Auckland Airport | As part of its major upgrade of the international departure experience, Auckland Airport has opened a new $4 million, 185-seat lounge for international passengers, known as the “Strata Lounge”.

Richard Barker, Auckland Airport’s general manager retail and commercial, says, “the Strata Lounge is an exciting part of the upgrade of Auckland Airport’s international departure area – which creates a new and uniquely New Zealand departure experience.”

“We have already opened the first stages of our new and expanded security screening and processing area for all passengers, as well as part of the new stores for our two duty free operators. The rest of the international departure area upgrade – including a reconfigured landside farewell portal, a new retail hub and a new passenger lounge – will be unveiled over the coming 12 months.”

“Auckland Airport’s new Strata Lounge replaces our Emperor Lounge and provides a comfortable and relaxed space for travellers who do not belong to an airline lounge programme and 13 airlines that choose to use the lounge to accommodate their premium passengers prior to boarding.”

“Our new Strata Lounge means that no matter which international airline or class you are flying, before boarding your flight you can enjoy a modern lounge – with a fresh range of international food, beverages, work stations, shower facilities and a separate children’s space for families to use. In the future the lounge will also have sleeping pods and a beauty spa.”

International passengers can purchase entry into the Auckland Airport owned and operated Strata Lounge for $49 online or $55 on the door. The Strata Lounge also welcomes members of Diners Club International, DragonPass, Lounge Key and Priority Pass.

The Strata Lounge was designed by Ignite architects and constructed and fitted-out by Alaska.

|  An AucklandAirport release with MSCNewsWire  ||  September 6,  2017   |||

The Ara Timaru Campus is continuing to successfully reduce carbon emissions after converting the main heating system from coal to wood pellets. The campus is mitigating 248.04 tonnes of CO2 every year; that’s a possible 6,201 tonnes of CO2 emissions saved over the 25 year life of the boiler.

The move three years ago to a wood pellet boiler has several other benefits too, Facilities staff have reported.

Unlike coal, wood leaves no toxic ash behind. Formerly, two to three 40 litre drums a day of coal ash containing toxic heavy metals such as mercury and cadmium had to be sent to the landfill. Now, a smaller amount of ash that is produced by the wood pellets is so clean it can be used as garden fertilizer on the Timaru Campus gardens. It amounts to about 60 litres of ash a week.

Alongside the cleaner ash is cleaner air. The wood pellet fired boiler produces less smoke, which is not charged with toxic particles - and consequently the system no longer requires an air discharge consent. “It’s much cleaner for the guys, they are not breathing in sulphur gas, and now when you walk in there is lovely fragrance of pine,” Facilities Manager Timaru Roger Luscombe says.

All these benefits come with another bonus – the wood boiler requires less input from the Facilities team. The old coal boiler was high maintenance; it had to be tended three times a day and cleaned on the weekend. However the new wood boiler requires a clean of the tubes once a week and “a wee rake” first thing in the morning.

“The new wood boiler was an investment for the organisation and a very tangible commitment to more sustainable practice, but we are seeing the pay off. Yes we have the satisfaction of providing good leadership through our example, because reducing the country’s emissions is going to take effort from all of us, but we are also seeing all of these other benefits too,” Ara Sustainability Manager Shaun Bowler says.

The move to a wood pellet is in line with the Ara Sustainability Charter, which commits the institute to principles for action, such as sustainable operation and graduating students who are leaders in sustainability in their field.New initiatives such as the wood pellet boiler, which was introduced in 2013 by the former Aoraki Polytechnic, demonstrates the benefits of sustainable practice to students, staff and the local community.

Local industry is benefitting too. One more gain is that using wood pellets has supported local Timaru jobs. Supplier Starwood are now buying a second pellet mill to meet local demand.

Each year the Timaru wood pellet boiler is saving the Timaru Campus at Ara about 16% of total Scope 1 & 2 carbon emissions, which are the emissions from combustion of fossils fuels in operations owned by the organisation and emissions from purchased electricity or other energy sources.

Wood pellets are a win for both the institute and the community when all aspects are accounted for. Fuel for the wood pellet boiler costs $30,000 a year in pellets, as opposed to $18,000 spent on coal, however this is offset by savings related to the cleaner ash and air, reduced labour requirements and increased efficiency to heat 6,906sqm of campus buildings, as well as indirect but significant benefits, including community health improvements and other indirect gains as a result of a cleaner Timaru.

| An ARA release woith MSCNewsWire  ||  September 6,  2017   |||

The largest transition of combustion engines to pure electric shared vehicles in the Southern Hemisphere is set to get underway in Christchurch from November.

