Jackson grew up in Christchurch and studied a Bachelor of Civil Engineering with Honours at the University of Canterbury. Growing up, he had a range of career aspirations, from wanting to be a “garbiologist” (rubbish truck driver) to becoming a builder, before encouragement from his family and teachers, along with a scholarship, led him into engineering, an opportunity he couldn’t turn down.

While his first year at university wasn’t quite what he expected, and he even considered dropping out, encouragement from his aunty convinced him to stick with it, a decision that paid off.

During his third year, Jackson began applying for internships to complete his required 400 hours of consultancy experience. He had multiple offers on the table and initially saw his interview with Vitruvius as “just practice.”

That quickly changed after meeting with the team. In his own words, “the way they spoke about culture, experience, and growth stood out straight away. It wasn’t just about the work, but about who you’d be working with and how much you could learn.”

There was a real energy in the interview, and that impression ultimately tipped the balance. Vitruvius had already caught Jackson’s attention for its work in Kaikōura, particularly in rail. With family ties to the region and a grandad who spent most of his life working for KiwiRail, it felt like more than just a job opportunity, it was something he could take real pride in.

From day one, Jackson was hands-on, involved in a range of work across stormwater, transport, construction monitoring, and surveying. One standout experience was working on a flood assessment at Waihi Beach, investigating why flooding was occurring and identifying practical solutions. That experience didn’t just build technical skills, it shaped his direction, leading him to explore water-focused engineering further in his final year of study.

Along the way, Jackson had consistent guidance and support from the team, working closely with Managers and Directors from day one. Ryan Henderson, another intern turned graduate, played a key role in helping him build skills, grow confidence, and take ownership early. It’s this balance of support and responsibility we aim to create for every new intern.

From early on, Jackson wasn’t treated like “the intern”, he was part of the team. That sense of belonging reflects one of our core values, Committed to connection, where strong relationships and genuine support are part of everyday life at Vitruvius.

What completed the picture was more than just technical experience, it was the people and the culture. For Jackson, the company-wide Christmas function in Taupō, where the team spent time away together white water rafting and unwinding, was a real highlight. It reinforced what he was already experiencing day to day, this wasn’t just another engineering company.

Returning as a graduate in 2025 was an easy decision. Jackson describes it simply, “I loved the experience,” “I loved the people,” “I loved the beach here.” But the biggest factor was the culture and the opportunity to grow quickly. That combination is something we work hard to maintain, meaningful work in an environment where people genuinely enjoy what they do, or, as we put it, Enjoy the adventure.

Transitioning into a full-time role brought greater responsibility and the opportunity to take ownership of increasingly complex and diverse projects. One of Jackson’s most significant projects was the Taupō Wastewater Land Treatment Assessment, where he stepped outside his usual transport and stormwater work to undertake self-directed learning on newly introduced wastewater land treatment standards. He applied this knowledge to develop updated assessment methodologies for the project and later presented his findings at the New Zealand Land Treatment Collective Conference, where his work was well received by industry professionals.

Since then, Jackson has continued to build experience across transport, three waters, and rail infrastructure projects. He has led the design and modelling of projects within Tauranga City Council’s Arterial Routes Improvements programme, developing solutions to improve safety, active transport connections, and network performance on some of Tauranga’s key transport corridors. He has also acted as the designer and modeller for Gisborne District Council’s Gladstone Road Stormwater Diversion project, helping deliver a solution aimed at reducing flood risk for businesses and the surrounding community.

Beyond traditional design work, Jackson has developed specialist experience in infrastructure safety assessments, contributing to rail and transport safety projects including Level Crossing Safety Impact Assessments and Safe System Assessments. These opportunities have provided exposure to a wide range of technical disciplines, stakeholders, and project delivery challenges, accelerating his development as an engineer and strengthening his ability to contribute meaningful outcomes for clients and communities across New Zealand.

Looking ahead, Jackson is focused on continuing to build his experience and capability across civil engineering. He’s keen to keep developing technically, grow his on-site experience, and build a reputation as someone people want on their projects. It’s exactly the kind of mindset we support, curious, proactive, and always looking to improve.

Thinking about applying?
Jackson’s advice to students is simple, put your hand up for everything, ask questions, learn from mistakes, and stay proactive, don’t wait for work to come to you. Get involved across all stages of a project and make the most of every opportunity to learn.

Your journey could start here. Jackson’s story isn’t a one off, it’s what we aim to create for every intern who joins us. At Vitruvius, internships are about real responsibility, real projects, and real growth. And for those who step up, it can lead to something bigger, because where you start is just the beginning; it’s where you go that matters.

The post From Intern to Engineer – Jackson’s Journey at Vitruvius appeared first on Vitruvius.

