Category: Aviation

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Fog cancels and delays flights at Christchurch airport

Source: Radio New Zealand

The fog was believed to have cleared by 8am on Tuesday but returned shortly after 9.15 am. 123rf.com

Intermittent fog at Christchurch airport is leading to flight delays and cancellations on Tuesday morning.

Eight domestic flights were cancelled when fog descended on the airport at about 7.25 am but by 8 am the initial pall had cleared.

Airport spokesperson Sean Tully said the fog had returned shortly after 9.15 am and more disruptions were likely.

“Visibility at the airport is about 400 metres so we’re in low visibility operations which slows traffic between arrivals and departures,” Tully said.

Tully said the fluctuating conditions could continue to disrupt flights and advised passengers to check with their airline for any delays or cancellations.

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– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/24/fog-cancels-and-delays-flights-at-christchurch-airport/

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Fuel ‘demand restraint’ being considered by government, Shane Jones says

Source: Radio New Zealand

Shane Jones. RNZ / Mark Papalii

The government will be hearing from officials later this week on possible steps towards “demand restraint”, Associate Energy Minister Shane Jones says.

Petrol prices have increased by almost $1 per litre on average in the past month, according to price tracker Gaspy, and diesel even more, as global energy markets react to Iran’s military grip on the Strait of Hormuz following the war launched by the US and Israel.

Around 20 percent of the world’s supply usually transits through the strait.

The government is expected to unveil a support package later on Tuesday which it says will be highly targeted and temporary. Finance Minister Nicola Willis has regularly stated there have been no plans to restrict usage, with stockpiles remaining healthy and supplies still arriving as scheduled.

The latest data from the Ministry of Business, Innovation and Employment showed stocks for about 47 days of fuel, including about 50 days worth of petrol, 46 days of diesel, and 45 of jet fuel.

Jones, speaking to Morning Report on Tuesday morning, said New Zealand consumed 24 million litres a day – nearly half of which was diesel, a third petrol and the rest aviation fuel.

Towards the end of the week… we’re going to be briefed at a granular level by the officials who are in contact with different industry groups as to the steps we would take if we move towards demand restraint.

“I am focused more on enhancing advancing, broadening and simplifying access to greater levels of supply.”

Reports from importers such as Z Energy were coming in daily, he said.

“We have never once been told that they are unable to deliver, or contracts are being terminated. Naturally, we’re watching that with a pair of hawk eyes. The challenge remains… the access of the refineries owned by Exxon and other such global giants to enough feedstock so they can produce the fuel in suitable quantities.”

Channel Infrastructure chief executive Rob Buchanan and Regional Development Minister Shane Jones atop a 30-million-litre jet fuel tank. RNZ / Peter de Graaf

New Zealand no longer refines crude oil, with the Marsden Point facility shutting down a few years ago.

“The fuel import companies are operating exactly within their statutory envelopes. They are observing what they promised to bring to New Zealand.

“If we are to increase and store more diesel fuel in New Zealand, we need to increase the storage. And I keep saying, the reason we can’t do that at scale is because they closed down the refinery, and I don’t care if you get annoyed with me saying that. I want New Zealanders to bear that in mind. This is the consequence of closing down the refinery.”

Jones has falsely claimed the Labour government closed the refinery down, repeating that claim again on Morning Report. Refining NZ (now Channel Infrastructure), a private company, made the call to end refining at the Marsden Point site and transition to being an import-only hub. The government considered stepping in, but decided against it, with advice to ministers being that risks to fuel security were “very low”, because any event that cut off the supply of refined oil would likely cut off crude as well.

Jones said the government was working with Channel to “enhance” how much product could be stored at Marsden.

“That will give us additional diesel storage. However, I don’t want any Kiwi this morning to doubt whether there’s diesel in the country on its way. There certainly is.”

Speaking to Morning Report after Jones, Labour leader Chris Hipkins said it was a “private decision made by the fuel industry” that would not have hindered New Zealand’s fuel security.

“Marsden Point was refining crude oil that was imported from overseas, so the same supply constraints would be hitting us now whether MarsdenPoint was operating or not.”

He suggested it was ironic that coalition MPs were criticising Labour for having spent “too much money” during the Covid response, yet were now saying “we should have kept a refinery that was going out of business because it was obsolete technology and because it wasn’t economic”.

Asked whether the crisis had shifted his thinking on electrification and moving away from fossil fuels, Jones said it was a “fair point” to stay open-minded.

“There is a source of hydrogen energy in New Zealand. It’s called white hydrogen. It’s called natural occurring hydrogen. I met last week with the Auckland University who are doing extraordinary work in Wairarapa, and they believe they’ve tapped into a vein of infinite power of a hydrogen character, of all places in the hills and the valleys of the Wairarapa coast.

“So I think it’s a fair point that you’re making that we need to be open-minded. And then I say to Kiwis, OK, how do you imagine we’re going to pay for it? To do that, certain things, if we are to underwrite this electrification journey, will have to go by the way.

“And that’s why we have an election. No doubt people will be contesting all of those ideas.”

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LiveNews: https://livenews.co.nz/2026/03/24/fuel-demand-restraint-being-considered-by-government-shane-jones-says/

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How rising costs are reshaping New Zealand’s regional air links

Source: Radio New Zealand

The Regional Connectivity Fund provided $30 million in concessionary loans to allow some regional airlines to consolidate debt, refinance loans and invest in aircraft maintenance or upgrades. RNZ / Quin Tauetau

Explainer – Regional airlines across New Zealand are warning key air links are under growing pressure, as rising fuel and operating costs force tough decisions.

Westport is the latest town at risk of losing its only air connection and industry leaders warn it might not be the last.

Here’s what’s happening.

What changes have regional airlines made?

Originair is poised to scrap its Westport to Wellington route, unless it gets more government support, leaving the town without flights.

Air Chathams has introduced a $20 fuel surcharge per ticket citing “recent events in the Middle East impacting global fuel markets”.

Golden Bay Air chief executive Richard Molloy said his airline had reduced the number of flights between Tākaka and Wellington in May.

The airline was also the first recipient of a loan from the government’s $30 million package supporting struggling regional routes.

Sounds Air cut two routes and sold six aircraft last year with managing director Andrew Crawford warning that might not be the end of cuts.

Since the Covid-19 pandemic he said small airlines had been grappling with “spiralling, absolutely out of control costs”.

“Airways, airports, fuel, parts, finance, everything. Since Covid it’s just been an absolute nightmare trying to keep the costs under control in regional aviation,” Crawford said.

“The pressure on these airlines is extreme. Regional aviation in this country has been decimated and there’s more to come, I would say, if things keeps going like this.”

How much extra pressure is coming from fuel price rises?

Barrier Air chief executive Grant Bacon said the conflict in the Middle East had prompted sharp price shocks for regional airlines – sometimes with very little notice.

Barrier Air chief executive Grant Bacon says the conflict in the Middle East has prompted sharp price shocks for regional airlines. RNZ / Kate Newton

“After receiving a 95 cents per litre increase [last week] we have now also received a 12 cent increase… so it just goes on and on. Funny enough, I’ve just received another notification email from BP stating potentially more price rises. I’m too scared to open it,” he said.

“The issue is we sell tickets months in advance and we price in fuel and we consider perhaps that the fuel may increase, it may decrease and it’s a game of averages. But when you’re talking a 60 percent move in one bound it is certainly difficult to cope with.”

Molloy said fuel price rises so far equated to about $15 extra per passenger on an average Wellington to Tākaka Golden Bay Air flight.

Airlines simply could not rely on customers to pay that, he said.

“There’s a subtle equation there with fares and demand. Obviously if you increase your fares then eventually you will start to lose potential bookings,” he said.

Sounds Air managing director Andrew Crawford. Sounds Air

Sounds Air managing director Andrew Crawford said he expected fuel prices would eventually double.

“This is a big problem what’s going on here – big problem. And I don’t think we’ve quite got the brunt of it yet,” he said.

Why do regional links matter?

Bacon said regional airlines, like Barrier Air, not only carried passengers and leisure tours, they also carried “freight, medical supplies, doctors, passengers that are visiting Auckland in order to receive treatment such as ongoing chemotherapy”.

“These links are just vital to communities,” he said.

Ruatoki resident Lisa Rua said she had been flying from Whakatane to Auckland for treatment of a pelvic mesh injury.

She had taken the trip about six times in the past year and could not imagine what she would do without flights.

“Driving is definitely not an option and I haven’t got a family member who is able to do that for me either… It would definitely be very difficult for my recovery if I can’t catch a plane,” she said.

“It is our only in and out of the area unless we catch a bus, which if you’re not well is not really a good option.”

New Zealand Airports Association chief executive Billie Moore said there had been a trend towards larger aircraft in New Zealand, making it harder for regional routes to be commercially viable.

“That’s why you saw some time ago, for instance, Air New Zealand withdrawing their Beechcraft fleet. Some of those routes were then picked up by smaller regional airlines.

“That overall trend – most major airlines moving to larger aircraft – means that the role of these smaller operators around New Zealand becomes more and more critical. They’re the only ones flying the types of planes that are going to work for these kinds of routes,” she said.

“What you need is a system that allows those larger airlines to grow, to support whatever regional networks they can, but also allows smaller operators to continue operating efficient fleets that serve regional New Zealand.