Canterbury organisations and residents will soon have access to a pool of 100 pure electric vehicles, only one of a few cities internationally to offer a 100 percent electric-powered car share service.

Kiwi fleet management company, Yoogo, known for its innovative approach to fleet management and leasing, was selected by the Christchurch City Council to implement the service.

Yoogo has been leading the way in its use of GPS data to monitor the efficiency of its fleet. This led the company to strategically develop a car-sharing model that also demonstrates its commitment to electric vehicles. As a result, the company is rebranding to reflect its two core business streams: Yoogo Fleet, which will maintain the business’ focus on fleet management and leasing; and, future focussed Yoogo, which is committed to growing the pure electric car-sharing market. The aim of both brands is to optimise New Zealand’s fleet.

Kirsten Corson, General Manager of Yoogo, says Yoogo’s pure electric car sharing model breaks down barriers around cost and charging infrastructure making pure electric vehicles accessible and affordable.

“The pure electric car-sharing platform is a smart and sustainable way to get around town for businesses and everyday Kiwis,” says Ms Corson. “Yoogo will deliver an experience that is easy, enjoyable and affordable. Cantabrians will pay for the time they use the car and Yoogo takes care of everything else. Users can simply book online and access vehicles via the Yoogo app or swipe card.”

In partnership with Council and its commitment to carbon emission reduction, this initiative is the result of both leading public and private sector organisations partnering over a shared vision for an efficient and sustainable transport solution.

The service will be available for Council, Ara Institute, Aurecon, Beca, Canterbury District Health Board, Chapman Tripp, Environment Canterbury, Meridian Energy, Tonkin and Taylor, Warren and Mahoney, and, Christchurch Airport, as well as for the general public.

Yoogo will initially launch 70 electric vehicles across three city hubs in late November with 30 additional vehicles to follow in February 2018 across ten locations in total.

Kevin Crutchley, Council’s Resource Efficiency Manager and project manager for this city-wide scheme, says “This new, innovative, 100 per cent battery electric transport service is an exciting development for Christchurch. New Zealand’s electricity is mostly generated from renewable energy so this electric vehicle offering will reduce our city’s carbon emissions. Also using a transport service with zero tail pipe emissions will improve air quality and have positive health benefits for the residents of Christchurch.”

Christchurch Airport Chief Executive Malcolm Johns says joining the Yoogo programme aligns with the airport’s active interest in energy management and migrating its vehicle fleet to fully electric.

Yoogo will open hubs at Christchurch Airport, West End and Art Gallery using an A to A model. All the other hubs will be open by the end of March and next year Yoogo will move to an A to B model which means a vehicle can be dropped off at a different Yoogo hub.

The initial hubs around the city will include the West End, Lichfield Street, The Crossing and Art Gallery car parks, Ara Institute, Canterbury University, Papanui and Fendalton Libraries, Lyttelton Community Centre and Christchurch Airport. Pure electric vehicles at these hubs will include Hyundai Ioniq and BMWi3 vehicles.

| An YooGo release For MSCNewsWire  ||  September 6,  2017   |||

Five questions on a Middle East perspective

From MSCNewsWire's European Correspondent |Wednesday 6 September 2017 | Beirut-based Meguerditch Bouldoukian is an emeritus figure in banking in the Middle East and the EU. Mr Bouldoukian (pictured with Paul Volcker) now answers our five questions on New Zealand’s Middle East positioning …..

There is evidence of a belief here in a short Middle East memory. We have the defaulting on the old Development Finance obligations. Then we have the U-turn on the undertaking on live sheep exports to Saudi Arabia. Followed by compensation in the form of a covert stock-handling depot there. Then the matter of the New Zealand delegation to the UN Security Council as a further entreaty backing the anti Israel censure?

