DOCSLIB.ORG

NZ Transport Agency Research Report Style Guide

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
NZ Transport Agency Research Report Style Guide Technology related transport skill requirements and availability May 2018 (replacing the version released in March 2018) Julian Williams, Fiona Stokes, Hugh Dixon Business and Economic Research Limited Douglas Wilson, Prakash Ranjitkar, Sujith Padiyara, Bevan Clement, Puti Wilson Department of Civil and Environmental Engineering, University of Auckland Stephen Hewett Transport Advisory Global, Beca NZ Transport Agency research report 639 Contracted research organisation – Business and Economic Research Limited ISBN 978-1-98-851293-8 (electronic) ISSN 1173-3764 (electronic) NZ Transport Agency Private Bag 6995, Wellington 6141, New Zealand Telephone 64 4 894 5400; facsimile 64 4 894 6100 [email protected] www.nzta.govt.nz Williams, J, F Stokes, H Dixon, D Wilson, P Ranjitkar, S Padiyara, B Clement, P Wilson and S Hewett (2018) Technology related transport skill requirements and availability. NZ Transport Agency research report 639. 102pp. Business and Economic Research Limited was contracted by the NZ Transport Agency in 2017 to carry out this research. This publication is copyright © NZ Transport Agency. This copyright work is licensed under the Creative Commons Attribution 4.0 International licence. You are free to copy, distribute and adapt this work, as long as you attribute the work to the NZ Transport Agency and abide by the other licence terms. To view a copy of this licence, visit http://creativecommons.org/licenses/by/4.0/. While you are free to copy, distribute and adapt this work, we would appreciate you notifying us that you have done so. Notifications and enquiries about this work should be made to the Manager Research and Evaluation Programme Team, Research and Analytics Unit, NZ Transport Agency, at [email protected]. Keywords: economic, future, intelligent, skills, systems, transport An important note for the reader The NZ Transport Agency is a Crown entity established under the Land Transport Management Act 2003. The objective of the Agency is to undertake its functions in a way that contributes to an efficient, effective and safe land transport system in the public interest. Each year, the NZ Transport Agency funds innovative and relevant research that contributes to this objective. The views expressed in research reports are the outcomes of the independent research, and should not be regarded as being the opinion or responsibility of the NZ Transport Agency. The material contained in the reports should not be construed in any way as policy adopted by the NZ Transport Agency or indeed any agency of the NZ Government. The reports may, however, be used by NZ Government agencies as a reference in the development of policy. While research reports are believed to be correct at the time of their preparation, the NZ Transport Agency and agents involved in their preparation and publication do not accept any liability for use of the research. People using the research, whether directly or indirectly, should apply and rely on their own skill and judgement. They should not rely on the contents of the research reports in isolation from other sources of advice and information. If necessary, they should seek appropriate legal or other expert advice. Changes made to version of report published in March 2018 Page 69, Section 7.5.1 – MITO New Zealand Incorporated correctly named. Page 69, Section 7.5.3 – Second paragraph deleted. Page 70, Section 7.5.4 – Sentence deleted. Page 71, Section 7.5.6 – Dot point three – second half of sentence deleted. Page 77, Table 8.2 – Driver occupation group total, 2020 count corrected. Page 81, Table 8.5 – Driver occupation group total and Repair and maintenance occupation group total, counts corrected. Page 93, MITO New Zealand Incorporated reference corrected. Acknowledgements The authors gratefully acknowledge the helpful comments of our peer reviewers, Professor Jacques Poot and Professor Edward Chung; guidance from John MacIlree of the Ministry of Transport; participants at stakeholder workshops held in July in Auckland and Wellington; other academics, officials and business people consulted; and our colleagues at our respective organisations. Contents Executive summary ................................................................................................................................................ 8 ITS technology scenarios for New Zealand .............................................................. 8 Skills gap assessment for New Zealand................................................................... 9 Training needs assessment for New Zealand .......................................................... 9 Projections to 2035.............................................................................................. 10 Abstract ................................................................................................................................................................... 11 1 Introduction ............................................................................................................................................... 12 1.1 Background ......................................................................................................... 12 1.2 Technological change – the internet of things....................................................... 13 2 Lessons for ITS skills demand from historic technology cycles .......................................... 16 2.1 Overview ............................................................................................................. 