Mood of the Boardroom: Labour Party leader Chris Hipkins’ low profile, low ratings (NZ Herald)

Mood of the Boardroom: Labour Party leader Chris Hipkins’ low profile, low ratings (NZ Herald)

After Jacinda Ardern’s unexpected resignation in early 2023, Chris Hipkins was the sole nominee for Labour’s leadership.

Following nine months as Prime Minister, Labour was swept out of power, but Hipkins has held on, continuing as party leader and leader of the Opposition.

His performance in this role has been met with lukewarm reviews from business leaders in this year’s Mood of the Boardroom survey. They give him a score of 2.26/5 on a scale where 1 represents “not impressive” and 5 “very impressive”.

Mood of the Boardroom: Greens, Te Pāti Māori political leaders face mixed ratings (NZ Herald)

Mood of the Boardroom: Greens, Te Pāti Māori political leaders face mixed ratings (NZ Herald)

Survey respondents to the Mood of the Boardroom have given mixed ratings to the leaders of New Zealand’s minor opposition political parties, highlighting a range of concerns and criticisms.

The Green Party has been through significant turmoil since last year’s election. In January, Golriz Ghahraman resigned amid shoplifting allegations. A month later, Fa’anānā Efeso Collins collapsed and died at a charity event in Auckland.

In August, Julie Anne Genter was found in contempt and censured for shouting at a Cabinet minister during a parliamentary session in May. In June, Darleen Tana was suspended by the party following a damning report into her knowledge of alleged migrant exploitation at her husband’s business.

That same month, co-leader Marama Davidson announced her diagnosis of breast cancer.

Green Party co-leader Chlöe Swarbrick receives a rating of 2.48/ 5, with some executives describing her handling of the Darleen Tana issue as “impressive” but overall, her performance is seen as lacking depth.

“Swarbrick appeals to the young, but her thinking is full of simplistic slogans,” Jarden managing director Silvana Schenone notes.

Mood of the Boardroom: War in Taiwan could hit New Zealand trade hard, executives say (NZ Herald)

Mood of the Boardroom: War in Taiwan could hit New Zealand trade hard, executives say (NZ Herald)

Executives were asked in the Herald’s Mood of the Boardroom survey whether they are concerned the China-Taiwan conflict could escalate into war and if it would affect New Zealand’s interests.

Some 68% of business leaders say they are concerned. The remaining 22% are not, while 10% say they are unsure.

China’s significance to New Zealand’s economy means any disruption to trade would have far-reaching effects.

Barfoot & Thompson managing director Peter Thompson reflects this concern.

“China is a big player for New Zealand business, and if war broke out, trade deliveries would be slowed, having a huge impact on businesses back here, similar to during the Covid period.”

Mood of the Boardroom: Kamala Harris leads among NZ CEOs in US presidential election preference (NZ Herald)

Mood of the Boardroom: Kamala Harris leads among NZ CEOs in US presidential election preference (NZ Herald)

New Zealand business leaders have expressed a clear preference for Vice-President Kamala Harris over former President Donald Trump in the upcoming United States presidential election.

When asked in the Herald’s Mood of the Boardroom survey (out tomorrow) who they believe would be the best politician to lead the US, 82% of respondents favour Harris, while only 4% support Trump, with a further 10% unsure and 4% opting for “other”.

This compares to 2020 where 66% of respondents backed Joe Biden and 5% supported Trump. In the 2016 election, Hillary Clinton was the clear favourite with 92% support, compared to 5% for Trump.

Harris officially became the Democratic presidential nominee two weeks after President Joe Biden dropped out of the race in July, marking a dramatic turn in US politics. As the first woman of colour to lead a major party’s presidential ticket, Harris could be on the cusp of becoming the first female President of the United States. Despite this strong preference for Harris, the excitement for her from New Zealand’s business community is subdued.

Mood of the Boardroom: Mood of the Boardroom: Business leaders’ optimism hits highest level since 2016 (NZ Herald)

Mood of the Boardroom: Mood of the Boardroom: Business leaders’ optimism hits highest level since 2016 (NZ Herald)

Senior business leaders’ optimism on the New Zealand economy has surged.

Respondents to the Herald’s 2024 Mood of the Boardroom survey rated their confidence in the New Zealand economy at 3.23/5 on a scale of 1-5, where 1 signifies “much less optimistic” and 5 represents “much more optimistic”.

This year’s score is a significant improvement from last year’s 1.82/5.