Having recently ticked over 20 years in water resources and civil engineering, I feel very fortunate to have built a career that has taken me around the world, introduced me to some amazing people, and given me the opportunity to work on projects that genuinely make a difference. Along the way, I’ve learned a lot about what makes a good project, a good team, and a good company. I’ve also had the opportunity to lead diversity and inclusion initiatives within a multinational organisation, an experience that reinforced the importance of creating workplaces where everyone can thrive. That’s one of the reasons I’m excited to be joining the Vitruvius team.

Interestingly, engineering wasn’t a career that was ever discussed when I was at school. I attended an all-girls school where it simply wasn’t on the radar. It wasn’t until I was playing sport alongside people already at university that I started to explore engineering as a possibility.

Once I discovered the opportunities within the profession, I knew the water sector was where I wanted to be. Having secured a position with a water design team before graduating, I focused my final-year studies on water quality and related topics. That decision marked the beginning of a passion for water engineering that has stayed with me throughout my career and continues to drive the work I do today.

My early career provided a huge amount of variety. I worked on stormwater design projects, dam design and safety assessments, mine water management and coastal processes before becoming involved in major infrastructure projects, including the Waterview Connection and Northern Gateway Roads of National Significance (RoNS) projects. Looking back, that diversity of experience gave me a strong technical foundation and an appreciation for the many different disciplines involved in delivering successful outcomes.

A move to London was originally meant to be a six-month adventure. Twelve years later, I found myself returning home with a husband and two children. During my time in the UK, I worked across a wide range of development projects, from pre-planning flood risk assessments and assessments of environmental effects through to civil design and design-and-construct delivery. In recent years, I moved into an Associate Director role within a large multinational consultancy, focusing more on project leadership, client relationships and people management, while continuing to grow my technical experience.

Returning to New Zealand was always about more than just work. We wanted our children to grow up close to family, and for us that meant coming back to Auckland and reconnecting with our whānau. Before joining Vitruvius, I worked as a Principal Engineer and Team Leader, balancing major infrastructure projects with opportunities to better understand how Auckland’s Healthy Waters programmes operate.

One of the things I enjoy most about engineering is that there is always something new to learn. Whether it’s working with clients, supporting teams, solving technical challenges or helping shape projects from concept through to delivery, there is always a fresh perspective to gain and a new challenge to tackle.

Outside of work, sport has always been a big part of my life. I grew up playing hockey before moving into touch rugby, which led to the incredible experience of representing England Masters at two World Cups and forming lifelong friendships along the way. I’ve also dabbled in paid football over the years. These days, I’m a passionate supporter of New Zealand sport in all its forms. Up the Wahs!

Joining Vitruvius feels like an exciting next chapter. I’m looking forward to working alongside a talented team, building new relationships and contributing to projects that make a positive difference for communities across Aotearoa. One of my immediate focuses will be supporting clients through the Healthy Waters panels. Whether it’s water resources, stormwater management, flood risk, or broader civil infrastructure projects, I’m always keen to connect with people who are passionate about creating better outcomes for their communities. If you have a project coming up, I’d love to hear from you.

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Papamoa Pathway Stage 2 is one of those projects that reminds me why good local infrastructure matters. On paper, it is a shared pathway. In reality, it is a safer and more useful connection through one of Tauranga’s fastest-growing coastal suburbs, and a place many of us know well and call home.

The pathway forms part of the wider Papamoa active transport network, improving walking and cycling connections through a rapidly growing area. What I like about it is how practical it is. Whether it’s a safer trip to school, an easier walk to a reserve, a better weekend ride, or simply another option for getting around without always needing the car, the benefits are immediate and easy to understand.

Vitruvius has completed the detailed design phase for the project, which I led as Design Lead alongside a strong team of designers, including Brooke Buckman – Civil Engineering Technician. The design phase was about much more than drawing a line on a plan. It involved working through the corridor constraints, existing services, constructability, ecological and cultural considerations, and making sure the pathway could be delivered safely and practically on the ground. I am now continuing on the project as Project Leader, leading the MSQA on site and helping guide the works through construction.

A big part of the construction phase has also been the partnership with HEB. We have built a strong working relationship with their team on site, which makes a real difference when you are dealing with the sort of practical constraints this project has. Being able to work through issues openly, plan ahead and keep communication moving has helped the team stay focused on safe, sensible delivery.

One of the main challenges has been working around the existing services in the corridor, particularly the watermain, which has politely but firmly reminded everyone that it was there first. It limits the construction loading that can be applied in certain areas, so plant movements, temporary works, access and sequencing have all had to be carefully planned. That is the stuff the public will probably never see, but it is also the stuff that stops a “simple pathway” becoming a very expensive water feature.