“At the moment that is getting harder and harder.”

What government support is available for regional airlines?

The Regional Connectivity Fund provided $30 million in concessionary loans to allow some regional airlines to consolidate debt, refinance loans and invest in aircraft maintenance or upgrades.

Associate Minister of Transport James Meager said the fund, announced last August, was designed to “stabilise the regional sector” and give airlines more headroom.

Moore said it took a lot of work and commitment from senior ministers to get off the ground but it was not a perfect fix for the current pressures.

“While the loan funding will be extremely useful and valued by these airlines, as they look to try and restructure some of their operations, it’s not going to deal with the ongoing operational cost and making some of these routes more commercial,” she said.

“There may well be points where the economics of it all make it too hard for some of these routes to operate.”

Golden Bay Air said it was yet to receive lending it had secured.

“We’re still going through the quite considerable due diligence attached to that being approved. But look, it will be good timing for sure,” Molloy said.

Bacon said the Regional Connectivity Fund appeared to be “incredibly slow moving”.

“I wouldn’t want to rely on continuity of services based on that package at this time… And I wouldn’t want to get into debt to fund loss-making routes,” he said.

What more support do airlines want?

Bacon said the most effective support would be relief from government-imposed costs.

“Probably the most valuable thing that the government could do… is that we need to see some relief on levies such as airways charges and also CAA levies,” he said.

It might also be time for the government to consider ongoing subsidies to keep regional routes operating, Bacon said.

“Overseas that’s a very regular occurrence especially in North America, Canada, a lot of routes in Europe. We bought an airplane from France a couple of years ago from an operator and that airplane was 100 percent subsidised – and they were servicing an island probably not too dissimilar to one of our main routes, which is Great Barrier Island,” he said.

Moore said that also made sense to the New Zealand Airports Association.

“Intervention now shouldn’t be seen as a point of failure but we should recognise that we’ve had a lot of decades of success where we haven’t had to intervene with government funding.

“We’re at the point now where we should think carefully about how to make sure the system is resilient for the future,” she said.

“Most countries provide some kind of foundation of support for regional routes. And there’s a reason for that.”

However, Molloy said longer-term support should focus on reducing compliance and airport costs rather than directly subsidising routes.

“For us what the government has done is quite fitting over the longer term. From our perspective the route should be inherently viable and the government – by reducing sort of compliance costs, limiting landing fees – these kind of things are more appropriate measures rather than underwriting certain routes.”

What is the government planning?

Meager said the government was doing a lot of work to try to reduce cost pressures across the board.

Criticism the Regional Connectivity Fund was slow was probably fair, he said.

Associate Minister of Transport James Meager. RNZ / Nathan McKinnon

“With increasing pressure on prices with the conflict in Iran it’s timely that we’ve got that fund but it’s also timely that we look at what other things we can do to support regional connectivity,” he said.

While that was unlikely to include cuts to Civil Aviation Authority levies or airways charges, Meager said he had tasked the authority with a wider rules reform programme “to make sure that we aren’t putting any unnecessary regulation and costs on the aviation sector”.

“We’re looking at what the range of options are depending on how long this conflict goes.

“So in a similar way that ministers are looking at what are the triggers and scenarios for interventions on the fuel price, similarly for me in the aviation sector what are the triggers for intervention when routes are at risk particularly routes to vulnerable areas?

“We’ll be considering those options in the coming few days or weeks and making some decisions as things change.”

As the part-owner of some airports, the government was continuing to invest in capital upgrades and maintenance “to make sure that they are viable and continue to operate”, Meager said.

“I understand the arguments for more intervention. At the moment, where we are placed is that we prefer to make investments around infrastructure.”

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– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/24/how-rising-costs-are-reshaping-new-zealands-regional-air-links/

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Fuel cost crisis: Govt to unveil ‘targeted and temporary’ support tomorrow

Source: Radio New Zealand

The finance minister will reveal “targeted and temporary” support for hard-hit families on Tuesday, as fuel costs continue to rise.

Nicola Willis gave notice of the announcement at Monday’s post-Cabinet media briefing, alongside Prime Minister Christopher Luxon and Associate Energy Minister Shane Jones.

Jones also announced plans to align New Zealand’s fuel standards with that of Australia, allowing the import of fuel destined for Australia to New Zealand instead.

Willis said the decisions on support had been taken at Cabinet, and while some of the details were still being worked out, that would not affect how quickly families could get it.

“This conflict is impacting just about every New Zealander, it has pushed up the price of petrol, diesel and jet fuel and those increases are already hurting our people and our businesses. Unfortunately the government is not in a position to mitigate that impact on everyone,” she said.

“The approach we are taking is consistent with the findings of the Royal Commission of Inquiry into the response to the Covid pandemic, which highlighted the damage that can be done by untimely, untemporary and untargeted spending.”

It was unclear when the support would be rolled out, with Willis saying that would be made clear when it was announced.

Motorists should fuel up as and when they needed to, she said, with the government’s solution set to target income rather than fuel prices.

‘No concerns’ about fuel supply

For now, there were no concerns about fuel supplies in New Zealand, she said.

“To date, all shipments have arrived as scheduled and fuel importers have not raised any concerns about shipments that are due here in future.

“It remains the case that we have to be prepared for the possibility of disruptions in the medium to longer term, particularly because the refineries in Southeast Asia from which we import more than 90 percent of our fuel may have challenges getting the feedstock crude oil that they need.”

Luxon said the country had at least enough fuel for the next seven weeks, although the government was preparing in case of long-term further disruption.

“If you are someone who has just faced a 30 percent increase in your fuel bill or a 60 percent increase in your diesel bill since the actual crisis, since this conflict has commenced, it’s real.

“We cannot do the Covid learnings and mistakes, which was just spray a heap of money around that has short term gain but long term pain – massive long-term pain – and equally we’ve got to find a way to get people support in a temporary, targeted kind of way.

“The reality is that we are not going to be able to alleviate the pressure of rising prices for everyone, but what we’ve been clear about are the parameters for any support that we provide, which is that it must be targeted, it must be timely, and it must be temporary and not drive inflation or debt higher.”

The latest data from Ministry of Business, Innovation and Employment showed stocks for about 47 days of fuel, including about 50 days worth of petrol, 46 days of diesel, and 45 of jet fuel.

The data, accurate to last Wednesday, marks about two days fewer than was reported last week.

One new fuel shipment arrived on Sunday, and two more – carrying between them another 20 days of each kind of fuel – are expected to arrive in the next fortnight.

The next update is due on Wednesday, but the ministry says New Zealand is not yet experiencing the kind of sustained disruption that would justify emergency measures under the national fuel plan.

Luxon said nothing had changed about New Zealand’s position on the Iran conflict, but that Iranians “holding hostage a whole bunch of ships to bring fuel and critical supplies … that’s not acceptable”.

“What we want to see is a quick resolution to this conflict and that means that actually respecting civilians and civilian infrastructure is really important … we think the best thing is de-escalation.”

Willis confirmed some consideration had been given to which industries could be prioritised if fuel rationing was needed, but this would not be revealed until a later date.

“We will not be having to hit the button tomorrow, but we will outline what our proposed phasing of response is … we recognise that it’s useful for people to understand what could be coming under a range of scenarios,” she said.

She noted the high prices would also naturally limit fuel use.

“It is pinching people’s pockets already and that is changing people’s choices. So Auckland transport have reported they had their biggest day of public transport use in seven years, I think that’s people deciding to use their cars a little bit less because it’s pretty expensive right now.”

‘Anzac pact’ in fuel and other standards

Jones outlined the government’s plan to temporarily allow fuel that meets Australian specifications to be supplied to the New Zealand market for up to a year.

Fuel companies had said this could allow them to secure shipments more quickly, and from a wider pool of suppliers.

Jones said long-range vessels typically carried about 120 million litres, and New Zealand consumed about 24 million litres of fuel a day – with about 47 percent of that being diesel, about 35 percent being petrol, and the remainder being aviation fuel.

“Should such a vessel be on its way to Australia then we would have the ability to also benefit from such a vessel.”

He said fuel refined to Australian standards was compatible with New Zealand vehicles, and met safety and quality expectations, pushing back on the suggestion it would allow dirtier fuels than under current standards.

“It’s unkind of us to refer to our Aussie compatriots as dirty,” he said. “There’s two things – whether or not fuel used in a high-temperature northern Australian environment, we are advised that a lot of that fuel is suitable for the North Island … with the South Island the fuel importers assure us that they will have the optionality to service both of those markets.”

He said officials had spoken to Australian counterparts.

“We pushed the idea that at some point in time we should explore and ANZAC pact and I would say to you this is the first step that we’re taking to join forces.

“It’d be fair to say that I’ve got a fair degree of support in our Cabinet to actually move towards permanent harmonisation of not only these standards but a variety of other standards in the economy.”

Willis and the associate ministers of finance would make further improvements, he said.

The government would not follow Australia’s lead in relaxing standards to allow higher-sulphur fuel, he said, at least not yet.

“At this stage it’s not our intention to do so, however, we will take advice should the situation change – and that could be an option that expands our supply.