16 2.2 Summary of lessons ............................................................................................. 16 2.2.1 Lesson 1 ................................................................................................. 16 2.2.2 Lesson 2 ................................................................................................. 16 2.2.3 Lesson 3 ................................................................................................. 17 2.2.4 Lesson 4 ................................................................................................. 18 2.2.5 Lesson 5 ................................................................................................. 18 2.3 Lesson 1 – the S-curve ......................................................................................... 18 2.4 Lesson 2 – the composition of the S-curve ........................................................... 19 2.5 Lesson 3 – a change in skills follows a technological change................................. 20 2.6 Lesson 4 – a change in qualifications follows a change in skills ............................. 24 2.7 Lesson 5 – empirical projections provide insights ................................................. 25 3 Global future ITS technologies .......................................................................................................... 26 3.1 Introduction ......................................................................................................... 26 3.2 ITS technologies .................................................................................................. 26 3.2.1 Definition of ITS infrastructure technologies ............................................ 26 3.2.2 Definition of ITS vehicle technologies ....................................................... 27 3.2.3 The CVRIA framework for ITS technologies – infrastructure and vehicle .... 27 3.2.4 Main technologies – infrastructure and vehicle ......................................... 27 3.3 ITS technologies – coverage ................................................................................. 31 3.3.1 Levels of automation ............................................................................... 31 3.3.2 Timing of global penetration of autonomous vehicles .............................. 32 3.3.3 The impact of electric vehicle technology ................................................. 36 3.3.4 Transitional arrangements – platoons and road trains .............................. 36 3.4 Conclusions ......................................................................................................... 37 4 Future skills gaps and training needs in the UK and USA ...................................................... 38 4.1 Overview ............................................................................................................. 38 4.2 UK and USA projected skills gaps ......................................................................... 38 4.2.1 UK skills gap projections to 2025 ............................................................ 38 4.2.2 US projected skills gaps ........................................................................... 40 4.3 Global projected training needs ........................................................................... 41 4.3.1 UK training needs .................................................................................... 41 4.3.2 USA training needs .................................................................................. 42 5 4.4 Conclusions ......................................................................................................... 44 4.4.1 Global skills gap assessments .................................................................. 44 4.4.2 Global training needs assessments .......................................................... 44 5 ITS technology scenarios for New Zealand in 2035 .................................................................
Load more

Recommended publications
  • The Safe System in Practice – a Sector-Wide Training Programme Climo,H
    The Safe System in Practice – a sector-wide training programme Climo,H. Dugdale, M. Rossiter, L. NZ Transport Agency The Safe System in Practice – a sector-wide training programme H. Climo, M. Dugdale, L. Rossiter NZ Transport Agency ABSTRACT Safer Journeys , New Zealand's road safety strategy to 2020, adopted the Safe System approach. The Safe System in Practice training course was designed in 2011-12 to improve understanding of the approach, and build the skills, confidence and relationships across the sector to implement it. The course, aimed at planners, engineers, roading operations and maintenance managers, educators, enforcers, and other system designers who influence road safety, outlines the Safe System approach and principles, and best practice treatments to strengthen every element of the system. The cross-disciplinary content is developed and presented by experts and is reinforced by an action learning approach using New Zealand case studies that are worked on by small groups. In the first 18 months the course has been delivered to more than 800 people, and evaluations show it has been extremely successful. The course designers aim to train 500 more over the next year. This intensive programme gives the sector the best chance of changing the road safety conversation, and developing a shared understanding of how to reduce deaths and serious injuries, in the shortest possible time. The paper outlines the course design, results and lessons learned, with particular reference to how the course could be replicated elsewhere. Keywords: Safe System, capability, training 1 The Safe System in Practice – a sector-wide training programme Climo,H.