The project also sits within a sensitive local environment, including a special ecological zone. That adds another layer of responsibility to the construction phase. For me, the pathway is not just a strip of pavement. It sits within a wider landscape that needs to be respected, so environmental controls, construction methodology and day-to-day site decisions all matter.

Cultural considerations have also been important. Papamoa has a rich history, and projects in this area need to be approached with care. For our project team, that means recognising that we are working in a place with cultural value, keeping the right processes front of mind, and making sure those considerations are respected through construction.

One of the lessons I keep coming back to is that simple-looking community assets are rarely simple to deliver. Shared paths can look straightforward once complete, but there is a lot to balance behind the scenes: existing utilities, construction access, public safety, drainage, ecological constraints, cultural values, stakeholder expectations and future maintenance. Getting those pieces lined up is what turns a line on a plan into something that works well on the ground.

The highlight for me has been seeing the project move from design into construction and watching those plans take shape on the ground. Projects like this remind me that even relatively simple community assets require a huge amount of coordination, technical input and collaboration to deliver successfully. The best part is the outcome: creating something that gives people more choice in how they get around, supports healthier ways of moving through the community, and enhances the places where people live, work and spend their time. It’s the kind of infrastructure people quickly come to rely on, becoming part of everyday life without needing to be flashy about it. Those are often the projects I enjoy most, the ones that quietly make daily life better.

We’re looking forward to continuing our work with Tauranga City Council on future public realm projects, helping shape spaces and places that support a more connected, community-focused city. These are the kinds of projects that help communities grow well, and I’m excited about the role Vitruvius can play in helping bring that vision to life.

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It’s finally here. Almost a century of thinking and making, delivering the City Rail Link (CRL) to Auckland, from the 1923 Morningside Deviation, through Robbie’s Rapid Rail in the 1970s, to today. I feel privileged and proud to have been involved in this world class project in two periods, the formative years of the project during early design stages and then again in the sharper end of delivery. Whilst I am proud of the work, I am also excited as an Aucklander for the transformation it will bring.

Dramatically increasing rail connectivity in Auckland as well as adding world class new stations at Te Waihorotiu and Karanga-a-Hape and a transformed Maungawhau, CRL benefits western and southern commuters most, bringing Henderson and southern towns closer (in travel time terms) to the city centre. That was often misconstrued in the early days, CRL was read as a city centre project, when the biggest gains land further out. In short, “it’s not a bloody loop”. As we often found ourselves saying.

More than the documented benefits, Auckland, as an international city, deserves the CRL. Working on the project at an early stage, we heard the amusing (and sadly true) story of “A Canadian student, with backpack, who approached a security guard at Britomart asking where the subway was. The security guard keenly directed him. The Canadian arrived and was confused to find a sandwich shop.”

Vitruvius has had a long and proud involvement in the project, dating as far back as the origin of the project, with a Vitruvian, Bryce Hourigan, sketching out the original alignment, which hasn’t changed much since. Alongside direct involvement, Vitruvius has played an important role in almost all the broader Auckland network readiness projects that support the CRL timetable, including Wiri to Quay Park (W2QP), Pukekohe to Papakura (P2P) and Rail Network Growth Impact Management (RNGIM) and Wiri Depot extension. Participating in a number of ways (Design, Survey, Engineer to Contract, Project Controls etc.).

My personal journey with CRL started when I arrived in New Zealand back in 2012, immigrating here from London and landing at Auckland Transport and joining the small project team managing City Rail Link. This was during the concept design stage, the notice of requirement, property acquisition, and then progressing, following the tender for a Principal Technical Advisor, to reference design and resource consenting, finally culminating in releasing early works packages. My role was leading the project controls and central project management function, heavily focused on budget management, procurement, and the commercial management of our contracts.

This three and a half year period was fraught with challenges, but it was great being part of a small team working with industry partners to progress the project during these uncertain times. From 2012-2016 the project was only partially funded (Auckland Council’s 50% committed in the long-term plan with drive from then mayor Len Brown). I say uncertain as we did not have a lot of confidence that central government would back the project, but we progressed on with our staged expenditure. For those who have not experienced this early stage environment, the key lesson from my experience is that it is critical to progress with confidence, planning ahead as if the project is certain and funding will materialise (hiring international experts and resources, building systems and processes etc.). That said, the reality is often far more unsettling and tenuous than that.