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– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/23/fuel-cost-crisis-govt-to-unveil-targeted-and-temporary-support-tomorrow/

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First Impressions of Maukahuka Auckland Island

Source: NZ Department of Conservation

12 March 2026 – Blake Hornblow

During my first night on Auckland Island, I wake to the sound of my tent fly trying to take flight, 50 knot winds battering it in relentless gusts. As the flapping subsides, I hear a loud cry somewhere in the dark outside the tent—a female sea lion calling for her pup. Still half-asleep, I reach for my headtorch—only for my hand to plunge straight into a pool of water surrounding my sleeping mat.

Naturally. It appears that some of the 40 mm of rain overnight has decided to drain directly into my tent.

In that moment I realise one thing: Auckland Island doesn’t do gentle introductions.

As I emerge from the tent and stand amongst the wind beaten rātā trees I think to our mission here for the next six weeks. I have been dreaming of working on this island for years, driven by the chance to contribute to the Maukahuka Auckland Island Restoration programme — an ambitious effort to remove feral pigs, feral cats, and mice from this wild subantarctic island, so that the multitude of endemic flora and fauna can once again thrive. Now I’m finally here.

While here, our team of four will be living some 500 km south of New Zealand’s mainland at a remote field base called Camp Cove, tucked into the bottom of Auckland Island. Camp Cove has hosted people before: first, on 7 February 1905, it was here that the castaways of the Anjou found shelter after their ship struck rocks on the western cliffs two days before.

The dramatic western cliffs of Auckland Island with nesting White-capped mollymawks on the cliffs below. Video: DOC Blake Hornblow

When we first arrived on the SV Evohe we worked not far from where the Anjou wrecked at Bristow Point on the western cliffs. The scale of these cliffs is immense. While looking at them I found it hard to imagine, not only surviving a shipwreck here but also the challenge that lies ahead to remove feral pigs, feral cats and mice that hunt for seabirds and megaherbs there. These cliffs hold some spectacular seabird species and some of the only albatross that still manage to breed on the main Auckland Island. Predation from feral pigs is a major problem so most of the remaining nests are now on steep, inaccessible ledges. White-capped mollymawk / Toroa and Light-mantled sooty albatross / Toroa pango still breed in a colony at South-west Cape.

I had the privilege of mapping the extent of the colony using a drone. Flying from nearby cliffs it was breathtaking to see the island alive with such impressive birds. Once the island is pest-free we hope to see a return of these birds to other parts of the island.

Team members descend the cliffs from SW Cape, Auckland Island. Looking down into Carnley Harbour which separates the main Auckland Island (left) from Pest-Free Adams Island (right). Photo: DOC Blake Hornblow

The team saw a few lone Gibson’s Albatross sitting on failed nests, tucked among the tall, wind-swept tussocks. Nearby, the ground was torn up by feral pig rooting. Here on Auckland Island, feral pigs and feral cats make it almost impossible for these birds to successfully breed. These albatrosses are made for the open ocean — they spend most of the year gliding over the Southern Ocean, sometimes circling the globe — but they still need a safe refuge to return to when it’s time to nest. This subantarctic island, just a speck in the South Pacific, could once again become that haven for them and so many other species.

A White-capped mollymawk chick perched on the edge the 200m cliff, safe from pigs at Southwest Cape. Photo: DOC Millie Mannering

For those of us without a three-metre wingspan, getting to the Auckland Islands isn’t quite so simple. With no airport within hundreds of kilometres, our only option was the sea — a 48-hour voyage from Bluff aboard the 25-metre sailing yacht Evohe. She and her crew know these waters better than most, having ferried conservationists south for nearly three decades. Rolling over five-metre waves for two days gives you plenty of time to appreciate just how remote this place is, and just how determined you must be to reach it.

The Evohe at anchor with Camp Cove, Auckland Island behind. Photo: DOC Blake Hornblow.

Now the boat has left us, and my flooded tent is a stark reminder of how far I am from home. I start to ferry my damp sleeping bag into the shelter of our base tent and reflect how Maukahuka is more than just a project — it’s a world-first effort by DOC and Ngāi Tahu to remove feral pigs, feral cats, and mice from Auckland Island and restore the mana of this subantarctic World Heritage site. By returning 46,000 ha of wilderness to its natural state, we’re safeguarding habitat for more than 500 native species. One of Earth’s last truly wild places. Maybe that’s worth a flooded tent or two.

What species would you love to see return to Auckland Island once it’s pest-free? To hear more from the field follow DOC’s Conservation Blog over the next six weeks. To learn more about the programme or to be part of this incredible endeavour follow the link below to donate.

Auckland Island/ Maukahuka | NZ Nature Fund

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LiveNews: https://livenews.co.nz/2026/03/23/first-impressions-of-maukahuka-auckland-island/

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Understanding Auckland’s regional flood maps

Source: Auckland Council

In Auckland, we’ve seen how natural hazards like flooding, coastal erosion and landslides can impact people, homes and businesses.

We’re also seeing more Aucklanders interested in knowing about their flood risk including when they’re looking to purchase property or move into a new rental property. This includes checking the flood hazard maps on Auckland Council’s Flood Viewer or Geomaps beforehand, or by purchasing a Land Information Memorandum (LIM) report.

Here is some useful information on how and why we publish these maps, and what they mean.

Why does Auckland Council publish flood maps?

Auckland Council is required to maintain hazard information that is publicly available – including flooding. This publicly available flood information, including flood plains, flood prone areas, and overland flow paths are free to view and published online on Flood Viewer and Geomaps websites.

The maps are produced for a whole catchment, group of catchments or at a regional level to show how water moves across the landscape. They’re not site specific (based on individual property data) and don’t include flood mitigations to a building.

What else are these maps used for?

In addition to informing the public, these flood maps are underpinned by detailed hydrological and hydraulic modelling that Auckland Council uses to analyse catchments and understand how flooding occurs.

This modelling helps the council design, upgrade, and prioritise stormwater infrastructure across the region. It is also used by the transport sector when designing roads, culverts, and associated assets, ensuring they are resilient to flooding.

Property developers rely on the same information to understand stormwater requirements for new developments and to ensure their proposals appropriately manage flood risk.

Why is this information on LIM reports?

A LIM report provides a high-level summary of information we hold about a property. It’s a ‘snapshot in time’ and identifies hazard information the council holds about a property at the specified date and time – new information and reports are not created when a LIM is purchased, we compile the most recent information we hold at that time. 

For flood maps, information is taken from regional and/or catchment maps and an overlay is applied showing the boundaries of the requested property. It is not based on individual property data and does not include any mitigations that may have occurred at the property for a building or home.

Auckland Council has a legal obligation under the law (the Local Government Official Information and Meetings Act 1987 section 44B) to identify natural hazards relating to a property, which are known to us, on LIM reports – this includes flooding.

How can I find out more information about the natural hazard information (like the flood maps) on a LIM?

The LIM report does not provide or replace site-specific information or property-level reports. It’s a starting point and a summary of the information we hold.

Those receiving LIMs are encouraged to use the report to further their due diligence, like ordering a copy of the council’s property file, reaching out to our technical specialists or seeking opinions and/or advice from independent third-party specialists.

What flood maps are included in LIMs?

LIMs include a map entitled ‘Natural Hazards – Flooding’, which displays information about the following potential flood hazards in relation to the site:

  • Flood plains
  • Flood prone areas
  • Flood sensitive areas
  • Overland flow paths

The absence of flooding information on the maps does not exclude the possibility of site flooding, including from local depressions or overland flow paths on nearby properties.

Also important to know is that Auckland Council does not have information on flood sensitive areas for all of Auckland. This potential hazard will only be depicted if the information exists.

What’s the difference between flood plains, flood prone areas and overland flow paths?

Flood plains:

Flood plains appear in low-lying areas and next to streams and rivers. As many historical streams have been piped, flood plains may appear in areas where you haven’t seen water before.

Flood plains are mapped from hydraulic modelling results and show the predicted flood extents during a 1 per cent annual exceedance probability (AEP) storm, assuming the stormwater system is functioning as intended and not blocked.

Flood prone areas:

Flood prone areas are topographical depressions/low lying areas where water can become trapped and pool.

In flood prone areas, water pools and gets trapped when the stormwater outlet pipe is blocked, or when the rainfall intensity exceeds the capacity of the stormwater network. Flood Prone Areas are identified by GIS techniques and not hydraulic modelling.

Overland flow paths:

Overland flow paths show the route water will take as it flows downhill through the landscape when there is no piped network or the capacity of the piped stormwater system is exceeded.

Water can move very quickly over land during heavy rain, forming temporary fast‑flowing streams. On Flood Viewer, these are shown as lines, but in reality, the water will spread more broadly across the surrounding area.

Overland Flow Paths are identified using GIS‑based terrain analysis, which connects the lowest points in the landscape (known as the thalweg) to map the route that water will take downhill. These paths are derived from topography and are not based on hydraulic modelling.

Major earthworks can alter the topography, and in some instances, developers may provide surveyed data to the council following a development which may result in changes to the flood mapping.

You can learn more about the different types of flood hazards on Auckland Council’s Flood Viewer.

What data are the flood plain maps based on?

The flood plains on LIM reports, and published on Flood Viewer, are based on an extreme weather event with a one per cent chance of occurring or being exceeded in any given year – this is also called a 1-in-a-hundred-year event.