In fact, this is the highest score for optimism in the New Zealand economy since 2016, when the previous National-led Government was in power under the prime ministership of Sir Bill English (3.6/5).

Mood of the Boardroom: University of Auckland leads innovation strategy amid higher education challenges (NZ Herald)

Mood of the Boardroom: University of Auckland leads innovation strategy amid higher education challenges (NZ Herald)

Higher education is one of the country’s most valuable assets, and in a time of economic uncertainty and evolving global challenges, we must ensure it is integrated as a critical component of the country’s ambition and broader national strategy.

That is the view of the University of Auckland vice-chancellor, Professor Dawn Freshwater, who believes building a future-focused, quality-driven education strategy for the country is more vital than ever. She highlights the growing intersection between education, industry and Government as crucial to this effort.

Freshwater says education in New Zealand is often overlooked, and siloed, hampering the country’s ability to position itself credibly globally.

“We must be clear on how we differentiate New Zealand on the world stage. We are coming from a strength-based approach in terms of building our economy and engaging internationally for the future.

“But I have not heard a strategy that addresses that.”

“The absence of a coherent approach across science, innovation, education, research — that links with immigration settings and future employment skills development — is a concern.”

She emphasises the need for businesses to understand their future skills requirements and engage in shaping the conversation.

“Businesses will need more highly qualified graduates with diverse skills for the future, but the reality is they won’t need everyone to be a graduate. We need to work in a much more cohesive way to drive an agenda that truly meets the needs of business.”

Freshwater believes the era of “massification,” or mass participation in higher education, is over.

“That was never a business model that was going to be sustainable, nor does it deliver the right employment outcomes,” she explains, calling for a different approach that is integrated into the country’s long-term planning.

“We need to shift towards a multi-layered education sector that brings about differentiation for future skills, and the quality required to graduate people into highly skilled jobs.”

However, Freshwater cautions against reducing the purpose of higher education to solely prepare students for employment. “It may seem contradictory, but our goal should be to graduate students who can drive business and innovation. That goes beyond just preparing them for jobs.”

Quality vs volume

The balancing act between quality and volume in higher education, she notes, is not unique to New Zealand.

She highlights how some international institutions, including some in the Russell Group (the 24 leading UK universities) and the Group of Eight (Australia’s leading research-intensive universities), tweak their entry requirements to maintain student numbers — often concerning cross-subsidies and in response to the challenges of funding research excellence and maintaining and investing in a world-class student experience that remains competitive.

For the university and New Zealand, Freshwater favours prioritising quality over volume. “As soon as you start to get into volume-driven decisions over quality-driven, you start to lose your credibility internationally and nationally,” she explains.

“Access to higher education is both a privilege and a right. The University of Auckland is a comprehensive university, and so it is important that we focus on breadth, but not at the expense of quality, that doesn’t drive the right message and send a signal about who we are and what we stand for.”

However, focusing on quality at the expense of student volume presents its own risks.

“If New Zealand drops volume and instead focuses on quality, then we are not going to have eight comprehensive universities in this nation,” Freshwater warns.

“And if you drop volume, you need the sector to work through what the overall education sector is going to look like to pick up those people to make sure that everybody has access to an education that is relevant and impactful.”

Forging ahead

In the absence of a clear overarching national strategy, the University of Auckland is taking the lead to do things that will drive the agenda.

“We are really thinking about the innovation strategy for the nation,” Freshwater says.

“We are prioritising entrepreneurship, innovation and the commercialisation of research at the highest levels of the university.”

This commitment is evident in initiatives such as the Business School’s Centre for Innovation and Entrepreneurship (CIE), providing students and staff across all faculties with opportunities to develop entrepreneurial thinking and capability.

Another example is the university’s newest campus in Newmarket, the centre of a growing innovation precinct. Acquired in 2013, the site focuses on engineering, science and health technologies, and is home to more than 20 start-up and growth companies. The precinct includes purpose-built research facilities and co-location amenities designed to advance the university’s broader innovation goals.

By creating an environment that fosters research, innovation, and collaboration, the University of Auckland aims to attract top talent, students, and thought leaders. It’s a strategy Freshwater sees as essential to strengthening New Zealand’s global competitiveness for the future.