I was fortunate to work under great leaders such as Clare Stewart, my first manager in New Zealand, Steve Hawkins, Chris Meale, and ultimately under Dave Warburton as then CEO of Auckland Transport. All of whom were working with Stephen Town, Len Brown and others, doing their best to drive the project forward and release this mega project. Speaking of lessons, this brings to mind just how important it is for major projects to have visionary, aligned and unrelentingly committed leadership to get these sorts of projects in motion,

The small project team, based above the new ferry building, grew as it needed to, ultimately moving back into Auckland Transport premises and then later into a dedicated project office where we worked with the Principal Technical Advisor to really drive the project forward to the Early Works Packages, as I mentioned before. The project really started to take off around the time we co-located into a dedicated project office, which certainly had a strong and positive impact on the team. These were good times and I enjoyed my time immensely. I gained considerable experience but more importantly it gave me a tremendous insight into the New Zealand engineering and construction industry.

I then took a role at Auckland Airport, a return to aviation industry for me, taking on an opportunity, I couldn’t look past. After five years or so (not long after Covid had put a significant dampener on our airport programme) I returned to the world of consulting and ultimately joined Vitruvius as Auckland Business Leader. I reconnected with a few friends and colleagues which lead me to support another great leader, Bevan Assink, in KiwiRail’s readiness for CRL (the CRL Be Ready and Be Involved programmes). Again, joining a small team, we began scoping and planning for all of the areas that KiwiRail would need to update, enhance and demonstrate to support the CRL Tunnel asset and the enhanced timetable as access provider. We ran this like a change programme, with nine or ten workstreams that supported its Safety Case Variation submission and testing programme. My role was again central project management and controls, trying to keep all the components integrated and heading in the right direction to hit the right deadlines required by Link Alliance, CRLL, Auckland Transport and Auckland One Rail. This sort of programme was not quite linear, and scope emerged and shrank in parallel to the shift that the rest of the KiwiRail business was making as it matured and changed in several areas. The task remained keeping our focus on primary outcomes and objectives, being flexible and driving hard in the right areas.

Alongside supporting the Britomart works programme with Stefan Jermy, I more recently became involved in the CRL testing and snagging programme, closer to the physical works. Both were great, and a fitting transition to the end of this major project.

All in all, it’s been a 14 year involvement in this project, probably my longest on single project, despite my experience on some major projects overseas, and one I am very proud of.

As of writing we are days away from public launch, CRL opens to passengers on Sunday 13 September 2026. I am very confident in the benefits of the CRL and the effect it will have in driving Auckland forward. As an Aucklander, I can’t wait.

See you on the train.

The post Not a Loop: My Fourteen Years on the City Rail Link appeared first on Vitruvius.

NZS 3910 is one of New Zealand’s most commonly used construction contract standards and plays a critical role in the successful delivery of infrastructure projects. While contract administration is not a standalone service offering at Vitruvius, many of our engineers work in Engineering Representative, Contract Administrator and Independent Certifier roles, helping clients navigate the commercial and contractual aspects of project delivery.

The training was facilitated by Gavin Shaw, a highly regarded industry practitioner with more than 30 years of experience in project delivery, contract administration and independent certification, and a member of the committee responsible for revising NZS 3910:2023.

Bringing together participants from across our transport, rail, land development and water teams, the programme focused on practical, real-world application rather than theory alone. Through case studies, project-based discussions and worked examples, participants explored key topics including contract administration processes, variations, claims, payment certification, commercial risk management and the evolving requirements of NZS 3910:2023.

For our people, training like this provides an opportunity to expand their expertise beyond technical engineering design. Developing a strong understanding of contract administration helps build confidence, commercial awareness and decision-making skills, enabling our teams to manage increasingly complex projects and take on greater responsibility throughout the project lifecycle.

For our clients, that investment translates into stronger project outcomes. Teams with a deeper understanding of contractual obligations, risk allocation and change management are better equipped to identify issues early, provide clear advice and support informed decision-making. Whether managing variations, assessing claims or navigating project delivery challenges, these skills help protect clients’ interests and contribute to more successful project outcomes.

As the infrastructure sector continues to evolve and projects grow in scale and complexity, ongoing professional development remains an important part of how we support both our people and our clients. By investing in capability today, we’re ensuring our teams are equipped with the knowledge, confidence and practical skills needed to deliver value long into the future.

If you’re looking for a project partner who combines strong technical expertise with practical commercial understanding, we’d love to hear from you. Get in touch to learn how the Vitruvius team can support your next project.

The post Raising the Bar: Our Team Completes NZS3910 Training appeared first on Vitruvius.

KiwiRail is in the process of rolling out a new Track Evaluation Car (TEC) into New Zealand. A TEC is a specialised rail vehicle that runs over the network to continuously measure and assess the condition of the track while in motion. It uses onboard sensors to capture key geometry parameters such as alignment, level, gauge, and curvature, building a detailed profile of track condition over long distances. This data is then analysed to identify defects, monitor track quality, and prioritise maintenance, helping ensure the railway remains safe, reliable, and fit for purpose.