    [Show full text]
  • 30 Jun 2019 -- 6-Monthly Recs Report
    TAIC open recommendations Half-yearly report For the six months ended 30 June 2019 Summary Purpose This report updates you on the status of open recommendations that the Transport Accident Investigation Commission (TAIC) has issued across the aviation, rail, and maritime transport modes. Contents The information and data in the report focus mainly on the recommendations issued to the modal regulators, who are reporting progress against implementation as a matter of good practice. The Commission has no mandate to compel recipients of its recommendations to provide such information. TAIC has compiled the report using information and data supplied by the Civil Aviation Authority (CAA), Maritime New Zealand (MNZ), and those in the rail sector with assigned recommendations — New Zealand Transport Agency (NZTA), KiwiRail, the Ministry of Transport (MoT) and the National Rail System Standards Executive (NRSS-E). Numbers of open recommendations issued to the Ministry of Transport (MoT), State Owned Enterprises (SOEs), other government organisations (such as local government), and non-government organisations are also shown in each sector report. Explanatory notes Explanatory notes are on the back page. Summary data The table below shows summary data for the open safety recommendations TAIC has issued to the CAA, MNZ and the Rail Sector. Recommendations issued & closed Estimated time to closure 1-Jan--19 to 30-Jun-19 Number open as at More Not Closed 30-Jun-19 Within 12 1 to 5 Issued Closed than 5 accepted/no YTD* months years years further action CAA 1 1 2 53 53% 32% 15% MNZ 1 10 10 40 40% 60% NZTA 3 15 33% 53% 13% KiwiRail 12 42% 50% 8% Local Govt.
    [Show full text]
  • Appraisal Report for Earthquake Commission (EQC) Disposal Schedule Draft for Feedback, August 2021
    Appraisal Report for Earthquake Commission (EQC) Disposal Schedule Draft for feedback, August 2021 Our mission: To reduce the impact on people and 1 property when natural disasters occur. Contents 1. Purpose .............................................................................................................................. 3 2. About the disposal schedule .............................................................................................. 3 2.1 Schedule overview ..........................................................................................................................3 2.2 Scope of the disposal schedule ......................................................................................................4 3. About the agency ............................................................................................................... 4 3.1 Functions and activities of EQC ......................................................................................................4 3.2 Structure of EQC ..............................................................................................................................5 3.3 Information and recordkeeping environment ..............................................................................6 4. Methodology ...................................................................................................................... 8 4.1 Development Activities ...................................................................................................................8
    [Show full text]
  • Vote Transport
    Vote Transport APPROPRIATION MINISTER(S): Minister of Transport (M72) DEPARTMENT ADMINISTERING THE VOTE: Ministry of Transport (A26) RESPONSIBLE MINISTER FOR MINISTRY OF TRANSPORT: Minister of Transport The Estimates of Appropriations 2021/22 - Economic Development and Infrastructure Sector B.5 Vol.1 223 Vote Transport Overview of the Vote Overview of the Vote Vote Transport ($7,906 million in 2021/22) encompasses the funding of land, air and water transport infrastructure investments, services, and regulatory activities. The appropriations under the Vote support the purpose of the transport system, which is to improve people's wellbeing, and the liveability of places. It does this by contributing to 5 key outcomes: inclusive access, healthy and safe people, environmental sustainability, resilience and security, and economic prosperity. The major entities involved in the Vote are the Ministry of Transport; the transport Crown entities Waka Kotahi NZ Transport Agency, Civil Aviation Authority (incorporating the Aviation Security Service), Maritime New Zealand, and Transport Accident Investigation Commission; State owned enterprise KiwiRail Holdings Limited; and City Rail Link Limited, a schedule 4A company under the Public Finance Act. National Land Transport Programme In 2021/22, the largest element of the Vote is the funding of the National Land Transport Programme (NLTP) ($3,967 million or 50% of the Vote). The NLTP is funded out of the National Land Transport Fund (NLTF), which is made up of the net inflows of land transport and certain
    [Show full text]
  • The Value of Rail in New Zealand
    The Value of Rail in New Zealand Report for the Ministry of Transport February 2021 Contents 1. Project Overview 3 2. Findings 7 3. Methodology 13 3.1. Determine Rail Volumes 14 3.2. Convert rail volumes to road travel volumes 15 3.3. Undertake traffic modelling 17 3.4. Undertake impact assessment 20 3.5. Limitations and assumptions 27 Annex 1: Key differences with the 2016 Value of Rail Model 29 Annex 2: GWRC traffic modelling 30 Annex 3: AT traffic modelling 32 All images are supplied by the Ministry of Transport and KiwiRail Project Overview 1 Background The Ministry of Transport (MoT) has commissioned Ernst & Young (EY) to undertake desktop modelling to better understand the benefits of rail transportation in New Zealand. KiwiRail Holdings Limited (KiwiRail) were heavily engaged in the development of the report. Waka Kotahi, NZ Transport Agency (NZTA) and the New Zealand Treasury were also consulted in the early stages of model development. Modelling takes account of rail freight across New Zealand and passenger rail in Auckland and Wellington. Inter-island ferries and long-distance passenger rail within the KiwiRail network are out of scope. This study includes direct, indirect and externality benefits, consistent with the Waka Kotahi Monetised Benefits and Cost Manual. The majority of benefits are calculated in net terms, with air pollution, fuel use, greenhouse gas emissions, maintenance and safety values reflecting the difference between road and rail impacts. Time savings are the one exception, with impacts on the road network being calculated in gross terms. Such an approach is required to maintain consistency with previous (2016) modelling.