To produce these maps, we consider things like:

  • the hydraulics of water flowing through pipes, channels, and overland
  • the hydrology of different rainfall events
  • land‑use types and soil characteristics
  • and climate change.

The data is then updated across the region at catchment scale, to reflect the best and most current information available at the time.

It uses surface topography captured through LiDAR – laser imaging, detection and ranging via aircraft like drones. The LiDAR data used for 95 per cent of our maps was flown in 2016, which means the flood‑plain map on the LIM reflects the landscape as it existed at that time.

The topography (land features like elevation, water bodies) data the models are based on is from 2016. How does the council account for this?

As the topography data used to inform the flood hazard maps is from 2016, when requested, we have provided a written acknowledgement of this to property owners. In the letter, we acknowledge that this means that the maps may not reflect changes made on the property including flood mitigation measures that may have been introduced by development.

Alongside this, we are in the process of providing a clarifying statement on all LIM reports to indicate when the data used to model the flood risk was gathered.

New models are expected soon. A new Auckland wide LiDAR survey was flown in 2024, and we are currently rebuilding all flood models using this updated data. This is detailed, technical work that must be done catchment by catchment – but it could be done more frequently in the future.

How often are the flood plains updated?

Councils are not required to update natural hazard information immediately whenever development occurs. Given the scale of construction across Auckland, it would be impracticable to continuously remodel every catchment for every change in topography as soon as earthworks are completed.

Auckland Council has followed a regular, cyclic update process since regional flood‑plain mapping began in 2012. Historically, this schedule has been appropriate, and only since the severe weather in early 2023 has public awareness of flood risk increased to the point where this timing has become more visible in the property market.

With more interest from Aucklanders, we’re looking at increasing how frequently we run this exercise including increasing the cadence.

Why can’t the information on my resource consent be used to show a property’s flood exposure – can the maps be adjusted?

We do not base flood‑plain maps on individual resource consent information. Earthworks plans provided for resource consents only analyse the immediate development site, not the full catchment.

Developments often occur in stages over several years, consents may be varied, and construction frequently changes from the original design. For these reasons, resource consent data cannot be used as a basis for catchment wide flood plain modelling.

However, in some cases, this data can be used to update flood prone areas. This is as it is a different type of hazard to flood plains and does not require modelling – so the topographical data can be more easily updated.

My property is showing as in a flood risk area – who can I talk to for more information?

In the first instance – reach out to Auckland Council. By talking to us, we can see if we can provide you with the information you’re looking for and explain what it means and why a property is impacted. 

We often find that the concerns people have with flood information are based on a misunderstanding of the data rather than the information itself. A conversation may be a simple way to avoid the expense of engaging an expert to dispute information which is unlikely to change.

For more information on addressing or updating information that appears on a Land Information Memorandum (LIM) from Auckland Council, visit our website. 

MIL OSI

LiveNews: https://livenews.co.nz/2026/03/20/understanding-aucklands-regional-flood-maps/

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Allocation process for flight landings in Westland Tai Poutini National Park opens

Source: NZ Department of Conservation

Date:  20 March 2026

The allocations process is the way DOC manages aircraft landings in and around the popular South Westland glaciers. Currently, four businesses are directly involved in landings in the Park, which are a significant drawcard to visitors wanting to experience the glacier landscape.

This allocation follows a consultation period where DOC heard from operators and interested parties on how they thought aircraft landings allocations should be managed, given changes to the landscape of Westland Tai Poutini National Park.

Climate change is causing reduced snow cover and glacier retreat, which impacts on the safety and usability of some of the 18 approved landing sites, particularly during peak periods.

South Westland Operations Manager Wayne Costello says interest in aircraft landings has been high.

“There’s strong demand for the landings available. We received expressions of interest from 11 operators, which is not surprising and obviously more than the current four operators with concessions to land in the Park.

“We want to make it easier for businesses and people using these landings to interact with us to get the permissions they need and offer visitors flying in the Park the best experience possible.

“We have designed the allocation process to be consistent, clear and easy to use for operators interested in the opportunity. It will also enable landing sites to be better utilised within the Westland Tai Poutini National Park.

“The allocation process is aligned with the outcomes of the management plan and we are not increasing overall limits.

“We’ve designed the allocation process to support exceptional experiences for visitors, including time on the ground, storytelling, and deeper understanding of Te Wāhipounamu World Heritage Area.

“We also considered the experiences other users when developing this framework, for example, people walking in the Franz Josef Glacier valley to ensure impacts on their experience is minimised.”

An Assessment Panel will review allocation applications from 27 April 2026, and Operators will be notified of outcomes in July 2026. Operators who are granted an allocation will also need to apply for a concession in order to undertake flight landings.

Background information

Westland Tai Poutini National Park is a nationally and internationally significant landscape in Te Wāhipounamu World Heritage Area.

Aircraft access has long enabled visitors to experience high alpine areas, but this must be balanced with preserving natural quiet, protecting Park values and managing increasing visitor expectations.

The regulatory framework is set by the Westland Tai Poutini National Park Management Plan, which limits aircraft landings to 18 approved sites and caps total aircraft numbers.

Contact

For media enquiries contact:

Email: media@doc.govt.nz

MIL OSI

LiveNews: https://livenews.co.nz/2026/03/20/allocation-process-for-flight-landings-in-westland-tai-poutini-national-park-opens/

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Can Gio: The Emerging Catalyst in Southern Vietnam’s Tourism Transformation

Source: Media Outreach

HCMC, VIETNAM – Media OutReach Newswire – 19 March 2026 – Southern Vietnam consistently stands out as one of the country’s most dynamic gateways for international travelers. Anchored by Ho Chi Minh City, Vietnam’s economic and financial nucleus, this region benefits from year-round tropical weather and a richly diverse marine ecosystem, positioning it as a natural tourism hub.

In 2025, Ho Chi Minh City recorded the highest visitor volume nationwide, welcoming over 53.5 million arrivals, including approximately 8.5 million international tourists. Yet, a persistent paradox remains. Despite its status as the country’s primary entry point, the city largely functions as a transit node rather than a destination where visitors choose to linger. Many travelers stay only briefly before continuing to established coastal destinations such as Vung Tau, Phu Quoc, or Phan Thiet.

Ho Chi Minh City has yet to fully evolve into a tourism ecosystem capable of sustaining extended stays. The limitation is not solely due to the absence of large-scale, destination-defining developments, but also stems from a more fundamental constraint, connectivity infrastructure. For years, the southern region’s interprovincial transport network has developed unevenly, resulting in prolonged travel times and overreliance on a limited number of arterial routes.

That landscape, however, is entering a period of inflection.

A new wave of infrastructure investment – arguably the most extensive in the region’s history – is being deployed, with Can Gio at its epicenter. The convergence of strategic transport corridors is not only reducing travel friction between economic and tourism centers, but also unlocking the long-overlooked potential of Can Gio, gradually reshaping the broader economic and tourism geography of southern Vietnam.

The city’s long-term vision positions Can Gio as a new growth pole, with projected capacity to attract approximately 40 million visitors annually. This ambition contributes to Vietnam’s national target of welcoming 30-35 million international tourists and 160-180 million domestic travelers by 2030.

A 40-Million-Visitor Hub and the Transformation of Southern Tourism

Historically, Can Gio has been recognized as the “green lung” of Ho Chi Minh City, home to a vast mangrove ecosystem and a UNESCO-recognized biosphere reserve spanning approximately 75,000 hectares. Under a new development vision, the district is gradually repositioning itself as “Saigon’s seaside”, a large-scale coastal tourism center located just beyond a metropolitan population of over 10 million.

A series of major infrastructure projects is now converging to redefine Can Gio’s accessibility. For the first time, the area will benefit from a multi-layered transport network, effectively dismantling the geographic isolation that has persisted for decades.

On the aviation axis, Can Gio will connect directly to Long Thanh International Airport, designed to handle up to 100 million passengers annually, via Rung Sac Road and the Ben Luc – Long Thanh Expressway.

On the urban rail axis, the Ben Thanh – Can Gio metro line, expected to commence operations in Q3 2028, will reduce travel time from the city center to the coast to just 13 minutes, shorter than a typical coffee break, effectively integrating Can Gio into the daily living, working, and leisure radius of both residents and visitors.

On the road network, the Can Gio Bridge, scheduled for completion in 2029, will replace the existing Binh Khanh ferry and establish seamless connectivity with regional expressways, embedding Can Gio into both domestic and international logistics networks.

Meanwhile, the Can Gio – Vung Tau sea-crossing route, targeted for completion in early 2029, will open a new coastal tourism corridor, enabling Can Gio to capture a share of the more than 18 million annual visitors currently traveling to Vung Tau.

Complementing this infrastructure backbone, the emergence of Vinhomes Green Paradise is widely viewed as a catalytic force, one capable of activating a new “southern economic and tourism super-map.”

Conceived as an ESG mega-urban development, the project is designed not only to deliver integrated hospitality, entertainment, and lifestyle offerings, but also to function as a central gateway and distribution hub for regional tourist flows.

A True ‘Must-play’ Destination

Commenting on the Vinhomes Green Paradise project in Can Gio, Mike Gorman, Senior Project Architect at RTJ II Golf Course Architects, remarked: “This is going to be completely unique to Vietnam. It will become something people from around the world travel to experience, a true ‘must-play’ destination.”