There will always be mistakes and false starts. Especially with evolving markets. You can take comfort in your wider picture. According to recent OECD reports New Zealand’s one of the robust economies on the globe since 2012 due to tourism, inward migration, construction. It has a sound fiscal position and low public debt and balanced budget. GDP $185 billion, growth rate of 3.9 %, per capita income $39,400 and internet usage 86 %. I am though rather worried by the Development Finance Corporation experience which you cite and which once again demonstrates the danger of a longer term operational involvement by a government in commercial banking. If this intervention is a sustained one, and not just implemented to cope with an emergency then a Pandora’s Box is put in place and which is bound to be opened at some stage down the line.

There is a belief that only very large scale organisations, ideally with government involvement, are the only ones that can trade with the Middle East ---and then get paid...

My advice here is for commercial interests in your country to steer very clear of Middle East states ruled by sultans, emirs, kings, and other despots of that ilk. Elsewhere you will find strong legal statutes to ensure against the kind of default you seem to be describing

All the NZ trading banks are owned in Australia. Do you see this as an advantage/disadvantage?

The major banks must encourage the outside world in coordination with the government to pump in Foreign Direct Investments. Local banks ultimately can only finance SMEs or SMIs. I am pleased that you asked this question because it has given me an opportunity to clear up a misconception, rather touching in its way, to the effect that the Australian trading banks are owned in Australia. They are in fact and to a substantial extent owned by UK and US banks, notably HSBC, J.P Morgan, and Citigroup among others. Is this an advantage? Probably. The reason is that the smaller the bank, the greater will be its reluctance to take on risk.

It is said that the Australian banks along with the Canadian banks are the world's best regulated?

Industry figures tell us that world’s best regulated banks are domiciled in order in:

• Finland
• South Africa
• Canada
• NEW ZEALAND
• Australia
• Hong Kong
• Norway
• Singapore

The significance of this is that you do not have to worry about banks operating in New Zealand soundly regulated as they are by the Reserve Bank.

Do you see any benefit in New Zealand seeking to re-establish its own joint stock/ trading bank?

You have had the problem in your recent and longer term history of your own bank in this category getting into trouble and having to be rescued by the taxpayer, the government in other words. This in turn opens our Pandora’s Box which takes the form of the state, and for a number of reasons, being viewed as being responsible for the bank and even long after the emergency that caused it to be involved in the first place.

Engineering software firm Aveva has agreed a multibillion-pound tie-up with the software arm of France’s Schneider Electric.

The deal, which comes after two failed merger attempts in the past two years, will create an industrial software giant with combined revenues of around £658 million and earnings of some £146 million.

The merger will be structured as a so-called reverse takeover, with Schneider folding its software business into Aveva’s operations in return for a controlling 60% stake in the enlarged group. But Aveva will keep its headquarters in Cambridge and remain listed on the London Stock Exchange.

Philip Aiken, chairman of Aveva, said: “The transaction will be transformational to Aveva, creating a global leader in industrial software, which will be able to better compete on a global scale.” He added: “Aveva will significantly expand its scale and product portfolio, increase its capabilities in the owner operator market, diversify its end user markets and increase its geographic exposure to the North American market, in line with our strategic goals.”

It comes after the pair first began merger talks in July 2015, but those discussions broke down after Schneider was unable to separate its software assets, while a further attempt a year later also collapsed. Under the terms of the latest deal, Schneider will pay £550 million cash in almost identical terms to the previous talks.

Aveva was founded 50 years ago after being spun out of Cambridge University. It provides engineering software to owners, operators and engineering contractors across the power, oil and gas, marine and paper and pulp sectors. The group employs more than 1,700 people across 30 countries and has a customer base of more than 4,000.

Schneider’s software arm has a global footprint spanning North America, Europe, the Middle East, Asia Pacific and Latin America and has around 2,700 employees worldwide. The deal is expected to complete around the end of the year.

| A The YorkshirePost release  ||  September 5,  2017   |||

A New Zealand-made pilot vessel has arrived at CentrePort, bringing world-leading capabilities to help future shipping navigate Wellington’s harbour.

The vessel is named Te Haa, meaning ‘the breath’. The name is a reference to the breath exchanged between people when they touch noses in a hongi, which is analogous to the way the pilot vessel will meet visiting ships.

Yesterday Te Haa was welcomed into Wellington by Taranaki Whānui ki Te Upoko o Te Ika, who advised on the naming of the vessel.

Te Haa is a jet powered boat able to operate safely in adverse weather conditions far out in the Cook Strait. It has a maximum speed of 32 knots, and will provide significant time and fuel efficiencies as it delivers pilots to ships visiting Wellington.