    [Show full text]
  • Seismic Ratings for Degrading Structural Systems
    271 Bulletin of the New Zealand Society for Earthquake Engineering, Vol. 50, No. 2, June 2017 TRANSPORT INFRASTRUCTURE PERFORMANCE AND MANAGEMENT IN THE SOUTH ISLAND OF NEW ZEALAND, DURING THE FIRST 100 DAYS FOLLOWING THE 2016 MW 7.8 “KAIKŌURA” EARTHQUAKE Alistair J. Davies1, Vinod Sadashiva2, Mohammad Aghababaei3, Danielle Barnhill4, Seosamh B. Costello3, Briony Fanslow4, Daniel Headifen5, Matthew Hughes4, Rudolph Kotze5, Janelle Mackie6, Prakash Ranjitkar3, James Thompson6, Daniel R. Troitino5, Thomas Wilson4, Stuart Woods7 and Liam M. Wotherspoon3 (Submitted March 2017; Reviewed May 2017; Accepted May 2017) ABSTRACT At 00:02 on 14th November 2016, a Mw 7.8 earthquake occurred in and offshore of the northeast of the South Island of New Zealand. Fault rupture, ground shaking, liquefaction, and co-seismic landslides caused severe damage to distributed infrastructure, and particularly transportation networks; large segments of the country’s main highway, State Highway 1 (SH1), and the Main North Line (MNL) railway line, were damaged between Picton and Christchurch. The damage caused direct local impacts, including isolation of communities, and wider regional impacts, including disruption of supply chains. Adaptive measures have ensured immediate continued regional transport of goods and people. Air and sea transport increased quickly, both for emergency response and to ensure routine transport of goods. Road diversions have also allowed critical connections to remain operable. This effective response to regional transport challenges allowed Civil Defence Emergency Management to quickly prioritise access to isolated settlements, all of which had road access 23 days after the earthquake. However, 100 days after the earthquake, critical segments of SH1 and the MNL remain closed and their ongoing repairs are a serious national strategic, as well as local, concern.
    [Show full text]
  • Geospatial Assessment of the Historic Seismic Performance of the New Zealand Bridge Stock
    Geospatial Assessment of the Historic Seismic Performance of the New Zealand Bridge Stock Shong Wai Lew i), Pavan Chigullapally ii), Liam Wotherspooniii), Moustafa Al-Aniiv) i) PhD Student, Department of Civil and Environmental Engineering, University of Auckland, New Zealand. ii) PhD Student, Department of Civil and Environmental Engineering, University of Auckland, New Zealand. iii) Senior Lecturer, Department of Civil and Environmental Engineering, University of Auckland, New Zealand. iv) Team Leader, Bridges & Civil Structures, Opus International Consultants Ltd, New Zealand. ABSTRACT This paper presents the geospatial assessment of historic seismic bridge performance of the New Zealand bridge stock from the 1968 Inangahua earthquake through to the 2016 Kaikōura earthquake. Spatial ground motion details based on recorded and observed ground motion intensities were used to estimate the peak ground accelerations (PGA) at each bridge location using kriging approaches. The quality of these estimates will vary, based on the uncertainty from the earlier events, and the influence of subsurface conditions on response. PGA, as a measure of the seismic demand at each bridge were then compared against estimate of bridge capacity defined through the New Zealand Transport Agency seismic screening process. A total of 694 bridges were estimated to have experienced an event PGA above 0.05g. They are mostly distributed around the east to the southern part of the North Island and the northern part of the South Island, which aligns with the regions with the highest seismic hazard across the country. Of the bridges that experienced an event PGA of more than 0.05g, 284 bridges with PGA information from seismic screening was available for comparison with their event PGA.