The University of Auckland is a sponsor of the Herald’s Mood of the Boardroom project

Mood of the Boardroom: New Zealand needs visionary leaders to tackle ageing population and healthcare costs (NZ Herald)

Mood of the Boardroom: New Zealand needs visionary leaders to tackle ageing population and healthcare costs (NZ Herald)

With the country facing significant challenges both domestically and internationally, New Zealand, more than ever, needs leaders willing to take decisive action and implement big ideas, one of our most influential lawyers says.

Dentons New Zealand chairman and global vice-chairman Hayden Wilson, says to do this, the nation’s leaders must understand there are big differences between managing a business and running a Government.

“Governments are complex. Compared to business, you don’t have all the same levers to pull – and the lag time between pulling a lever and getting tangible progress is much longer.”

He argues simply applying a corporate mindset focused on short-term wins and quarterly goals isn’t sophisticated enough, on its own, to manage the complex challenges the country faces.

Truce on infrastructure

“Every person you speak to in the infrastructure space in New Zealand recognises that we have got to end the stop-starts and flip-flops on projects.”

He says there is a critical need for political leadership that thinks beyond election cycles.

“New Zealand has significant infrastructure demands over the next five, 10, 15 years and beyond.

“We’ve got an ageing population, increasing healthcare costs, and a changing global environment. We cannot just rely on the same old solutions.”

Wilson says the tendency of new Governments to scrap their predecessor’s projects is a waste of time, money, and planning effort, pointing to the Government’s decision to shelve Auckland Light Rail and the Three Waters reform when it came to power.

“The economy and business community would be better served if both parties took an approach of improving or adapting what’s already there, instead of throwing it all out and starting from scratch.”

Wilson suggests bipartisan agreement on infrastructure is not realistic, because political parties legitimately have different ideas. Instead, he suggests a “truce” on infrastructure.

“Parties are always going to have different ideas. But there needs to be some understanding that Governments should be allowed do the things they want, and once a project starts, it gets finished, no matter who’s in power.”

He references Bent Flyvbjerg’s How Big Things Get Done. Flyvbjerg is an expert on large-scale projects who advocates for “thinking slow, acting fast.”

Wilson explains: “We need to spend more time on planning and testing ideas before breaking ground. Once we start, we should be able to complete it efficiently and quickly”.

He says New Zealand, and others around the world, tend to do the opposite.

“We rush the planning phase because we know that, in political reality, once shovels are in the ground, projects rarely get stopped.

“This leads to poor planning, underestimating costs, and exposes us to risks like political changes or global events.”

Efficiency over cuts

Wilson also sees room for improvement in the Government’s approach to public sector spending.

He believes there has been too much emphasis on cost-cutting, and not enough on making the system more efficient.

“I don’t think you could find anyone who would say that there isn’t waste in the public sector and that it is delivering efficiency,” he says.

“But while the wholesale reduction in spending might be the fastest way to give the Government something it can point to and say it has done, it is perhaps not the best way to go about it.”

Instead, Wilson argues for a more strategic approach that balances the number and quality of public servants, the use of consultants, and the government’s ability to achieve its priorities.

“You can have two of those three things, but not all of them at once,” he explains. “If you want to reduce the size of the public sector while also cutting down on consultants, then you’re going to struggle to achieve all of the Government’s priorities because the capacity to do the work simply won’t be there.”

He suggests a more collaborative effort between the public and private sectors would be more effective in delivering on the Government’s goals.

“It’s about delivering value over the long term, not just making immediate savings. It may be a slower process, but it would yield better outcomes in the end.”

Dentons is a sponsor of the Herald’s Mood of the Boardroom project.

Mood of the Boardroom: New Zealand businesses navigate geopolitical risks amid global instability (NZ Herald)

Mood of the Boardroom: New Zealand businesses navigate geopolitical risks amid global instability (NZ Herald)

As global instability grows, New Zealand boardrooms are increasingly focused on assessing and mitigating geopolitical risks.

Now in its third year, the Russia-Ukraine war, alongside the ongoing Israel-Hamas conflict and rising tensions in the South China Sea, has made geopolitical challenges an unavoidable point of discussion.

These crises are affecting trade, sparking regional conflicts, and driving regulatory changes, with 72% of New Zealand’s top executives in the Mood of the Boardroom survey confirming that their businesses regularly assess vulnerabilities to these risks at the board level.

A further 27% of respondents say they do not have this on their risk matrix, and 1% remain unsure.

The growing complexity of global challenges has led New Zealand companies to adopt a more rigorous approach to risk assessment.