Its large-scale, experience-driven ecosystem includes: VinWonders Can Gio, envisioned as one of the region’s leading entertainment complexes; two international-standard 18-hole golf courses; a network of 5–6 star hotels and boutique properties totaling nearly 7,000 rooms; the 7-hectare Song Xanh Theater; a five-star Vinmec hospital in collaboration with Cleveland Clinic (USA); and Vin New Horizon, a senior living urban model. This diversified offering enables year-round operations, catering to a wide spectrum of visitor demographics and preferences.

Vinhomes Green Paradise has been conceptualized to align with evolving tourism trends, urban utility integration, and experiential demand, while leveraging Can Gio’s ecological assets to create distinctive, place-based experiences for both visitors and residents. Among hundreds of global participant, Vinhomes Green Paradise has been selected as the first official participant in the “7 Wonders of Future Cities” campaign organized by New7Wonders. Jean-Paul de la Fuente, Director of New7Wonders and President of the campaign, described the project as a compelling model for the concept of a future city, where progress is measured by quality of living across generations.

From an investment perspective, the formation of this “southern economic and tourism super-map” signals not only expanded headroom for the tourism sector, but also the influx of capital and the prospect of sustained real estate value appreciation.

For context, Singapore welcomed approximately 16.5 million international visitors in 2025, generating around SGD 29 billion (equivalent to USD 22.6 billion) in tourism revenue. Against this benchmark, Can Gio’s target of 40 million annual visitors serves as a foundation for long-term asset value growth, as the area evolves into a leading coastal economic and tourism urban center in Vietnam and the wider region.

Hashtag: #Vinhomes

The issuer is solely responsible for the content of this announcement.

– Published and distributed with permission of Media-Outreach.com.

LiveNews: https://livenews.co.nz/2026/03/19/can-gio-the-emerging-catalyst-in-southern-vietnams-tourism-transformation/

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Masterton aerodrome reaches new heights

Source: New Zealand Government

Upgraded airfield infrastructure of Masterton’s Hood Aerodrome improves safety and supports the strengthening of the region’s economy, thanks to a $10 million government grant, says Associate Regional Development Minister Mark Patterson.

Mr Mark Patterson is in Masterton today joining locals to celebrate the completion of this significant milestone for Wairarapa’s aviation capability and regional development.

“The Hood Aerodrome upgrade is a major step forward for the Wairarapa. The aerodrome is now safer and better positioned to support the region’s aviation sector, economic development, and community needs for years to come,” Mr Patterson says.

“A series of essential improvements were completed at the aerodrome, including resurfacing and widening the runway, improving lighting, upgrading water and electrical networks for 27 new hangar sites, and building new access roads. 

“This work secures the aerodrome’s long-term operational capability and has enabled it to meet Civil Aviation Authority certification requirements, which allows for larger aircraft to operate from the airfield, and positions the airfield for future tourism and economic growth.

“The region can now count on continued support for medical life-flight services, search and rescue operations, agricultural topdressing, aviation events, recreational flying, and pilot training,” Mr Patterson says.

In 2020, Masterton District Council received a $10 million grant to upgrade safety and services infrastructure at Hood Aerodrome. The total value of the project was $17.07 million, which includes co-funding of $7.07 million from the Council.

In addition to the airfield upgrade, further work – supported by $954,000 from the government’s Regional Infrastructure Fund (RIF) – has recently been completed to protect the aerodrome boundary from erosion and enhance flood protection. This project is one of 16 flood resilience initiatives in the Wairarapa co-funded by the government.

MIL OSI

LiveNews: https://livenews.co.nz/2026/03/19/masterton-aerodrome-reaches-new-heights/

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Buller mayor devastated at potential loss of air connection

Source: Radio New Zealand

Originair has serviced Westport with an 18-seater Jetstream aircraft. Supplied

Buller’s mayor says it’s “devastating” Westport could lose its only air direct service.

Originair said the Wellington to Westport route is not commercially viable, asking central government to step in.

Buller District Council Mayor Chris Russell told Morning Report the service was a “lifeline connection” for isolated communities.

“The reality is that the route is just not economical which is quite devastating for us here in the Buller District.”

He said air travel could be the only way to evacuate if roads were cut off after a major earthquake or flooding.

“Losing the link, puts Buller and Northern Buller at risk of losing that connection in the event that something goes wrong, and we’ve got a business opportunities here too, particularly in Reefton, also mining in the Buller area too.”

Russell said it was a critical route, and in a major event coastal shipping is too slow, and an airport is vital.

“We’ll have to talk to government about that too, because keeping an airport open is not cheap either, and we are a small ratepayer base – so if we are not getting revenue to come in to help cover that, we have to ask the question of whether we go with it.”

Russell said the former mayor and staff had worked hard to bring Originair in after Sounds Air pulled out in 2024. He said he would be meeting with ministers late next week to discuss whether government support was possible.

Westport Airport. Nomad Audio and Video

Associate Transport Minister James Meager said in a statement that concessionary loans for regional airlines were available, but Originair had withdrawn its expression of interest for those loans.

He said the airline had expressed an interest in an alternate form of operational funding, which would require Cabinet to reconsider funding decisions.

Originair managing director Robert Inglis told Morning Report the route wasn’t economically viable, and concessionary loans for managing debt would not help in this case.

“They’re certainly not designed to support loss-making routes, and we’ve made that very clear to associate transport minister Meager, that we see absolutely no point in borrowing money to run a loss-making route.”

Inglis said it had been challenging operating the route with Buller district’s small population, and the company has had to reduce flights and increase fares.

He said the company had tried to operate a safe and reliable route for the past 15 months.

Recent fuel price shocks had not helped the airline’s challenges.

Meager said the government was keeping a watchful eye on the conflict through the newly established Ministerial Economic Security and Supply Chains Group.

“This provides strategic oversight and co-ordinated leadership to agencies to ensure a quick and effective response to any potential disruptions to petrol, diesel, and jet fuel supplies, as well as other key supply chains.”

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– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/19/buller-mayor-devastated-at-potential-loss-of-air-connection/

Posted on

Jetstar plane swerved off Christchurch runway after pilot accidentally hit ‘full power’

Source: Radio New Zealand

A plane slid off the runway in Christchurch. Supplied / JJ Green

A Jetstar plane swerved off the runway after landing at Christchurch because the pilot accidentally put the thrust lever on to full power causing the plane to accelerate, investigators say.

Passengers aboard the Airbus A320 plane travelling from Auckland reported a bumpy and “frightening” landing on 31 May 2024, although no one was injured.

The Transport Accident Investigation Commission (TAIC)’s report out on Thursday put it down to an accident but also noted a lack of proper training from Jetstar.

Chief investigator of accidents Louise Cook said during the flight one of the plane’s three hydraulic systems failed and the plane lost the ability to use its nosewheel to steer.

The crew followed standard operating procedures and continued with the flight to land at Christchurch where they planned to use differential braking to steer off the runway onto the rapid exit taxiway.

The landing went well until the crew lost directional control and the plane veered off the taxiway, hit an aerodrome signboard and continued across the grass until stopping back on the main runway, Cook said.

“The crew did a great job of landing the plane, had they stopped and then been towed off there would’ve been no issues,” she said.

“But they were trying to do the right thing and clear the runway so that other planes could use it, and so used the rapid exit way, and as they went to do that that’s when the pilot thought they were putting it into idle but in fact put the thrust lever forward into climb and full power.”

A Jetstar aircraft slid off the runway at Christchurch Airport on arrival. Supplied / JJ Green

Cook said the pilots were likely so focused on making that exit they missed important cues that the position of the thrust levers was not as intended.

“On the face of it, this option appeared safe and achievable to the pilots because Airbus documentation, repeated in Jetstar’s Flight Crew Techniques Manual, provided no guidance on use of differential braking specifically for steering off the runway via a rapid exit,” she said.

A Jetstar spokesperson said the airline had since changed its guidance to flight crews.

“We’ve worked closely with the regulator and Airbus to fully understand what occurred and have strengthened our procedures to help prevent a recurrence and ensure the ongoing safety and resilience of our operations,” Jetstar said.

TAIC said Airbus had accepted the commission’s recommendation to revise aircraft manuals and instructor guidance to mitigate the risk that other pilots might move the thrust levers while on the ground to an unintended position.

Airbus planed to do this in April and May 2026, it said.

“This accident also highlights the importance of maintenance engineers conducting a detailed inspection of new parts for potential damage before installation. In this case, a titanium hydraulic pipe was just 1mm out of shape – slightly oval, not round. It is very likely the deformity occurred when the pipe’s packaging was damaged in transit between Airbus warehouses in 2015,” the commission said.

“The damage was not detected before or after installation and failed after 18 months of service.”

Sign up for Ngā Pitopito Kōrero, a daily newsletter curated by our editors and delivered straight to your inbox every weekday.

– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/19/jetstar-plane-swerved-off-christchurch-runway-after-pilot-accidentally-hit-full-power/

Posted on

Jetstar plane swerved off Christchurch runway because of pilot error, poor training – TAIC report

Source: Radio New Zealand

A plane slid off the runway in Christchurch. Supplied / JJ Green

A Jetstar plane swerved off the runway after landing at Christchurch because the pilot accidentally put the thrust lever on to full power causing the plane to accelerate, investigators say.