    [Show full text]
  • WL 2020 Road-Rail Interface
    Watchlist Safety for pedestrians and vehicles using level crossings What is the problem? What is the solution? Safety for pedestrians and vehicles The regulator, business operators, using railway level crossings is being and road control authorities need to compromised because of ambiguities in work closely to ensure the interface the responsibilities between the road between rail and surrounding and rail authorities; and because the infrastructure provides the implications for the road-rail interface appropriate level of protection for are sometimes not recognised when pedestrians, road vehicles, trains, and changes are made to vehicle those on board. technology or rail infrastructure. Even when accidents cause limited train damage or minor injuries, such events can be traumatic for all involved. Commission investigations have highlighted safety improvements that could have been, or should be, made for road vehicles or pedestrians using level crossings. Recent inquiries have found ambiguities in who is responsible for the safety of pedestrians crossing rail lines, a particular concern in metropolitan areas with growing patronage, and growing frequency of trains. Other inquiries have shown that changes to rules and standards for road vehicles such as permissible lengths and clearances are incompatible with the conditions at some level crossings such as sight lines and road camber. The potential remains for serious accidents to continue to occur as a result of these problems identified through our inquiries. Background When pedestrians or vehicles use level crossings, the potential exists for serious accidents to occur. Safety measures depend on infrastructure, technology, systems, and users working together. A change in one of these factors must take account of its effect on the others if safety is not to be compromised.
    [Show full text]
  • Urban and Services Plan Change Appeals
    IN THE ENVIRONMENT COURT OF NEW ZEALAND AUCKLAND REGISTRY I MUA I TE KŌTI TAIAO O AOTEAROA TĀMAKI MAKAURAU ROHE ENV-2020-AKL IN THE MATTER OF the Resource Management Act 1991 AND IN THE MATTER OF an appeal under clause 14(1) of Schedule 1 of the Resource Management Act 1991 BETWEEN NEW ZEALAND TRANSPORT AGENCY Appellant AND WHANGAREI DISTRICT COUNCIL Respondent NOTICE OF APPEAL TO THE ENVIRONMENT COURT AGAINST DECISION OF THE WHANGAREI DISTRICT COUNCIL ON PROPOSED PLAN CHANGES 109 & 148 – URBAN AND SERVICES TO THE WHANGAREI DISTRICT PLAN 15 July 2020 Barristers and Solicitors Auckland Solicitor Acting: Patrick Mulligan / Mathew Gribben Email: [email protected] Tel 64 9 358 2555 Fax 64 9 363 0734 PO Box 1433 DX CP24024 Auckland 1140 To: The Registrar Environment Court Auckland 1. New Zealand Transport Agency (“Transport Agency”) appeals against part of the decision of the Whangarei District Council (“Council”) to approve Proposed Plan Changes 109 & 148 – Urban and Services – to the Whangarei District Council Operative District Plan (“Plan Changes”). Background and decision appealed 2. The Transport Agency lodged a submission on the Plan Changes on 3 July 2019 and lodged further submissions on 22 August 2019. 3. It presented legal submissions and evidence to the Independent Hearings Panel on a range of matters on 26 November 2019, including: (a) Urban growth and development policies; (b) Regionally significant infrastructure objectives and policies; (c) Proposed new amenity noise provisions; (d) Transport provisions including triggers for Integrated Transport Assessments; (e) Signs and lighting provisions; (f) The Whangarei Hospital zone; (g) Site specific rezonings or precincts that could impact on the State highway network; and (h) The wider zoning pattern.
