The people won. The environment won. The Lyttelton port remains in public hands. For now.

Please join the protest tomorrow. There is more on the table. And the battle for the port is far from over.

The DP World deal being dropped can be attributed to rousing support and brilliant speakers who moved hearts and minds at a public meeting in Lyttelton two weeks ago. Thanks to these people and organisations the proposed deal with DP World (yes, that predator company with a shocking track record) has been turned down.

• READ MORE: Christchurch City Holdings rejects DP World-backed proposal to take over Lyttelton Port
• Capitalism. Colonialism. Why the DP World money trail leads to destruction — Saige England
• A tale of power being taken from the people and handed to predator companies
• Other Lyttelton Port reports

The people united and they were not defeated!

One of the public meeting speakers, environmental campaigner Sara Campbell, says: “While this is a win in the fight for public control of public assets … the fight is far from over.”

A protest outside CCHL offices tomorrow will go ahead as planned. At those offices, the CCHL will be deciding on LPC’s $800 million proposal to expand the port, which includes further land reclamation.

“We are demanding that LPC-CCHL does not proceed without full public scrutiny, consultation and partnership with mana whenua,” says Campbell.

The official ‘back down’
This is the official press release from the Christchurch City Holdings Limited (CCHL) backing down from the proposed DP World deal:

“Christchurch City Holdings Limited (CCHL) have declined to proceed with a proposal to lease operations at the port.

“The unsolicited proposal from Tōnui Consortium, representing DP World and three Runanga: Ngāti Wheke, Ngāi Tūāhuriri, and Te Taumutu, was received by CCHL in June.

“The consortium proposed acquiring a majority interest in a long-term lease of the operating entity of LPC.

“CCHL Chair, Bryan Pearson, acknowledged the effort by the Tōnui Consortium in considering the future of Lyttelton Port and preparing the proposal. ‘Lyttelton Port is a strategic asset for the city and region, and there are diverse groups within our community with interests in its future,’ says Bryan Pearson.

“’Our assessment of the proposal, as presented, is it does not meet the threshold for ongoing consideration and is not sufficiently compelling to warrant further detailed investigation by CCHL, or additional consultation with Council given its Letter of Expectation.’

“CCHL is mindful of the LPC workforce and the breadth of community interest in the port’s operation.Christchurch City Council’s 2026/2027 Letter of Expectation to CCHL is explicit in its direction, which does not support leasing the port and encourages retention of a directly employed workforce.

“CCHL reached its conclusion specifically considering LPC’s improving operational and financial performance, as well as input provided by LPC on the resilience of its infrastructure and the leadership required to maintain a culture of safety and efficiency.

“Bryan Pearson says ‘CCHL maintains full confidence in the LPC board and management and their operation of the port, and continues to work closely with LPC in considering the port’s long-term development and associated investment.'”

My view on this is that this is one victory and full credit goes those who spoke against this deal, who rallied and organised and spoke against the devious bid: NZDE — New Zealanders for a Democratic Economy; the Maritime Union of New Zealand (MUNZ) Lyttelton branch secretary Gerard Loader; the Rail and Maritime Transport Union (RMTU) Lyttelton Port branch secretary Mark Wilson; environmental campaigner Sara Campbell; human rights and Keep Our Assets campaigner John Minto; Marney Ainsworth and the Māori people who spoke up — and all the people who signed the petition against this potential travesty.

In these times when there seems to be few gains — when so much is taken out of public hands — it is great to see people move change.

The change came because the people spoke out. They used their hearts and minds.
The people won but it is a temporary win.

This was a close call. Too close. Predator companies still loom large and secret meetings are still being held behind closed doors.

It’s not the end. The battle continues. We need to keep our port clean and safe for the people and the environment.

KOA welcomes ‘victory’
Keep Our Assets convenor Murray Horton said KOA was pleased that Christchurch City Holdings Ltd (CCHL) had rejected the unsolicited proposal from the Tōnui Consortium (comprising DP World and three runanga) to acquire a long term lease of Lyttelton Port Company’s (LPC) operations.

“This is a victory for common sense. Lyttelton Port is a vital strategic asset for Christchurch, Canterbury, the South Island and, indeed, the whole country. So, it is vital that it remains in public ownership and control, subject to democratic accountability through the elected Christchurch City Council,” he said.

”KOA congratulates the port unions and grassroots community groups who have successfully campaigned to keep our port public.

“It would have been particularly egregious if DP World, 100 percent state-owned by the United Arab Emirates, had got its sticky fingers on Lyttelton’s revenue stream. The UAE is a highly dodgy state indeed.

“We savour the victory but know that we can’t relax our vigilance. Lyttelton is an attractive target for transnational corporations and their local allies. This is not the first time a move has been made on our port. Twenty years ago a similar unsuccessful bid was made, involving a Hong Kong corporation. There well be another ‘unsolicited offer’ in the future.”

And KOA was fully aware that, behind closed doors, CCHL was conducting a review of Enable, the broadband company, and another of CCHL’s portfolio of publicly-owned companies. There remained a threat to sell that, said Horton.

“Time and again the people of Christchurch have made it very clear that they want the city’s publicly-owned assets to remain exactly that. This decision by CCHL recognises that reality.”

And the last word goes to MUNZ’s Gerard Loader: “We thank the people of Lyttelton and greater Christchurch getting in behind this campaign as it was all for our next generations and what we leave for them.

“From the bottom of our hearts.

“Now we have crossed the DP World hurdle our focus now turns to keeping ‘Enable’ in the hands of future generations, so the fight continues.’

“See you all at the march tomorrow.”

In solidarity.

Saige England is a humanitarian journalist and activist for community and the environment. She was present at the Lyttelton public meeting last week in support of community action. She is also a contributor to Asia Pacific Report.

• Tomorrow’s protest rally outside the CCHL offices 8-10am

Christchurch City Holdings Limited (CCHL) has declined to proceed with a controversial proposal to lease operations at the port, the company announced today after recent public meetings denounced the proposal.

The unsolicited proposal from Tōnui Consortium, representing DP World and three Runanga: Ngāti Wheke, Ngāi Tūāhuriri, and Te Taumutu, was received by CCHL in June, said CCHL in a statement.

The consortium proposed acquiring a majority interest in a long-term lease of the operating entity of LPC.

• READ MORE: Capitalism. Colonialism. Why the DP World money trail leads to destruction — Saige England
• A tale of power being taken from the people and handed to predator companies
• Other Lyttelton Port reports

CCHL chair Bryan Pearson acknowledged the effort by the Tōnui Consortium in considering the future of Lyttelton Port and preparing the proposal.

“Lyttelton Port is a strategic asset for the city and region, and there are diverse groups within our community with interests in its future,” said Pearson in the statement.

“Our assessment of the proposal, as presented, is it does not meet the threshold for ongoing consideration and is not sufficiently compelling to warrant further detailed investigation by CCHL, or additional consultation with council given its Letter of Expectation.”

CCHL was mindful of the LPC workforce and the breadth of community interest in the port’s operation, the statement said.

Explicit direction
Christchurch City Council’s 2026/2027 Letter of Expectation to CCHL was explicit in its direction, which did not support leasing the port and encouraged retention of a directly employed workforce.

CCHL reached its conclusion specifically considering LPC’s improving operational and financial performance, as well as input provided by LPC on the resilience of its infrastructure and the leadership required to maintain a culture of safety and efficiency.

Pearson said: “CCHL maintains full confidence in the LPC board and management and their operation of the port, and continues to work closely with LPC in considering the port’s long-term development and associated investment.”

A packed public meeting in Lyttelton earlier this month opposed the takeover attempt by DP World of Lyttelton Port.

The meeting was organised by New Zealanders for A Democratic Economy.

America’s entire emergency oil reserve now covers 16 days. Sixteen.

The world spent 40 years building a shock absorber for exactly this war — and burned it down in five months.

What comes next isn’t just a higher petrol price. It’s a bill mailed to every fragile economy on earth, at the worst possible moment to receive one.

• READ MORE: US bombs Iran as IRGC and Houthis claim attacks on ships in Hormuz, Red Sea
• Lim Tean: You cannot bomb a strait open – Hormuz, Chabahar and the coming battle for Bab el-Mandeb
• Other Lim Tean articles

The economic consequences of war
In 1919, Keynes wrote his famous polemic — The Economic Consequences of the Peace — a warning that the true cost of the Treaty of Versailles would not be paid at the signing table, but for years afterward, by economies nobody had bothered to examine while the ink dried.

The world was so consumed by the drama of the settlement that it missed the mechanism that would define the following decade.

We are making the same mistake now, in reverse. Everyone is watching the war. Almost no one is watching the buffer.

The numbers that matter
Since February, the world has been drawing down oil reserves it spent four decades accumulating. International Energy Agency (IEA) member states held 4.1 billion barrels in strategic reserves in 2004. By 2026, that figure has fallen to 1.8 billion.

The US Strategic Petroleum Reserve — 414 million barrels at the war’s outset — had fallen to roughly 316–320 million by mid-July, its lowest level since 1983. American crude inventories overall, reserve included, are at their lowest since 1984.

Put that in terms people can actually feel: at America’s total daily consumption of just over 20 million barrels a day, today’s Strategic Petroleum Reserve alone covers barely 16 days. Sixteen days. That is the entire emergency margin behind the world’s largest economy — before commercial stockpiles and ordinary imports, which normally do the heavy lifting, have to carry the load on their own.

This is not incidental. It is the entire reason the war has felt, to most people, survivable.
Governments made a deliberate choice: burn the buffer, keep prices tolerable, buy time for diplomacy.

in March, the IEA itself coordinated the largest emergency release in its history — 400 million barrels. It worked. Prices that could have spiralled were instead managed.

The US bombs Iran for the 12th consecutive night.

Iran’s Minister of Foreign Affairs, Abbas Araghchi, says Tehran’s defence doctrine is an “eye for an eye”.

Follow our LIVE coverage: https://t.co/kGUykdVSBy pic.twitter.com/rvYFPnzhph

— Al Jazeera English (@AJEnglish) July 23, 2026

But a reserve is not a subsidy. It is a loan against the future, and the bill is now due. The IEA estimates that refilling what has been drawn down will require an extra one million barrels a day of supply, sustained, for three years — a claim on the market running through 2029.

That is not a wartime cost. That is a peacetime cost, arriving after the guns fall silent, exactly as Keynes argued the costs of Versailles would.

The collision nobody is pricing
Here is the trap. The refill has to happen at scale, which means sustained buying pressure on oil for the rest of the decade. At the same time, markets are expecting a return to surplus once the war ends. Cheap oil and an aggressive refill bid cannot coexist for long — every government rushing to rebuild its stockpile at once will bid up the very barrels it is trying to buy cheaply.

The floor under oil prices for the next three years is being set in storage tanks, not on a trading screen.

What I see from the insurance market
I spent three and a half decades in marine war risk and P&I before any of this made headlines, and the insurance data tells the sharpest version of this story. Before the war, hull war-risk cover for a Hormuz transit cost roughly 0.1–0.15 percent of a vessel’s value — background noise.

During the worst weeks, that spiked as high as 4 percent for seven days of cover on some routings — a 4000-fold multiple on a single VLCC transit, turning a $150,000 cost into $5–7 million.

Rates eased when the US-Iran MoU was signed in June. Then three vessels were attacked in Omani waters this month, two UAE supertankers were struck in the strait itself, and rates snapped back to roughly 5 percent as the new market norm.

That volatility is not a shipping story. It is a leading indicator. War risk premiums move days before oil prices catch up, because underwriters are pricing the war in real time, with their own capital, before anyone else has to.

Right now they are telling you the ceasefire architecture is fragile and the reserve cushion behind it is nearly gone.

What this means for the price of everything
This is where the story stops being about oil and starts being about you. A three-year refill bid of a million extra barrels a day, colliding with markets that expected relief once the shooting stopped, does not stay in the energy pages. It moves into diesel, into freight, into fertiliser, into the price of the food on the shelf and the electricity bill in the post.

Every supply chain on earth still runs, in the end, on the price of a barrel of crude.

And it is landing on an economy that had no slack to begin with. Global growth going into this war was already sluggish — most major economies limping along on thin margins, high debt loads, and a decade of accumulated fragility. Layer a multi-year oil-price floor and a cost-of-living shock on top of that, and the honest question is no longer whether we are heading for a mild recession.

It is whether the world has the reserves — financial as much as physical — to stop a downturn like this becoming something considerably deeper. I do not say that to be alarmist. I say it because the people who priced the 4000-fold jump in war-risk insurance premiums were not being alarmist either. They were simply the first to see what was coming.

The peace will not be peace
When the war ends — and it will end — the headlines will move on. They always do. But the refill bid doesn’t end with the war. The insurance market’s memory doesn’t reset with a ceasefire. The Strategic Petroleum Reserve’s physical withdrawal infrastructure, built in the 1970s for a 25-year lifespan and now pushed well past it, doesn’t repair itself.

Keynes’s argument was never really about Versailles. It was about the danger of a world that mistakes the signing of an agreement for the resolution of its underlying economics.

We are about to make exactly that mistake again — celebrating a ceasefire while the real invoice, three years long and running through 2029, quietly gets mailed to every economy that depends on oil.

The war will end. The economic consequences of the war will not.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform. He also hosts Lim’s Substack.

Strip away the communiqués about the embattled Strait of Hormuz and look at the data, because in maritime commerce the data never lies.

Before the war began in late February, roughly 130 vessels transited the Strait of Hormuz every day. It is the aorta of the global energy system — a fifth of the world’s oil, a third of its seaborne LNG.

Then came the American campaign, announced in March with a simple promise: bombing would reopen the strait.

• READ MORE: Ship ablaze in Hormuz Strait after attack – crew rescued
• Two US soldiers dead in Jordan – Trump’s ego has restarted a war he cannot win
• Other War on Iran reports

The verdict of the tankers
Consider what four months of that promise has produced. Over the three days of July 10–12, a total of 73 vessels crossed– fewer than 25 a day.

On July 12, the day CENTCOM completed its fourth strike wave in a single week, transits collapsed to 11. By last Thursday and Friday, shipping data showed just three commodity vessels crossing in 24 hours, with not a single VLCC or LNG carrier transiting for two consecutive days.

Lloyd’s List Intelligence reports that no vessel above 10,000 deadweight tonnes has used the Oman-side “Southern Highway” — the very corridor the Americans coordinate and champion — with its transponder on since July 7.

Read that sequence again. More bombs, fewer ships. Every single escalation wave since March has deepened the shutdown. The strikes are not failing to achieve their objective. They are producing its opposite — measurably, in Kpler and Lloyd’s List data, week after week.

The tanker market has voted with its keels.

Chabahar and the CENTCOM confession
Last week the campaign reached Chabahar, where American forces destroyed the maritime control tower at the Shahid Kalantari port. The stated rationale: the tower was an IRGC surveillance node, and its destruction “protects freedom of navigation”.

Examine that claim on the map before you examine it in law. Chabahar sits on the Gulf of Oman — outside the Strait of Hormuz entirely. It is Iran’s only deep-water port with direct access to the Indian Ocean, the one Iranian harbour whose traffic never touches Hormuz at all.

It is also the port India has spent a decade and hundreds of millions developing as its corridor to Afghanistan and the North-South Transport Corridor. Striking it does nothing to reopen Hormuz. It does, however, tell New Delhi exactly how much its equities weigh in Washington’s calculus.

And a port’s traffic control tower is the classic dual-use facility. Whatever surveillance function it may have served, it is also the instrument that sequences civilian shipping safely in and out of a harbour.

Destroying it does not enhance safe navigation in those waters; it degrades it. Iranian maritime domain awareness, meanwhile, rests on coastal radar, drones, dhows and AIS itself. One tower blinds no one.

But the deepest problem is in CENTCOM’s own language. The strike, we are told, protects freedom of navigation “for all vessels, except for ships attempting to violate the ongoing US naval blockade against Iran.”

CENTCOM: THE DESTRUCTION OF THE TOWER DIRECTLY DEGRADES IRGC’S ABILITY TO COORDINATE ATTACKS ON INNOCENT CIVILIAN CREW MEMBERS. FURTHERMORE, THE STRIKE PROTECTS FREEDOM OF NAVIGATION IN REGIONAL WATERS FOR ALL VESSELS, EXCEPT FOR SHIPS ATTEMPTING TO VIOLATE THE ONGOING U.S. NAVAL…

— First Squawk (@FirstSquawk) July 17, 2026

I have practised in the law of the sea for more than 35 years, and I can tell you that sentence is a confession. Freedom of navigation under UNCLOS is not selective. It cannot be granted to some flags and withdrawn from others at the discretion of one navy.

A blockade is not the protection of free navigation — it is its suspension. What the United States is defending in Hormuz is not the principle of open seas. It is a claim to decide who sails. That is not freedom of navigation. That is contested control, dressed in the vocabulary of the thing it replaced.

This is the Legitimacy Principle in its purest form: a rule becomes real only at the point of enforcement. Washington says the strait is open. The point of enforcement is the strait itself — and at the point of enforcement, three ships crossed in a day.

What the underwriters know
Here is what no CENTCOM statement will ever change, and it is the lesson of a career spent in war risk and P&I.

Straits are not opened by admirals. They are opened by underwriters.

A shipowner does not ask whether the US Navy has declared a corridor safe. He asks what his war risk premium is, whether his P&I cover survives the transit, whether his crew will sail, and whether his charterer will pay.

War risk premiums respond to kinetic activity in the area — full stop. It does not matter whose ordnance is falling or whose infrastructure is burning. Every strike, on either side’s assets, keeps the Strait of Hormuz uninsurable at commercial rates. And an uninsurable strait is a closed strait, whatever the press releases say.

This is why the bombing cannot work even on its own terms. The campaign’s theory is that destroying Iranian capabilities restores confidence. But the underwriter does not price Iranian capabilities. The pricing is based on violence — and the campaign itself is the violence.

The second chokepoint
And now the war has done what escalation always does: it has multiplied the battlefield.

On July 16, Reuters reported — from three sources — that Iran has instructed the Houthis to stand ready to close Bab el-Mandeb if the United States strikes Iranian power infrastructure, as Trump threatened on July 14.

JUST IN:

Iran has reportedly told the Houthis to close the Bab al-Mandab Strait if the United States attacks power plants.

– Reuters pic.twitter.com/j171TCvR6q

— China pulse (@Eng_china5) July 16, 2026

A source close to the Houthis says the missiles and drones are already deployed in the highlands overlooking Hodeidah and the Gulf of Aden, awaiting the order. And the trigger is not in Sana’a: IRGC representatives already inside Yemen will decide when the gate closes.

Understand what this means. Bab el-Mandeb — the “Gate of Tears” — carries 10 to 15 percent of global maritime trade and a significant share of Europe’s energy imports. Since Hormuz shut, the Red Sea route has been precisely the alternative on which Gulf exporters and the entire architecture of workarounds has depended.

Close it, and the Middle East’s two great oil gates are shut simultaneously. Every laden vessel between Asia and Europe rounds the Cape of Good Hope, adding two to three weeks and rewriting freight economics overnight. South African ports are already running heavy.

The Americans set out to open one chokepoint by force. They are on the verge of closing two.

The loaded gun
Let me be rigorous rather than merely alarmed, because the counter-argument deserves its hearing.

There is a serious school of thought — well argued this month by Yemeni analysts — that Tehran will never actually pull this trigger. A proxy’s value lies in the threat, not the execution.

The Houthis’ leverage over Hodeidah, Saudi Arabia’s Red Sea terminals, the risk of dragging Egypt and the Gulf states into open confrontation: three concentric circles of deterrence all counsel restraint. The loaded gun on the table, in this view, is worth more than the fired one.

In a stable environment, I would agree. But this is not a stable environment. It is an escalation spiral in which each side has repeatedly done the thing the analysts said was too costly to do. Iran was not supposed to close Hormuz. The United States was not supposed to blockade a nation of ninety million people. Chabahar was not supposed to be struck. The power grid was not supposed to be threatened.

Deterrence logic assumes rational actors husbanding their leverage — but four months of this war have shown both capitals converting leverage into rubble at every juncture. The gun stays holstered only until someone’s escalation makes the holster untenable. Trump’s power-grid ultimatum may be exactly that.

The reckoning
Machiavelli warned that wars begin when you will, but they do not end when you please. Washington began this campaign believing that firepower could substitute for the one thing that actually opens sea lanes: the confidence of the men and women who insure, crew and charter the world’s ships.

Four months on, the strait is emptier than ever, a second chokepoint is mined with intent, and the phrase “freedom of navigation” has been bent into its own negation — freedom for all vessels, except.