While the TEC itself is a powerful tool, the real value lies in what happens next, turning vast amounts of raw data into something meaningful and actionable.
As part of the rollout, KiwiRail is working towards creating a digital baseline for every curve across the network — estimated at around 7,000 curves. This baseline will provide a consistent, data-driven reference point for how the track should perform, and how it changes over time.

To support this, the entire network has been surveyed using mobile laser scanning (MLS) technology, generating detailed datasets across each section of track.

But collecting the data is only the beginning.

Vitruvius has been engaged to assist KiwiRail in analysing this data and comparing it to the current baseline geometry held within KiwiRail’s Maximo database. This process involves reviewing the MLS raw data in direct comparison with Maximo, checking for alignment, consistency and compliance, checking whether the new data is suitable to adopt, and then recommending updates for approval by KiwiRail Engineering before establishing the new baseline.

Once verified, this work will help establish a new, more accurate baseline for managing track performance across the network.

One of the biggest challenges in this work is the scale. With thousands of curves and large volumes of raw data, a significant amount of effort goes into preparing and organising the data before meaningful comparisons can even begin. With support from Nathaniel South, AI-based automation methods have been introduced to help organise and structure the datasets more efficiently. This has significantly reduced data processing time, allowing more focus to be placed on analysis and interpretation, where the real value lies.

While much of this work happens behind the scenes, its impact is far-reaching. By combining advanced measurement technology with improved data analysis, KiwiRail is building a more accurate and reliable understanding of its network. In turn, this supports smarter maintenance decisions, better long-term planning, and improved resilience across the rail system.

For me, the most interesting part of this work is seeing how technology, data, and engineering come together to provide a clearer picture of the network and how that insight can drive better outcomes over time. As the TEC rollout continues, it’s not just about measuring the railway more accurately, it’s about building the foundations for how it will be managed into the future.

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Wastewater collected from homes, businesses and industry is conveyed through a wastewater network to a treatment plant, where contaminants are removed before the treated liquid is returned to the environment. That return to the environment, whether to land or water, is known as a discharge and is the focus of the new Water Services (Wastewater Environmental Performance Standards) Regulations 2025.

There are over 330 wastewater networks across Aotearoa New Zealand, holding over 500 discharge consents​ (Taumata Arowai, 2026)​. Historically, these discharges were consented under the Resource Management Act 1991 (RMA) by regional councils and occasionally, the Environment Court.

Since the RMA was introduced, environmental outcomes have improved. However, the RMA process is resulting in inconsistent outcomes. A cursory look at the discharge consents around the country shows average limits for the main discharges are highly variable. Consent limits for key wastewater contaminants include:

• 5-day biochemical oxygen demand (BOD5) from 2 mg/L to 1300 mg/L,
• Total suspended solids (TSS) from 3 mg/L to 1200 mg/L, and
• Ammoniacal nitrogen from 0.5 mg/L to 50 mg/L.

There is no significant difference(1)  between consent limits by discharge type (land, surface water, coastal waters), between population size, or date the consent was granted.

The reasons for these variances are complex. Long-term discharges have leveraged their historical environmental impacts, presenting minor treatment tweaks as improved environmental outcomes, where new discharges are held to a higher standard.

With no clear goal post, consent applications are treated as negotiations. Applicants who put forward wastewater management systems with little environmental impacts can be challenged just as much as those who put forward poorer systems – encouraging applicants to keep elements of the proposals “off the table” to bring forward through the negotiations.

This inconsistency results in significant uncertainty for applicants, making it difficult to forecast the costs associated with wastewater treatment upgrades. This also makes the consenting process long and expensive. There are examples where the cost of obtaining a wastewater discharge consent under the RMA is greater than the cost of the infrastructure to implement the same consent.

The Regulations were introduced to address these issues and represent one of the most significant changes to New Zealand’s wastewater consenting framework in decades. They are a positive and overdue reform. The new Regulations introduce nationally consistent performance requirements and provide much clearer direction on what is expected from municipal wastewater discharges.

For discharges to water, this consistency is largely achieved through treated wastewater quality limits, based on the dilution expected at the point of discharge. The result is greater certainty and a more transparent basis for infrastructure planning and investment.

Discharges to land present a different challenge. When wastewater is applied to land at appropriate rates, the soil, plant and animal systems have the capacity to retain a wide range of contaminants. These include organic matter, nutrients, biological contaminants, most heavy metals and many emerging contaminants. The land acts as part of the treatment process, requiring less investment in the treatment plant itself to achieve the same level of environmental protection.