2degrees Auckland Business Awards finalist announcement

Infrastructure: Government eyes tolls and congestion charging to fund roadingICBC: Innovative funding for green infrastructure

Marking a significant shift in the country’s transport policy, the Government Policy Statement on Land Transport indicates that road pricing, such as tolling and time-of-use charging, will play a key role in delivering the Roads of National Significance programme as part of a broader package of transport revenue and investment tools.When asked if all the Roads of National Significance would be tolled, Transport Minister Simeon Brown said: “I imagine we’ll be tolling every single one of them, which is a recommendation.”Infrastructure New Zealand, the country’s peak infrastructure sector body, supports the Government’s proposed use of road tolling to fund the new Roads of National Significance.

“Safe and efficient four-lane and grade-separated highways are not cheap, yet they are a critical piece of the puzzle when it comes to improving New Zealand’s land transport network,” said Infrastructure New Zealand chief executive Nick Leggett.

“Tolling is the way to go to help deliver these new highway projects.

“The reality is if we want modern first-world infrastructure then that will need to come through greater use of user-charging mechanisms such as tolling.”

Time-of-use charging

While the Auckland regional fuel tax was scrapped by the National-led Government on June 30, legislation will be introduced this year to enable time-of-use schemes to be developed to reduce travel times on New Zealand’s busiest roads.

“Congestion is a tax on time and productivity,” said Brown.

“It means that we are away from home for longer, sitting in gridlock. It results in fewer jobs being done, fewer goods being moved, and delays to services across the city.

“Faster, more reliable travel times will increase productivity, and lower costs for businesses and their customers. That is why we are enabling time-of-use schemes to be put in place.

“Enabling time-of-use schemes is a priority for our Government and a commitment under the National-Act Coalition Agreement.”

Brown stressed that time-of-use schemes will improve network efficiency to increase productivity and enable people and freight to get where they need to go quickly and safely – and that they are not about raising revenue.

“Any money collected through time-of-use charging will also be required to be invested back into transport infrastructure that benefits Kiwis and businesses living and working in the region where the money was raised. Councils will not be able to spend this money on other priorities or pet projects,” he said.

Auckland is set to be a focal point, with the Government prioritising working with Auckland Council. The city already faces severe traffic issues, with private vehicle travel accounting for nearly 75% of commuting across the Auckland region.

The Mayor of Auckland, Wayne Brown, has long been an advocate for time-of-use charging – a term he prefered over the broader “congestion charging”.

“What we’re talking about is time-of-use charging rather than congestion charging,” he explained. “Congestion charging is when you put a ring around the city, like London, and you have to pay to go into it.”

His preference is for dynamic charging, which encourages motorists to adjust their travel time, route, or mode of transportation to keep choke points flowing during peak times.

A 2020 Ministry of Transport report found that time-of-use charging could reduce congestion in Auckland by around 8-12% when fully implemented, similar to the traffic levels seen during the school holidays.

A 2017 report from the New Zealand Institute of Economic Research calculated the economic and social benefits to Auckland if the road transport network was operating at capacity Monday to Friday to be between $0.9 billion and $1.3b. If the average speed across the network was close or equal to the speed limit (free-flow), this benefit would be even greater – between $1.4b and $1.9b.

In June, Auckland Council’s transport and infrastructure committee approved a time-of-use charging scheme to be designed for the Auckland region on the city’s motorways and arterial routes.

“It’s about making the most of what we have and bringing Auckland in line with similar cities,” the mayor said. “It’s a tried and tested solution, and one that’s relatively low-cost.”

Auckland Council has suggested that the initiative would need to be supported by “reliable” public transport, and if the scheme designed is successful, it would likely launch alongside the City Rail Link in 2026.

Timeline for implementation

The Government is drafting a bill to amend the Land Transport Management Act 2003. This will establish the legal framework necessary to introduce time-of-use charging schemes aimed at managing road network demand. This is expected to be introduced to Parliament before the end of this year and will be reviewed by the Transport and Infrastructure Select Committee in 2025.

Once enacted, local authorities will be able to propose and develop time-of-use schemes in partnership with the New Zealand Transport Agency (NZTA), who will act as the majority partner. The Government, through the NZTA, will also have the authority to propose a scheme.

After a scheme is designed, it will be submitted to the Minister of Transport for approval, then implemented through an Order in Council with clear rules governing the scheme, providing road users with certainty about where, when and how much they will be required to pay.