The rule is only real at the point of enforcement. At the point of enforcement, the sea is empty.

You cannot bomb a strait open. You can only bomb it shut.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform. He also hosts Lim’s Substack.

The most important response to Trump’s Hormuz announcement did not come from Beijing, Brussels or the United Nations. It came from Tehran, and it was four words long. “POTUS is absolutely right.”

That was Iranian Foreign Minister Abbas Araghchi, replying to the President’s declaration that the United States would henceforth be “THE GUARDIAN OF THE HORMUZ STRAIT” and would be “reimbursed” at the rate of 20 percent on all cargo transiting the waterway. Araghchi agreed that whoever secured the Strait deserved compensation — adding only that Iran had always been its “true guardian”, and that 20 percent was too much.

Iran, he said, “will be fair.”

• READ MORE: Lim Tean: The Hormuz ‘guardian’ turns pirate – 20% for tribute
• US carrying out new attacks on Iran after Trump’s threats
• Other Lim Tean articles

Understand what just happened. The two states now fighting for control of the world’s most important oil artery are no longer arguing about whether ships must pay tribute to pass. They are haggling over the rate.

For 75 years, the entire edifice of the “freedom of the seas” rested on the opposite principle. Yesterday, its chief architect demolished it in a single post.

POTUS is absolutely right. Whoever provides secure and safe passage of commercial vessels through the Strait of Hormuz should be compensated for this service.

Iran has always been the GUARDIAN of the Strait and will remain so FOREVER.

20% is of course too much. We will be fair

— Seyed Abbas Araghchi (@araghchi) July 13, 2026

What the law actually says
I practised shipping law for more than three decades, and I want readers to grasp how radical this announcement is in legal terms.

The regime governing straits like Hormuz is called transit passage, codified in Part III of the UN Convention on the Law of the Sea. Its roots go back further, to the International Court of Justice’s very first case — Corfu Channel (1949) — where the court held that warships and merchant vessels alike enjoyed a right of passage through international straits that coastal states may not obstruct in peacetime.

Two pillars hold up this regime:

First, transit passage cannot be suspended. Not by the coastal state, not by anyone. Article 44 of UNCLOS is explicit.

Second — and this is the provision every reader should remember — passage cannot be taxed. Article 26 permits charges upon foreign ships only for specific services rendered to that ship, such as pilotage or towage. A general levy for the privilege of passing is flatly prohibited.

Even for coastal states.

Now consider the American position. The United States has no coastline on the Strait of Hormuz. It is not even a party to UNCLOS — for four decades Washington has insisted that transit passage binds Iran as customary international law, enforced by the US Navy on behalf of all nations.

Oman and Iran, the actual littoral states, could not lawfully charge a single dollar for mere passage. The United States has now proposed to charge 20 percent of cargo value — from 10,000 km away — as a matter of what the President calls “FAIRNESS.” (A laden VLCC carrying two million barrels of crude at today’s prices approaches US$30 million per transit).

That is not the enforcement of the international waterway doctrine. It is its replacement by tribute.

The trap Tehran sprang
Here is where Araghchi’s four words become lethal.

Customary international law — the only legal basis America has ever had in Hormuz, since it never ratified UNCLOS — is formed by two elements: the consistent practice of states, and the belief that such practice is legally required (opinio juris).

When Iran instituted its permit-and-fee regime for the Strait earlier this year, Washington’s legal position was simple: no state may condition or charge for transit passage. Iran’s regime was unlawful per se.

That position is now dead. Killed not by Iranian missiles, but by an American post. If the “guardian” of the Strait may lawfully charge 20 percent for security services, then a fortiori the coastal state — with genuine sovereignty over the waters in question — may charge for the same service.

Araghchi grasped this instantly. His reply conceded nothing and captured everything: you have adopted our legal theory; we now dispute only the price.

The United States has spent decades building the customary law of the sea through its own state practice. It is now dismantling that law by the same mechanism. Every future tribunal, every future crisis, every future power that wishes to tax a chokepoint — the Bosphorus, Malacca, Bab-el-Mandeb, the Panama approaches — will cite July 2026 as the moment the precedent was set by Washington itself.

However, President Trump has since backed away from the 20 percent charge, confirming that he was changing the “maritime security fee into historic multi-billion-dollar investment”.

He combined military strength with economic leverage, “securing major investment commitments instead of collecting fees”.

UPDATE: President Trump confirms the conversion of the proposed 20% maritime security fee into historic multi-billion-dollar investment.

President Trump combined military strength with economic leverage, securing major investment commitments instead of collecting fees.

This… pic.twitter.com/Y8LElvI6dZ

— Donald J Trump Posts TruthSocial (@TruthTrumpPost) July 15, 2026

A blockade without a war — the underwriter’s nightmare
There is a second legal absurdity buried in the announcement that only those of us from the maritime world will fully appreciate.

The President declared the reinstatement of “THE IRANIAN BLOCKADE” — stopping not only Iran’s ships but Iran’s customers. Blockade, in the law of naval warfare, is a belligerent right. It exists only in a state of armed conflict, it must be formally declared and notified, and it must be effective and impartial.

The San Remo Manual sets out these requirements precisely.

Yet Washington simultaneously insists it is not at war with Iran.

Consider the position of a shipowner, a P&I club, or a war risk underwriter today. A “blockade” that is not a blockade, imposed by a state that is not a belligerent, targeting “customers” of Iran — an undefined class that could sweep in any tanker that has ever lifted Iranian crude.

Meanwhile, Iran’s Persian Gulf Strait Authority has declared passage “currently unfeasible” and maintains that its own permit system is the sole lawful route through the Strait.

Two sovereigns. Two permitting regimes. One body of water. Every vessel in the Gulf now sails under competing assertions of authority, each of which the other deems an act of war.

War risk premiums do not price legal theory — they price uncertainty. And there has never been uncertainty like this.

The guardian and the protection racket
Readers of this page know my argument: the “rules-based international order” has not been destroyed by its challengers. It is being liquidated by its author — sold off, asset by asset, for cash.

The freedom of the seas was the crown jewel of that order. It was the one rule America enforced with genuine consistency, because it was the rule from which American power flowed. The Royal Navy built the doctrine in the 19th century; the US Navy inherited it in the 20th.

Its moral force rested on a single proposition: the guardian takes nothing for itself. The seas were policed disinterestedly, and that disinterest was the legitimacy.

“Guardian” is an old word. In the waters I have worked in for 30 years, everyone understands what it means when an armed party offers you “safety and security” in exchange for a percentage of your cargo. It is the oldest business model on the sea. We did not used to call its practitioners guardians.

The Strait of Hormuz will remain open or it will close; the ceasefire will be rebuilt or it will collapse. But the doctrine — the idea that the world’s waterways belong to the community of nations and may not be farmed for revenue — died this week.

Not because Iran closed the Strait. Because America opened a toll booth.

The rules were never the order. Power was the order. The rules were its receipts.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform. He also hosts Lim’s Substack.

The United States went to war to stop Iran charging tolls in the Strait of Hormuz. It has now imposed a toll 15 times larger. Where is the “international waterway” chorus now?

For five months, we were treated to a sermon. Foreign ministries from Brussels to Tokyo to the Gulf capitals lined up to recite the catechism: the Strait of Hormuz is an international waterway. Freedom of navigation is sacrosanct.

No state may impose charges on innocent transit. Iran’s proposal to levy a passage fee was denounced as extortion, as hostage-taking of the global economy, as a violation of the law of the sea so grave that it justified war.

• READ MORE: US carrying out new attacks on Iran after Trump’s threats
• Other Lim Tean articles

On Monday, the President of the United States announced that America will henceforth be known as “THE GUARDIAN OF THE HORMUZ STRAIT” — and that as guardian, it will be reimbursed at the rate of 20 percent of the value of all cargo passing through the waterway. Effective immediately.

Let us do the arithmetic the hymn-singers will not do. Iran was reportedly seeking something in the region of US$2 million per vessel — a figure the United States declared intolerable, a casus belli. A 20 percent ad valorem charge on a laden VLCC carrying two million barrels of crude at today’s prices approaches US$30 million per transit.

BREAKING: The UAE says two national tankers were hit by Iranian cruise missiles in the Strait of Hormuz, killing one crew member and injuring eight others. Authorities say the fires have been contained. pic.twitter.com/xfMDH2EHgn

— Al Jazeera Breaking News (@AJENews) July 13, 2026

The United States bombed Iran over a toll, and has replaced it with a toll 15 times greater — collected not by the coastal state whose territorial sea the shipping lanes actually pass through, but by a power projecting force from half a world away.

There is a word for demanding a percentage of cargo value from merchant vessels under threat of naval interdiction. The word is not “guardianship.” Every shipping lawyer knows the word. Every P&I club knows the word. The Barbary corsairs knew the word, and they at least had the honesty to use it.

The law they invoked now condemns them
I have spent more than three decades in shipping law, and I want readers to understand precisely what has been done to the legal order these governments claimed to defend.

Article 38 of the United Nations Convention on the Law of the Sea (UNCLOS) guarantees the right of transit passage through straits used for international navigation. That right is absolute in a way few rights in international law are: it cannot be suspended, and it cannot be conditioned on payment — not to the coastal state, and certainly not to a third power that has appointed itself gatekeeper.

Article 42 permits bordering states to regulate certain matters, but expressly forbids any regulation that has the practical effect of denying, hampering or impairing transit. Article 26, governing territorial seas, states the principle in terms a child could understand: no charge may be levied upon foreign ships by reason only of their passage.

When Iran floated its toll, every chancellery in the Western world could recite these provisions from memory. Legal advisers produced learned memoranda. Editorial boards thundered. Now the United States — which, let us remember, has never even ratified UNCLOS — imposes a charge an order of magnitude larger, on a strait whose shipping lanes run through Iranian and Omani territorial waters, and the chancelleries have discovered the virtue of silence.

The US military says it has begun a third night of strikes against Iran, hours ahead of a planned reinstatement of a naval blockade on Iran announced by President Donald Trump. https://t.co/UrU0tRWO2A

— Al Jazeera English (@AJEnglish) July 13, 2026

The historical parallel is exact, and it is damning. For four centuries, Denmark extracted the Sound Dues from every vessel passing between the North Sea and the Baltic — a percentage of cargo value, paid under the guns of Kronborg Castle. The maritime powers spent generations denouncing this as a relic of feudal extortion incompatible with the freedom of the seas, and finally abolished it by treaty in 1857.

The principal architect of that abolition — the state that refused on principle to pay tribute for passage through an international strait — was the United States of America.

And there is an older irony still. The founding myth of the American navy is the refusal to pay the Barbary states for safe passage in the Mediterranean: millions for defence, but not one cent for tribute. Two and a quarter centuries later, America has not merely agreed to tribute. It has become the party collecting it.

The hymn sheet, revisited
So let us now address the chorus. Where are all the governments now — the ones who spent the spring singing from the hymn sheet of the “international waterway”?

You told us this was about principle. You told us that the freedom of navigation through international straits was a pillar of the rules-based order, that small trading nations above all depended upon it, that Iran’s toll was piracy dressed in the language of sovereignty.

Very well. The test of a principle is whether you will state it against your friends. Iran’s proposed charge was a rounding error compared to what Washington has just decreed. If US$2 million was piracy, what is US$30 million? If Iran holding the world economy hostage justified war, what does the “Guardian of the Hormuz Strait” holding it hostage justify — a strongly worded communiqué? An awkward pause at the next summit?

The silence answers the question. The principle was never the freedom of the seas. The principle was that the patron does not pay; the patron collects. The rules-based order, as I have argued at length in these pages, was never a body of rules at all. It was a hierarchy wearing the costume of law, and the costume has now been removed in public.

Consider what Gulf producers are being asked to accept. They cheered — some openly, some through gritted teeth — as American ordnance fell on Iran in the name of keeping the strait free.

Their reward is a levy on their own exports larger than anything Tehran ever contemplated, imposed unilaterally, with no treaty, no consent, no sunset clause, and no forum in which to contest it. They have exchanged a neighbour’s toll booth for an emperor’s tax farm, and they are expected to call it protection.

Seems like Trump just made a pitch for the Iranian toll system.

Because the Iranians were going to charge $1mn per ship, which would amount to 1-2% of the value of the cargo of an oil tanker.

But Trump is going to charge 20%! pic.twitter.com/m2lpNbxd0W

— Trita Parsi (@tparsi) July 13, 2026

What the underwriters will decide
Here is the dimension the political commentary will miss, and it is the one that will actually determine events. The Strait of Hormuz now has two rival authorities, each asserting control, each attaching conditions to passage. Iran’s Strait Authority has declared passage unfeasible until calm is restored and speaks of permits and designated corridors.

Washington declares the strait open, promises convoys, and demands its 20 percent.

For the war risk underwriter in London or Oslo, this is not a geopolitical abstraction. It is an impossible risk matrix. Compliance with one authority is defiance of the other. A master who joins an American convoy has identified his vessel with a belligerent; a master who hugs the Iranian corridor and pays Tehran invites interdiction by the self-appointed guardian.

Either course may void cover or trigger exclusions. Add a 20 percent cargo levy to war risk premia already at extraordinary levels, and the commercial mathematics of the strait collapse entirely. The blockade of Hormuz will be completed not by mines or missiles but by the quiet refusal of underwriters to write the risk — a mechanism I have described in the past, when the enforcement power of marine insurance was still treated as an exotic footnote.

The reckoning
Every empire that turned its guarantees into revenue streams discovered the same thing: protection that must be purchased is indistinguishable from the threat it purports to guard against, and clients who are billed like subjects begin, quietly, to shop for alternatives. The two corridors of the New World Order — the ones I have written about since earlier this year — just became three: Iran’s, America’s, and the growing routes that avoid both.

To the governments who sang from the hymn sheet: you were not defending the freedom of the seas. You were defending the exclusive right of your patron to price it. Now the invoice has arrived, addressed to you, at 20 percent of everything you own that floats.

How does it feel?

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform. He also hosts Lim’s Substack.

Former US Vice-President Mike Pence wants Donald Trump to “finish the job” in the Strait of Hormuz.

After 130 days of war that failed to reopen it for a single day, a shipping lawyer must explain to the Pence who actually rules the Strait.

It isn’t CENTCOM. It is a committee room in London.

• READ MORE: US and Iran halt attacks as mediators rush to get diplomacy back on track
• Vessels transit Hormuz despite renewed fighting between US and Iran
• Other War on Iran reports

Mike Pence declared this week: “If the Iran deal is over, President Trump should unleash the Armed Forces of the United States to finish the job: destroy their nuclear and missile programmes, end support for terrorist proxies and restore freedom of navigation in the Strait of Hormuz.”

Finish the job. Consider the phrase. It implies the job was ever within America’s power to finish — that somewhere in the arsenals of the United States there exists a munition capable of reopening the Strait of Hormuz.

There isn’t. There never was. The past 130 days have proven it beyond any argument, and the fact that Pence has not absorbed the lesson tells you how little the American political class understands about the war it started — and how catastrophically ill-advised Trump has been by the men around him.

What the bombs couldn’t do
Let us recall the record, because the record is merciless.

On 28 February, the United States and Israel launched their grand aerial campaign against Iran. Washington called it Operation Epic Fury. Iran answered by closing the Strait.

The United States then imposed a naval blockade of Iranian ports, struck hundreds of targets, and deployed the full theatrical repertoire of American power. Thirteen American service members came home in coffins. More than 7000 people died across the region.

And the Strait? The Strait remained closed.

Tanker traffic through the world’s most vital energy chokepoint collapsed by more than 90 percent. Some 360 vessels sat stranded on either side of the passage.

Eight of the world’s largest container lines abandoned the Gulf entirely and sent their ships around the Cape of Good Hope, as if Suez and Hormuz had never been cut, as if we had returned to the age of sail.

That is the “job” Pence wishes to finish. Four months of the most intensive American military operations since Iraq did not restore freedom of navigation for a single day. Only a negotiated settlement — the Islamabad Memorandum of June 17, brokered by Pakistan, not won by CENTCOM — briefly cracked the Strait open.

And when that truce collapsed this week, with Iran striking commercial vessels and Trump declaring the ceasefire over, the Strait slammed shut again within hours.

The bombs opened nothing. The diplomats opened it briefly. The bombs are now guaranteeing it stays closed. This is the arithmetic Pence cannot count.

The judge who actually rules the strait
Here is what Pence, and evidently Trump’s advisers, have never understood: the Strait of Hormuz is not governed from Washington, or even from Tehran. It is governed from London, from the unglamorous committee rooms of the marine insurance market.

I spent decades in international shipping law, across Iran, Indonesia, Ukraine and half the maritime world, and I can tell you that no force on earth moves a merchant vessel that its insurers have abandoned.

Every commercial ship afloat carries three layers of insurance. There is Hull and Machinery cover — H&M — insuring the vessel itself, an asset worth $100 million or more for a modern VLCC. There is Protection and Indemnity cover — P&I — insuring against third-party liabilities: pollution, crew death and injury, wreck removal, cargo claims.

And there is Cargo insurance, covering the value of the goods themselves — and a laden supertanker’s crude can today be worth nearly as much as the ship that carries it.

All three carry war risk exclusions. War, mines, drones, missiles — none of it is covered under standard terms. To sail into a zone of conflict, an owner must purchase separate War risk cover, and that cover is switched on and off by the Joint War Committee of the London market, which maintains the list of designated high-risk areas.

When the JWC lists an area, premiums explode, cover becomes voyage-by-voyage, renewable in seven-day windows, cancellable on notice.

When underwriters lose confidence entirely, cover simply evaporates — and a ship without insurance does not sail. Its lenders forbid it. Its charterers refuse it. Its flag state warns against it.

Now observe what actually happened in this war. Within 48 hours of the February strikes — before Iran had laid a single mine, before the IRGC had struck a single tanker — the war risk market had already shut the Strait. Insurers terminated existing policies. The Joint War Committee designated the entire Persian Gulf.

Premiums that stood at 0.25 percent of hull value surged past 1 percent, then to several percent — for a single transit. On a $150 million VLCC, that is millions of dollars per voyage, before the cargo is even insured.

Daily charter rates for supertankers quadrupled toward $800,000.

The insurance market closed the Strait before Iran’s navy did
The commercial shutdown preceded the physical blockade. That single fact demolishes Pence’s entire thesis. You cannot bomb your way to freedom of navigation, because freedom of navigation is not a military condition. It is a commercial one.

It exists when a Lloyd’s underwriter is willing to write a policy at a price a shipowner can bear. No B-2 strike has ever changed an actuarial table in the attacking power’s favour. Every strike makes the table worse.

The market never believed the peace
And here is the detail that should end this debate permanently. Even during the June truce — even after Trump stood at Versailles proclaiming “Ships of the World, start your engines” — the war risk designation never came off.

The Joint War Committee did not delist the Gulf. Premiums remained at multiples of their pre-war level. Underwriters kept writing cover voyage by voyage, week by week, ready to withdraw at the first drone.

The men who price risk for a living looked at Trump’s Memorandum of Understanding and rendered their verdict: they did not believe it. July 8 proved them right. The market understood what the White House did not — that a ceasefire built on deferred questions, contested toll clauses and mutual bad faith was a pause, not a peace.

Now, with the MOU dead, any prospect of the designation lifting is dead with it. The Strait’s status as a war zone is entrenched for the foreseeable future.

Mike Pence proposes to fix this with more air strikes. Understand what that means in practice: every American bomb that falls on Iran adds basis points to a war risk premium, extends the JWC’s listed area, and pushes more tonnage onto the long route around Africa.

Even if the United States Navy physically escorted every tanker — an operational fantasy in waters saturated with Iranian drones, missiles and mines — the underwriters would still price the corridor as a battlefield, because it would be one.

Washington already tacitly admitted this when it directed the Development Finance Corporation to stand up a $40 billion reinsurance backstop, turning the American taxpayer into the marine insurer of last resort. When your own government must insure the ships because the market will not, you have conceded that the market does not believe your military assurances.

There is no clearer confession of strategic failure.

The victory America threw way
The tragedy — and I use the word deliberately — is that America had its exit in March. In the first weeks of the war, Trump declared that Iran’s military had been destroyed and the Strait was open.

The obvious move, the move a Bismarck or a Nixon would have made, was to declare victory and walk away. Announce that the nuclear facilities lay in ruins, that the objective was achieved, and that the Strait of Hormuz — through which barely a trickle of America’s own oil passes — was henceforth the problem of those who actually depend on it: China, which draws over 40 percent of its seaborne crude through the passage, India, Japan, Korea, Europe.

Let Beijing negotiate with Tehran over tolls. Let Asia underwrite the convoys. America, the world’s largest oil producer, could have watched from across two oceans.