However, this feature makes it more complex to set environmental standards. Effects resulting from land discharges are dependent on treatment provided by the site, which is dependent on the site-specific soils, topography, groundwater, climate, and land use. It is also dependent on loading rates: hydraulic loading and timing, nutrient loading and timing, and other contaminant loading rates. Impacts beyond the site are also dependent on the capacity of the environment to assimilate contaminants to levels that protect human and ecological health.

It would be possible, though challenging, to prescribe discharge to land standards comprehensively. Instead, the Regulations have taken a different approach. Part 4 of the Regulations establishes a framework for determining a Land Class based on Site Characteristics including soil drainage, soil texture, groundwater depth, slope, soil moisture conditions and nutrient uptake. These characteristics are then used to determine appropriate loading rates and management requirements through a site-specific Risk Assessment of specified public health and environmental effects.

This is a deliberate policy choice. Rather than prescribing every variable nationally, the Standards rely on classification and Risk Assessment to accommodate the diversity of Aotearoa New Zealand’s landscapes and wastewater schemes. The challenge is whether this standardised framework, which requires professional judgement, can deliver sufficiently consistent outcomes. If consistent outcomes cannot be achieved, will the Regulations encourage discharges to water over discharges to land, regardless of cultural and community aspirations.

As practitioners begin to apply the Regulations in real-world settings, it is becoming clear that implementation will not always be straightforward.

The Regulations introduce a high volume of technical and process terminology, much of which is not defined. As a result, significant questions arise that do not have clear answers, with experienced practitioners unsure of how they should be applied:

• What types of soils should meet the criteria “very well drained”, when New Zealand Soil Drainage classifications do not use this terminology.
• What constitutes a “minor” versus “extensive” drainage impediment?
• How should soils that do not meet any of the described soil texture categories, i.e., Pumice Soils, be classified.
• What density and volume of site-specific sampling is needed to inform a Land Class assessment? Over what time period?
• What level of analysis of modelling is required to support a Land Class assessment?
• What are the definitions of likelihood and consequence to be used in a Risk Assessment?
• What level of human health and environmental risk is acceptable?

These are not simply technical details. They directly influence the outcome of a Land Class assessment, allowable loading rates, infrastructure requirements and ultimately, affordability for communities. As a result, the consistent application of scientific and engineering judgement, paired with consistent expectations by regulators, remain central to achieving the outcomes sought by the Regulations.

Much of the real-world consistency will come from guidance, practitioner experience and early consent processes and case law. This creates both opportunity and risk. If interpreted too conservatively, land application schemes could become unnecessarily constrained, driving higher costs for councils and communities without proportional environmental benefit. If interpreted too liberally, public health and environmental protection may be compromised. If interpreted inconsistently, the confidence that the Regulations seek to create could quickly erode.

This is why the collaborative work to develop practical guidance, currently being undertaken between The New Zealand Land Treatment Collective (NZLTC) and Taumata Arowai, is so important. Vitruvius, through its involvement in the NZLTC, has been authoring some of this guidance.

Vitruvius have also recently undertaken a preliminary Land Class assessment on behalf of Taupō District Council for the Kinloch wastewater system, and we recently presented our findings at the NZLTC 2026 Conference, in Tauranga. Kinloch provides an interesting case study of applying the Regulations, as the wastewater system includes disposal via rapid infiltration beds at the treatment plant site, and slow-rate sub-surface irrigation on the Kinloch golf course fairways. Each of these systems follows a different Site Characterisation process, with the rapid infiltration having less characteristics to consider, and different category descriptions to apply.

The preliminary Land Class assessment identified that the existing sub-surface drip irrigation system on the golf course is constrained by localised hardpan layers, occasional winter saturation, and moderate nutrient uptake; despite the very high-quality treated wastewater from a membrane bioreactor plant. In contrast, the rapid infiltration trenches adjacent to the treatment plant were able to remove the hardpan layers during construction, and had less characteristics to assess, resulting in a more favourable preliminary Land Class assessment outcome.

This raised an important question: do historical operational priorities, which favoured subsurface drip irrigation over rapid infiltration, still make sense under the new Regulations?

Overall, the Water Services (Wastewater Environmental Performance Standards) Regulations 2025 have made significant progress towards creating greater consistency in wastewater management across New Zealand. However, for discharges to land they have intentionally stopped short of prescribing every factor that determines environmental performance. Instead, they rely on site classification and judgement to account for the complexity of natural systems.

The real measure of success will therefore not be whether the Regulations remove discretion, but whether they provide a framework within which that discretion is exercised consistently, transparently and proportionately. This will be achieved when practitioners assessing similar sites can reach similar conclusions, recognising genuine differences where they exist, and ensuring environmental and public health risks are appropriately managed. If this is achieved, the Regulations will have established a common basis to inform better infrastructure decisions; while balancing environmental protection, affordability and the realities of Aotearoa New Zealand’s landscape.