To maintain the effectiveness of these schemes, they will be granted some operational flexibility.

For example, they will be able to adjust charges without the need for public consultation, but only at pre-determined intervals and provided the charge remains below the maximum. They will require regular monitoring and reporting, particularly on changes in travel times and traffic volumes.

Reporting on the amount of revenue generated and its subsequent use will also be required.

The Secretary of Transport will oversee the schemes, ensuring they meet their objectives, and the Government will have mechanisms to intervene if an approved scheme fails to deliver its anticipated objectives.

New York demonstrates the challenges

Congestion and time-of-use charging has been successfully implemented in many major cities around the world.

Singapore first introduced a congestion charge in 1975, requiring drivers to pay a flat fee to enter a restricted zone during peak hours, reducing congestion by 20%.

By 1998, it evolved into a fully automated electronic road pricing system, significantly reducing traffic, boosting public transportation usage and lowering emissions.

Stockholm introduced a seven-month trial in 2006, which saw traffic volume drop 22% per day on average and emissions fall by 30%.

This led to a referendum in 2007, which saw the scheme become permanent. Stockholm’s implementation demonstrated that once congestion charging is introduced, explained, and successfully tested, it was supported by a majority of the population.

Research by the Seattle Department of Transportation, which has explored its own congestion charging scheme, found that once a detailed proposal for congestion charging is established, but before its full implementation, public support is usually low. This can be attributed to the disadvantages of pricing becoming more evident than potential advantages or fears that the technical system might be overly expensive or fail to work.

Once a system is in place, public support generally increases, usually driven by the system working and people happy with the benefits, or their initial fears not being realised.

Nevertheless, overcoming initial fears will need to be carefully managed in any rollout in New Zealand, especially in times of economic pressure.

The recent experience of New York City’s implementation highlights this challenge. Despite years of preparation and the installation of necessary equipment, New York City’s congestion pricing plan – due to be rolled out on June 30 this year – was “indefinitely paused” by Governor Kathy Hochul on June 5.

The first-in-the-nation congestion pricing scheme, approved in 2019, would have seen cars charged $15 to enter a large swath of Manhattan.

Hochul slammed on the brakes at the last minute before its introduction due to concerns about the timing and state of the city’s post-pandemic recovery.

She said she feared New Yorkers could face “unintended consequences” if the plan was introduced.

The pause leaves the city’s public transport system without an additional $1b per year in funding, with delays expected for improvements in traffic congestion, air quality, and its dilapidated subway system.

It may also discourage other US cities from pursuing similar pricing initiatives that were looking to New York City’s implementation as a case study for their own rollout.

Government priorities

The Government is prioritising 17 Roads of National Significance, recently highlighted in the Government Policy Statement on Land Transport (GPS). The New Zealand Transport Agency is expected to begin procurement, enabling works, and construction of the first seven within the next three years.

  • Takitimu North Link Stage 1, connecting Tauranga and Te Puna, is already under way, with construction on Ōtaki to North of Levin set to begin next year.
  • The next phase of projects includes Belfast to Pegasus (Canterbury, including a bypass through Woodend), the Hawke’s Bay Expressway, SH1 between Cambridge and Piarere (Waikato), SH29 Tauriko (near Tauranga), Takitimu North Link Stage 2 (Te Puna to Ōmokoroa), Mill Road (South Auckland), and Ara Tūhono Warkworth to Wellsford (northern Auckland).

Research shows appetite for congestion charge

Aucklanders are up for a conversation on congestion pricing, or time-of-use charging.

Commissioned by policy and advocacy organisation the Northern Infrastructure Forum and delivered by Koi Tū: The Centre for Informed Futures, a think tank and research centre at the University of Auckland, research has explored the views of the community on congestion charging.

It found Aucklanders understand that what is happening now isn’t working, and new approaches need to be considered. While panel members surveyed supported congestion pricing in principle, they had some concerns. The research concluded:

  • The primary objective of congestion charging must be to reduce congestion.
  • There should be the strategic use of discounts and exemptions to mitigate social impacts.
  • Revenue collected must be used exclusively to provide transport options for Aucklanders (particularly public transport options).
  • Congestion charging should be kept simple and transparent.

That means: people need to know what they’re paying and when, with timing and pricing reviewed regularly; initial geographical boundary for the charging zone must not be too complex; it must be user friendly with reliable payment systems; there should be clear communication of benefits, particularly decongestion benefits.