Instead, Washington chained its prestige to a waterway it does not need and cannot control, and handed Iran the greatest strategic gift imaginable: a permanent instrument of leverage over the global economy that costs Tehran almost nothing to wield.

Iran does not need to win a naval battle. It needs only to keep the actuaries nervous — a drone here, a mine there, a seized tanker when the mood takes it. Its Persian Gulf Strait Authority now sells passage to favoured nations at seven-figure fees, exercising precisely the sovereignty over the Strait that its negotiators promised it would never surrender.

The Strait, as Iran’s chief negotiator said plainly, will not return to pre-war conditions. He was telling the truth. Washington simply refused to hear it.

The lesson Pence will never learn
This is what the collapse of the old order looks like in practice — what I have called the Legitimacy Principle. American power can destroy, but it can no longer compel. It can level a nuclear facility, but it cannot make a Greek shipowner send a $150 million vessel and 25 souls through a minefield.

It can blockade Iranian ports, but it cannot force a Lloyd’s syndicate to write a policy it knows will lose money. The instruments that actually govern the world’s arteries — insurance markets, charter rates, the quiet risk calculus of men in London and Singapore and Piraeus — do not answer to CENTCOM.

Mike Pence looks at the Strait of Hormuz and sees a target list. A shipping lawyer looks at it and sees a war risk clause. The clause has beaten the target list for 130 days, and it will beat it for a 130 more.

“Finish the job” is not a strategy. It is the sound of a man who has learned nothing, advising a president who was told nothing, about a war that neither of them can win.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform. He also hosts Lim’s Substack.

In 1904, a British geographer named Halford Mackinder stood before the Royal Geographical Society in London and delivered what would become the most prophetic warning in the history of geopolitics:

“Who rules the Heartland commands the World Island. Who rules the World Island commands the World.”

Mackinder’s insight was deceptively simple. The world’s greatest landmass — Eurasia and Africa combined, what he called the World Island — contained resources, populations and industrial potential that dwarfed anything that maritime powers could master.

• READ MORE: China built the railway Iran needed — America’s strategy is obsolete
• How the US naval blockade has bled Iran of nearly $6bn in oil revenues — but rail may change this
• Other war on Iran/ceasefire reports

The only thing preventing a land-based power from dominating was geography. The Heartland — that vast Central Asian interior was inaccessible to navies. No fleet could project power into the steppe.

But railways could unlock it.

Mackinder was watching Tsarist Russia’s railways push southward through Central Asia and issuing a warning to Britain: if any single power ever consolidated the Heartland by rail, British naval supremacy would become irrelevant.

The world’s oceans, which made Britain great, would become a moat around a fortress someone else owned.

Britain took the warning seriously.

Keeping Eurasia divided
America, inheriting Britain’s role as the guardian of the maritime order, built its entire grand strategy around preventing exactly this — keeping Eurasia divided — contested, and dependent on American-controlled sea lanes.

For 70 years, it worked.

Xian. The ancient capital of China. The city where the original Silk Road began 2000 years ago, where camel caravans loaded with silk, spices, and porcelain departed westward into the vast Central Asian steppe, threading through kingdoms and deserts toward Isfahan in Persia.

Today, freight trains depart from Xian’s modern logistics terminals heading in the same direction. Not on camels. Not in weeks. In 14 days — 10,400 km threading through Kazakhstan, Uzbekistan, Kyrgyzstan, and Turkmenistan before arriving in Tehran.

History doesn’t repeat. But it rhymes with astonishing precision.

Since the outbreak of the US-Israel war on Iran, something remarkable has happened on that Xian-Tehran rail corridor.

Train schedules have increased by 300 percent weekly.

Bypassing the US and its Strait if Hormuz blockade         Video: BeyondTheBuild

China is simply ‘going around’
Think about what that means. America’s naval assets — the most powerful maritime force in human history — are positioned around the Strait of Hormuz, squeezing Iran’s maritime trade. The blockade is real. The pressure is real.

And China is simply going around it.

Not through diplomatic protest. Not through UN resolutions. Through railways threading through the Heartland — through exactly the geography that Mackinder identified as impervious to naval power 120 years ago.

Every freight train that departs Xian is a Mackinderian argument made in steel and diesel. American carrier groups cannot follow it. American sanctions cannot easily interdict it.

American naval supremacy, the foundation of the post-war international order, is geographically irrelevant to a train crossing Kazakhstan.

This isn’t improvisation. China didn’t build this corridor in response to the current crisis. It built it years in advance — patiently, methodically, as part of the Belt and Road initiative — precisely because Chinese strategists understood that America’s ultimate weapon was control of sea lanes.

The answer to sea lane control is to not need the sea lanes.

Belt and Road strategy
The Xian-Tehran railway passes through four Central Asian republics — all former Soviet states that Russia once controlled, that America tried to court after 1991, and that China has now quietly bound into its infrastructure network through investment, loans and railway agreements.

The April 2024 four-party tariff agreement between China, Iran, Kazakhstan, and Turkmenistan established unified tariffs and guaranteed transit times. The corridor was operationalised before the crisis that would make it indispensable.

That is strategic foresight of a very high order.

What China has done with Belt and Road is achieve what Mackinder feared most — Heartland consolidation — not through military conquest but through commerce.

The Central Asian republics are now threaded into China’s logistics networks. Iran is bound to China through a 25 year comprehensive cooperation agreement.

Russia, weakened by Ukraine, watches Chinese influence expand into its former backyard with limited ability to resist. The Heartland — from Xian to Tehran, from the Caspian to the Pamirs, is quietly reorganising around Chinese economic gravity.

Shift in world power balance
Mackinder warned that this moment, if it ever came, would represent a fundamental shift in the balance of world power. He wasn’t wrong about much.

America’s blockade of Hormuz operates on a 20th century assumption — that controlling the maritime chokepoint controls the relationship. That assumption holds when there is no alternative. It weakens precisely as alternatives are built.

Iran’s trade with China — its economic lifeline — is increasingly flowing overland. The railway that cannot be blockaded is running at 300 percent of its pre-war schedule. China and Iran are simultaneously accelerating the electrification of Iranian rail infrastructure, deepening the corridor’s capacity further.

Russia completed its first freight run to Tehran through Kazakhstan and Turkmenistan in November 2025. The overland architecture is not just surviving the blockade — it is being reinforced by it.

This is what strategic infrastructure looks long when it was designed with exactly this contingency in mind.

Mackinder died in 1947, just as America was assuming Britain’s mantle as the world’s pre-eminent maritime power. He spent his final years anxious that the lesson of the Heartland had not been properly absorbed.

Standing in Xian today, watching freight trains loaded with Chinese goods depart for Tehran through four Central Asian republics, along a route that American naval power cannot touch — one suspects that he would feel a complicated mixture of vindication and dread.

The railway is 10,400 km long.

It is also in a very real sense, the distance between the world America built and the world that is coming.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform.

Iran says the Strait of Hormuz is “open to all except its adversaries”, and any passage through the trajectory of this significant chokepoint should be coordinated with the Iranian military, reports AL Jazeera.

Sources say the number of ships transiting through the strait has slightly increased, but is still very low compared with pre-war times, reports Tohid Asadi from Bandar Abbas, a city on the strait.

Asadi has filed several exclusive reports from the strait area in the past few days.

• READ MORE: Drone hits UAE power plant; Israeli attacks on Lebanon continue
• Improvements in Pacific media freedom, but a shameful silence on Gaza ‘death trap’
• Other Gaza and war on Iran reports

He reports that Iran also said it was critically important for the US to lift the blockade on Iranian ships as a condition that could be taken into consideration when it comes to taking the strait into a normal situation.

Iran says it will soon reveal its plan to manage traffic ⁠through the strait, including the charging of tolls, while Trump has warned Tehran will have a “very bad time” if a peace deal is not reached soon.

On Saturday, Iran’s first vice president, Mohammad Reza Aref, said his country would no longer allow “enemy” military equipment to pass through the Strait of Hormuz.

Tohid Asadi reporting from the Strait of Hormuz.              Video: Al Jazeera

insurance-based framework
The Lebanese-based satellite news service Al-Mayadeen reports that Iran is advancing an insurance-based framework to manage the strait, of H aiming to expand maritime oversight and generate post-war revenue while remaining within international law.

Iran’s Ministry of Economy is reportedly advancing a proposal to manage the Strait of Hormuz through an insurance-based framework aimed at enabling post-war oversight of the strategic waterway in accordance with international law, while also creating a new source of revenue for the country.

According to a document obtained by Fars News Agency, the initiative seeks to establish a mechanism through which “management of the Strait of Hormuz becomes possible via insurance,” in a way that would remain acceptable to foreign states under non-war conditions while still allowing Iran to exercise effective control over maritime activity in the strait.

Under the proposed framework, Iran would gain broader oversight capabilities, including expanded access to maritime data and the ability to distinguish between vessels from different countries transiting the waterway.

Since the onset of the US-Israeli war, Iranian officials have maintained that “security of the Strait of Hormuz lies with the armed forces of the Islamic Republic”.

Against that backdrop, the proposal argues that management of the strait should remain under Iranian authority due to the damage Tehran has sustained from the passage of hostile vessels through the corridor.

Despite a trade-related controversy that erupted last week between the governments of Vanuatu and New Caledonia, the French territory’s freight vessel MV Karaka began a new service to Port Vila and Luganville.

Last week, New Caledonia’s territorial government announced it had suspended all trade cooperation with Vanuatu after Port Vila hosted the leader of New Caledonia’s pro-independence FLNKS group — a move seen as a lack of respect by the government in Nouméa.

It followed with the top French diplomat in Port Vila, Jean-Baptiste Jeangène Vilmer, making multiple Facebook posts on the issue, including his meeting with Vanuatu Foreign Affairs Minister Marc Ati to clear misunderstanding and promote the notion of “constructive dialogue”.

• READ MORE: Other New Caledonia and Vanuatu reports

However, the Vanuatu’s Foreign Affairs Ministry described Vilmer’s decision “to go public through social media platforms” as “extremely unfortunate”.

“The Ambassador’s posts on social media have unnecessarily provoked public misunderstanding and divided national opinions on the actual state of play,” it said in a statement on Friday.

It added that “matters relating to sovereignty and bilateral relations are best addressed through established diplomatic channels”.

But despite the diplomatic spat, the Nouméa-based vessel MV Karaka, which is normally dedicated to a connection between Nouméa and New Caledonia’s Loyalty Islands group (north-east of the main Island, Grande Terre), made its maiden voyage to Vanuatu.

Port Vila service
The MV Karaka is now starting to service the capital Port Vila, as well as Luganville, on the northern island of Espiritu Santo.

Vanuatu authorities held official welcoming ceremonies on Friday to launch the service in Port Vila in presence of French Ambassador Jean-Baptiste Jeangène Vilmer.

The ceremony was also attended by Vanuatu ministers Samson Samsen (Trade) and Johnny Koanapo Rasou (Finance), the Vanuatu Daily Post reports.

They were quoted as stressing that even though “issues remained” between France and Vanuatu, they “do not affect “friendship, partnership and diplomatic ties” between the two countries.

The new maritime service, operated by French company CMI (Compagnie Maritime des Îles), is transporting close to 300 tonnes of freight from New Caledonia for export to Vanuatu.

On the way back to Nouméa, it is expected to carry a freight of products for sale in the French Pacific territory, CMI general manager Thomas Quiros told media earlier last week.

The MV Karaka is planning to operate the Vanuatu route once a month.

The service was described by Samsen as “an important connection” to develop new opportunities on both sides in terms of investment, trade and even tourism developments.

Generally, it is also perceived as an instrument to boost the volume of trade between New Caledonia and Vanuatu, an aim that was perceived as shared by both countries.

This article is republished under a community partnership agreement with RNZ.

Many American apologists cannot see the forest for the trees and think that the reopening of the Strait of Hormuz represents a huge win for the United States and that Iran has caved in. Wrong.

When the Iran ceasefire was first announced by US President Donald Trump on April 8, it was meant to cover Lebanon as well.

Even the Pakistanis, who were the mediators said it covered Lebanon. But that war criminal Israeli Prime Minister Benjamin Netanyahu wanted to wreck the peace process and so bombed Lebanon viciously and committed genocide once again, killing hundreds if not thousands of innocent Lebanese.

• READ MORE: Iran warns US blockade of ports must end as Strait of Hormuz opens

Trump tried to rein him in but Netanyahu refused to stop the genocide and the two got into a shouting match in the early hours of the morning. The Americans just could not control the Israelis.

So Iran maintained their vice-like closure of the Strait of Hormuz. With each passing day, the world was moving towards an economic precipice and people all over the world were blaming Trump and the Americans for starting the stupid war.

Trump eventually read the riot act to Netanyahu and unilaterally imposed the ceasefire in Lebanon. The Israelis were stunned.

The ceasefire resulted not because of talks between the Lebanese and the Israelis, but because of the leverage Iran has over the Strait of Hormuz. That is why the Iranian Foreign Minister Abbas Araghchi said that because of the ceasefire in Lebanon, Iran is reopening the Strait — and Trump thanked the Iranians profusely for it.

As for Trump still maintaining the blockade of the Iranian ports, this is pure posturing by him to show that he is strong. It means nothing.

The Iranians have already warned him that if he continues with the blockade, they will not only close off the Strait of Hormuz again but also the Bab Al-Mandeb Strait in the Red Sea and also the Gulf of Oman.

That would plunge the entire world economy into a depression and no oil from the Gulf would flow.

Trump as usual is blustering, but in reality he is praying every minute that the Iranians will go back to the negotiating table, and give him the peace deal he so desperately needs to extricate himself from the mess he created in starting this war.

Iran is showing its maturity and displaying the might of a new global power. It will soon control the entire Middle East together with the other great power — Türkiye.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform.

US President Donald Trump probably thinks he can starve a country that feeds itself.

Washington is selling the naval blockade of the Strait of Hormuz as a chokehold. However, it is worth asking whether the hand actually reaches the throat.

Iran shares land borders with seven countries — Türkiye, Iraq, Armenia, Azerbaijan, Turkmenistan, Afghanistan, and Pakistan. Nearly 5900 kilometres of border, criss-crossed by road and rail.

• READ MORE: US ready to restart combat if Iran does not agree to deal: Hegseth
• Caitlin Johnstone: I hope the US loses and the empire collapses
• Other US-Israel war on Iran reports

No naval force on earth blockades a land route.

Petrochemicals, minerals, manufactured goods are moved overland. Machinery, spare parts, consumer goods, all come back the same way. The Strait of Hormuz does not sit across any of that.

Then there is the food issue, which is where blockades historically do their cruellest work.

It will not work here. Iran is approximately 96 percent self-sufficient in essential foodstuffs.

Iran doesn’t depend on imported food
Fertile western plains, mountain valleys, Caspian lowlands, including wheat, rice, fruit, livestock. The Gulf states that cheered this blockade loudest — the UAE and Qatar — depend almost entirely on food imports. Iran doesn’t.

You cannot starve a country that feeds itself.

What about the blockade?

Yes, that will hurt. Hard currency earnings from oil tanker traffic will fall. That is real and Washington knows it.

But “hurt” and “collapse” are different destinations, and the distance between them is precisely what the architects of this policy appear not to have calculated.

Central Asia and the Caucasus remain open. Regional markets will absorb what the sea lanes cannot carry.

The economic pressure is genuine. The total isolation that the blockade promises is not.

Iran has survived four decades of sanctions, assassinations, and sabotage. It did not survive them by accident. It survived them because its geography is not a weakness waiting to be exploited.

It is the strategy.

Prince Taofeek Ajibade is an educator and digital creator from Ibadan, Nigeria.

Most of Iranian oil — 96.7 percent — is destined for China. If you note this figure, you will realise that the Americans are really trying to choke off the supply of Iranian oil to China by blockading the Strait of Hormuz.

This is a major part of the American containment strategy against China.

Now that America will most likely lose control of the Strait of Hormuz to Iran, they are shifting their attention to the other most critical chokepoint in the world — the Strait of Malacca.

• READ MORE: Indonesia, US sign ‘major’ defence cooperation agreement
• Why Trump’s naval blockade to ‘strangle’ Iran is a joke
• Pakistani army chief in Tehran amid bid to restart US talks
• Other US-Israel war on Iran reports

About 80 percent of China’s imported oil has to pass through the Strait of Malacca. Vessels come down the Strait, sail past Singapore which is at the southernmost tip of the Strait, before they swing upwards into the South China Sea to go to the Philippines and East Asia, including China.

The two most important countries which border the Malacca Strait are Indonesia and Malaysia, one on either side of the Strait.

A very interesting development took place on Monday in Washington when the Defence Minister of Indonesia Sjafrie Sjamsoeddin signed a cooperation agreement with US War Secretary Pete Hegseth.

Speculation on details
People are speculating about the details of the agreement:

• Will it allow the Americans to base troops in Indonesia and use Indonesian airspace for their air assets?
• Will American naval vessels be allowed to dock at the old Dutch port of Belawan, near Medan, in Northern Sumatra, which is near the opening to the Strait?
• Will the Malacca Strait now become the focal point in this great power struggle between America and China?
• What will Indonesia’s other BRICs partners, principally China and Russia think of Indonesia’s move in signing this agreement with the Americans?

To spice things up, Indonesian President Probowo Subianto was in Moscow a few days ago meeting with President Putin.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform.

This US naval blockade is meant to strangle the Iranian economy by preventing it from exporting oil — the economic lifeline of Iran. It will do nothing of the sort.

Please study the infographics below. Before the war started, Iran was furiously loading tankers with oil at 3 times the normal rate and sending them off to the Far East, with the ultimate destination being China.

China buys 90 percent of Iranian oil, with many of its private refineries — known colloquially as “tea pot” refineries — depending on Iranian crude.

• READ MORE: Trump claims Iran wants a deal ‘very badly’ as US blockade begins in Hormuz
• Iran threatens retaliation over Gulf ‘piracy’ in Trump’s naval blockade
• Global Sumud Flotilla heads from Barcelona to break Gaza blockade
• Other US-Israel war on Iran reports

There are presently at least 158 million barrels of Iranian oil sitting in some 96 tankers anchored near the Malaysian state of Johor. There, ship-to-ship transfers take place, before the shipments go off to their final destinations in China.

So this naval blockade will cost the Americans billions of dollars to maintain, but the only thing it will achieve is to make countries dependent on oil from the Persian Gulf such as Australia, Britain, Europe, Japan, South Korea, India, Pakistan and Bangladesh cry.

American voters will get mad at Trump for the surging prices at the pump and give the Republicans a shellacking in the mid-terms.

Iran rolling in cash
Iran will be rolling in cash from the sale of these 158 million barrels of oil already at sea and far away from any naval blockade, and the Iranians will be laughing at the stupidity of the Americans.

Isn’t this the classic illustration of the saying  “closing the stable door after the horse has bolted”?

Let us see how long Trump can afford to keep up with this charade.

You would think that American intelligence would have the wherewithal to better advise their President what a harebrained idea his naval blockade is.

Lim Tean is a Singaporean lawyer, politician and commentator. He is the founder of the political party People’s Voice and a co-founder of the political alliance People’s Alliance for Reform.

New Caledonia’s domestic airline Air Calédonie filed for bankruptcy on Friday, following almost a month of blockades by customers in the French Pacific territory’s outer islands.

The protest movement had been initiated by groups of angry outer islands customers who intended to oppose the company’s decision to move Air Calédonie’s operations from the Nouméa Magenta airport to New Caledonia’s international La Tontouta base, more than 50 km away from Nouméa city.

The smaller airport of Magenta, until now dedicated to domestic traffic, is located closer to Nouméa.

• READ MORE: Other Kanaky New Caledonia reports

The beginning of the protest movement, which effectively grounded all Air Calédonie aircraft, dates back to 2 March 2026.

The protesters are gathered under the name of “collective of users” and, on each participating island, are headed by local chiefs who are invoking custom rights.

In terms of law and order, and in defence of the principle of freedom of movement and “territorial continuity”, on the part of French State representatives, there have been no attempts to disrupt the movement by force.

But negotiations have been taking place with leaders in order to find a concerted way out of the blockades.

Economic stakeholders have also alerted authorities of the negative repercussions of the inter-island crisis, especially on tourism and hospitality-related businesses.

On some islands, views expressed range from an outright rejection of any aircraft landing, while others would accept the landing of aircraft from other airlines, but not from Air Calédonie.

Outer islands airports blockaded
Following weeks of blockade that have caused heavy losses for the company — dubbed “AirCal” — its board of directors, at a meeting on Friday in the capital Nouméa, decided to file for bankruptcy.

It said the current situation was no longer sustainable.