CentrePort’s Chief Executive, Derek Nind, is pleased the Port decided to build the ship in New Zealand.

“It’s fantastic that Kiwi expertise came together to produce this vessel. The jets came from HamiltonJet in Christchurch, the Scania engines were supplied by South Pacific Diesel Systems in Porirua, the electronics were supplied and fitted by ENL in Nelson, and it was all put together at Q-West Boat Builders in Whanganui,” said Derek Nind.

“Te Haa will help us accommodate future growth and larger ships in Wellington Harbour.

“The vessel will provide significant health and safety benefits to our pilots and launch crews, since it has been designed to provide a safe platform in adverse weather.

“She will enable central New Zealand businesses to connect with international markets, and provide a new level of safety, speed and efficiency.”

Colin Mitchell, General Manager at Q-West was pleased to win the project through a competitive international tender process.

“We were extremely proud to be selected, and of the men and women that have produced this quality craft.

“CentrePort now have one of the most high-tech pilot vessels in New Zealand, and we look forward to continuing our long-standing relationship with them in the future,” said Colin Mitchell.

CentrePort is a returning customer for Q-West, which built its current vessel, the quarter-century old Tarakena. Tarakena is still in service, and will return to Q-West for a refurbishment before becoming CentrePort’s backup pilot vessel.

| A Centreport release  ||  September 2017   |||

Investment in a new learning tool for Automotive Trades students at Ara shows the Institute is anticipating and adapting to new and emerging technology in the field. Students training as Electrical and Mechanical Automotive Engineers in Canterbury now have access to a hybrid car, exposing them to the swift technological developments in the industry.

Partly powered by an internal combustion engine, partly by electric motors, hybrid cars require less petrol than traditional motor vehicles. As such, these environmentally, and economically, friendly cars are becoming an increasingly common sustainable transport alternative.

While the current Automotive courses on offer at Ara focus predominantly on traditional motor vehicles, tutor David McBlain supports the Institute’s move to put students in the drivers’ seat of new, green technology. “As a college we’ve obviously got to adapt and keep up with the latest technology so that the students can actually see what is available and how the technology is actually developing for the future.”

McBlain as the proud owner of a full electric vehicle, has experienced the benefits first hand. His Toyata Prius runs entirely on electric charge so rising petrol prices don’t present a problem. Rather than pay for fuel, he plugs his car into charge each night. “My car is a short range vehicle and will do 120-130km on a single charge. I commute 100kms a day, so it’s enough for me to get in and out to work.”

Many may think that the high tech systems inside hybrid and electric vehicles would result in more complications than traditional petrol powered cars, however he disputes this. “When you look at the technology involved in an electric vehicle and under the bonnet, there is actually far less componentry to go wrong. There’s no gear box, it’s just a final drive. Engine losses are minimal. Acceleration is much superior. For me it’s a win-win. You’re losing less money, you’ve got less things to go wrong with it, and the performance is superseding standard cars already.”

McBlain, stresses the importance of equipping students for the rapidly developing market which they will enter into as graduates. “The technology is here now and it’s only a matter of time over the next couple of years, for the electric vehicles to become more prevalent in New Zealand and Australia. They’re coming now so the future mechanics need to be trained and ready.”

Ara is committed to leading in sustainability across the institute. Guided by the Sustainability Charter, Ara is embedding more sustainable practice and reviewing curriculum to reflect the latest sustainable best practice across all industries.

| An ARA release  ||  September 4,  2017   |||

“Globalization has changed, but in its earlier form, it was principally about opening up the possibilities of economic specialization, economies of scale, and economies of scope.”By Anand Swaminathan for The Politic

Dr. Alan Bollard serves as the Executive Director of Asia-Pacific Economic Cooperation (APEC), which promotes regional trade, economic growth, and sustainability. As Executive Director, Dr. Bollard presides over economic programs that are mandated by APEC’s leaders and ministers. Before his work with APEC, Dr. Bollard served as Secretary to the New Zealand Treasury from 1998 to 2002 and then Governor of the Reserve Bank of New Zealand from 2002 to 2012. He holds a Ph.D. in Economics from the University of Auckland.

The Politic: Can you describe the function of APEC and how it has developed over the years?

