 75 tonnes.

CentrePort is the first port in New Zealand to commission 100 percent electric vehicles for land-based container transfer movement.

CentrePort CEO Derek Nind says the vehicles are helping CentrePort towards its target of reducing carbon emissions by 30 percent by 2030.

“Reducing carbon emissions is a key aspect of CentrePort’s regeneration and our ultimate aim is to reach net zero emissions by 2040.

“The Gaussin vehicles also deliver other business benefits including supply chain efficiencies and lower running costs. That’s good for our customers as well as the environment,” Nind said.

The vehicles replace diesel vehicles and will reduce carbon emissions by 230 tonnes per annum, around 8% of the port’s emissions annually. As well as assisting the port to achieve its climate change goals, it helps reduce the wider Wellington region’s carbon footprint, and provides an example for other companies in the port sector and beyond.

In June 2020, NZGIF committed $15 million to the facility in support of CentrePort’s decarbonisation and regeneration plans, providing the financing to ensure that lower carbon projects stayed high on the priority list, said NZGIF CEO Craig Weise.

“It is gratifying to see the fruits of our investment in this ground-breaking first for New Zealand. The recent Climate Change Commission advice highlighted that change needs to occur across all sectors of New Zealand’s economy. CentrePort’s ambitious decarbonisation programme, including these new vehicles, shows that decarbonisation can take many innovative forms”.

The NZGIF green credit facility is financing a range of other initiatives at CentrePort including the reintroduction of rail carrying containers directly onto port after a gap of four years due to damage caused by the Kaikōura earthquake, reducing truck movements onto the port.

Technical specifications of the Electric Transfer Vehicles

Towing Capacity: 75 tonnes

Length: 5.9 metres

Width: 2.55 metres

Height: 3.55 metres

Maximum speed: 35 km/h

Maximum speed fully loaded: 24 km/h

Battery pack: Solid state battery Lithium Metal Polymer with eight-year life cycle.

Battery capability: 12 hours pulling full loads

CentrePort to pay special dividend

CentrePort is paying its shareholders a special dividend of $15 million as the company continues to progress its regeneration.

Chairman Lachie Johnstone says with CentrePort’s strong balance sheet and having successfully finalised the Kaikoura Earthquake claims in 2019, the company is in the position to pay the special dividend to its shareholders – Greater Wellington Regional Council and Horizons Regional Council.*

The impact of the 2016 Kaikoura earthquake meant CentrePort paid lower than planned dividends totalling $11.7m during the financial years spanning 2017-2020.

"The $15 million restores the dividend pay-out to 50 percent of underlying Net Profit After Tax (NPAT) over that period (i.e., $26.7 million).

"CentrePort has performed strongly since the Kaikoura quake in 2016, and despite the headwinds because of COVID, CentrePort’s trades have been growing.  Cruise remains on hold while the Government ban on international arrivals remains in place.

"The company is investing in infrastructure to benefit customers, the community, the environment and its shareholders.   CentrePort’s regeneration is progressing well to deliver a resilient 21st century logistics supply chain asset vital for the prosperity of central New Zealand,” said Johnstone.

Regeneration progress in the past year includes:

  • The return of container cargo by rail onto port after four years with the reinstatement of rail infrastructure damaged by the Kaikoura earthquake.
  • Progress on the $38.6 million Thorndon Container Wharf reinstatement project that will double the operational width of the gantry cranes to increase operational capacity to meet customer requirements.
  • The arrival and impending commissioning of 100 percent electric tractor and trailer units for the container service operations that will lower carbon emissions and improve operational efficiency.
  • Expansion of the Waingawa log yard capacity from 9,000 tonnes to 16,000 tonnes and procurement of additional land for further expansion.
  • Ground resilience improvements throughout the port including installation of more than 1000 stone columns, and continued demolition of damaged / redundant structures creating thousands of square metres of additional operational space.

 *[CentrePort pays dividends via holding companies of Greater Wellington Regional Council and Horizons Regional Council – WRC Holdings Limited and MWRC Holdings Limited respectively]

WELLINGTON HARBOUR SHIPPING CHANNEL MAINTENANCE

CentrePort is undertaking work to remove a build-up of sand in Wellington Harbour to ensure shipping has sufficient depth to operate, improving safety and efficiency.

CentrePort General Manager Logistics Mark Thompson says ridges of sand have built up over several years in two areas of the shipping channels in the entrance to the harbour and need to be removed to improve the safe and efficient movement of vessels.