The blockade affected all of AirCal’s outer islands destinations, including the Loyalty Islands (Maré, Lifou, Ouvéa and Tiga) and the Isle of Pines (south of the main island of Grande Terre).

One of the options, if approved by a court, could allow a resumption of operations, if the process is deemed sustainable.

The company said under the proposed process, all debts would be frozen and provided it was allowed to resume inter-island flights, Air Calédonie could continue operating.

But if the plan is not approved by the judges, this could also mean an order for the company to go into receivership.

AirCal said the situation currently affected “almost 200 families”.

Vanuatu connection
Air Calédonie, in its embryonic form, started operations in the mid-1950s.

It currently operates a fleet of four turbo-prop ATR-72 aircraft.

Due to previous hardships faced recently (including the covid crisis, which also badly affected inter-islands operations), Air Calédonie had also entered into agreements with Air Vanuatu in October 2025  to lease one of its aircraft for the neighbouring archipelago’s domestic airlinks, including to and from the capital Port Vila and Vanuatu’s other main islands of Espiritu Santo (North) and Tanna (South).

In September 2024, a Nouméa-Port Vila bi-weekly link was also established under a codeshare agreement between Air Calédonie and Air Calédonie international aboard an ATR-72 aircraft.

At the time, the agreement was perceived as one step towards a possible merger of the two entities’ domestic and international operations, in a bid to save costs in the face of recent crises.

The recent crisis situation was also compounded by the riots that broke out in New Caledonia — mainly in the capital Nouméa and its surrounding area — in May 2024.

The unrest caused about 14 dead and material damage of over 2 billion euros (about NZ$ 4 billion) due to arson and looting.

But it also affected the capacity to operate domestic and international flights out of the airports of Nouméa La Tontouta and New Caledonia’s outer islands.

The plan to relocate Air Cal’s operations from Magenta to La Tontouta had been mooted by previous governments of New Caledonia, on the basis that if the move was not effected, then the company would not survive.

‘It looks as if someone wants the death of AirCal — Alcide Ponga
Commenting on the blockade, New Caledonia local government President Alcide Ponga was blunt. He told local media earlier this week: “It looks as if someone wants the death of AirCal.”

However, one of the blockaded small airports, on the Isle of Pines (South of Nouméa), announced earlier this week its intention to re-allow traffic, on the condition that Air Calédonie lands again at the small and nearby airport of Nouméa-Magenta and not at the main La Tontouta base.

The main shareholders of Air Calédonie are the government of New Caledonia and its three provinces (North, South and the Loyalty Islands group).

During heated debates on Thursday at New Caledonia’s Congress, politicians and board members from across the political chessboard called on the company to re-engage in negotiations to attempt an agreement to re-open all of the blockaded outer islands airfields and thus bring in fresh cash.

Another cash-generating option also envisaged by the company would be to persuade the board and stakeholders to set aside a financial package so that the company can go on operating.

Earlier this month, Air Calédonie was forced to put half of its staff into temporary unemployment mode, because the company’s financial situation (a cash flow estimated at only 3 million euros) did not allow any salary payment beyond April 2026.

Air Calédonie said it remained “mobilised to save a vital company for New Caledonia and design a viable recovery plan”.

A similar plan was already implemented in 2024 in the wake of the post-riots crisis.

Humanitarian special flights for patients
In recent days, New Caledonia’s government introduced the notion of humanitarian “sanitary corridors” in the form of special flights to transport selected patients in dire need of care to and from the outer islands and the capital Nouméa, at an estimated cost of some 13,500 euros (about NZ$27,000) per trip.

In the Loyalty Islands, several tourism and hospitality facilities have also suffered the brunt of the disruption of inter-island traffic.

Some of those have already been forced to either close down or enter into receivership.

No maritime alternative
The situation is further compounded by serious technical problems faced by the alternative means of inter-island transport — the ferry Betico has also been unable to operate, on a regular basis, over the past few months.

The ship is currently undergoing repairs to one of its engines and it announced tentative resumption of operations next week on April 3, the operating company said.

Until then, all trips to and from Nouméa have been cancelled.

This article is republished under a community partnership agreement with RNZ.

There is no doubt that the war Israel and the United States have launched against Iran will have global economic consequences. While it is difficult to know what those consequences will be, it is hard to see them as positive, and they could be very, very negative.

Already we have seen oil prices spike by 8 percent since last week, and by much more since January.

Oil prices reached above US$100 a barrel with Russia’s invasion of Ukraine in 2022, but then gradually started to fall, and by the start of the year had returned to their pre-2022 level of US$60.

• READ MORE: Trump claims Iran being ‘demolished’; Tehran warns US against ground invasion
• Australia and the ‘Epstein Coalition’ – invasion of Iran a disaster
• Iran mourns 165 girls, staff killed in school strike during US-Israel war
• Other US-Israel attack on Iran reports

Just before the weekend they had risen to US$70 and now they are almost at US$80. With the Strait of Hormuz effectively closed, they could rise much more.

That is on the price front. There could also, unlike in 2022, be problems on the quantity side.

If it continues to be difficult to ship oil out of the Middle East, then shortages of oil might start to emerge. The countries that will do best in such a situation are those with large stockpiles or plenty of bargaining power.

The Pacific Island countries have neither.

Reliant on 80% oil
The Pacific is also vulnerable because of its extreme reliance on oil. According to a 2022 UN report, the Pacific meets 80 percent of its energy requirements through oil.

Even in the electricity sector, renewable energy sources make only a limited contribution.

There has been some growth in renewable energy as an electricity source. According to analysis by Janendra Prasad at UNSW, the share of renewable energy in electricity production in the Pacific has increased from 17 percent in 2017 to 24 percent in 2023. That is still low, and nowhere near what Pacific governments are themselves targeting (in excess of 80 percent by 2030).

The Pacific is also vulnerable because of its lack of domestic oil production and very limited storage capacity. In fact, Tonga suffered fuel shortages last year due to problems with its fuel depot and a stranded fuel vessel.

With drivers now queuing in Australia and the UK to get their petrol before prices rise or petrol rationing begins, it wouldn’t be surprising to see queues develop across the Pacific.

Governments can tell people not to panic, but it may seem like a rational response given the risks of petrol price rises and rationing.

It is important to clarify that PNG is the “odd one out” in the Pacific. PNG will actually likely benefit from the crisis as it is a large exporter of LNG. The government’s tax and dividend take will increase as LNG prices rise.

PNG oil refinery
PNG also has an oil refinery. And this war will also help the prospects for PNG’s much-delayed and still-uncertain future LNG projects by increasing the value to Asia of sourcing its LNG nearer to home than the Middle East.

So far we have focused on petroleum. But there are also the wider ramifications of the war.

It may lead to an uptick in global inflation, and may even push the world towards or even into recession. An oil shock on its own is unlikely to be enough to lead to a recession, but an escalated, widespread Middle East conflict (or possibly a conflict that extends to Turkey and Europe) certainly could.

Again, PNG will benefit from a further increase in the gold price as investors lose faith in the US, and therefore in the US dollar.

But overall, what is bad for the world is bad for the Pacific. Remittances, tourism, fishing licence fees, aid and investment returns would all suffer in the event of a global recession.

There is a possible upside. If Iran capitulates and, with or without regime change, gives in to US demands, then, with sanctions removed, oil production might go up and oil prices down.

Right now, that doesn’t seem like a likely scenario.

Relevant positives
More relevant are the positives that could limit or to some extent offset the downside for the Pacific.

One is that it is still unclear how long this war will go on for. The shorter it is the less worrying the outcomes.

A second is the positive role Australia can play. Although there are questions about Australia’s own limited oil storage capacity, Australia will be under pressure to share whatever oil it is able to import with its Pacific family.

Third, and longer-term, this crisis, especially if it is long-lasting, might make the world more serious about the renewable transition, not so much to avoid dangerous climate change, but to shore up energy security.

Understandably, for the Pacific, which is highly vulnerable to climate change impacts and whose emissions are negligible at the global level, the focus to date has been on climate change adaptation rather than mitigation.

But the sort of crisis currently unfolding should give the Pacific countries and their funders a stronger incentive to close the growing gap between Pacific renewable energy targets and reality — not to reduce the risks of climate change, but rather to reduce Pacific vulnerability to an increasingly shock- and conflict-prone Middle East.

Stephen Howes is director of the Development Policy Centre and professor of economics at the Crawford School of Public Policy at The Australian National University. Rubayat Chowdhury is a macroeconomist with experience working on monetary policy, growth, and economic development in emerging market economies. He is a research officer at the Development Policy Centre. 

Stephen Howes was recently interviewed on this topic for the ABC’s Pacific Beat programme. This article is republished under Creative Commons.

The governments of Fiji, Solomon Islands and Vanuatu have issued advisories for their nationals in the Middle East to remain calm and take the necessary precautions due to US-Israeli airstrikes on Iran.

Fiji’s Embassy in Abu Dhabi said Fijian nationals who were not residents of the United Arab Emirates should register with the embassy as soon as possible amid airspace closures in the Gulf Cooperation Council region.

The embassy said registration would allow them to offer necessary consular support and maintain situational awareness of Fijian nationals in-country.

• READ MORE:  Trump says Iran attacks to continue until ‘all objectives’ achieved
• World leaders react cautiously to U.S. and Israeli strikes on Iran
• Critics say weak NZ response over US-Israel attacks on Iran a ‘disgrace’
• UN’s Guterres condemns US-Israeli strikes, retaliatory attacks by Iran
• Other US-Israel attack on Iran reports

The Solomon Islands Foreign Affairs Ministry has advised all its nationals not to travel to the region until further notice.

“Solomon Islanders residing in the Gulf Region and Israel are urged to take necessary precautions, remain calm, follow host country authorities, and monitor reliable updates,” the ministry said in a statement.

While the Vanuatu government is advising its nationals and passport holders that the situation “is extremely volatile and unpredictable” and those caught in affected areas should “make immediate arrangements to depart if possible”.

“Stay informed about local conditions and register with the Vanuatu Ministry of Foreign Affairs if you’re planning to travel to affected areas,” the Vanuatu Foreign Ministry said.

This article is republished under a community partnership agreement with RNZ.

The Cook Islands Maritime Authority says a US-sanctioned oil tanker is falsely using Cook Islands identifiers to evade capture.

The Bertha, which flew under the Cooks flag for almost nine months in 2024, is among at least 16 vessels that have reportedly attempted to evade US blockades in Venezuela.

The New York Times reported the Bertha, under the false name of Ekta, had reportedly been located by US authorities in the Caribbean, but had yet to be captured.

• READ MORE: ‘Anywhere in the world’: US seizes Venezuela-linked Russian oil tanker

Others have either been captured, or have “spoofed” (turned off) their signals to evade tracking, The NYT reported.

A major American naval blockade on Venezuela’s energy exports was introduced last month.

The Bertha was sanctioned for transportation of Iranian crude oil in December 2024, less than a month after it was deregistered by Maritime Cook Islands in November.

“It appears that Bertha is continuing to use Cook Islands identifiers (MMSI 518999103 and Call Sign E5U5084) in her Automatic Identification System (AIS) transmissions.” the authority said in a statement today.

Deceptive practice
This deceptive practice enables the vessel to show falsely as being registered with the Cook Islands on commercial tracking platforms.”

Numerous Cooks-flagged ships have been identified with Russia’s “shadow fleet” of vessels illicitly trading in Russian and Iranian crude oil.

Maritime Cook Islands said vessels within the “shadow fleet” are usually deceptive in their location signalling through Automatic Identification System (AIS) transmissions. This typically includes spoofing locations and broadcasting false vessel identities.

MarineTraffic.com, which lists the Bertha under the Cooks flag, reported the vessels last location near the Gulf of Guinea on December 23.

The Cook Islands Maritime Authority has been approached for further comment.

This article is republished under a community partnership agreement with RNZ.

Fiji’s Maritime Safety Authority has launched an investigation into Goundar Shipping Limited following two incidents involving its vessels.

Late last month, one vessel ran aground on the reef of Ono-i-Lau, and villagers had to step in to ferry stranded passengers to nearby islands using small boats.

On Monday, the Lomaiviti Princess II was sent to assist with salvage operations of the grounded boat in Ono-i-Lau.

• READ MORE: Other Fiji shipping reports

But the rescue boat never made it as it capsized in Suva Harbour, where it remains on its side.

The company’s managing director George Goundar told local media “the mishap at Suva Harbour regarding the Lomaiviti Princess II was not the works of the company”.

He directed all questions to the Fiji Ports Cooperation.

Maritime Safety declines comment
FBC News has asked the ports cooperation for comment, but the outlet reported the Maritime Safety Authority had refused to comment further.

Minister Ro Filipe Tuisawau said the matter was under investigation and a release would be issued after he received an update on the matter.

On May 29, the company posted on social media about the first incident, saying “GSL Management would like to sincerely thank the people of Ono-i-Lau for your tremendous support following the mishap”.

“We acknowledge and appreciate your assistance in ensuring the passengers were safely brought ashore.

“The vessel is now en route to Suva.”

This article is republished under a community partnership agreement with RNZ.

Solomon Islands has the highest-ranked passport of Pacific Island nations, at 37th equal globally.

This is according to the Henley Passport Index.

The index, organised by a consulting firm that describes itself as “the global leader in residence and citizenship by investment,” releases the list based on global travel freedoms using data from the International Air Transport Association.

• READ MORE: Other passport reports

The index includes 199 different passports and 227 different travel destinations.

The Solomon Islands passport has access to 134 countries out of 227 on the list.

Samoa and Tonga have access to 131 destinations, while the Marshall Islands has access to 129.

Tuvalu is in equal 41st place with access to 128 countries, while Kiribati, the Federated States of Micronesia and Palau can visit 124 countries visa-free.

Further down the list is Vanuatu with access to 92 countries; Fiji with 90; Nauru, 89 and Papua New Guinea, 87.

Singapore tops the global list, with access to 195 countries, ahead of Japan (193 destinations) and six countries in third equal position – Finland, France, Germany, Italy, South Korea and Spain (192 destinations).

New Zealand is 5th equal (able to visit 190 countries) and Australia 6th equal (189 countries).

The ranking is the highest for New Zealand since 2017. It peaked at No 4 in 2015 but dipped as low as 8th in 2018 and 2019.

At the tail end of the list are countries including Yemen, Iran and Syria, with Afghanistan at the bottom ranked 106th, with only 26 countries allowing visa-free access.

Incidentally, Australia also has the most expensive passport in the world — with a new adult passport costing A$412 (US$255.30) ahead of Mexico (US$222.82), the USA (US$162.36) and New Zealand (US$120.37).

Henley and Partners said it uses a scoring system.

For each travel destination, if no visa is required for passport holders from a country or territory, then a score with value = 1 is created for that passport. A score with value = 1 is also applied if passport holders can obtain a visa on arrival, a visitor’s permit, or an electronic travel authority (ETA) when entering the destination.

The total score for each passport is equal to the number of destinations for which no visa is required (value = 1).

This article is republished under a community partnership agreement with RNZ.

SPECIAL REPORT: By Wendy Bacon

Newcastle port, the world’s biggest coal port, was closed for four hours on Sunday when hundreds of Rising Tide protesters in kayaks refused to leave its shipping channel.

Over two days of protest at the Australian port, 170 protesters have been charged. Some others who entered the channel were arrested but released without charge. Hundreds more took to the water in support.

Thousands on the beach chanted, danced and created a huge human sign demanding “no new coal and gas” projects.

• READ MORE: Rising Tide climate crisis ‘Protestival’ to go ahead despite court ruling
• COP29: Pacific climate advocates decry outcome as ‘a catastrophic failure’
• Other climate crisis protest reports

Rising Tide is campaigning for a 78 percent tax on fossil fuel profits to be used for a “just transition” for workers and communities, including in the Hunter Valley, where the Albanese government has approved three massive new coal mine extensions since 2022.

Protest size triples to 7000
The NSW Labor government made two court attempts to block the protest from going ahead. But the 10-day Rising Tide protest tripled in size from 2023 with 7000 people participating so far and more people arrested in civil disobedience actions than last year.

The “protestival” continued in Newcastle on Monday, and a new wave started in Canberra at the Australian Parliament yesterday with more than 20 arrests. Rising Tide staged an overnight occupation of the lawn outside Parliament House and a demonstration at which they demanded to meet with Prime Minister Anthony Albanese.

News of the “protestival” has spread around the world, with campaigners in Rotterdam in The Netherlands blocking a coal train in solidarity with this year’s Rising Tide protest.

Of those arrested, 138 have been charged under S214A of the NSW Crimes Act for disrupting a major facility, which carries up to two years in prison and $22,000 maximum fines. This section is part of the NSW government regime of “anti-protest” laws designed to deter movements such as Rising Tide.

The rest of the protesters have been charged under the Marine Safety Act which police used against 109 protesters arrested last year.

Even if found guilty, these people are likely to only receive minor penalties.Those arrested in 2023 mostly received small fines, good behaviour bonds and had no conviction recorded.

On Sunday I was arrested for blockading the world’s largest coal port, and now I am here in Canberra, to voice the anger of my generation.

I wrote to @AlboMP weeks ago inviting him to stand here today, on these lawns, and explain himself to the young people of Australia. pic.twitter.com/QgxjTApS92

— RisingTideAustralia (@RisingTideAus) November 27, 2024

Executive gives the bird to judiciary
The use of the Crimes Act will focus more attention on the anti-protest laws which the NSW government has been extending and strengthening in recent weeks. The NSW Supreme Court has already found the laws to be partly unconstitutional but despite huge opposition from civil society and human rights organisations, the NSW government has not reformed them.

Two protesters were targeted for special treatment: Naomi Hodgson, a key Rising Tide organiser, and Andrew George, who has previous protest convictions.

George was led into court in handcuffs on Monday morning but was released on bail on condition that he not return to the port area. Hodgson also has a record of peaceful protest. She is one of the Rising Tide leaders who have always stressed the importance of safe and peaceful action.

The police prosecutor argued that she should remain in custody. The magistrate released her with the extraordinary requirement that she report to police daily and not go nearer than 2 km from the port.

Planning for this year’s protest has been underway for 12 months, with groups forming in Brisbane, Adelaide, Melbourne, Canberra Sydney and the Northern Rivers, as well as Newcastle. There was an intensive programme of meetings and briefings of potential participants on the motivation for protesting, principles of civil disobedience and the experience of being arrested.

Those who attended last year recruited a whole new cohort of protesters.

Last year, the NSW police authorised a protest involved a 48-hour blockade which protesters extended by two hours. Earlier this year, a similar application was made by Rising Tide.

The first indication that the police would refuse to authorise a protest came earlier this month when the NSW police successfully applied to the NSW Supreme Court for the protest to be declared “an unauthorised protest.”

But Justice Desmond Fagan also made it clear that Rising Tide had a “responsible approach to on-water safety” and that he was not giving a direction that the protest should be terminated. Newcastle Council agreed that Rising Tide could camp at Horseshoe Bay.

People got the power! Eye witnesses say 24 protestors were arrested for protesting at parliament today, demanding the Albanese Government stop new coal. pic.twitter.com/ueNjHogzWZ

— RisingTideAustralia (@RisingTideAus) November 27, 2024

Minns’ bid to crush protest
The Minns government showed that its goal was to crush the protest altogether when the Minister for Transport Jo Haylen declared a blanket 97-hour exclusion zone making it unlawful to enter the Hunter River mouth and beaches under the Marine Safety Act last week.

On Friday, Rising Tide organiser and 2020 Newcastle Young Citizen of the year, Alexa Stuart took successful action in the Supreme Court to have the exclusion zone declared an invalid use of power.

An hour before the exclusion zone was due to come into effect at 5 pm, the Rising Tide flotilla had been launched off Horseshoe Bay. At 4 pm, Supreme Court Justice Sarah McNaughton quashed the exclusion zone notice, declaring that it was an invalid use of power under the Marine Safety Act because the object of the Act is to facilitate events, not to stop them from happening altogether.

When news of the judge’s decision reached the beach, a big cheer erupted. The drama-packed weekend was off to a good start.

Friday morning began with a First Nations welcome and speeches and a SchoolStrike4Climate protest. Kayakers held their position on the harbour with an overnight vigil on Friday night.

On Saturday, Midnight Oil front singer Peter Garrett, who served as Environment Minister in a previous Labor government, performed in support of Rising Tide protest. He expressed his concern about government overreach in policing protests, especially in the light of all the evidence of the impacts of climate change.

Ships continued to go through the channel, protected by the NSW police. When kayakers entered the channel while it was empty, nine were arrested.