    [Show full text]
  • A Critical Review of Policies on Pedestrian Safety and a Case Study of New Zealand
    sustainability Article A Critical Review of Policies on Pedestrian Safety and a Case Study of New Zealand Ajjima Soathong , Douglas Wilson, Prakash Ranjitkar * and Subeh Chowdhury Department of Civil and Environmental Engineering, The University of Auckland, Private Bag 92019, Auckland 1142, New Zealand; [email protected] (A.S.); [email protected] (D.W.); [email protected] (S.C.) * Correspondence: [email protected] Received: 30 August 2019; Accepted: 18 September 2019; Published: 25 September 2019 Abstract: Vulnerable road users contribute to nearly half of road deaths globally. In New Zealand, this group accounts for 26% of road deaths, which includes 8% of pedestrian crashes. This paper provides a critical review of the road safety policies from the pedestrian’s viewpoint for some of the best performing countries and discusses their effectiveness for the future. A case study is conducted for New Zealand to identify factors contributing to the pedestrian crashes and investigate the impact of the road safety policies on pedestrian crash trends. The policies are predominantly well informed by evidence-based approaches contributing to an overall reduction in the number of road crashes. However, little attention has been paid on pedestrian behaviour related to crashes. Finally, the paper makes recommendations for improving pedestrian safety to enable better safety outcomes that are closer to vision zero. Keywords: traffic safety; vulnerable road users; pedestrian safety; policies; Vision Zero; Safe System 1. Introduction With economic growth and increased urbanisation, many countries are experiencing transport-related problems as inherited transport infrastructure is unable to cope with increasing travel demand.
    [Show full text]
  • Official Information Act Response 20200388
    Reference: 20200388 2 February 2021 Thank you for your Official Information Act request, received on 9 November 2020. You requested the following: Treasury Report T2020/170: Earthquake Insurance Update: February 2020 Aide Memoire T2020/257: Insurance and other related issues facing multi-unit residential buildings Treasury Report T2020/132: Coverage of mixed-use buildings under the Earthquake Commission Act Inland Revenue Report IR2020/134: COVID-19: Inland Revenue’s tax relief package in response to the 2016 Gastroenteritis outbreak in Havelock North – a comparison Treasury Report T2020/526: Earthquake Insurance Update: March 2020 Joint Report by the Treasury and Ministry of Transport T2020/827: COVID-19 - impacts for Waka Kotahi NZ Transport Agency’s major contractors and supply chain Aide Memoire T2020/949: Insurer responses to COVID-19 Treasury Report T2020/891: Options for EQC reinsurance programme Aide Memoire T2020/1406: Cabinet paper: Investing in water infrastructure to accelerate reform and support economic recovery post COVID-19 Joint Report by the Treasury and Department of Internal Affairs T2020/1504: Preserving the Nation’s Memory: Archives Wellington finance lease 1 The Terrace PO Box 3724 Wellington 6140 New Zealand tel. +64-4-472-2733 https://treasury.govt.nz Treasury Report T2020/1133: Correspondence from the Chairs of the Horizons and Greater Wellington Regional Councils Treasury Report T2020/1444: Impact of Covid-19 on Tertiary Education Organisations Aide Memoire T2020/1718: Resubmitted DEV item: Investing in water infrastructure to accelerate reform and support economic recovery post COVID- 19 On 7 December 2020, I wrote to you to extend the time limit for deciding on your request by an additional 25 working days, due to the consultations required.
    [Show full text]
  • Valuation of the New Zealand Census 2 a Case Study by SDSN Trends
    New Zealand has conducted its census since 1851, providing a vital source of data Valuation of the about the size and demographics of the country’s population. In 2014, a valuation New Zealand of the census was performed. Even though the scope was limited to a select Census number of quantifiable applications, the study found that over the next 25 years, A Case Study by SDSN TReNDS the census would return to the national economy NZ$5 for every NZ$1 invested. Among its benefits, the census is critical to delivering on different areas of sustainable development. The Ministry of Health uses census data to appropriately allocate local health funds, and an understanding of population growth and demographics informs infrastructure planning. The census is also critical to the ambition to “leave no one behind,” particularly in the context of the nation’s indigenous Māori community, as census data supports developmental policies, electoral representation, and self-determining agendas. As the census undergoes modification in New Zealand, ensuring the continued quality of these benefits will be vital. Valuation of the New Zealand Census 2 A Case Study by SDSN TReNDS Introduction to The New Zealand Census of Population and Dwellings is conducted by the country’s statistics agency, Statistics New Zealand (known the New Zealand as Stats NZ). It provides an official count of people, along with Census demographic and socioeconomic information at the community level (Stats NZ – Tatauranga Aotearoa 2018a). The census was initially conducted every three years beginning in 1851; in 1881, the frequency was changed to every five years (Stats NZ – Tatauranga Aotearoa, n.d.).
    [Show full text]