Passengers aboard the Airbus A320 plane travelling from Auckland reported a bumpy and “frightening” landing on 31 May 2024, although no one was injured.

The Transport Accident Investigation Commission (TAIC)’s report out on Thursday put the accident down to pilot error but also a lack of proper training from Jetstar.

Chief investigator of accidents Louise Cook said during the flight one of the plane’s three hydraulic systems failed and the plane lost the ability to use its nosewheel to steer.

The crew followed standard operating procedures and continued with the flight to land at Christchurch where they planned to use differential braking to steer off the runway onto the rapid exit taxiway.

The landing went well until the crew lost directional control and the plane veered off the taxiway, hit an aerodrome signboard and continued across the grass until stopping back on the main runway, Cook said.

“The crew did a great job of landing the plane, had they stopped and then been towed off there would’ve been no issues,” she said.

“But they were trying to do the right thing and clear the runway so that other planes could use it, and so used the rapid exit way, and as they went to do that that’s when the pilot thought they were putting it into idle but in fact put the thrust lever forward into climb and full power.”

A Jetstar aircraft slid off the runway at Christchurch Airport on arrival. Supplied / JJ Green

Cook said the pilots were likely so focused on making that exit they missed important cues that the position of the thrust levers was not as intended.

“On the face of it, this option appeared safe and achievable to the pilots because Airbus documentation, repeated in Jetstar’s Flight Crew Techniques Manual, provided no guidance on use of differential braking specifically for steering off the runway via a rapid exit,” she said.

A Jetstar spokesperson said the airline had since changed its guidance to flight crews.

“We’ve worked closely with the regulator and Airbus to fully understand what occurred and have strengthened our procedures to help prevent a recurrence and ensure the ongoing safety and resilience of our operations,” Jetstar said.

TAIC said Airbus had accepted the commission’s recommendation to revise aircraft manuals and instructor guidance to mitigate the risk that other pilots might move the thrust levers while on the ground to an unintended position.

Airbus planed to do this in April and May 2026, it said.

“This accident also highlights the importance of maintenance engineers conducting a detailed inspection of new parts for potential damage before installation. In this case, a titanium hydraulic pipe was just 1mm out of shape – slightly oval, not round. It is very likely the deformity occurred when the pipe’s packaging was damaged in transit between Airbus warehouses in 2015,” the commission said.

“The damage was not detected before or after installation and failed after 18 months of service.”

Sign up for Ngā Pitopito Kōrero, a daily newsletter curated by our editors and delivered straight to your inbox every weekday.

– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/19/jetstar-plane-swerved-off-christchurch-runway-because-of-pilot-error-poor-training-taic-report/

Posted on

Nightshift cleaner welcomes Finance Minister’s mooted support against surging petrol prices

Source: Radio New Zealand

Finance Minister Nicola Willis explains government’s plan as petrol prices increase. RNZ / Samuel Rillstone

A woman who works overnight shifts as a cleaner at Auckland Airport says she is feeling the effects of surging petrol prices.

The Finance Minister said she was looking at targeted, temporary support for some households if the Middle East conflict worsened.

Nicola Willis said the help could be available, for example, to a cleaner needing to drive to work early in the morning when there was no public transport.

E tū union member Ayesha Paki had a roughly 30-minute drive, six days a week, to her job at Auckland Airport.

“Everything is expensive and now the petrol has affected all of us cleaners and low pay workers. We are so worried,” she said.

Paki, who worked 10pm to 6am shifts, said it was a very tough time.

“Petrol is going up everytime I go in my car,” she said.

“We are renting and we have to pay the bills, electricity, put the food on the table, it’s hard for us.”

Paki said any government support would be appreciated.

“If our wages go up it will be easier for us. That’s why we fight for our Fair Pay agreement but then they scrapped it, and we cleaners are suffering and struggling.”

On Monday, Willis said the government was “anticipating, and to the extent possible mitigating the impact on the New Zealand economy, including what could potentially be acute cost of living pressures for some households”.

“From the government’s point of view, we need to ensure that any support we provide to households is temporary, is targeted and is timely,” she said.

Willis said official advice was that reducing fuel excise would “send the wrong signal” and not be sufficiently targeted.

Willis said her household would not need as much help financially as others, using the example of a South Auckland airport cleaner who could not take the bus to work.

“We need to make sure that we have in mind those New Zealanders who face the most acute cost of living pressures rather than having blanket responses which tie up a lot of others.”

She would not give a price petrol would have to reach at the pump before the government would take action, saying prices had been higher in the past.

“I am working with the Treasury and we will have a range of options,” she said, which would be discussed with Cabinet. She said whatever the government did would have to be prudent and not contribute to inflation.

Sign up for Ngā Pitopito Kōrero, a daily newsletter curated by our editors and delivered straight to your inbox every weekday.

– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/19/nightshift-cleaner-welcomes-finance-ministers-mooted-support-against-surging-petrol-prices/

Posted on

Ara hub celebrates 10 years of airport jobs

Source: New Zealand Government

Minister of Social Development and Employment Louise Upston is marking 10 years of the Ara Jobs and Skills Hub, which trains and connects people to jobs across the Auckland Airport precinct.

In the past decade:

  • Over 1,440 people have been supported into jobs
  • More than 1,700 young people supported through training pathways
  • 3,600 learners gained skills and training opportunities

The Ministry of Social Development has partnered with Ara Jobs Skills Hub for the whole 10 years, helping co-ordinate recruitment and training needs for the 800 businesses employing 25,000 people within the Auckland Airport precinct.
Louise Upston says it is a worthy milestone to celebrate. 

“The Ara Jobs and Skills Hub facilitates workforce planning, recruitment, and training for this nationally-significant group of businesses spanning aviation, construction, logistics and other service sectors like tourism, retail, accommodation and hospitality. 

“The scale of these workforce needs demand a unique platform for long-term planning and coordination.

“It makes sense that the Ministry of Social Development is a key partner given it has the biggest talent pool of people to draw from and MSD’s longstanding relationship with Ara has provided a seamless pathway for job seekers into airport-based jobs.”

Louise Upston says it’s great to see positive signals for renewed infrastructure developments at the Auckland Airport precinct and MSD will continue to support training and recruiting for workforce needs.

“Getting people into jobs is a key focus of our government’s plan to fix the basics and build the future. Work will always be the best way for New Zealanders to support their families and get ahead in life. That is why I am committed to reaching our target of 50,000 fewer people on Jobseeker Support by 2030.” 

MIL OSI

LiveNews: https://livenews.co.nz/2026/03/18/ara-hub-celebrates-10-years-of-airport-jobs/

Posted on

GlobalData reveals most-exposed countries and key damage channels as recession risk rises from Hormuz disruption

Source: GlobalData

The US–Israel–Iran war is severely disrupting global energy and logistics markets, heightening recession and inflation risks. With the Strait of Hormuz heavily constrained and commercial shipping facing elevated threats, markets are extremely sensitive to supply losses, delays, and shifting geopolitical risk premiums.

Oil and refined product prices remain volatile, while LNG, freight rates, and war-risk insurance are rising across major trade routes. These pressures increase the likelihood of renewed inflation and weaker growth in the Middle East and beyond, according to GlobalData, a leading intelligence and productivity platform.

The conflict’s operational scope is expanding beyond military targets, increasingly disrupting commercial infrastructure and trade. Ongoing threats to tankers and ports, plus periodic Gulf airspace restrictions, are altering shipping and aviation routes. These disruptions are constraining energy and container flows, lengthening delivery times, and increasing input costs across supply chains.

Ramnivas Mundada, Director of Economic Research and Companies at GlobalData, comments: “The first-order macro shock remains supply-led: energy availability, shipping capacity, and risk premia. Even if oil prices stabilize, the persistence of higher freight costs, longer shipping routes, and insurance costs can keep delivered prices elevated for fuel and intermediate goods. That combination increases the likelihood that inflation proves stickier than expected, complicating monetary policy while weakening real incomes and consumption.”

Conflict-driven cost shocks hit advanced and emerging economies

War-risk insurance premiums for vessels and cargo—as well as aviation insurance and reinsurance—remain elevated, raising the delivered cost of energy and container trade. Higher premiums can render some voyages uneconomic, reduce effective shipping capacity, and accelerate rerouting, further tightening logistics. GlobalData also highlights that financial-market volatility can tighten credit availability, particularly for emerging markets with large external financing needs and high fuel import dependence.

In advanced economies, the key risk is that an energy-and-shipping-driven inflation impulse delays disinflation and complicates the pace of monetary easing. In emerging markets, especially energy importers, the combination of higher import bills and weaker currencies can generate a second-round inflation shock through imported goods and food distribution, while increasing fiscal strain where subsidies absorb part of the shock.

Highly impacted countries: growth and inflation overlays (next 12 months)

Exposure differs sharply by energy balance, supply-chain integration, and sensitivity to shipping and tourism. Hydrocarbon exporters in the Gulf can see partial offsets through higher hydrocarbon receipts, but remain vulnerable to security costs, disruption to trade and aviation, and softer regional tourism. Energy importers in the Middle East and Asia face more direct deterioration in trade balances and higher pass-through inflation.