84-year-old great-gran arrested, not charged
By late Saturday, three had been charged, and the other six were towed back to the beach. This included June Norman, an 84-year-old great-grandmother from Queensland, who entered the shipping channel at least six times over the weekend in peaceful acts of civil disobedience.

She told MWM that she felt a duty to act to protect her own grandchildren and all other children due to a failure by the Albanese and other governments to take action on climate change. The police repeatedly declined to charge her.   

On Sunday morning a decision was made for kayakers “to take the channel”. At about 10.15, a coal boat, turned away before entering the port.

Port closed, job done
Although the period of stoppage was shorter than last year, civil disobedience had now achieved what the authorised protest achieved last year. The port was officially closed and remained so for four hours.

By now, 60 people had been charged and far more police resources expended than in 2023, including hours of police helicopters and drones.

On Sunday afternoon, hundreds of kayakers again occupied the channel. A ship was due. Now in a massive display of force involving scores of police in black rubber zodiacs, police on jet skis, and a huge police launch, kayakers were either arrested or herded back from the channel.

When the channel was clear, a huge ship then came through the channel, signalling the reopening of the port.

On Monday night, ABC National News reported that protesters were within metres of the ship. MWM closely observed the events. When the ship began to move towards the harbour, all kayaks were inside the buoys marking the channel. Police occupied the area between the protesters and the ship. No kayaker moved forward.

A powerful visual message had been sent that the forces of the NSW state would be used to defend the interests of the big coal companies such as Whitehaven and Glencore rather than the NSW public.

By now police on horses were on the beach and watched as small squads of police marched through the crowd grabbing paddles. A little later this reporter was carrying a paddle through a car park well off the beach when a constable roughly seized it without warning from my hand.

When asked, Constable Pacey explained that I had breached the peace by being on water. I had not entered the water over the weekend.

Kids arrested too, in mass civil disobedience
Those charged included 14 people under 18. After being released, they marched chanting back into the camp. A 16-year-old Newcastle student, Niamh Cush, told a crowd of fellow protesters before her arrest that as a young person, she would rather not be arrested but that the betrayal of the Albanese government left her with no choice.

“I’m here to voice the anger of my generation. The Albanese government claims they’re taking climate change seriously but they are completely and utterly failing us by approving polluting new coal and gas mines. See you out on the water today to block the coal ships!”

Each of those who chose to get arrested has their own story. They include environmental scientists, engineers, TAFE teachers, students, nurses and doctors, hospitality and retail workers, designers and media workers, activists who have retired, unionists, a mediator and a coal miner.

They came from across Australia — more than 200 came from Adelaide alone — and from many different backgrounds.

Behind those arrested stand volunteer groups of legal observers, arrestee support, lawyers, community care workers and a media team. Beside them stand hundreds of other volunteers who have cleaned portaloos, prepared three meals a day, washed dishes, welcomed and registered participants, organised camping spots and acted as marshals at pedestrian crossings.

Each and every one of them is playing an essential role in this campaign of mass civil disobedience.

Many participants said this huge collaborative effort is what inspired them and gave them hope, as much as did the protest itself.

Threat to democracy
Today, the president of NSW Civil Liberties, Tim Roberts, said, “Paddling a kayak in the Port of Newcastle is not an offence, people do it every day safely without hundreds of police officers.

“A decision was made to protect the safe passage of the vessels over the protection of people exercising their democratic rights to protest.

“We are living in extraordinary times. Our democracy will not irrevocably be damaged in one fell swoop — it will be a slow bleed, a death by a thousand tranches of repressive legislation, and by thousands of arrests of people standing up in defence of their civil liberties.”

Australian Institute research shows that most Australians agree with the Council for Civil Liberties — with 71 percent polled, including a majority of all parties, believing that the right to protest should be enshrined in Federal legislation. It also included a majority across all ages and political parties.

It is hard to avoid the conclusion that it is a fear of accelerating mass civil disobedience in the face of a climate crisis that frightens both the Federal and State governments and the police.

As temperatures rise
Many of those protesting have already been directly affected by climbing temperatures in sweltering suburbs, raging bushfires and intense smoke, roaring floods and a loss of housing that has not been replaced, devastated forests, polluting coal mines and gas fields or rising seas in the Torres Strait in Northern Australia and Pacific Island countries.

Others have become profoundly concerned as they come to grips with climate science predictions and public health warnings.

In these circumstances, and as long as governments continue to enable the fossil fuel industry by approving more coal and gas projects that will add to the climate crisis, the number of people who decide they are morally obliged to take civil disobedience action will grow.

Rather than being impressed by politicians who cast them as disrupters, they will heed the call of Pacific leaders who this week declared the COP29 talks to be a “catastrophic failure” exposing their people to “escalating risks”.

Papua New Guinea will face a grim reality of a ban on its shipping of oil and hydrocarbons in international waters if it continues to ignore the implementation of a domestic waste oil policy that is 28 years overdue.

The Conservation and Environment Protection Authority’s Director for Renewable Brendan Trawen made this stark revelation in response to queries posed by Post-Courier Online.

In the backdrop of investment projects proposed in the resource space, the issue of waste oil and its disposal has incurred hefty fines and reputational damage to the nation, and could seriously impact the shipments of one of the country’s lucrative exports in oil and LNG.

• READ MORE: Waste oil – a timebomb for Papua New Guinea – Matthew Vari

“International partners are most protective of their waterways. Therefore, PNG has already been issued with a warning on implementation of a ban of oil and hydrocarbon shipments, including LNG from PNG through Indonesian water,” he said.

In addition, the issuing of a complete ban on all hydrocarbon exports from Singapore through Indonesian waters to PNG.

“In light of growing international concern about the need for stringent control of transboundary movement of hazardous waste oil, and of the need as far as possible to reduce such movement to a minimum, and the concern about the problem of illegal transboundary traffic in hazardous wastes oil, CEPA is compelled to take immediate steps in accordance with Article 10 of the Basel Convention Framework,” Trawen said.

He indicated CEPA had limited capabilities of PNG State through to manage hazardous wastes and other wastes.

Safeguarding PNG’s international standing
The government of PNG had been “rightfully seeking cooperation with Singaporean authorities since 2020” to safeguard PNG’s international standing with the aim to improve and achieve environmentally sound management of hazardous waste oil.

“Through the NEC Decision No. 12/2021, respective authorities from PNG and Singapore deliberated and facilitated the alternative arrangement to reach an agreement with Hachiko Efficiency Services (HES) towards the establishment of a transit and treatment centre in PNG.

“In due process, HES have the required permits to allow transit of the waste oils in Singapore, Malaysia and South Korea for recycling.”

Minister of Environment, Conservation and Climate Change Simon Kilepa acknowledged that major repercussions were expected to take effect with the potential implementation ban of all hydrocarbons and oil shipments through Indonesian waters.

Political, economic and security risks emerged without doubt owing to GoPNG through CEPA’s negligence in the past resolving Basel Convention’s outstanding matters.

“It is in fact that the framework and policy for the Waste Oil Project exists under the International Basel Convention inclusive of the approved methods of handling and shipping waste oils. What PNG has been lacking is the regulation and this program provides that through,” he said.

“CEPA will progress its waste oil programme by engaging Hachiko Efficiency Services to develop and manage the domestic transit facility.

“This will include the export of waste oil operating under the Basel and Waigani agreements dependent upon the final destination.”

CEPA will proceed with the Hazardous Waste Oil Management Programme immediately to comply with the long outstanding implementation of the Basel Convention requirements on the management of Hazardous waste oil.

A media announcement and publicity would be made with issuance of Express of Interest (EOI) to shippers and local waste companies

A presentation would be made to NEC Cabinet and a NEC decision before the sitting of Parliament.

Matthew Vari is a senior journalist and former editor of the PNG Post-Courier. Republished with permission.

The Singapore cargo ship Dali chartered by Maersk, which collapsed the Baltimore bridge in the United States last month, was carrying 764 tonnes of hazardous materials to Sri Lanka, reports Colombo’s Daily Mirror.

The materials were mostly corrosives, flammables, miscellaneous hazardous materials, and Class-9 hazardous materials — including explosives and lithium-ion batteries — in 56 containers.

According to the Mirror, the US National Transportation Safety Board was still “analysing the ship’s manifest to determine what was onboard” in its other 4644 containers when the ship collided with Baltimore’s Francis Scott Key Bridge, collapsing it, on March 26.

• READ MORE: Baltimore Key Bridge collapse investigation begins

The e-Con e-News (ee) news agency reports that prior to Baltimore, the Dali had called at New York and Norfolk, Virginia, which has the world’s largest naval base.

Colombo was to be its next scheduled call, going around South Africa’s Cape of Good Hope, taking 27 days.

According to ee, Denmark’s Maersk, transporter for the US Department of War, is integral to US military logistics, carrying up to 20 percent of the world’s merchandise trade annually on a fleet of about 600 vessels, including some of the world’s largest ships.

The US Department of Homeland Security has also now deemed the waters near the crash site as “unsafe for divers”.

13 damaged containers
An “unclassified memo” from the US Cybersecurity and Infrastructure Security Agency (CISA) said a US Coast Guard team was examining 13 damaged containers, “some with Centers for Disease Control and Prevention [CDC] and/or hazardous materials [HAZMAT] contents.

The team was also analysing the ship’s manifest to determine if any materials could “pose a health risk”.

CISA officials are also monitoring about 6.8 million litres of fuel inside the Dali for its “spill potential”.

Where exactly the toxic materials and fuel were destined for in Sri Lanka was not being reported.

Also, it is a rather long way for such Hazmat, let alone fuel, to be exported, “at least given all the media blather about ‘carbon footprint’, ‘green sustainability’ and so on”, said the Daily Mirror.

“We can expect only squeaky silence from the usual eco-freaks, who are heavily funded by the US and EU,” the newspaper commented.

“It also adds to the intrigue of how Sri Lanka was so easily blocked in 2022 from receiving more neighbourly fuel, which led to the present ‘regime change’ machinations.”

Two of the global Freedom Flotilla ships are being prepared in Turkey and almost ready for the upcoming humanitarian mission to Gaza.

It is expected that the flotilla will include a New Zealand medical team.

Kia Ora Gaza is a member of the international Freedom Flotilla Coalition — a grassroots solidarity movement of different campaigns and activists across the world who are working together to end the “illegal and inhumane” Israeli blockade of the Gaza Strip.

• READ MORE: Other Kia Ora Gaza reports

“With the genocide of Palestinians in Gaza and the increased violence against all Palestinians living under Israeli oppression and occupation, our work is now more important than ever,” said Roger Fowler, a founder and facilitator of Kia Ora Gaza.

Since forming in 2010, Kia Ora Gaza has successfully participated in six non-violent direct challenges to the Israeli siege of Gaza:

• Lifeline to Gaza land convoy (2010)
• Miles of Smiles land convoy (2012)
• Research visit (2012)
• Freedom Flotilla 3 to Gaza (2015)
• Women’s Boat to Gaza (2016)
• Right to a Just Future for Palestine (2018)

“This year we are again joining with the Freedom Flotilla Coalition and the Save Gaza Campaign and planning three separate actions that will deliver much needed humanitarian aid to Palestinians in the Gaza Strip,” said Fowler.

“We’ll also be challenging the illegal Israeli blockade and siege of the enclave.”

• How to donate to Kia Ora Gaza
• More information about the Freedom Flotilla

The US has carried out another air raid on Yemen, with targets reportedly including the international airport in the capital city of Sanaa. This comes a day after US and UK airstrikes on Yemen in retaliation for Houthi attacks on Red Sea commercial vessels.

For weeks Yemen’s Houthi forces have been greatly inconveniencing commercial shipping with their blockade, with reports last month saying Israel’s Eilat Port has seen an 85 percent drop in activity since the attacks began.

This entirely bloodless inconvenience was all it took for Washington to attack Yemen, the war-ravaged nation in which the US and its allies have spent recent years helping Saudi Arabia murder hundreds of thousands of people with its own maritime blockades.

• READ MORE: This genocide is being live-streamed. We can’t say we didn’t know
• How the US, UK bombing of Yemen might help the Houthis
• What is South Africa’s five-point ICJ genocide argument against Israel?

Yemen has issued defiant statements in response to these attacks, saying they will not go “unanswered or unpunished”.

The U.S. can have a multi-decade long blockade on Cuba and it’s normalized.

Israel can have a decade and a half long total air, land, and sea blockade on Gaza and it’s normalized.

But Yemenis block some ships to stop a genocide and all the sudden it’s indefensible.

— James Ray (@GoodVibePolitik) January 13, 2024

The Biden administration’s dramatic escalation toward yet another horrific war in the Middle East has been hotly criticised by lawmakers on both sides of the aisle, who argue that the attacks were illicit because they took place without congressional approval.

This impotent congressional whining will never go anywhere, since, as Glenn Greenwald has observed, the US Congress never actually does anything to hold presidents to account for carrying out acts of war without their approval.

But there are some worthwhile ideas going around.

After the second round of strikes, a Democratic representative from Georgia named Hank Johnson tweeted the following:

“I have what some may consider a dumb idea, but here it is: stop the bombing of Gaza, then the attacks on commercial shipping will end. Why not try that approach?”

By golly, that’s just crazy enough to work. In fact, anti-interventionists have been screaming it at the top of their lungs since the standoff with Yemen began.

All the way back in mid-October Responsible Statecraft’s Trita Parsi was already writing urgently about the need for a ceasefire in Gaza to prevent it from exploding into a wider war in the region, a position Parsi has continued pushing ever since.

“Huge Miscalculation”: Biden’s Refusal to Push for Gaza Ceasefire Could Drag U.S. into Middle East War https://t.co/eJuzswi2BJ

— Democracy Now! (@democracynow) January 8, 2024

As we discussed previously, Israel’s US-backed assault on Gaza is threatening to bleed over into conflicts with the Houthis in Yemen, with Hezbollah in Lebanon, with Iran-aligned militias in Iraq and Syria, and even potentially with Iran itself – any of which could easily see the US and its allies committing themselves to a full-scale war.

Peace in Gaza takes these completely unnecessary gambles off the table.

And it is absolutely within Washington’s power to force a ceasefire in Gaza. Biden could end all this with one phone call, as US presidents have done in the past. As Parsi wrote for The Nation earlier this month:

“In 1982, President Ronald Reagan was ‘disgusted’ by Israeli bombardment of Lebanon. He stopped the transfer of cluster munitions to Israel and told Israeli Prime Minister Menachem Begin in a phone call that ‘this is a holocaust.’ Reagan demanded that Israel withdraw its troops from Lebanon. Begin caved. Twenty minutes after their phone call, Begin ordered a halt on attacks.

“Indeed, it is absurd to claim that Biden has no leverage, particularly given the massive amounts of arms he has shipped to Israel. In fact, Israeli officials openly admit it. ‘All of our missiles, the ammunition, the precision-guided bombs, all the airplanes and bombs, it’s all from the US,’ retired Israeli Maj. Gen. Yitzhak Brick conceded in November of last year. ‘The minute they turn off the tap, you can’t keep fighting. You have no capability.… Everyone understands that we can’t fight this war without the United States. Period.’ ”

In the end, you get peace by pursuing peace. That’s how it happens. You don’t get it by pursuing impossible imaginary ideals like the total elimination of Hamas while butchering tens of thousands of innocent Palestinians.

You don’t get it by trying to bludgeon the Middle East into passively accepting an active genocide. You get it by negotiation, de-escalation, diplomacy and detente.

The path to peace is right there. The door’s not locked. It’s not even closed. The fact that they don’t take it tells you what these imperialist bastards are really interested in.

Caitlin Johnstone is an Australian independent journalist and poet. Her articles include The UN Torture Report On Assange Is An Indictment Of Our Entire Society. She publishes a website and Caitlin’s Newsletter. This article is republished with permission.

While Japan’s discharge of nuclear waste waters into the Pacific from its Fukushima nuclear plant has been drawing flak across the Pacific, a high-powered delegation of Chinese ocean and marine scientists and Asia-Pacific scholars from Shandong Province visited Fiji to promote South-South cooperation to mitigate climate change — the Pacific island nations’ biggest security threat.

Facilitated by the Chinese Embassy in Suva, Shandong Province and Fiji signed a memorandum of understanding (MOU) to exchange scholars and experts from the provincial institution to assist the Pacific Island nation in the agriculture sector.

At the signing event, Agriculture Minister Vatimi Rayalu said Fiji and China had a successful history of cooperating in agriculture.

• READ MORE: China in the Pacific

He told the Fiji Broadcasting Corporation that this initiative was critical to agricultural production to promote heightened collaboration among key stakeholders and help Fiji connect to the vast Chinese market.

Shandong Province has a 3000 km coastline with a population of 100 million. It is China’s third largest provincial economy, with a GDP of CNY 8.3 trillion (US$1.3 trillion) in 2021—equivalent to Mexico’s GDP.

The province has also played a major role in Chinese civilisation and is a cultural center for Confucianism, Taoism and Chinese Buddhism.

On August 30, during a day-long conference at the University of the South Pacific under the theme of sustainable development of small island states, scholars from Shandong Province and the Pacific exchanged ideas on cooperation in the sphere of the ocean and marine sciences, and education, development and cultural areas.

Chinese assistance welcomed
In a keynote address to the conference, Fiji’s Education Minister Aseri Radrodro welcomed China’s assistance to foster a scholars exchange programme and share best practices for improved teaching and learning processes.

He said: “We are restrategising our diplomatic relations via education platforms disturbed by the pandemic.”

Emphasising that respect is an essential ingredient of Pacific cultures, he welcomed Chinese interest in Pacific cultures.

Also, he invited China to assist Fiji and the region in areas such as marine sciences, counselling, medical services, IT, human resource management, and education policies and management.

“Overall, sustainable development for Small Island States requires a realistic approach that integrates social, economic, and environmental considerations and collaborations among governments, civil society, international organisations, and the private sector that is essential for achieving sustainable development goals,” he told delegates.

Radrodro invited more Chinese scholars to visit the Pacific to increase cultural understanding between the regions and suggested developing a school exchange programme between Fiji and China for young people to understand each other.

The Chinese ambassador to Fiji, Zhou Jian, pointed out that China and the Pacific Island Countries (PICs), were connected by the Pacific Ocean and in a spirit of South-South cooperation, China already had more than 20 development cooperation projects in the region (he listed them) and 10 sister city arrangements across the region.

Building a human community
Pointing out that his province’s institutions have some of the prominent scholars in the world on climatic change action and marine technology, the Vice-Chairman of Shandong Provincial Committee, Wang Shujian, said he hoped that these institutions would help to build a human community with a shared future in the Pacific.

Many Chinese speakers reflected in their presentations that their cooperative ventures would be in line with the Chinese government’s current international collaboration push known as the “Global Development Initiative”.

This initiative has eight priority areas: poverty alleviation, food security, pandemic response and vaccines, financing for development, climate change and green development, industrialisation, digital economy, and connectivity in the digital era.

Jope Koroisavou of the Ministry of iTaukei (indigenous) affairs explained that the “Blue Pacific” leaders in the region talk about is a way of life that “bridges our past with our future,” and it was important to re-establish the balance between taking and giving to nature.

He listed three takeaways in this respect: cultural resilience and preservation, eco-system stewardship and conservation, and community component and inclusive decision-making.

Professor Yang Jingpeng from the Centre for South Pacific Studies at Beijing University of Posts and Telecommunications acknowledged that they needed to learn from indigenous knowledge, where indigenous people were closely connected to the environment.

Bio-diversity, climate action, South-South cooperation
“They play an important role in protecting biodiversity,” he noted. “Their knowledge of nature will be greatly beneficial to address climatic change”.

He expressed the wish that under South-South cooperation, their centre would be able to work with this knowledge and scientific methodologies to mitigate climatic change.

Mesake Koroi of the FBC noted that Pacific Islanders needed to get over the idea that because indigenous villagers practice subsistence farming, they were poor when, in fact, they were rich in traditional knowledge, which was important to address the development and environmental challenges of today.

“Using this traditional knowledge, people don’t go out fishing when the winds are blowing in the wrong direction or the moon is not in the correct place”, he noted.

“In my village, 10,000 trees will be planted this year to confront climatic change.”

On an angry note, he referred to Japan’s dumping of nuclear-contaminated water to the Pacific Ocean using a purely “scientific” argument, which he described as “inexcusable vulgar, crude and irresponsible”.

He asked if science said was so safe, why did they not use it for irrigation in Japan?

Nuclear tests suffering
Koroi lamented that historically, major powers had used the Pacific for nuclear testing without respect for the islanders’ welfare — who had to suffer from nuclear fallouts.

“The British, French, and Americans are all guilty of these atrocities, and now the Japanese”, noted Koroi.