(1) Based on 95th percentile confidence intervals, using a Student’s T distribution.

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Wetland 5 forms part of Tauranga City Council’s wider Nanako Stream stormwater solution, supporting growth in the Kennedy Road/Pyes Pā area while reducing existing flooding within the catchment.

With design completed by Tonkin + Taylor in early 2025, the project progressed into construction in November 2025 with MAP Projects Limited appointed as the Contractor and Vitruvius providing NZS 3910 contract management and MSQA services. Tauranga based Engineer’s Representative Holly Janssen said, “From the outset, establishing clear communication, consistent quality expectations, and a collaborative working approach with the contractor and client was critical to ensuring a well-coordinated delivery”.

This approach was tested during construction, when two significant rainfall events flooded the site during active earthworks. Through proactive planning, well-maintained environmental controls, and timely responses from the MAPS team on site, these events were well managed through the established site controls, resulting in no impact on programme or most important, the environment.

At the same time, the scope of works required careful coordination across a range of elements, including bulk earthworks, drainage structures, stream reprofiling, and erosion protection, all within a live stormwater catchment. Engineer to the Contract Charlie Sherratt (CPEng), who is also a Principal Waters Engineer, says “While wetlands can appear relatively straightforward in principle, delivery relies on considered sequencing and ongoing attention to risk, particularly when working in a live stream environment”.

This made construction monitoring and quality assurance particularly important. Earthworks and stormwater projects depend on disciplined, real time decision making — from compaction and material suitability to weather response, temporary drainage, and environmental controls. A strong focus was maintained on inspection regimes, and clear approval processes to ensure each stage was completed to the required standard before progressing.

As construction progressed, further challenges were presented by areas of poor ground conditions in deep excavation zones with elevated groundwater levels. These conditions introduced both safety risks and programme pressure. Through a practical and collaborative approach, solutions were developed that allowed works to continue safely while maintaining alignment with design intent.

Positive feedback from MAP Projects highlighted a strong and genuinely collaborative working relationship across the team. As noted, “the communication throughout the job made a big difference and made it easy to work through the unexpected issues as they came up.” A key factor in this was the practical, on-site experience brought to the project. MAP Projects highlighted that it was “very refreshing to work with engineers who had a practical mindset and understood the realities of construction,” which helped make problem solving more straightforward and supported a positive working environment throughout delivery. MAP Projects Project Manager Dylan King said Vitruvius, “were always approachable on site and responsive when we needed decisions or clarification, which makes a huge difference for a contractor.” Holly also praised Dylan for his open communication, stating that “as early as possible, you expressed any potential issues that might come up, which is always greatly appreciated as an ER”. The success of Wetland 5 reflects a genuinely collaborative effort, with the strength of that partnership evident in the quality of the final outcome.

Overall, Wetland 5 demonstrates the value of effective contract administration and construction monitoring in complex civil works. Beyond compliance, this role supports quality outcomes, enables early risk management, and provides confidence that the completed asset will perform as intended over the long term.

At Vitruvius, MSQA is treated as a dedicated service offering rather than an extension of design. It is a distinct skillset, grounded in experience, judgement and on-site presence, and one we actively value and continue to develop across our teams.

Photo Credit: MAP Projects Limited 

The post Ensuring Success – Wetland 5 Contract Monitoring for Tauranga City Council appeared first on Vitruvius.

I joined Vitruvius in 2022, bringing with me a background in rail engineering from the UK. What started as a move halfway across the world has evolved into a rewarding journey growing from delivering project engineering on small, sometimes single discipline projects, into a broader role leading and coordinating multidisciplinary rail design across the business. Today, I’m proud to be leading a fantastic rail team in Wellington, working alongside a talented team throughout the business that has allowed me to grow and deliver high quality solutions in what are often constrained and complex environments.

My journey into rail began in 2014, when I joined Network Rail in London as a graduate engineer. Like many people fresh out of university, I wasn’t entirely sure what direction I wanted to take, but the opportunity to work in London (and stay close to friends from University) made it an easy decision to give it a go. What I didn’t realise then was that it would turn into a long-term career.

Those early years were invaluable. I was out on the front line in a safety-critical environment, working across track maintenance, signalling installations, drainage assessments, and bridge inspections. That hands-on experience gave me a solid, practical understanding of how the railway works as a complete system — something that’s stuck with me ever since and shaped how I approach projects today.