Where the risk is acute

Iran and Israel remain at the epicenter of downside growth risk. Iran faces the most severe contraction risk under sustained disruption and infrastructure stress, with heightened exposure across energy logistics, insurance and financing channels. Israel continues to face a confidence-led slowdown via weaker investment and tourism, alongside higher defense-related spending that can crowd out private activity.

Energy importers face the sharpest inflation pass-through. Egypt stands out for imported inflation and FX pressures, with fiscal strain likely to rise where subsidies buffer fuel and food costs. In Asia, India, Japan, and South Korea are exposed via higher energy bills and persistent pass-through into transport-heavy components of inflation, raising the risk that headline relief proves temporary.

The Gulf’s offsets are real, but non-oil fragilities are rising. Saudi Arabia, the UAE, Qatar, Kuwait, Oman and Bahrain can see partial macro offsets from hydrocarbon receipts. However, hub economies, especially the UAE, are more exposed to aviation restrictions, shipping/insurance costs and sentiment-driven effects on tourism, trade and services.

Europe’s risk is margin compression and delayed easing. Higher import costs and shipping-linked delivered inflation squeeze industrial profitability, particularly in energy-intensive sectors, increasing the probability that monetary easing is delayed if inflation re-accelerates.

Stagflation risk rises if disruption persists

GlobalData’s base case remains that the longer the disruption persists, the more likely the shock will propagate from headline inflation into broader pricing and activity. If elevated shipping and energy constraints continue beyond a few months, the probability of a global growth downshift increases—particularly for economies already operating with tight real incomes and fragile demand. Under that scenario, the balance of risks shifts toward stagflation-like outcomes: weaker growth alongside inflation that falls more slowly than expected.

Mundada concludes: “While energy and logistics constraints persist, the balance of risks remain titled to the downside. Under sustained disruption and infrastructure stress, Iran’s near-term output risk remains extreme. In Israel, the growth outlook continues to face downside pressure as investment and tourism absorb the confidence shock. For major energy importers, including India, Japan, and South Korea, the risk is a prolonged deterioration in trade balances alongside stickier inflation, especially beyond a few months.”

About GlobalData

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LiveNews: https://livenews.co.nz/2026/03/18/globaldata-reveals-most-exposed-countries-and-key-damage-channels-as-recession-risk-rises-from-hormuz-disruption/

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Mudfish pulls off last-minute upset to claim Fish of the Year 2026

Source: Radio New Zealand

A Northland mudfish with a ruler for scale. DOC

A deeply unglamorous and rarely seen creature that spends most of its life in mud has pulled off a last-minute upset by winning the title of Fish of the Year.

The Northland mudfish was not even in the top ten at the competition’s halfway point, but surged ahead in the final 24 hours – bumping the longfin eel, or tuna kūwharuwharu, out of the top spot.

Just under 6000 people around the country voted in the contest, which is organised annually by Mountains to Sea Conservation Trust.

Trust founder Samara Nicholas said the humble, secretive Northland mudfish – which was found only in a few wetlands around Kaikohe and Lake Ōmāpere – benefited from strong campaigns by the regional council and a local radio station.

“Even the Northland Rugby Union claimed they may actually change the Northland Taniwha name to the Northland Mudfish,” she said.

“I think people just got really fascinated by the fact that it’s so rare, it’s highly threatened. Not a lot is known about it. And it’s just was just so quirky that it seemed to capture the imagination of people.”

The secretive, wetland-dwelling Northland mudfish has been named Fish of the Year 2026. Supplied / Mountains to Sea Conservation Trust

Until the late surge by the mudfish, the longfin eel, the seahorse and the whale shark – the world’s biggest fish – appeared to be top contenders.

“It was just the buzz and the sheer amount of people getting behind the mudfish. And that’s what we want to do. We want this competition to create friendly competition between different organisations campaigning for their fish. The campaign went crazy in those last 24 hours, and the mudfish completely took it out.”

New Zealanders’ love of the underdog was also a likely factor.

Nicholas said the purpose of the competition was to shine a spotlight on creatures that were usually “out of sight, out of mind” – as was the case with many of New Zealand’s native fish.

With a maximum length of 15cm, the Northland mudfish was the smallest winner to date. It was also the first freshwater fish to take out the title, and so obscure it was only discovered in 1998.

Map showing the distribution of Northland mudfish. Supplied / Earth Sciences NZ

Its unique talents included the ability to survive droughts by burying itself in mud and breathing through its skin, Nicholas said.

That skill helped mudfish survive when a fire ripped through 15ha of conservation land next to Kerikeri airport in 2010.

However, the main threat to the survival of the Northland mudfish – and the four other species of mudfish around the motu – was the destruction of wetlands.

“We’ve drained around 90 percent of our wetlands in the last 150 years, and that has had a disastrous impact on our native galaxiids, including mudfish,” Nicholas said.

“We urgently need to protect and restore wetlands and riparian areas across the country to give freshwater fish, like the Northland mudfish, a fighting chance.”

It was the fifth time Mountains to Sea had run the Fish of the Year competition.

Last year’s winner was the bizarre, and aptly named, blobfish.

The Northland mudfish is sometimes also called the burgundy mudfish because of the colouring around its gills and belly.

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– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand

LiveNews: https://livenews.co.nz/2026/03/17/mudfish-pulls-off-last-minute-upset-to-claim-fish-of-the-year-2026/

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The CHANGAN DEEPAL S05 Arrives in the UK—Engineered Globally, Tuned Locally

Source: Media Outreach

  • Long range, premium comfort, and five-star safety—the CHANGAN DEEPAL S05 delivers a high-tech electric driving experience.
  • Cutting-edge EV technology that brings together global design, engineering, and manufacturing.

BIRMINGHAM, UK – Media OutReach Newswire – 14 March 2026 – Changan UK has launched the all-electric CHANGAN DEEPAL S05, a compact C-SUV blending premium design, intelligent technology, and everyday practicality.

“The CHANGAN DEEPAL S05 is designed for people who want an electric SUV that fits effortlessly into everyday life,” Nic Thomas, Managing Director of Changan UK, said, “It delivers reassuring performance, thoughtful comfort, and technology that simply works—all without the premium price tag. “

The CHANGAN DEEPAL S05: Range, Comfort, Safety

Powered by a 68.8kWh LFP battery, the CHANGAN DEEPAL S05 delivers WLTP ranges of up to 303 miles (RWD) and 278 miles (AWD). Inside, the aircraft-inspired cockpit features vegan leather heated and ventilated front seats, including a full-recline zero gravity passenger seat. A 15.4-inch rotating touchscreen, AR-HUD, 14-speaker audio system, and wireless smartphone connectivity complete the high-tech cabin.

Safety is central to the CHANGAN DEEPAL S05, earning it a five-star Euro NCAP rating. It comes standard with 17 intelligent driver assistance systems, enabling L2 autonomous driving through a network of cameras, radars, and ultrasonic sensors—including a 540-degree surround-view camera system.

More Than a Model: How the CHANGAN DEEPAL S05 Embodies a Global Vision

Changan is now present in 16 European markets, with launches in Italy, Spain, and Poland coming soon. The UK anchors this footprint as a strategic hub for local development. Leading this momentum is the CHANGAN DEEPAL S05, a model built on a truly global foundation. Designed at Changan Design Center Europe in Turin and calibrated at the Changan UK R&D Centre in Birmingham, it has been meticulously tuned for local roads.

For the UK market, the CHANGAN DEEPAL S05 is produced at Changan Rayong Factory in Thailand—established in 2023 as a dedicated hub for global right-hand drive markets. With approximately 60% local sourcing, the facility ensures consistent quality, testing, and supply, while its strategic location enables worldwide logistics. More than a new model, the S05 stands as a testament to Changan’s global ambitions—integrating design, engineering, and production across continents to deliver a truly international electric vehicle.

Hashtag: #Changan

The issuer is solely responsible for the content of this announcement.

– Published and distributed with permission of Media-Outreach.com.

LiveNews: https://livenews.co.nz/2026/03/15/the-changan-deepal-s05-arrives-in-the-uk-engineered-globally-tuned-locally/

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NZ-AU: The Middle East: Impact of the U.S.–Israel War on Iran and Challenges for U.S. Expats

Source: GlobeNewswire (MIL-NZ-AU)

Dubai, UAE, March 13, 2026 (GLOBE NEWSWIRE) — Expat US Tax has released an analysis examining how recent geopolitical developments in the Middle East are affecting Americans living and traveling across the region. The review focuses on practical issues that U.S. expats may encounter, including travel disruptions, embassy advisories, and day-to-day logistical challenges as governments monitor security developments.

Impact of the U.S.–Israel War on Iran and Challenges for U.S. Expats

Over the past several weeks, tensions involving the United States, Israel, and Iran have led to heightened security alerts and precautionary measures across parts of the Middle East. Governments in several countries have issued travel advisories, increased security measures around infrastructure and transportation networks, and temporarily adjusted airspace access in response to regional developments.

These changes have had a direct impact on international travel. Airlines operating across the Middle East have modified flight routes or temporarily suspended certain services when airspace restrictions were introduced. In some cases, travelers have experienced delays or cancellations as airlines adjusted operations to maintain safe flight paths.