Since China was coming to the Pacific without this baggage, he hoped this would transform into a desire to work with the people of the Pacific for their welfare.

Professor He Baogang, of Deaking University in Australia, noted that though the Chinese mindset acknowledged that dealing with climate change was a human right (health right) issue, it still needed to be central to their approach to the problem.

“This should be laid down as important, ” he argued, and suggested that this could be demonstrated by working on areas such as putting green shipping corridors into action.

“China and Pacific Island countries need to look at an agreement to decarbonise the shipping industry,” he argued. “This conference needs to address how to proceed (in that direction)”.

Pointing out that there was a long history — going back to more than 8000 years — of Chinese ancestry among some Pacific people, pointing out that some Māori traditional tattoos were similar to the Chinese tattoos, Professor Chen Xiaochen, executive deputy director, Centre for Asia-Pacific Studies, East China Normal University, noted “now we are looking for common ground for Pacific development needs”.

Knowing each other better
In an informal conversation with IDN, one of the professors from China said that the time had come for the people of China and the Pacific to come to know each other better.

“Chinese students hardly know about Pacific cultures and the people,” he told IDN, adding, “I suppose the Pacific people don’t know much of our cultures as well.”

He believes closer collaboration with universities in Shandong Provincial would be ideal “because it is a centre of Chinese civilisation”.

“Now the Pacific is looking north,” noted Professor Xiaochen, adding, “my flight from Hong Kong was full of Chinese tourists coming South to Fiji”.

Kalinga Seneviratne is a visiting consultant with the University of the South Pacific journalism programme. IDN-InDepthNews is the flagship news service of the nonprofit Inter Press Syndicate. Republished in collaboration with Asia Pacific Report.

My father has been losing sleep the past weeks over the thought of his jeepneys being forced off the road as the Philippines government implements its controversial “jeepney modernisation” programme.

He has been a jeepney operator for the past 32 years, sustaining our family’s needs. We have relied on these iconic utility vehicles to provide food on the table, even up to now when us siblings have long graduated and found decent jobs.

At age 69, Papa believes he can still manage his four jeeps with the help of my mom. “Kahit papaano, nakakatulong pa rin ito sa pang-araw-araw natin,” (“Somehow, it still helps us in our daily life),” he would often tell us.

• READ MORE: Jeepney drivers demand better terms for modernisation plan
• Marcos: Jeepney modernisation needs to be implemented ‘in a different way’

But the past weeks have been uncertain for our family with the looming government plan to phase out jeepneys, which were once touted as the Philippines’ “Kings of the Road”.

We never thought that such a day would arrive, or why a “jeep-less” Philippine society was even considered in the first place.

Buying a P2.4 million (NZ$70,000) minibus is definitely not an option for Papa; his jeeps’ income are just enough to sustain the family’s daily needs.

“Saan ako kukuha ng pera? Uutang? Maintenance pa lang niyan, lugi na ako” (Where do I get the money? Debt? That’s just maintenance, I’m at a loss), he says. Even so, no bank would provide him such loan at his age.

Selling his beloved workhorses is not ideal, too. The modernisation programme has driven down the prices of jeepneys, with some selling it as junk for a measly P20,000 (NZ$600).

Letting go of them is essentially killing his livelihood, and that of the six drivers who work with him.

• US military jeeps left over from the Second World War were the basis for the modern jeepney — a cheap and popular mode of transport — and they became an iconic global symbol of the Philippines. The name itself is an adaptation of “jeep”.

Jhoanna Ballaran is a Philippine journalist. This commentary was first published on her Instagram page @jhoannaballaran

Al Jazeera’s report on Monday’s protest jeepney strike.

New Zealand Prime Minister Chris Hipkins’ decision to “reprioritise” future transport budgets — away from walking, cycling and public transport — in order to pay for Cyclone Gabrielle road reconstruction is short-sighted amid the climate crisis, says Greenpeace.

However, Hipkins told RNZ Morning Report today the decision to refocus transport spending would not compromise action on climate change.

“Robbing money from climate mitigation initiatives like walking and cycling, which reduce emissions, in order to fix up climate-related storm damage makes no sense,” said Greenpeace campaigner Christine Rose in a statement.

• READ MORE: Other NZ transport and climate reports

“This shouldn’t be an either-or situation. Yes, we need to get access back for cyclone-hit areas.

“But why would you finance that by cancelling plans for a transport system that cuts climate emissions that otherwise intensify the storms?”

Transport Minister Michael Wood had announced plans to prioritise climate change in the Government Policy Statement review, which sets the high level direction for spending over the next five years.

However, less than a day later, after Monday’s Cabinet meeting, Prime Minister Hipkins stepped away from this commitment.

Transport pollution
Hipkins argued that the response to Cyclone Gabrielle required reprioritisation to repair bridges and roads rather than to support public transport, walking and cycling.

Transport is New Zealand’s second biggest climate polluter after the agriculture industry.

“Cyclone Gabrielle was a tragic reminder that the climate crisis is here,” Rose said.

“The government must pull all the stops to prevent storms like this from getting worse in future. And that means putting a brake on climate pollution.

“This is the time the government should instead be accelerating climate solutions like clean transport options. By distancing himself from [former Prime Minister] Jacinda Ardern’s commitment to climate change, Hipkins is aligning himself with reactionary pro-road lobbies.”

The Greenpeace statement said damage to roads, bridges and infrastructure showed how vulnerable the transport network was to climate change. Building more roads was not a long-term solution.

“It’s time to reinvent our transport system so it prioritises people and freight, not cars, and mitigates climate change as well as adapting to the new climate reality,” Rose said.

She said that if Hipkins claimed there was no money to pay for reconstruction — perhaps he should consider the fact that the biggest climate polluter, Fonterra — was paying nothing for its methane emissions.

“If the government doesn’t take the lead during the climate crisis, to allocate spending for climate solutions, then it’s the wrong government for our times.”

Emissions still in the mix, says Hipkins
RNZ News reports that Prime Minister Hipkins said the decision to refocus transport spending would not compromise action on climate change.

Hipkins said that while Cabinet had not considered a final transport policy statement yet, with weather having so much adverse impact on the country over the last month it was essential there needed to be “a weighting” on what the transport priorities needed to be.

He disagreed there was an irony to changing the policy at this time in response to weather disasters that were being blamed on climate change.

The government has hit the brakes on making emissions reductions its top transport priority, saying Cyclone Gabrielle has changed everything.

Under a policy to make emissions reduction the “overarching focus” of its next three-yearly transport plan, the government wanted to reallocate some of the money normally spent on road maintenance — that tallies nearly $2 billion a year — towards bus and bike lanes.

But now the focus has switched to an emergency style plan to repair roads devastated in Cyclone Gabrielle and other recent storms.

Both National and the Greens have criticised the government’s reversal.

National has called it a “chaotic backpedal” while the Green Party has urged the government not to defer climate change spending.

There is a new twist in Papua New Guinea’s four-year drama surrounding the Maseratis bought for the 2018 APEC Summit.

It has emerged that the Department of Foreign Affairs, which wants to send the luxury vehicles to foreign missions abroad, cannot do so, because the vehicles — which have been collecting dust in a Port Moresby warehouse — will now be classified as “used vehicles”.

And some countries in which PNG’s foreign missions are based cannot accept them under that category.

• READ MORE: The PNG Maserati saga

Foreign Affairs Secretary Elias Wohengu said that Papua New Guinea was also a non-vehicle producing country which did not have a licence or permit to export vehicles, let alone used ones.

Many developed countries could accept anything classified as “used vehicles” from PNG.

Other countries, such as Solomon Islands and Indonesia, also have other obstacles to overcome, if the cars were going to be sent eventually — Solomon Islands does not have good paved roads for such low-lying luxury vehicles, and Indonesian roads are just too crowded. Fast cars such as the Maseratis will be of no use there.

Early last year a notice was sent for PNG Foreign Affairs Department and its missions abroad to be given the priority to purchase Maseratis and Bentleys for their operations.

Challenges facing missions
There were challenges facing the missions and their heads on the latter.

Yesterday Wohengu spelled out the challenges preventing the cars from being sent across to the PNG Missions.

“As soon as the vehicles leave the sales spot, it is portrayed as a used car already,” he said.

“Some of these host countries do not accept used cars so we have the used car issue.

“Second issue that we have is the cost of shipment . . . But the biggest challenge is that many countries do not accept used cars, especially for diplomatic use and not from PNG,” he said.

“We would have got vehicles for all the missions, but you see, I can’t send a Bentley or a Maserati to Solomon Islands. Similarly I cannot send these vehicles to Jayapura or Fiji.

“But most of all, the used cars are not accepted in many host countries. Also we don’t have a permit for exporting used cars out of PNG. We can buy new vehicles from elsewhere but we can’t export them from PNG.

“Australia will not accept these cars from here, Singapore totally no. These are some examples.”

Republished with permission.

Domestic flights have been cancelled again in New Caledonia as a conflict between Air Calédonie and the workers’ union USTKE continues.

The carrier decided to cancel all flights today after last week’s disruptions and strikes over the status of a co-pilot. Some flights on Tuesday are also affected.

A meeting took place between the government, the province of the Loyalty islands, the USTKE (Union of Kanak and Exploited Workers) and Air Calédonie to reach a solution.

• READ MORE: Grève à Aircal : les syndicats campent sur leur position
• Other Air Calédonie aviation reports

The territorial government said that “the two institutions are given until August 20 at the latest to find a solution. While waiting, the USTKE has decided to suspend immediately the strike”.

The co-pilot Chrystelle Cejo is reported to have had “training gaps” because of problems caused by the pandemic, which resulted in the company Air Calédonie suspending her contract without renewal, according to the union.

A media release from the union said the company had communicated negative comments to other training instructors on Cejo’s flying capabilities.

Test flight cancelled
On the last stage of her flight training, the instructor gave Cejo one more month until the last test flight which he then cancelled at the last minute and fired her.

UTSKE officials said she should be allowed to resume work and have her contract renewed immediately.

A former pilot of Air Calédonie, Ronald Urene told La Premiere television he did not understand why the company had been “so harsh” on the Kanak pilot.

“There are some pilots that have done only four to five months of training, and to take the pilot that has done 12 months and regard that as only six months of training — that is what is annoying us and I consider that discrimination.”

However, Air Calédonie’s CEO Samuel Hnepeune told La Premiere the decision to ground the pilot was fair because she did not have enough training.

“For me, it’s sufficient information and everybody is convinced,” he said.

“An instructor evaluates the level, and the person comes back after the test and fills the gaps of their training. That’s easily done, but instead the union is demanding an immediate reintegration of the co-pilot.”

‘Exit solution’
Aircal said in its media release that even though “the pilot with a lot of flying experience [she] has not attained the the level of expertise required to fly.”

In a tweet, La Premiere said: “According to the government of New Caledonia an ‘exit solution’ is being considered and the USTKE has suspended its strike.”

Conflit Aircal : selon le gouvernement de la #NouvelleCaledonie, une “solution de sortie” est envisagée et l’USTKE suspend son mouvement https://t.co/OUeKF4M7fg pic.twitter.com/gMAQggpkGE

— NC La 1ère (@ncla1ere) August 15, 2022

An unnamed union member told La Premiere that “the pilot did not get the same treatment as other pilots”.

“The company invented a standard of training as she was getting tuition which is very unfair on her,” he said.

Since August 4, Air Calédonie has been affected by the industrial action leaving more than 1400 people unable to travel to the Loyalty Islands.

A national football league match in Magenta between Tiga and Kunié has been cancelled due to the strikes.

The P&O Pacific Explorer has docked in at Queens Wharf in Auckland from Sydney, the first cruise ship to arrive in Aotearoa New Zealand nearly two and a half years.

New Zealand Cruise Association chief executive Kevin O’Sullivan told RNZ First Up that being the first back in the country’s shores, it was a symbolic event for New Zealand.

“It’s going to be a very exciting day and it will be very exciting for the guests coming ashore as well.”

• LISTEN TO RNZ MORNING REPORT: ‘Cruising back to New Zealand and the Pacific will be ramping up over the coming months’

P&O spokesperson David Jones told Morning Report cruising back to New Zealand would be ramping up over the coming months.”

Twenty ships were due to dock in the country before Christmas, he said.

Its arrival also marked the reopening of cruising to the Pacific, with the ship on its way to Fiji next.

About 2000 people — including crew and 1200 passengers — were on board.

Below occupancy
‘We’re actually deliberately operating below occupancy because we’ve really only been back in business for a few months.”

“Cruising is the same but different,” he said.

“You’ve still got the same experience, the relaxation, being taken to great destinations but the changes are the protocols.”

The Pacific Explorer was based in Australia and followed Australian covid-19 rules, Jones said.

“The protocols are probably tighter than any land based environment.”

Passengers and crew need to be fully vaccinated, wear masks when they embark and disembark and when they cannot easily isolated on board.

If there was a covid-19 case onboard, the person and those occupying the same cabin would go into on board quarantine facilities, O’Sullivan said.

Up and running globally
Cruising had been up and running around the world for a long time, he said.

“We’re last really to get cruise ships back so all the hard work’s been done on the cruise ships a long long time ago and we’re getting the benefit of it.”

The last season before the pandemic arrived had an economic value of $550 million, and was on it’s way to being a billion-dollar industry, he said.

“For Auckland alone, the value of that last [truncated] season was around about $200 million.”

Retail NZ said the arrival of cruise ships was welcome news after the long winter of Covid-19.

The next cruise ship would arrive in October.

This article is republished under a community partnership agreement with RNZ.

The Indonesian government has filed a K105.6 million (US$30 million) writ against Papua New Guinea, naming two senior officials as persons of interest toward the illegal shipments of hazardous materials.

The two officials named are acting managing director for Conservation and Environment Protection Authority (CEPA) Gunther Joku and State Solicitor Daniel Rolpagarea.

Republic of Indonesia’s Ministry of Environment and Forestry-Basel Protocol’s Department’s Chief Compliance Officer Siti Muhammad told the Post-Courier they had been given the cold shoulder by the PNG government over the issue.

• READ MORE: Other PNG environmental reports

Last week the Indonesian government, in a letter addressed to the CEPA’s’s acting managing director Gunther Joku demanded that the PNG government pay a fine of K105.6 million (US$30 million) in 14 days for the management and storage of six illegal oil shipments.

Muhammad said that by 1 August 2022 PNG would be required to seek written approval from Indonesia Environment prior to the loading of any oil-related products, including but not limited to HS 1511 – Palm Oil HS 2710 – Crude Oil.

“We have advised Sime Darby (Malaysia) of the new process required effective August 1 2022 toward any oil palm shipments which transit through our waters and Indonesia Customs is advising PNG customs as such,” she said.

“It is my intent to ensure that any shipments coming from Papua New Guinea are monitored and checked for correct information due to the ongoing mislabeling issues.

Filed a writ
“We have filed a writ against the State of Papua New Guinea, naming Mr Gunther Joku and Mr Daniel Rolpagarea as persons of interest toward the illegal shipments of Hazardous Materials from Papua New Guinea and they will be advised in due course and requested to attend the hearing in Jakarta.”

Muhammad said they were currently planning a ban on any oil shipments through Indonesian waters either to or from PNG until such a time they had assurance that the products which were being claimed, were indeed what were being shipped.

This includes oil palm and crude oil.

“The waters of Indonesia are critical to the Asia-Pacific region and we acknowledge that on the previous instance of PNG causing a spill from an illegal shipment, no recognition or rectification was provided,” Muhammad said.

“Our waters provide transit for fuel to Australia, New Zealand and the Pacific. Closing our waters due to an issue from Papua New Guinea will see the entire Indo-Pacific shut down and provide an unthinkable security risk to the region.

“Many countries will suffer if our waterways are blocked due to this occurrence. Indonesia will not take such risks purely because Papua New Guinea lacks the interest to implement programs which she has signed to.”

Melisha Yafoi is a PNG Post-Courier reporter. Republished with permission.

Papua New Guinean security forces have intercepted and stopped seven trucks carrying seven containers containing sensitive election material in the Southern Highlands after it was found that the containers had been allegedly tampered with.

“Manager Alwyn Jimmy called police in SHP to stop the trucks,” Southern Highlands commander Chief Inspector Daniel Yangen said.

“Seven trucks were stopped and taken to Mendi police station where the seven drivers were interviewed.

• READ MORE: Other PNG election reports

“The EC officer from POM was found in Mt Hagen and was taken to the Mt Hagen police station where I arrived at 11pm on Saturday night and took him back to Mendi at 10am on Sunday.”

Papua New Guinea goes to the polls next month between July 2 and July 22.

Upon initial interviews it was found that the man allegedly admitted to tampering with the containers by removing serial numbers and EC stickers on the containers, Chief Inspector Yangen said.

“The officer is expected to be arrested and charged.”

Stopped the trucks
Jimmy said in an interview: “The trucks were sent to Hela, Southern Highlands and Enga province.”

The container containing materials for Southern Highlands was sent to Hela, I asked the security personnel who went after the trucks, stopped the trucks and told the trucks to return to Mendi, he added.

He said that the containers were removed and were now in custody of the police.

In Wabag, another container is now being kept by police after it was found that the container was supposed to go to Mendi.

Enga Police commander Acting Superintendent George Kakas said: “When we were informed of the incident in Southern Highlands, I ordered that the containers not be opened.

“We will await the arrival of the SHP Election team to come to Wabag and check the containers.”

Investigations by the Post-Courier have pointed out that no election materials have been shipped. All materials have been flown into the provinces in one day.

Sensitive election materials
All sensitive election materials are not supposed to go on transport that is more than a day:

• Ballot papers and indelible ink are not supposed to be shipped as they are sensitive materials;
• Ballot papers are supposed to be airlifted to all destinations and provided security; and
• Police are supposed to accompany sensitive materials like ballot papers and ink anywhere.

Pictures obtained by the Post-Courier show that containers have been kept by security forces at Mendi and Wabag police station.

The Post-Courier understands that the officer who allegedly tempered with the containers has been questioned by police and allegedly admitted to the diversion of the trucks.

Police continue their investigations.

Republished with permission.

The Papua New Guinean government can expect to be fined a hefty US$5 million (K17.6 million) each for six illegal shipments (K105 million total) of waste oil being transported to Singapore through Indonesian waters.

A formal notice was issued by Indonesia’s Ministry of Environment and Forestry last Friday to PNG’s Conservation and Environment Protection Authority.

This is after six shipments of waste oil from two large gold mines and a state utility company in PNG were seized in Singapore and Indonesia.

• READ MORE: Other oil industry reports

These shipments were fuel oil delivered as vessel slops, refined oil and fuel oil claimed to be illegally shipped and labelled as fuel oil or refined oil to avoid the costly permit process.

The issue is that these materials require different clean-ups in the event of a spill and could potentially cause significant delays in cleaning up.

A letter from Indonesia’s chief compliance officer Basel Protocol Department Siti Muhammad, the Basel Protocol Department of the Ministry of Environment and Forestry (Indonesia) to CEPA, obtained by this newspaper, read that Indonesia was “highly disturbed” that this practice was continuing with no hindrance from the relevant authority (CEPA) in PNG.

Muhammad said that next week their consular-general would deliver initial paperwork for the penalty of US$5 million per shipment to Prime Minister James Marape’s office for payment as they had been tolerant long enough.

No document flow
She claimed several of the shipments were sent with a clearance from CEPA, yet with no document flow as required under the Basel Convention.

“This is highly irresponsible as not even basic analysis samples were provided,” she said.

“Given that we have been absorbing the illegal materials from Papua New Guinea while this process was followed, we are no longer able to do so seeing as there is no actual program in place from PNG to manage their own hazardous materials.”

PNG, as a signatory to the Basel/Waigani Conventions (international agreements) that outline conduct requirements for waste management, should be held liable or comply with strict guidelines regarding the trans-boundary shipments of waste oils in place.

A Hachiko Efficiency Services spokesperson confirmed with the PNG Post-Courier that there were regular shipments of waste oil from PNG being transported to Indonesia and Singapore, and other international destinations.

The spokesperson claimed that while they had been given the export permit by CEPA in 2019, they had not exported since, as their programme was put on hold pending approval from the PNG government.

The Singapore-based company, Hachiko, has been working closely with the Singapore National Environmental Agency (NEA) and the Indonesian Department of Environment and Forestry under a blanket agreement that the refineries in Singapore can take in waste oil from PNG to be recycled using its export permit.

Risk of illegal shipment oil spills
“Until PNG has a formal waste oil management programme in place, it holds the risk of any illegal shipments causing spills and will be liable for any demurrage and cleanup costs (in the case of Singapore this would be US$40 million a day or K140 million),” the spokesperson said.