Before moving fully into project delivery, I spent some time working in structural design for a small UK consultancy (still within rail). It was a great way to challenge what I’d learned at university and build a stronger technical foundation. When I returned to Network Rail, I moved into a Project Engineer role, delivering multidisciplinary projects to upgrade substations and traction power systems. That was my first real exposure to coordinating across different disciplines, and it quickly became clear the importance of bringing disciplines together – breaking down silos, strengthening communication, and aligning teams to achieve better outcomes.

As my experience grew, so did the scale and complexity of the projects I was involved in. I was given opportunities to take on increasingly challenging roles, eventually leading engineering delivery on the client side on major station upgrades, including the Gatwick Station Upgrade. These projects reinforced the importance of balancing technical design with programme pressures, stakeholder expectations, and constructability, all while striving to maintain a safe working environment.

Safety is always my number one priority. Everyone home safe every day is something that I have taken with me throughout my career, reinforced by a tragic event during which I received the devastating phone call that someone had lost their life in an incident on a site during night works. An incident that with the right planning could have been avoided and will remain with me for the rest of my life.

After several years in the UK (and a brief two-year stint working outside rail in Switzerland), I decided it was time for a change. That led me to New Zealand and to Vitruvius, where I’ve now been for almost four years.

Since then, I’ve been fortunate to work on a range of interesting projects. One highlight was seeing my very first project come full circle, undertaking construction monitoring for Elles Road Level Crossing, two years after we had delivered the design.

Whilst I spent the first 2.5 years working to deliver a high volume of projects with some fantastic people doing most of the hard work in the background, a more recent highlight has been my involvement in the Lower North Island Integrated Mobility (LNIRIM) programme, working on new rail yards that support new rolling stock and future network growth throughout the Wellington region. A project where balancing operational constraints, stakeholder needs, programme constraints, and technical design, whilst managing budgets and resources becomes business as usual! I have been lucky to have an awesome team with me delivering exceptional work throughout!

I enjoyed spending time supporting projects like iREX and the more recent Ferry Replacement Programme (FRP). These kinds of projects really highlight what rail engineering is all about — working in constrained environments, solving challenging problems, and keeping everything aligned across multiple disciplines.

One of the biggest learnings along the way is that rail projects are entirely a team sport. Good outcomes rely on multiple disciplines working together effectively — track, civil, signalling, electrical, and operations all need to align. Building strong relationships with clients and partners, and maintaining open communication, is just as important as getting the technical design right.

Working across both the UK and New Zealand rail environments has also taught me the importance of adaptability. While the fundamentals are similar, the standards, processes, and ways of working can be quite different. Having worked both client-side and now consultancy-side has given me a better understanding of the challenges faced on both sides. Many of the issues are similar — disconnected teams, changing requirements, and constrained programmes — and in my experience, strong relationships are often the key to overcoming them.

I started in rail to be close to friends, I stayed in rail because I believe it is an incredible way to connect people, communities, and provides for a more sustainable future.

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Vitruvius is proud to be supporting the delivery of the Putauaki Kawerau Container Terminal (PKCT). This is a landmark infrastructure project that will establish a new rail freight hub for the Eastern Bay of Plenty and unlock long‑term economic benefits for the region.

We are currently assisting PKCT by overseeing construction supervision and providing surveying set-out services for a complex and tightly scheduled build. Our role spans end‑to‑end engineering and planning services, including rail design, stormwater assessment, traffic impact assessment, civil and roading design, integrated stormwater management, and working closely with Engeo to undertake the specialist geotechnical investigations and design.

Supported by the Provincial Growth Fund, this initiative represents over five years of planning and serves as a pivotal driver for enhancing regional supply chains and supporting local industry within the Eastern Bay of Plenty.

Once operational, PKCT is expected to remove up to approximately 18,000 heavy truck movements from surrounding roads each year, reducing congestion, improving safety, and delivering meaningful reductions in CO₂ emissions.

The project is now well into its construction phase. Over the Christmas break, Vitruvius worked closely with the Contractor and the Principal to deliver the important first stage of the programme, setting the project up for a strong start. Taking advantage of the Christmas block of line, we reinstated more than 200 metres of existing track.

As the project progresses toward its planned opening in mid‑2026, our team will continue working alongside the contractor and PKCT to deliver:

• a new 750 metre long loading platform
• approximately 1.2 kilometres of new heavy duty rail track
• more than one hectare of new container storage area
• around 100,000 cubic metres of earthworks and imported fill
• new stormwater storage and road access infrastructure.

The PKCT project reflects Vitruvius’ broader capability to deliver complex infrastructure projects that will make a real difference to the region and local community. We are proud of the progress achieved to date and look forward to continuing our contribution as this important project reaches its next milestones.

The post A Transformational Regional Project for Smarter, Safer Supply Chains appeared first on Vitruvius.