Alan Bollard: APEC is an organization that is promoting regional economic integration around the Asia Pacific region. It has 21 member economies, over almost the entire Pacific coastline. This includes big economies like the U.S., Japan, Russia, China, and a lot of smaller ones. Altogether, APEC’s member economies make up half the world’s GDP, and it is the largest organization of its sort in the world.

APEC came about around the end of the Cold War. It was the vision of a number of ministers around the Pacific Rim who realized that, if we could open up the barriers to trade and investment between economies, there was potential for very strong international economic growth.

Can you describe what you think are the benefits of international free trade and, more generally, the benefits of globalization?

Globalization has changed, but in its earlier form, it was principally about opening up the possibilities of economic specialization, economies of scale, and economies of scope. It used the theories of comparative advantage that had been well-established in economics for the last two hundred years, saying it is most efficient if production takes place in countries that have a comparative advantage. Typically, that used to mean that from WWII onwards, a lot of sophisticated production would happen in sophisticated economies like the United States. Whereas, some of the East Asian economies would provide a place for cheaper, lower-skilled assembly.

Over time, this has changed considerably and quite quickly around the Asia-Pacific. Trade has become very integrated, there has been a big growth in value chains. Highly integrated trade and supply chains have brought a lot of benefits to consumers. When we look at who is actually producing, we do see a switch where more developed Western economies have moved quickly out of manufacturing into services. The developing countries have taken over manufacturing.

This has had a distinct effect on the Asia-Pacific region. In APEC countries, at least half a billion people have come out of poverty and into middle-income in the last quarter of a century. Once they are in middle-income, these countries can generate their own growth and grow in more sophisticated ways. For example, these countries no longer have to simply rely on North American consumption or Chinese consumption.

We are very clear that a growth of trade has led to an improvement in living standards, broadly. When you look at how those benefits have been distributed within countries, it does become more complicated. Some groups have gained, and some groups have lost. That’s really where domestic social policies should come into play because they should be identifying the losing groups and helping them re-skill.

Responses to free trade differ throughout the world. Free trade has recently come under fierce scrutiny and criticism from people of all political orientations in the Western world. People have argued that trade has helped to demolish manufacturing in the West and enrich so-called elites at the expense of everyday workers. Do you think this criticism is justified and that there are real drawbacks to trade?

Sometimes people make this criticism about trade, and other times they make this criticism about globalization. Often times, there is an amalgam of things that they are reacting to, that are different from trade. These include migration, the growth of environmental problems, growth in foreign investment, an increase in automation, and a growth in trade. Some of these things are interrelated, but quite often we’re finding that complaints about globalization are not about free trade but about automation.

As to the popular concerns about this, some of it is simply harking back to the past that never existed. There seems to be a view in some European countries and, which certainly came up in the U.S. election, that these countries had a huge, solid manufacturing background and that they have lost that. We have to remember that, in the United States, less than ten percent of jobs are in manufacturing.

Even after World War II, less than third of jobs were in manufacturing. Where do people work? In services. But you would never believe that from the media teaching. Generally speaking, these manufacturing sectors are not nearly as important as most people seem to think. The Financial Times has a term for this, called “factory fetish.” Politicians love factories, but actually, most of them long ago departed the developed world. Jobs in the services sector have taken their place.

Why do you think there is so much of a fixation on manufacturing? Why do politicians consistently have this “factory fetish?”

Some of it is history. The United States’ major contribution to early economics was mass production—Ford factories and onwards. Right through to WWII these were very important.

But really after WWII, Japan took leadership of mass production and it moved around the world.

Factories are also physical things that you can locate and look at. They are very concentrated in terms of employment. That means if you have a factory closure, that event is highly visible. From a communications point of view, it is much easier to communicate about factories. Generally, the story about factories has been about closures rather than openings. Politically, factories are much more attractive from a labor and union point of view. Beyond that, I think some of it is illusionary.

Moving away from the Western world, how would you describe the current state of trade in the Asia-Pacific region? How are attitudes towards trade and globalization within the region?

There was a very positive view of trade and investment because the benefits were very visible right up until the global financial crisis. As a very rough formula for the previous twenty years, we broadly had eight percent average annual trade growth, leading to roughly four percent average annual economic growth, leading to roughly two percent annual GDP per capita growth. This meant people were almost twice as rich as their parents’ generation, which is very strong delivery for the region.