“This is similar to the Simberi oil spill in Honiara a few years ago.”

Last year, a shipment allegedly carrying Ok Tedi fuel oil shipped from Tabubil to a contractor in November and then left PNG for Malaysia in December.

The containers were trans-shipped through Singapore and were inspected by the NEA as one of them was leaking.

The Post-Courier was informed that the NEA conducted an investigation as the product was shipped in flex bags, which is illegal for fuel oil.

The containers upon testing were found to contain contaminated waste oil (contaminated with glycol, cyanide, water and metal content) and were seized by the Pollution Control Department (PCD) in Singapore.

CEPA acting managing director Gunther Joku said his office had not been informed of this issue and had not signed on any shipments as per the Basel Convention or given export permit to anyone.

Commercial not regulatory issue
He said this was a commercial and not a regulatory issue as the only company CEPA was aware of was Total Waste Management.

Ok Tedi Mining Limited (OTML) in response to these reports said it did not export waste oil directly outside of PNG, maintaining the process was satisfactorily completed from its end before the waste oil was disposed.

“OTML does not export waste oil directly from PNG,” the company said.

“We have a certified contractor that provides this service for us, just as it does for other clients in PNG, which are then all combined and shipped to India, and not Indonesia and Singapore as claimed.

“We have a robust industrial waste management system managed by a dedicated waste management team that ensures any industrial waste material is managed onsite following stringent environmental and health management guidelines before they are disposed.”

According to industry sources, any given year around 15 million litres of waste oil is produced in Papua New Guinea from various industries using high volumes.

Melisha Yafoi is a PNG Post-Courier reporter. Republished with permission.

More than two million New Zealanders will get a one-off $350 sweetener as part of the Budget’s centrepiece $1 billion cost-of-living relief package.

The temporary short-term support is counterbalanced by a record $11.1 billion for the health system as the government scraps district health boards (DHBs) and replaces them with a central agency.

“Our economy has come through the covid-19 shock better than almost anywhere else in the world,” Prime Minister Jacinda Ardern said in a statement. She is in covid isolation.

• READ MORE: RNZ coverage of the Budget 2022 and reaction
• Ardern hails ‘budget for uncertain times’ as pandemic subsides
• Political parties respond to NZ Budget 2022
• Other Budget 2022 reports

“But as the pandemic subsides, other challenges both long-term and more immediate, have come to the fore. This Budget responds to those challenges.”

Ongoing uncertainty over inflation, covid-19 and the Russian invasion of Ukraine continue to cast a pall over the economy until at least the end of the year.

A large $19 billion deficit is expected this year, returning to surplus in 2025.

Treasury is forecasting house prices to ease and unemployment to drop as low as 3 percent.

Cost-of-living sweetener
New Zealanders aged 18 and over will be eligible for the $350 payment unless they earn more than $70,000 a year or already receive the Winter Energy Payment.

The sum will be paid in three instalments over August, September and October, working out at roughly $27 a week.

The temporary payment is estimated to cost $814 million — funded out of the remaining money in the covid-19 war-chest which is now being wound up.

NZ Finance Minister Grant Robertson delivers Budget 2022. Video: RNZ News

The support comes with a two-month extension to the fuel tax reduction and half-price public transport given the current high fuel prices.

New Zealanders who have a community services card will continue to get half-price public transport permanently from mid-September.

“While we know the current storm will pass, it’s important we do what we can to take the hard edges off it now,” Ardern said.

The government will also rush through legislation under urgency over the next few days to crack down on supermarkets in an effort to reduce grocery bills.

The legislation will ban supermarkets from using restrictive covenants to prevent competitors from accessing land to open new stores.

Ministers flagged further announcements in response to the Commerce Commission’s recent report in the sector “in the coming days”.

Health service
The Budget contains “the largest investment ever in [the] health system” — $11.1 billion — as the government presses ahead with its plan to replace DHBs with a centralised health service.

An initial $1.8b annual investment this year will help clear DHBs’ debt, giving the replacement Health New Zealand service and Māori Health Authority a “clean start”.

Health Minister Andrew Little said the 20 DHBs had collectively run annual deficits in 12 of the 13 years since 2008.

“As Health NZ takes over the books from the 20 DHBs on 1 July, a funding boost is being provided so the national system can start with a clean slate.”

The Māori Health Authority will get $168m over four years to directly commission hauora Māori services.

New Zealand’s drug-buyer Pharmac will also get an extra $191m over the next two years – in what Little says is the medicine budget’s “biggest-ever increase”.

It brings total funding to $1.2 billion which is 43 percent higher than when Labour was elected in 2017.

“Pharmac has assured me it will use this funding to secure as many medicines on its list as it can, with a focus on better cancer treatments, to ensure as many New Zealanders as possible benefit from this biggest-ever increase to its medicines funding,” Little said.

More than $166 million has been put aside over four years for ambulance services, adding more than 60 vehicles to the road fleet and about 250 more paramedics and frontline staff. Another $90.7 million will go towards air ambulance services to replace ageing aircraft with modern helicopters.

The Budget increases dental grants for low-income families from $300 to $1000 in line with Labour’s 2020 campaign promise.

A new Ministry for Disabled People is also being established at a cost of $100 million.

Housing support
While the housing market is showing signs of slowing, the Budget includes more support for first home buyers with funding available for about 7000 more grants.

House price caps across regions have been increased to line up with lower quartile market values for new and existing properties.

It means some significant shifts — both Wellington’s cap and Queenstown’s jump from $650,000 to $925,000, and Tauranga’s jumps from $600,000 to $875,000.

The income caps remain the same but will be reviewed every six months along with the new house price caps.

A new $350 million housing fund has also been set up where not-for-profit developers can apply for grants to build affordable rental accommodation.

Education equity
Replacing school deciles is the single biggest area of new spending for education.

The Budget provides more than $80 million a year for the equity index which replaces deciles as the measure of disadvantage in schools.

Most of the money, $75 million a year, will go directly to schools, adding to the $150 million they currently receive through the decile-based system.

The budget increases school operations grants and tertiary and early childhood education subsidies by 2.75 percent.

There is also $266 million over four years to give early education teachers pay parity with school teachers.

In tertiary education, the Budget provides $56 million a year to pay for an expected increase in enrolments next year and in 2024.

There is also $40 million for modernising polytechnic facilities.

Māori health, wellbeing
More than half a billion dollars is being pumped into the Māori Health sector with $579.9 million going towards Māori health and wellbeing.

The Māori Health Authority, Te Mana Hauora, is set to be launched July 1 and will receive $188.1 million over four years for direct commissioning of services.

Some $20.1 million will go to support iwi-Māori partnership boards, and $30 million will be invested into Maori providers and health workers to provide support and sustain capital infrastructure.

Lack of workforce capability has been identified as a key factor in being able to bolster Te Mana Hauora — and $39 million will be used for Māori workforce training and development to support them within the new health system.

The $579.9 million invested in Māori health and wellbeing is on top of the $11.1 billion health allocation.

This article is republished under a community partnership agreement with RNZ.

For the first time in more than two years, New Zealand’s border will reopen to international visitors at midnight tonight.

On 19 March 2020, New Zealand snapped its border shut to anyone without citizenship or residency, before any covid-19-related deaths were recorded.

It was the first time in our history such a move was made, with the ban also including those from the Pacific.

• READ MORE: Covid-19 update: Fourteen more deaths, 8242 new community cases
• ‘Shooting ourselves in the foot’ – NZ doctor calls for tighter mask rules

Today, the countdown is on to welcome back vaccinated visitors from 60 visa-waiver countries.

New Zealand’s already reopened the border to vaccinated Australians and some international students.

Air New Zealand chief executive Greg Foran said almost 1000 people will arrive on the first three flights, which will come from Los Angeles, San Francisco, and Fiji.

The airline has been struggling to prepare for the influx in international visitors due to staff recruitment issues.

The Ministry of Health reported 14 more more deaths with covid-19 and a further 8242 new community cases on Friday.

The seven-day rolling average of case numbers was 7540, down from last week’s 8166.

The total number of reported deaths with covid-19 rose to 737

This article is republished under a community partnership agreement with RNZ.

The public’s cry for a safe, affordable and efficient public transport system in Papua New Guinea’s capital Port Moresby has been finally heard.

Following almost 10 years of planning and preparations, the National Capital District Commission’s Eda City Bus Service started operations today.

The service will pursue a modern city bus transport model operating in eight routes across the National Capital District, all of which are not currently serviced by the Public Motor Vehicle (PMV) minibus operators in the city.

• READ MORE: Other PNG public transport reports

Speaking at the inauguration event yesterday NCD Governor Powes Parkop said it had been a long time in planning and it was good to finally make it a reality.

“It is high time that we create a sustainable, reliable, safe and efficient public transportation system in our city and today we are creating a baseline that will set the pace for our city’s public transportation to be taken to new levels of efficiency, one that we can build on from and make it even better,” he said.

The bus service will be charging everybody K1 (NZ42c) from point A to point B and will be servicing routes following a set schedule.

Each schedule for each route is available at bus terminals where the public can easily access.

With the aim of achieving safe and efficient transportation, there will be safety, security and revenue officers on board each bus to ensure passengers are safe and adhere to set regulations.

The routes include:

• Route 1: Gerehu – Red Hills – Morata Swamp- 8 Mile junction – 9 Mile junction – Bomana Junction;
• Route 2: Gerehu – Ela Beach – Baruni – Badihagwa;
• Route 3: Ela Beach – Sir Hubert Murray Stadium – Poreporena Freeway – Gordons Courts Roundabout;
• Route 4: Gerehu- Sir William Skate Highway – Magani Crescent Road, Morata Junction – Wagani Tokarara Bustop- Tokarara Market – Koura way- Sir Hubert Murray Stadium; and
• Route 5: 9 Mile – Manu bus stop – 8 Mile – Erima – 7 Mile – Saraga Market – Dogura Junction – Tuna Bay Junction – Taurama Barracks – Vadavada

According to Acting City Manager Ravu Frank there are two phases to this transport system.

The first phase which begins today will be a cash system where people pay money and get tickets for the first six months and the second phase will begin after where the system will transit into a cashless operation using cards.

The Eda City Bus Service is not the first public transport system to be introduced in Port Moresby.

In the 1960s a similar initiative called Port Moresby Bus Company was operating under the then city authority and providing a service until it was liquidated in 1981.

City partnership offered PMV operators
Meanwhile, the NCDC has invited PMV operators in Port Moresby to partner in upgrading the standard of public transport in the city.

Governor Parkop called for expressions of interest stating that there was room for everyone to work together and benefit while providing this essential service to city residents.

“I want to announce that we have a specific offer for the PMV operators to be part of this service going forward,” he said.

“The details of this will be announced later but the essence of this offer in partnership is this: NCDC will set up a business limited called Eda City Bus Limited.

“Eda City Bus Limited will be initially owned by NCDC but we will diverse the shares, including making offers to the operators and the owners who are current or even inviting investors from overseas, especially those who have experience who knows how to deliver this type of service providing both service and sustainability and if we can make profit too that is a bonus.”

However, the bus operators must meet the following requirements in order to qualify for this partnership.

• Maintain and operate quality and neat buses;
• Complete routes and adhere to timetables;
• Make it safe for passengers on board;
• Support Eda City Bus Service branding; and
• Follow the terms of the ticketing system.

Claudia Tally is a PNG Post-Courier reporter. Republished with permission.

In recent weeks, barely a day has gone by without Christopher Luxon demonstrating the chasm of ability that exists between the leaders of Aotearoa New Zealand’s two major political parties. When his latest gaffe (on public transport funding) was politely pointed out to him by a NZ Herald journalist, Luxon replied: “I haven’t really thought too deeply about it, to be honest.”

Maybe that should be National’s next election campaign slogan: “Thinking Is For The Liberal Elite: Vote National!” For a party that claims to disdain mediocrity, National appears to have elevated a prime specimen of it to its top position.

Before the public transport gaffe slides down the memory hole, it is worth keeping in mind what Luxon actually said. As he told the NZ Herald: “Fundamentally, it [public transport] has got to stand on its own merits…”

• READ MORE: Other articles by Gordon Campbell

When reminded public transport has been heavily subsidised in modern times, Luxon admitted he had not thought deeply on the subject. “I haven’t thought too deeply about it, to be honest. I think the bottom line is, we want to encourage more mode shift,” he said…

”Public transport needs to stand on its own feet, it can’t be subsidised or underwritten right? It has to be able to build its own case.”

What are we to make of stupidity on this scale? Leave aside the fact that public transport already stands on its merits, by providing a public service, and by helping to combat climate change.

Leave aside the fact that roads and politicians — and Air New Zealand, both now and while Luxon was CEO — are also all heavily subsidised.

Look instead at the extra costs the public would be facing from what Luxon is proposing. Transport Minister Michael Wood has spelled out some of them:

“Under Luxon’s plan a multi-zone bus fare in Auckland would go from $12.60 to $31.50, in Christchurch a $4.70 trip would become $11.75, a train ride in Wellington would go from $19 to $47.50, and superannuitants would no longer be able to use their SuperGold Card to catch off-peak and weekend public transport.”

In all likelihood, Luxon would not really follow through and do what he just said. His modus operandi is gradually becoming clear. It follows this basic pattern: what Luxon says is almost beside the point, since the gaffe (once it has been detected by other people) will be quickly followed up by a scrambled attempt to conceal the meaning his words plainly conveyed.

Essentially, the details are merely the window dressing for the slogans that take up most of the rentable space inside his noggin. Such as: Government Bad, Private Sector Good. Regulations Bad For Business, Open Slather Good For Business. Unions Bad. Farmers Good. Landlords Very Good. Climate Change Hurt My Head.

Footnote: All the same, Luxon is posing as the champion of the people fighting the cost of living pressures. Yet that pose is wildly inconsistent with what he has actually been advocating, and opposing.

As Clint Smith has pointed out, the list includes :

Luxon’s cost of living policies: – oppose the Winter Energy Payment – oppose the minimum wage hike – oppose the benefit increase – oppose Fair Pay Agreements – increase public transport prices – $2 tax cut for typical Kiwi taxpayer – $18,000 tax cut for him.

Luxon’s cost of living policies:
– oppose the Winter Energy Payment
– oppose the minimum wage hike
– oppose the benefit increase
– oppose Fair Pay Agreements
– increase public transport prices
– $2 tax cut for typical Kiwi taxpayer
– $18,000 tax cut for him

— Clint Smith (@ClintVSmith) April 12, 2022

Gendered double standards
The double standard involved here is breathtaking. If a female politician said something as laughable as Luxon’s proposal on transport subsidies and defended it on the basis that she hadn’t thought about it too deeply, she would never survive the fallout.

She would be roundly damned as a scatterbrain and a show pony, and deemed plainly unfit for higher office.

Yet because Luxon is a man in a suit, and because he is the leader of a National Party that has always been suspicious of conspicuous intelligence, he is being enabled to continue on his bumbling way.

Jacinda Ardern on the other hand, is held to a different standard. Obviously, there is and should be a range of opinions on whether her government is doing the right thing. Even people who routinely vote Labour criticise it on the details and pace of change it is currently overseeing.

However, much of the most vehement criticism levelled at Ardern has little to do with policy detail and a lot to do with her gender. Her competence — which includes a command of detail across the whole range of government activity, and an ability to communicate the details succinctly — is commonly held against her.

In an excellent article on Stuff last week, Michelle Duff tackled that issue head on:

Two years into the pandemic, there is talk about the new normal. Here’s what that looks like. It is open misogyny, visible on every platform and supported and promoted by upvotes on Reddit, laughing emojis on Facebook, comments about “that woman” on LinkedIn, and someone who looks like your Aunty referring to the PM as “Cindy” and calling her a “c…”.

It is targeted and increasingly violent misogynistic abuse and threats – illustrated by but not limited to the escalation in gendered hatred directed towards Ardern – being directed at public-facing women from central and local body politicians to journalists, public servants, academics and chief executives.

Ardern is (a) the most prominent and (b) the most consistent target of the gendered hatred that Duff is talking about. Yet as Duff reports, the abuse and the escalating threats have a wider context:

The amount and tone of gendered disinformation and misogynistic abuse online has exploded since last August, constituting both a national security threat and a human rights issue that authorities are struggling to combat. It appears to be part of a concentrated effort to suppress women’s participation in public and political life, borne from far-right ideology designed to oppress women that has spread to a more mainstream audience.

“There’s an increase in the amount, and there’s an increase in the intent, and that’s to control and punish women who challenge male dominance, the Prime Minister but all women,” says Disinformation Project lead Kate Hannah. It is worse for women of colour and wāhine Māori, gender minorities and disabled women, she says.

It is a spectrum of abuse, and at one end it begins with the denigration intentionally conveyed by the use of the term “Cindy” to refer to the Prime Minister. As Duff says:

Some might find this funny, but its aim is to diminish. Massey University senior lecturer Dr Suze Wilson, who studies leadership, says no-one called John Key “Johnny,” or Chris Luxon “Chrissy,” in an attempt to infantalise or belittle them. “Right from the outset you had people saying, ‘I don’t want to be told what to do by that woman,’ with an element of ‘how dare she tell me what to do.’ That had to pre-exist for this to be possible.”

But that was petty compared to now. “What’s really tipped it is the more violent rhetoric. The straight out abusive terms, the c-word, the horse-face, the threats to kill. “It comes from this idea that if any woman comes into a position of power she’s not acting as a ‘good’ woman should — and that’s why this doesn’t only come from men, it comes from people who cleave to more traditional idea around gender roles…”

Like most of the rhetoric that characterises the anti-vaxx movement, the gun lobby and other parts of our public discourse, these extremes of politicised misogyny have been imported here from the United States — a country where religious beliefs permeate the perceptions of what are seen to be the appropriate gender roles.

I’m not implying that this alarming trend — and the double standard it entails — is the fault of Christopher Luxon. But he is definitely a beneficiary of it. Because if politics was a level playing field, Luxon wouldn’t be standing a chance against Ardern. On every conceivable measure of ability, he simply isn’t in her league.

Footnote: On that point, Luxon is often dismissed as being a John Key clone. That’s a mistake. Because what Luxon has been proposing are very hard right policies, and not the moderate centrism that enabled Key to be seen as an amiable, grinning placeholder acceptable to a wide range of voters.

Instead, Luxon and David Seymour are trying to inject policies into the political mainstream that over the past 30 years, have enjoyed only about 5-10 percent support at most. It isn’t a stretch to regard their “small government” extremism as having more than a little in common with the “That bitch can’t tell me what to do” extremism mentioned above.

Gordon Campbell is an independent progressive journalist and editor of Scoop’s Werewolf magazine. This article has been republished with the author’s permission.

Air travellers were left stranded and fuming country-wide as airlines Air Niugini and PNG Air hit a rough patch in operations due to wet weather and a large number of their key staff falling sick and unable to be at work.

Flight cancellations were the order of the day yesterday at many airports with passenger backlogs and frustrations growing.

Air Niugini, especially, has had flight cancellations since last November.

• READ MORE: Other reports on PNG aviation

The airline has issued an apology saying wet weather conditions and staff absenteeism had caused the situation.

In a media release, both airlines apologised for a number of flights in recent days which have been disrupted due to a much higher number of crew than usual falling sick, as well as the current bad weather conditions across the country impacting on the airlines’ operations.

Both airlines say they are doing everything they can to manage the situation, but will not compromise safety operations.

Stranded passengers had to rebook flights and spend extra money for accommodation and transport.

Backlog mostly tertiary students
Most on the backlog of passengers are tertiary students and parents who have been asked to rebook flights for four to five days as of last Wednesday.

While the airlines have not publicly stated if staff were infected with covid-19, reliable sources from within companies have informed the Post-Courier that a majority of those sick and absent from work were infected with the virus.

They included aircraft engineers, high-end ground staff, pilots, cabin crews and protocol staff.

One of the stranded passengers from Lae, former EMTV senior journalist Scott Waide took to social media to comment on the crisis, which attracted a lot of responses and complaints from passengers who were in a similar situation.

They describing the customer service by the airlines as poor.

Waide was asked to rebook his flight more than once and finally made it into Port Moresby late yesterday evening.

An unfortunate incident happened at Nadzab Airport in Lae yesterday when an airline staff member allegedly insulted a female passenger.

Staff member ‘tears up’ boarding passes
Josephine Kawage claimed the staff member tore up her and her child’s boarding passes.

Kawage said in a video recording that they had been stranded for four days and were finally put on the flight yesterday. However, the check-in officer was only able to produce two boarding passes for Kawage and her son.

She said that she was humiliated when she asked for the boarding passes for her other family members.