“The build-up has been caused by propeller wash in two areas located in stretch of water between Pencarrow Head and Seatoun which means deep draft ships are having to deviate from the usual entry and exit routes.

“Removing the sand will return the harbour to its original depth in those two areas allowing ships to use the established entry and exit shipping lanes,” Thompson said.

The Dutch Dredging company vessel Albatros will do the work which is scheduled to begin Thursday 22 April and take three-to-six days to complete.

“Wellington is the busiest shipping harbour in New Zealand with more than 7000 commercial vessel movements (inter-island ferries, container vessels, fuel tankers, bulk cargo vessels) every year,” said Thompson.

Approximately 22,000 cubic metres of sand will be removed to return the channels to their previous depth. The sand will be deposited at a site near CentrePort’s Thorndon Container Wharf – previously used for depositing dredged material from the berths at Aotea Quay following the 2016 Kaikoura earthquake.

Greater Wellington Regional Council has granted resource consent for the project covering areas such as care for the environment, maintenance of health and safety, and engagement with Te Whanganui a Tara iwi.

This is the first shipping channel maintenance required in Wellington Harbour since 1968 when 264,000 cubic metres was removed. Most New Zealand commercial ports require the regular removal of built-up material annually.

Q&A

Why is the channel maintenance necessary?

Sand caused by propeller wash has built up in two areas of Wellington Harbour in shipping lanes used by vessels to enter and depart Wellington Harbour.

This has reduced the depth of the Harbour in these relatively small areas (1045m x 85m wide, and 500m x80m) to less than the required minimum for safe clearance for deep draft vessels. These vessels are currently having to navigate around the shallow areas which is inefficient and reduces options in case other shipping needs to change course.

The work will return the shipping channels to their previous depth.

 

How will the material be removed and where will it go?

The vessel Albatros operated by the company Dutch Dredging will do the work. A pipe is lowered to the targeted areas and the sand is sucked up onto the vessel. The vessel will make a series of trips to an area off Thorndon Container Wharf to deposit the material. This area was used for depositing sand following the 2016 Kaikoura earthquake.

 

Why has the deposit site off Thorndon Container Wharf been chosen?

The site was previously consented in 2017 for depositing material removed from the berth pocket at Aotea Quay following the 2016 Kaikoura earthquake. The site was chosen because of its depth and stability. The site is not impacted by currents and ship movements which means the material does not drift to other parts of the harbour.

 

How long will it take?

The work is scheduled to take three-to-six days depending on weather and sea conditions. The Albatros hours of operation will be between 6am and 6pm.

 

Will it cause any disruption to commercial shipping/recreational use of the harbour?

There will be no disruption. CentrePort and the Harbour Master will keep harbour users informed of the work. The sound levels will be no greater than usual commercial shipping activity.

 

What about the environment?

The project has been granted resource consent by the Greater Wellington Regional Council.   This includes managing operations to protect the marine environment.  

Environmental scientists and the Department of Conservation were part of the review of aquatic ecology impacts to ensure preservation of marine flaura and fauna.

Wellington Water was involved in the consenting process to ensure there is no risk to mapped aquaifiers / springs.

 

How does this work compare to previous Wellington Harbour maintenance?

This is a small project in comparison to previous removal of material in shipping channels in Wellington Habour. The previous maintenance was in 1968 when 264,000 cubic metres of material was removed – 13 times the amount of material that may be removed in this work. The original dredging of the harbour took seven years (1904-1911) when 7.8 million cubic metres of material was removed.

 

Why is the maintenance of the shipping channels in an out of Wellington Harbour important?

The movement of maritime traffic is critical to our economy and the movement of people between the North and South Islands. Ensuring the channels are maintained at the appropriate depth ensures the safe and efficient movement of shipping.

Wellington is the busiest commercial shipping harbour in New Zealand. Between ferries taking people and cargo between the North and South Islands, container ships carrying imports and exports, and fuel tankers and bulk cargo vessels delivering vital cargoes, there are more than 7,000 ship movements per annum in Wellington Harbour.

That activity is critical to the prosperity of not just Wellington, but the New Zealand economy. Over a million people travel by ferry between the Islands each year, and cargo valued at $20bn is transported per annum.

Channel maintenance infographic

Channel maintenance location

Channel maintenance deposit site

Route to and from maintenance and deposit sites