Now, in that period since the global financial crisis, trade slowed down very considerably. This didn’t happen all at once, because China was going through a commodities boom. But then we saw a slowing in trade, a slowing in growth, and a slowing in productivity growth.

Would you say that the positive attitudes towards trade are reflective of the general population in Asia-Pacific? Or do we hear these positive reviews mostly from higher-up and elite members of these nations?

It depends very much where you’re talking about. I’m in Singapore—Singapore is a trading hub and everyone knows that trade is very important. In a large economy like the United States, many people can feel insulated from these regional trade trends. In the Asia-Pacific region, generally there is a feeling that we can see the benefits of what trade has brought. But we do understand that things are changing, and that we have to communicate better to the wider population.

Also, there is a reasonable argument that, in the past, we’ve been convinced that trade and globalization are benefiting countries but we haven’t worried too much about the distribution of benefits within a country. But, there is the argument that with higher levels of globalization, we do need social policies that will stand alongside that. That includes labor market policies, health policies, social protection policies, and above all, skill and reskilling opportunities. What we think most directly impacts jobs is much more automation.

How important has automation been in displacing manufacturing jobs? How will automation continue to shape the future of work?

We can’t be absolutely definitive about these questions because we haven’t been that good about forecasting technological change and its impacts on the economy. Most economic studies find that when you look directly for determinants of job loss, you find that two-thirds might be due to automation. So clearly, automation is having a big impact. It has had a large impact on manufacturing jobs. But the way that automation is going now, it’s actually impacting services much more and that’s where we should be looking to in the future. In the past, automation used to be applied to things that involved heavy lifting and mechanical repetition. But now, it’s being applied to things that involve intelligence and learning and different systems.

What is the future of trade and globalization, given the advent of the Trump administration and protectionist sentiment throughout the Western world?

Quite apart from the growth of protectionist thinking, it did look like we might have seen the growth in regional supply chains in the Asia-Pacific slowing down. Now, I’m not saying that the regional supply chains were slowing down, but that the growth of regional supply chains was slowing down. It looked like they had exploited a lot of the advantages of the economies of specialization. In addition, there has been one other very big economic development in the ten years since the global financial crisis, and that’s the energy revolution.

The other big development will be the development of services trade. Services trade is not that developed in the Asia-Pacific region, but it is starting to be. That happens not only from moving goods across the region in ships, but also from moving data across the region on the Internet. It depends much more on things like telecommunications, roaming data charges, digital movements, cybersecurity, and those sorts of things. Already, data movements have increased fifty times over the past decade, according to McKinsey.

It was reported that there was an APEC trade ministers’ meeting in late May, the first since the election of Trump. If you are able, can you describe the discussions during this meeting? How do other members of APEC feel about the Trump presidency?

Yes, we were doing a couple of things there. We were all pretty interested to hear from the new United States trade minister Trade Representative Robert Lighthizer. He had only just been appointed a few days previous to that meeting. We wanted to hear a lot more detail about the new U.S. administration, what it proposes on the trade and globalization side. But we need to hear a lot more detail about what that means, what their concerns are. We did hear some of that from the U.S. Trade Representative. He talked about trade deficits, possible bilateral developments, and a number of multilateral areas.

We’re looking for what we think is best practice around the region. APEC is quite a good organization, both for the U.S. and other member economies, because it is voluntary. It is not like a WTO, or a TPP, or a RCEP, which are legally binding. We are not. We are just a test kitchen. We try things out, we incubate new ideas. So, we’re a place where it’s quite easy to try things out, and if you don’t like them, then you don’t have to be part of them.

Certainly, the U.S. wants to see services trade continue and grow. They’re very focused on digital economy and that kind of commerce. But also, to be realistic, they made it clear that they will be focusing on NAFTA renegotiation. And we’ll watch how that goes.

I know the annual APEC Leader’s Summit will be held in November, and Vice President Pence has indicated that Trump will be attending. What are your expectations for that meeting, and what do you expect Trump to say?

It will be quite a big and important event. We expect to get all the leaders of twenty-one economies and that includes the very big economies. Many of them will have met in other fora by then, and particularly at the G20 Leaders Meeting in Hamburg, Germany. What they do in APEC meetings is that they review all the work I nominated and give directions for the year ahead. What we do is follow the directions of 21 economy leaders. I imagine they’ll be looking at how we communicate the benefits and costs of globalization in all of this. It’s helpful that it’s a few months away, because I think we’ll have more clarity in quite a few of the details.