A disappointed husband, Captain Henry Nilkare from the North Coast Aviation, condemned the alleged actions of the airline staff member when he spoke to Post-Courier last night.

He said he would take the matter up with Air Niugini to have the officer penalised.

“I do work in the airline industry and understand the nature of his job at situations like this, but his actions were uncalled for and no passenger, or any woman with an infant, should be treated as such in front of many people,” he said.

“That is a bad image for Air Niugini and I do not wish to see this happen to any other passengers.

“If he can do this to my wife and child, who knows how many people he may have treated badly.”

Captain Nilkare said he would be flying to Lae himself to pick up his family today.

Melisha Yafoi is a PNG Post-Courier reporter. Republished with permission.

The Cook Islands has reopened its borders to fully vaccinated New Zealanders, but with less fanfare and more trepidation than last year’s kick-off.

The two-way quarantine-free travel bubble lasted just three months in 2021 before authorities pulled the pin due to Auckland’s delta outbreak of covid-19.

Since then, the island nation has vaccinated close to 100 percent of its eligible population, paving the way for today’s reconnection.

• READ MORE: Other Cook Islands travel reports

Resort operator Tata Crocombe told RNZ News today’s excitement was mixed with fear and apprehension given previous setbacks.

“We’ve been open and closed before. Omicron is running away in Australia. There’s so much uncertainty.”

Crocombe, owner of the Rarotongan Beach Resort, said initial demand had been modest, below what he had hoped and expected.

“There’s no stampede [of tourists] this time. This has been very muted, very measured, very slow.”

Summer months typically quiet
He said the summer months were typically quiet for the Cook Islands, but believed demand was also down due to traveller fatigue with tourists delaying plans due to the constant uncertainty.

“If you listen to our colleagues in Queenstown, they’re not even getting the Aucklanders to move to Queenstown in the numbers they would’ve expected, so the market is definitely spooked.”

Cook Islands Tourism Industry Council president Liana Scott said that concern was widespread in the industry.

“There’s a lot of nervousness … a little bit of fear,” Scott said. “There’s worry that we’re opening to very low occupancy.”

Scott, who manages the Muri Beach Club Hotel, said most properties were at 30-40 percent capacity over the next few months, but would pick up from April onwards.

“Maybe it’s a blessing in disguise,” she said.

“We haven’t had covid here … perhaps a slower start does allow us to adapt to some of the new procedures and practices that have come on board.”

Turn around for winter
Cook Islands Tourism Australasia general manager Graeme West said bookings were “reasonably quiet” for the next few months, but that would turn around as New Zealand moved into winter.

“Given we’re starting mid-January, the demand has been good, but not as crazy as last time. From April on, we’re seeing very good bookings.”

House of Travel chief operating officer Brent Thomas said it would take a long time for international travel to return to pre-covid-19 levels, but the Cook Islands was well placed to bounce back.

“The Cook Islands itself is actually a relatively small destination in terms of its capacity so it’s not some place that takes a lot to fill it up.”

Air New Zealand’s chief operational integrity and safety officer David Morgan said the airline had “strong demand” for bookings this month, with “some seat availability in late January and February”.

The airline was offering a daily service between Auckland and Rarotonga but would adjust the schedule “where possible” as it monitored demand.

Only double-vaccinated travellers, from the age of 12 up, will be allowed into the Pacific nation, with a negative covid-19 test required no more than 48 hours before departure.

Once in Rarotonga, passengers will need to take a rapid antigen test before travelling on to Aitutaki.

This article is republished under a community partnership agreement with RNZ.

The year is 2040 and Aotearoa New Zealand has reduced its greenhouse gas emissions consistent with the commitment to keep global heating below 1.5°C above pre-industrial temperatures.

The economy, society, local government, transport, housing and urban design, energy, land use, food production and water systems have all changed significantly. Fossil fuels have been mostly phased out internationally and import taxes are imposed on high emissions goods.

New Zealand is now a world leader in natural infrastructure, clean hydrogen energy, engineered wood and high quality low emissions food. Despite ongoing challenges, with a prosperous economy, most people think the transition was worth it.

• READ MORE: When climate change and other emergencies threaten where we live, how will we manage our retreat?
• 2020 hindsight: can New Zealand apply the political lessons of covid-19 in the year ahead?

Cities are more pleasant places to live, air and water are cleaner, nature is more abundant.

Following the emissions budgets stipulated by the Zero Carbon Act in late 2021, emissions are now properly priced into all economic decisions. The Emissions Trading Scheme has been reinforced and the price of emitting carbon has stabilised at $300 per tonne, after hitting $75 in 2022 and $200 by 2030.

In 2026, New Zealand signed the International Treaty to Phase out Fossil Fuels, which prohibits fossil fuel extraction, phases out use and requires international cooperation on renewable energy.

Carbon import taxes mean many high emissions commercial activities are no longer economically viable. Trade unions have played a major role in the industrial strategy underpinning the transition to a lower emissions economy.

Māori economy bigger than any other sector
The Māori economy is bigger than any other sector and has benefited from wider international recognition of the long term value of climate and biodiversity work.

New Zealand’s economy is based on productive activity that stays within planetary boundaries – including emissions and pollution of land and water – while respecting social requirements, such as a decent standard of living for all.

Building on their successful response to the covid pandemic, marae-based organisations are prominent as centres of excellence for climate and economic strategy, health and social services, managed retreat from coastal areas and natural infrastructure development.

Public financing was radically rebalanced in the 2020s, delivering more for local government and a greater partnership between councils, government and Māori organisations. This has enabled far better delivery of local services and much more meaningful connections within communities.

Councils and council organisations laid the groundwork for the climate transition, helping address the unequal impacts of climate change on different groups. Councils and mana whenua collectively administer substantial funds for regional development.

Fast, frequent rail

The government’s 2022 Climate Budget provided the massive injection of funds required to redesign our cities, which are now organised around mass transit, safe and segregated routes for cycling and vibrant pedestrian areas. People can access fast, frequent light rail and dedicated busways with low cost fares. Less road space is required for driving, which is more accessible now for those who need it, including disabled people and service vehicles.

People travel between cities primarily via electric rail, managed by a new national passenger rail agency InterCity, which acquired the InterCity regional bus operator in 2023. Through major reforms in 2024, KiwiRail became a dedicated rail freight operator. A new government agency, OnTrack, oversees maintenance and renewal of tracks and rail infrastructure.

Passenger rail services run across the North Island main trunk line on improved electrified tracks at up to 160kph. South Island rail uses hydrogen trains fuelled by locally produced green hydrogen.

Most of the work to upgrade transport, housing and energy infrastructure has been done by a new Ministry of Green Works set up in 2025. This Ministry partners with local hapū and iwi, as well as councils through regional hubs. It is backed by the government’s expanded Green Investment Finance company.

Anger over housing for all
Anger at the divide between property owners and renters culminated in a general rent strike in 2024. The government responded with new financial rules ending the treatment of housing as an asset class. Kāinga Ora, Māori organisations and councils have undertaken a massive public housing construction effort.

Most new housing is now public infrastructure rather than private homes built to store individual wealth. Public ownership has expanded, in particular for entities that provide core services such as transport, energy and water.

In 2024, the government worked with councils to focus plans on quality universal design housing. Since the new building code was adopted in 2025, all new homes have high standards for energy efficiency and accessibility. Higher density apartments line public transport routes in the main centres, with terraced homes in smaller towns. Structural timber has replaced concrete and steel in many construction projects.

Changes to housing, transport and urban design have supported improvements in health, well-being and physical activity. Health improved dramatically after universal basic services were introduced in 2024 to cover free visits to the doctor and dentist as well as free childcare and elderly care.

Energy goes green
Electricity generation has doubled, with a mix of wind, solar and geothermal. Many more energy storage facilities exist, including pumped hydroelectricity. Distributed energy is commonplace. Many councils have helped their communities set up local solar schemes and dozens of towns are completely independent of the national grid.

Green hydrogen is produced at the converted aluminium smelter at Tiwai Point using hydroelectricity. This is used in heavy industry and transport and exported from Southport.

In 2027, after New Zealand blew its first carbon budget, the government replaced MBIE with a new Ministry for Economic Transition. The ministry oversaw the transition to green jobs via a universal job guarantee scheme.

It also supported a dramatic reduction in energy use in all parts of society and the economy. This effort had a greater impact on emissions reduction than the replacement of energy and fuel with renewable sources.

The land heals
In 2025, the government established a Natural Infrastructure Commission. The term “natural infrastructure” emerged in the 2020s as a term to include native forests, wetlands, coastal environments and other ecosystems that store and clean water, protect against drought, flooding and storms, boost biodiversity and absorb carbon.

The commission has supported massive land restoration for carbon sequestration and biodiversity purposes, with an annual budget of NZ$5 billion from emissions revenue. Among other uses, the fund compensates land owners for land use changes that reduce emissions and build up resilience.

Under the new Constitution of Aotearoa adopted in 2040, ownership of the Conservation Estate transferred from Crown ownership to its own status of legal personhood.

International carbon taxes have transformed agriculture. Dairy herds have reduced in size and New Zealand is known for organic, low emissions food and fibre. High quality meat and dairy products, as well as plant-based protein foods, supply international markets.

Seaweed and aquaculture operations have flourished. Along with regenerative agriculture, this transition has reduced pollution and emissions. With native ecosystems regenerated, tōtara and harakeke can now be sustainably harvested for timber and fibre.

In urban and industrial settings water use has dramatically reduced. Every business, home and building stores its own water. Water use is measured and charges are levied for excess water use beyond the needs of the household. No water is ever wasted.

A better place
The country feels steadier than 20 years ago. There is hope for the future in a world that was full of uncertainty after the pandemic stricken early 2020s.

Many government agencies and councils are now seen as useful and relevant, having been equipped with the money to provide housing, social services, environmental restoration and support for economic and land use change.

Moving away from high emissions exports was more successful than anyone expected, but it took strict rules to make it happen. Some in the business sector opposed more government direction and regulation, but it’s widely accepted that relying on market forces would not have delivered a successful transition.

That approach had driven the country to the brink of failure on climate, biodiversity and social cohesion. Having been leaders in milk powder and tourism, the country now leads on natural infrastructure and the future of food, timber and energy.

In 2040, Aotearoa is a better place to be.

Dr Thomas Nash is social entrepreneur in residence, Massey University. This article is republished from The Conversation under a Creative Commons licence. Read the original article.

More moves to tighten the New Zealand’s borders may be needed on top of the decision to delay the start of the self-isolation scheme for Australian travellers, a professor of public health says.

Today, the government announced cabinet has decided to delay the self-isolation scheme.

Instead of travellers being allowed to self-isolate from January 17 the change will take effect from the end of February.

• READ MORE:  28 new community cases today, returnee who didn’t complete isolation left with child
• Other NZ covid outbreak reports

For those who had booked to come home to New Zealand from Australia from January 17, the government would work with airlines to ensure some MIQ space was available, Covid-19 Response Minister Chris Hipkins said at a media update.

Air New Zealand has already cancelled about 120 flights, mostly from across the Tasman, as a result of the changes.

The rapid spread worldwide of the omicron variant of covid-19 is the main reason for the policy rethink.

It is among changes announced today that include a vaccine rollout for five to 11 year olds from January and a reduction in the time to wait for booster shots — from six months to four months.

Public health experts welcome change
The changes are being welcomed by public health experts, with Professor Nick Wilson from Otago University saying that the delay in self-isolation was the most important.

He said temporarily turning down the tap on international travellers from countries with the worst omicron outbreaks (at least for two to three months) may also be needed.

New South Wales officials over the weekend noted omicron was now likely the dominant strain in the state’s third outbreak, in which today alone it recorded more than 3000 cases.

But Professor Wilson said the government may also need to:

• insist on rapid antigen tests at the airport for international travellers coming into Aotearoa;
• make more improvements to MIQ facilities in terms of ventilation and avoiding shared spaces such as exercise areas; and
• re-design the alert level system so that it can rapidly eliminate any outbreaks of the omicron variant that arise in the community.

“While there is still a lot of uncertainty around the omicron variant, especially the risk of severe disease, it is wise to try to keep it out of NZ as long as possible and until more is known about this variant,” Professor Wilson said.

No clear evidence of lower severity
Dr Matthew Hobbs, a senior lecturer in public health at the University of Canterbury, said he was concerned that a recent study from Imperial College London showed no clear evidence that omicron had lower severity than delta.

“Though it will be disappointing for many, through reviewing and postponing current border reopening plans, New Zealand has bought itself some much needed time while it works out how much of a problem omicron could be — like the last time we closed the Trans-Tasman bubble,” he said.

“It also provides us with a few more crucial months to get the booster shots up and roll out the paediatric vaccines.”

Dr Hobbs suggested the vaccination requirement for arrivals could be raised to three doses to reduce the risk of Omicron coming to New Zealand.

“More broadly, we also need to shift our domestic focus to a global perspective. The root of this issue is that the world isn’t doing enough to stop the spread of covid-19,” Dr Hobbs said.

“Wealthy countries around the world continue to hoard vaccines. This ultimately gives the virus more opportunities to replicate and mutate.

“Omicron should act as the wake-up call to ensure worldwide equitable vaccine delivery before even more concerning variants emerge.”

Omicron would ‘reach NZ quickly from Australia’
Professor Michael Plank, from Te Pūnaha Matatini and the University of Canterbury, said the rapidly growing omicron outbreak in New South Wales and its spread to other Australian states meant it would almost certainly get into the community in New Zealand within weeks if the country went ahead with border reopening plans in January.

“Delaying reopening plans to the end of February gives us a chance to keep omicron out until the majority of adults have received their third dose of the vaccine,” he said.

“Increasing the MIQ stay to 10 days and shortening the pre-departure test period from 72 to 48 hours are sensible ways to reduce the risk of the highly transmissible Omicron variant leaking out of MIQ. Adding a requirement for a rapid test on the day of the departure would be a useful extra measure.

“Hopefully these measures will keep omicron contained at the border. But if omicron does find its way into the community, the government has said it intends to use the red level of the traffic light system to try and control its spread.

“It’s unlikely this would be sufficient to prevent rapid spread of the variant if community transmission became established.

“Rolling out booster doses as quickly as possible is therefore essential to minimising the risk that omicron overwhelms our healthcare system.”

Hipkins also noted in the announcement today that the variant would spread quickly if it was in the community, and that public health advice suggested that soon every case coming into our border will be the omicron variant.

28 new covid-19 community cases
The Ministry of Health reported today there are 28 new cases of covid-19 in the community, and no new omicron cases in Managed Isolation and Quarantine (MIQ).

In a statement, the ministry said of the new cases, 21 were in Auckland, five in Bay of Plenty, and two in Taranaki.

There are 57 cases in hospital, 10 in North Shore, 25 in Auckland, 19 in Middlemore, one in Northland, and two in Waikato. Seven cases are in ICU or HDU (one in North Shore; two in Auckland; three in Middlemore, one in Northland).

The ministry has also revealed that a recent returnee who left Middlemore Hospital without discharge, after being transferred from MIQ, also took their young child with them.

The child was transferred in the ambulance with the parent because it meant they could not be left unattended in managed isolation due to their age.

Police are currently investigating the incident which happened early on Monday morning.

This article is republished under a community partnership agreement with RNZ. The public health comments in this report were put together by the Science Media Centre. Professor Michael Plank is partly funded by the Department of Prime Minister and Cabinet for research on mathematical modelling of covid-19.

It takes up to 6 km for women from Milampipi and Kaisia villages in the mountainous hinterlands of Papua New Guinea’s Nabak local government in Nawaeb district, Morobe province, to reach the nearest roads by foot.

For more than 40 years they have had to do this before they could catch a vehicle to sell their garden produce in the markets in Lae city 21km away.

For the women — especially mothers — the struggle is real. They have walked for six to seven hours, climbing steep rugged mountains, crossing dangerous fast flowing rivers with heavy loads of vegetables, bananas, taro and sweet potatoes to reach Situm or Hobu to get on a PMV (public motor vehicle).

• READ MORE: Other PNG development reports

November 7, 2021, is a day the villagers will never forget –– on that day, the first PMV truck nicknamed “Dignity” drove into the village for the first time to bring the mothers and their produce to markets.

That was made possible after the national government, through the Department of National Planning and Monitoring, with Nawaeb and Finschhafen districts allocating funds, initiated the construction of the Nawaeb-Finschhafen Highway this year.

The road will link rural villages in the two districts to the provincial capital, also enabling some of the best organic coffee to reach market.

One mother, Wangeng Akundi, was emotional and shedding tears of joy when she put her bilums (string bags) packed with garden foods and sako (vegetable) on the truck for the first time.

Walking for years with heavy loads
She says that for years, they had walked long distances with their heavy loads.

“Sometimes we also carry our babies on top of the loads to seek medical services in Situm or Lae,” she adds.

“We are thankful to Anutu (God) for the road access that has reached us and now we will just get on a PMV and travel to Lae for our marketing.”

John Kamsi, a person living with a disability, says it takes him longer to reach the main roads to seek medical services.

“I am very happy with the new road,” he said.

A mother of one, Sandra Yaling, says: “We’re very happy with the new road, because some of us put our lives and the lives of our children at risk many times just to get to the nearest road.

“The main things that we need are cooking oil, soap and salt.”

Real struggles for food
PMV owner Eric Piving, whose vehicle was the first to bring the women and children with their produce to Bumayong and Igam markets, says many times he felt sorry for the mothers.

They had to walk long distances with their foodstuffs to sell and meet their basic household needs.

“We’ve dreamed for a road into the villages and now it has happened,” he says.

He said many times people see them selling their produce at the markets, without knowing the real struggles they have to go through to bring those food items to the market.

“Since first the Lutheran missionaries came to Finschhafen and took the same route towards Nawaeb, then to parts of Morobe — the new highway should be named Miti Highway’, which means ‘God’s Word highway’),” Piving says.

“We thank the government and our local MPs for their support.”

Nawaeb MP Kennedy Wenge told the PNG Post-Courier that the District Development Authority allocated K100,000 (NZ$43,000) each year to support the new stretch of road from Hobu to Momolili.

K280 million allocated for road
“The Department of National Planning and Monitoring allocated K280 million (NZ$120 million) in 2020 and has continued funding the road that will connect Lae-Nawaeb and Finschhafen,” he says.

“I want our people to appreciate what the districts and the national government have committed and support the work. The Nawaeb to Kabwum road will also take shape once K100 million (NZ$43 million) funding is made available.”

Wenge says the villages also produce high tonnes of coffee and the road will assist them greatly in terms of accessing markets.

More than 2000 people from villages in Nawaeb will benefit from the road. Apart from road Wenge, says he is also ensuring maintenance on rural airstrips so people can transport their coffee and garden produce to the markets in Lae.

That is to support villagers gaining some income.

Republished with permission from the PNG Post-Courier.

Opposition whip Lynda Tabuya says Fiji should have taken its cue from Australia and delayed the opening of its borders due to uncertainty surrounding the new covid-19 variant omicron.

In her response to last week’s Parliament opening address by President Ratu Wiliame Katonivere, she said “lives are more important than livelihoods”.

The World Health Organisation declared omicron “a variant of concern” on November 26, but said it was “not yet clear” whether it was more transmissible when compared with other variants, and the severity of the disease was uncertain at the present time.

• READ MORE: Aussies take advantage of Fiji holiday offer amid omicron threat
• Fijian mum emotional as she arrives in country

Australia has reported seven cases of the new variant so far, with six in New South Wales alone.

Fiji opened its borders yesterday with more than 200 arrivals, and about 600 are expected to arrive from Australia today.

Speaking in Parliament, she said that the last time there was a call for stricter border controls, the government brought in corona’s deadliest strain, the delta variant via a flight from India.

“I, more than anyone, want our hotel workers and the rest of the tourism sector to thrive again — but not at the cost of locking down our beloved country,” she said.

Australia delayed opening borders
“We have just begun to regain some sense of normalcy.

“Australia has just done it. They have been delayed from today (Wednesday) to December 15, Japan has completely shut its borders until further notice.

“Initial reports were that the omicron variant may be less deadlier than the delta variant, but the Australian government isn’t going to put the lives of its citizens at risk and is postponing opening their borders until there is more certainty.”

The outspoken opposition MP said the lives of Fijians were far more important than their livelihoods.

“Why isn’t Fiji doing the same? Our lives are more important than our livelihoods,” she said.

“While Australia has reassured its citizens to remain calm as they look for answers, our government waited on the Nadi airport tarmac today with Rebel Wilson to welcome the world.

“Time and again, this government has shown it cannot keep Fiji safe.”

Luke Nacei is a Fiji Times reporter. Republished with permission.