For Americans living in the region, these developments can affect routine activities such as business travel, family visits, or relocation plans. Large American expatriate communities reside in countries including the United Arab Emirates, Saudi Arabia, Qatar, Israel, and Kuwait, where many work in sectors such as energy, aviation, finance, education, and international business.

Clark Stott, Director at Expat US Tax, said that events affecting regional transportation or embassy operations can have practical implications for Americans living abroad.

“Americans living overseas often manage international travel, cross-border employment, and family commitments in multiple countries,” Stott said. “When regional developments affect transportation or consular services, expatriates may need to adjust travel plans or monitor official government guidance more closely.”

Government agencies have encouraged citizens abroad to stay informed through official advisories and embassy updates. U.S. citizens living overseas may receive updates through embassy communications, travel advisories, and emergency notification systems designed to provide timely information during rapidly evolving situations.

Travel and Embassy Operations

One of the most immediate effects of regional instability is the adjustment of aviation routes and airport operations. Airlines may reroute flights to avoid restricted airspace, while airports can temporarily limit operations if security concerns arise. These changes may result in longer travel times or limited flight availability between international hubs.

Embassy services may also adjust operations during periods of heightened security awareness. While most diplomatic missions continue to provide routine consular services, embassies may issue additional guidance for citizens or temporarily modify staffing levels depending on local conditions.

For Americans abroad, embassy communication channels often serve as an important source of information. Citizens can receive updates regarding local developments, travel advisories, or recommended safety precautions.

Considerations for U.S. Expats

For expatriates living in the Middle East, the most common impacts tend to involve logistical and planning considerations rather than direct security concerns. Travel arrangements, visa timelines, and relocation plans can be affected when airlines modify schedules or when governments introduce temporary travel guidance.

Many expatriates also maintain connections across multiple countries, making regional mobility an important part of daily life. Business travelers, contractors, educators, and international employees may rely on regional flights between Gulf cities, Europe, and Asia. Changes in aviation routes or airport operations can therefore influence professional schedules and personal travel.

In these situations, experts generally recommend monitoring official government advisories and maintaining flexibility in travel planning. Staying informed through embassy updates and airline notifications can help expatriates respond to changing travel conditions.

U.S. Tax Considerations for Americans Abroad

In addition to travel logistics, Americans living overseas continue to manage ongoing financial and tax obligations in the United States. Unlike most countries, the United States taxes its citizens based on citizenship rather than residency. As a result, U.S. citizens living abroad generally remain required to file annual U.S. tax returns if their income exceeds certain thresholds.

For expatriates who move between countries or adjust employment arrangements due to regional developments, maintaining accurate financial records can be especially important. Changes in residency, employment contracts, or income sources may affect how certain tax provisions apply.

Clark Stott noted that geopolitical developments sometimes highlight the complexity of financial planning for Americans abroad.

“Even during periods of regional uncertainty, U.S. tax filing requirements continue to apply,” Stott said. “For expatriates who relocate, change employment, or move between countries, maintaining organized financial records and understanding filing obligations can help avoid compliance issues later.”

U.S. expats may also rely on provisions such as the Foreign Earned Income Exclusion and foreign tax credits, which are designed to help reduce double taxation for Americans working overseas.

Looking Ahead

While governments and international organizations continue to monitor developments across the Middle East, many analysts note that travel conditions and security advisories can evolve quickly during periods of geopolitical tension.

For Americans living abroad, access to accurate information and reliable guidance remains important. Monitoring embassy communications, staying informed about travel advisories, and maintaining awareness of administrative obligations can help expatriates navigate changing conditions while continuing their work and daily life overseas.

About Expat US Tax

Expat US Tax is an advisory firm that assists U.S. citizens living abroad with tax compliance, planning, and reporting obligations. The firm provides tax preparation and advisory services to Americans residing in more than 190 countries, helping expatriates navigate the complexities of U.S. citizenship-based taxation.

Press Inquiries

Clark Stott
info@expatustax.com
https://www.expatustax.com/

– Published by The MIL Network

LiveNews: https://livenews.co.nz/2026/03/14/nz-au-the-middle-east-impact-of-the-u-s-israel-war-on-iran-and-challenges-for-u-s-expats/

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Fly Direct from Korea to Hualien – Incentives of Up to KRW 180,000 Per Tourist for Travel Agencies

Source: Media Outreach

HUALIEN, TAIWAN – Media OutReach Newswire – 13 March 2026 – Travelers looking to reach Eastern Taiwan with ease and without transfers can soon enjoy the refreshing Pacific sea breeze and the breathtaking scenery of mountains and ocean up close. South Korea’s Aero K Airlines has launched a direct route between Incheon and Hualien, operating twice weekly on Thursdays and Sundays with round-trip flights departing from Incheon, Korea.

Hualien, Taiwan – Where mountains meet the sea. Fly direct from Incheon and see you in Hualien!

From now until November 30, 2026, the Hualien County Government has launched two incentive programs for travelers arriving via direct flights to Hualien: the “Flight + Hotel Package Incentive Program” and the “Inbound Group Tour Incentive Program.” The initiatives encourage travel agencies to design one-stop travel packages that combine airfare and accommodation, making it easier for visitors to start their journey in Hualien.

Korean travel agencies may participate by partnering with legally registered travel agencies in Taiwan, with the Taiwanese partner responsible for applying for the incentives. For group tours staying in Hualien, agencies will receive an incentive of NTD 2,000 per traveler (approximately KRW 90,000) for a two-night stay, and up to NTD 4,000 per traveler (approximately KRW 180,000) for a maximum stay of four nights.

Earlier this year, Korean influencer Virbro (비르보) traveled to Hualien on a direct flight to experience the destination firsthand. He recently visited many of Hualien’s highlights—from the stunning Qixingtan Beach, just 10 minutes from the airport, to the historic Jiang Jun Fu, the vibrant Dongdaemun Night Market, and the peaceful Liyu Lake—capturing it all along the way. Check out his social media to see how easy it is to enjoy a quick and beautiful getaway in Hualien!

Hualien offers a vibrant range of activities, from seasonal marathons and flower festivals to whale watching and water sports. While Taroko National Park is currently undergoing restoration, several areas have reopened in stages, allowing visitors to still witness its iconic gorge landscapes and natural majesty. With the convenience of new direct flights, you can skip the long transfers from Taipei and fly straight to the heart of Eastern Taiwan to experience Hualien’s breathtaking charm.

For more event information, please visit the official Explore Hualien Sustainably 2026 Travel Agency Incentive Program website.(https://hltrip.tw/agency/)or( https://hualien.travel/ai-service/ )

The issuer is solely responsible for the content of this announcement.

– Published and distributed with permission of Media-Outreach.com.

LiveNews: https://livenews.co.nz/2026/03/13/fly-direct-from-korea-to-hualien-incentives-of-up-to-krw-180000-per-tourist-for-travel-agencies/

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Vietnam Airlines Steps Up Market Promotion Efforts in Europe

Source: Media Outreach

AMSTERDAM, NETHERLANDS – Media OutReach Newswire – 12 March 2026 – Vietnam Airlines officially marked its entry into the Dutch market today with a high-profile promotion event at Amsterdam Schiphol Airport, announcing the much-anticipated launch of nonstop flights between Hanoi and Amsterdam.

Beginning June 16, 2026, Vietnam Airlines will operate three weekly round-trip flights using the state-of-the-art Airbus A350 wide-body aircraft.

The event, joined by the Ambassador of Vietnam to the Netherlands, Mr. Ngo Huong Nam, served as a strategic platform to introduce the new route to key European travel partners. The gathering highlighted Vietnam’s growing appeal as a top-tier destination and reinforced the airline’s mission to bridge Vietnam with Europe’s most vital economic hubs.

Beginning June 16, 2026, Vietnam Airlines will operate three weekly round-trip flights using the state-of-the-art Airbus A350 wide-body aircraft. As the first-ever direct link between the two nations, this service will drastically reduce travel time and position Amsterdam as a primary gateway for passengers traveling from Europe to Southeast Asia.

The flight schedule is optimized for maximum convenience, offering seamless onward connections from Hanoi to Vietnam’s most iconic destinations, including Ho Chi Minh City, Da Nang, Nha Trang, and Phu Quoc, as well as broader regional networks across Northeast Asia and Australia.

“Europe remains a cornerstone of our international growth strategy,” stated Nguyen Quang Trung, Executive Vice President of Vietnam Airlines. “The launch of the Hanoi–Amsterdam route is a testament to our dedication to the European market. By strengthening our ties with regional travel and tourism partners, we are creating a vital corridor for trade, cultural exchange, and tourism between Vietnam and the Netherlands.”

With the addition of Amsterdam, Vietnam Airlines now operates 12 nonstop services to eight major European cities, including Paris, Frankfurt, London, Munich, Milan, Copenhagen, and Moscow. This expansion solidifies the national flag carrier’s role in connecting Vietnam with global economic centers while showcasing the nation’s culture and hospitality to the world.

Hashtag: #VietnamAirlines

The issuer is solely responsible for the content of this announcement.

– Published and distributed with permission of Media-Outreach.com.

LiveNews: https://livenews.co.nz/2026/03/13/vietnam-airlines-steps-up-market-promotion-efforts-in-europe/