What advice would you give to college students who want to learn more about international trade and the global economy?

Well, students are very lucky today. They’ve got massive opportunities compared to what used to be the case. They’re operating in an international world. Just within APEC, we have something like one million student movements, cross-border movements going on. I think there are great opportunities available, and my advice is to take advantage of them. There are great opportunities for being and remaining mobile in the world. There are many chances to help preserve many of the hard-won benefits of internationalization because, until the 1980s, it simply wasn’t like that. You simply couldn’t study and work across borders in the way that you can today.

This interview has been edited for concision and clarity.

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Goods and Services Trade by Country: Year ended June 2017 – for more data and analysis

Goods and Services Trade by Country: Year ended June 2017 – Media Release

New Zealand’s two-way trade with the Association of Southeast Asian Nations (ASEAN) was $15.2 billion in the June 2017 year, Stats NZ said today. Goods and services exported to ASEAN countries totalled $6.3 billion, and imports totalled $8.9 billion. New Zealand’s trade deficit with the combined ASEAN countries was $2.6 billion.

ASEAN, established in August 1967, had Indonesia, Malaysia, the Philippines, Singapore, and Thailand as original members. Countries that joined later were Brunei Darussalam, Cambodia, Laos, Myanmar, and Viet Nam.

“Fifty years ago, we exported nearly $16 million worth of goods to the five original ASEAN countries,” international statistics senior manager Daria Kwon said. “That’s around $160 million in today’s value.”

New Zealand imported $11 million worth of goods from the five countries in 1967 (approximately $94 million in current dollars). Two-way trade with ASEAN was $27 million (just over $251 million in current dollars), which included a surplus of $5 million (around $63 million in current dollars). In 1967, services were not included in Stats NZ’s exports and imports data.Dairy products, petroleum, and cars the main goods traded

New Zealand exported $5.0 billion worth of goods to ASEAN countries in the June 2017 year, and imported a total of $7.1 billion worth of goods.

Dairy products (including milk powder and cheese) were the main goods exported to ASEAN, followed by meat, logs, fruit, and wood pulp and waste paper. A total of $2.4 billion of dairy products were sent to ASEAN in the June 2017 year, with $524 million to Malaysia alone. Malaysia received most of New Zealand’s dairy products this year, followed by the Philippines ($474 million) and Indonesia ($400 million).

Petroleum and related products was New Zealand’s largest goods import from ASEAN in the June 2017 year. Petroleum imports from ASEAN decreased in recent years as other sources were used, such as the United Arab Emirates. New Zealand imported $1.4 billion worth of petroleum from ASEAN in the June 2017 year, half of what was imported in the June 2013 year. Most these petroleum imports came from Singapore ($982 million).

Since 2013, the value of vehicles and parts imported from ASEAN has doubled to reach $1.3 billion in the June 2017 year. The majority of these vehicles are from Thailand, where cars and trucks are made under licence for Japanese, American, and other international car makers.

In 1967, New Zealand’s main goods exports to ASEAN were dairy products, followed by frozen meat, tallow, then wood pulp and waste paper.

“Although the goods we exported to ASEAN this year were similar to those in 1967, the value and volume of this trade has increased,” Ms Kwon said. “Our main imports from these countries in 1967 were crude and synthetic rubber, kerosene, and petroleum.”Travel and transportation the main services traded

New Zealand imported $1.8 billion worth of services from ASEAN in the June 2017 year, and exported a total $1.4 billion worth of services in return.

Travel was the largest services export to ASEAN ($1.0 billion total), with personal travel to New Zealand contributing $613 million to the economy. By country, Malaysia and Singapore had the highest number of total visitors to New Zealand.

Transportation was our largest services import from ASEAN in the June 2017 year ($669 million), with Singapore accounting for most of this. Imports of transportation services also includes New Zealanders travelling to and from Singapore on non-resident airlines.

There were 1,301 flights that arrived in New Zealand from Singapore in the June 2017 year, and 1,286 flights that departed from New Zealand to Singapore over the same period. Over 23,000 New Zealand-resident travellers listed Singapore as their main destination in the June 2017 year, mostly for holidays or to visit friends and relatives.

| A StatisticsNZ release  ||September 4,  2017   |||