Auckland is being encouraged to reimagine itself as a 24-hour city – where people, services and freight move efficiently around the clock. Mayor Wayne Brown has proposed time-of-use charging as a key tool to reduce peak-hour congestion by encouraging freight movements during quieter periods.

While this vision holds promise, those working within the supply chain, including freight companies and logistics operators, know the reality is far more complex. Structural and cultural settings in Auckland – and New Zealand more broadly – will need significant change before a true 24-hour economy can be achieved.

Freight isn’t the problem – it’s already off-peak when possible

It’s important to start with the facts. The road freight industry is already incentivised to avoid peak congestion. Operating in quieter periods offers clear benefits: faster travel, lower fuel costs and fewer delays. Many freight operators have already shifted much of their activity to early mornings, late evenings or overnight.

However, this shift is limited by factors outside the control of trucking companies. Time-of-use charging may seem a simple fix, but Auckland’s wider system – from infrastructure to workforce capacity – is not yet designed to support 24-hour freight operations.

Structural gaps in a daytime-centred city

Much of Auckland’s logistics and supply chain infrastructure revolves around a standard business day. To increase overnight freight, the ecosystem must support it.

Many distribution centres, retail outlets and receiving docks remain closed outside normal working hours. Without open doors and staff on hand, freight movements stall regardless of incentives.

Noise regulations also pose significant hurdles. Strict covenants in many residential and mixed-use areas limit heavy vehicle operations at night. These restrictions are essential to protect community wellbeing, but restrict when and where freight can be delivered.

Health and safety regulations, which continue to tighten, further limit flexibility. Night operations require additional measures – such as lighting, security and lone worker protocols – which increase costs and operational complexity. While vital for worker safety, these rules make it harder for businesses to pivot toward night-time freight.

VBS charges: another push toward off-peak – but is the system ready?

Recently, the Ports of Auckland increased Vehicle Booking System (VBS) charges and stated that the move is intended to encourage more freight pick-ups during off peak hours.

This aligns with Mayor Brown’s time of-use charging approach – and ironically his desire to source more revenue from the port – aiming to smooth freight flows over a 24-hour period. But again, freight operators face limitations. Many would like to shift more port pick-ups to night time, but decisions depend on client needs, warehouse availability, staffing and infrastructure support.

In many cases, VBS increases become a cost absorbed by freight companies or passed onto customers without significantly changing behaviour – not due to unwillingness, but because the system isn’t yet ready for full-time off-peak operation.

Workforce: cultural shift still to come

Beyond infrastructure, there’s a deeper cultural challenge. New Zealanders generally aren’t accustomed to night-shift work, especially in freight and logistics.

Recruiting and retaining drivers willing to operate overnight is increasingly difficult. Younger workers often avoid night shifts, and those who do, frequently require higher pay or burn out more quickly. If Auckland – and New Zealand – want a 24-hour economy, building and supporting a 24-hour workforce is critical. This means better training, incentives and wellbeing support tailored to night workers.

The existing driver shortage is compounded when companies must fill overnight shifts on top of an already stretched daytime roster.

Auckland’s challenge is New Zealand’s future

The issues Auckland faces – congestion, infrastructure strain, growing freight demand – aren’t unique. As other cities like Hamilton, Wellington and Christchurch expand, they will encounter similar pressures to decentralise peak activity and build flexible, resilient supply chains.

Auckland’s move toward a 24-hour city will set a precedent. With smart investment, thoughtful regulation and collaboration between government, infrastructure providers and the freight sector, Auckland can lead. But without fundamental changes to urban structure, workforce culture and operational systems, time-of-use charges and VBS pricing will only have limited impact.

A collaborative path forward

National Road Carriers supports the goal of efficient, low-congestion freight movement. But shifting freight into the night cannot succeed on policy incentives alone. It requires:

• investment in night-friendly infrastructure
• regulatory updates (noise, zoning, health and safety) to enable flexible operations
• a cultural shift that supports and values overnight workers
• industry-wide collaboration to redesign supply chains with off-peak capacity in mind.

We encourage government and planners to work closely with freight operators to create a system that is efficient, fair, functional and future-ready. Auckland’s success as a 24-hour city depends on this – and the lessons learned will shape New Zealand’s cities for years to come.