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The BulletinApril 2, 2025

The battle to control NZME is heating up

A modern glass building with the large letters "NZME" displayed on its facade. The foreground features a torn paper effect on the left and top edges, and an orange vertical strip on the right with "The Bulletin" written vertically.

The Herald’s publisher is reopening nominations for boardroom directors in an attempt to stave off Jim Grenon’s aggressive takeover bid, writes Catherine McGregor in today’s extract from The Bulletin.

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NZME strikes back

After weeks of forward momentum, Jim Grenon’s attempted boardroom coup at NZME has hit resistance. The board has struck back, delaying its annual shareholders’ meeting by five weeks to early June and reopening the nomination process for directors. In a letter to shareholders, the board said it had received new information from Grenon’s camp over the weekend – including an updated proposed board structure – that warranted closer scrutiny. The Herald’s Shayne Currie (Premium paywalled) notes that the board’s letter raised concerns with all Grenon’s proposals, “including independence, experience, continuity, and gender diversity”. The board also voiced its worry that Grenon could gain editorial influence over its stable of brands and titles, most notably the NZ Herald.

Grenon, a Canadian-born billionaire now based in New Zealand, bought a 9.3% share in NZME in March through his company JTG 4 and immediately launched his campaign to gain control of the company’s board. He insists his interest in editorial direction is minimal but has also said he wants to see an “emphasis on factual accuracy, less selling of the writer’s opinion and appealing to a wider political spectrum”.

Troy Bowker enters the fray

The latest flashpoint in the NZME boardroom standoff is the proposed directorship of businessman Troy Bowker. In his letter to the NZME board, Grenon suggested Bowker as an alternate director (a fill-in of sorts, if required) for nominee Des Gittings; as part of its response, the board singled out a 2023 text Bowker sent to BusinessDesk founding editor Pattrick Smellie: “With subscription services that claim to be a business news site, I don’t want to read any stories that piss me off.” Board chair Barbara Chapman said it suggested Bowker “was against appealing to a wide range of perspectives”, adding: “We worry what this might do to maintaining a broad audience and its impact on staff and revenue.”

Bowker, whose firm Caniwi Capital holds just over 3.5% of NZME shares, has rejected the framing as a personal attack and said the quote was “cherry-picked”, reports Shayne “Media Insider” Currie, who has been all over this story. A self-described champion of free speech, Bowker argues he was merely pushing for BusinessDesk to publish “good quality business news” rather than “social commentary with a left political bias”. It’s not the first time Bowker has found himself in hot water over comments some would consider ill-advised. In 2021, he found himself in the centre of a media firestorm after he accused Sir Ian Taylor of “sucking up to the left Māori-loving agenda”.

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Anna Rawhiti-Connell
— Senior writer

Who is Jim Grenon?

Wealthy, relentless and deeply private, Jim Grenon cuts an unusual figure in New Zealand’s corporate landscape. Newsroom’s Tim Murphy writes that the investor is “like a dog with a bone” in business and litigation alike. Over two decades, Grenon has engaged in complex and sometimes extraordinary tax battles with Canadian authorities, including one that stemmed from an $11,800 legal fee deduction and ballooned into a 14-year saga. In another case, courts found he’d engaged in “abusive” tax avoidance using minors as nominal investors. In a response published in the Herald, Grenon says that in Canada, “tax avoidance is allowed, it is only ‘abusive’ tax avoidance that allows the court to use GAAR [general anti-avoidance rule]… It is nothing like as damning a label as you may think.” Lawyers representing Grenon companies are now trying to appeal to Canada’s Supreme Court.

“People who’ve engaged with Grenon over the years are in no doubt that his is a firm, pretty uncompromising, centre-right social and political worldview,” writes Murphy. The fear among many who work at NZME – and among its audiences – is that Grenon’s beliefs are significantly more extreme than that description would suggest. As Duncan Greive writes in The Spinoff, Grenon’s previous media start-ups Centrist and NZNE “are aggregation sites with a smattering of original content. They are largely preoccupied with a small handful of issues – trans rights, Treaty coverage and vaccine efficacy and injuries”.

Decoding Centrist

In a deep dive into Centrist’s content, The Press’s Charlie Mitchell (paywalled) notes that the sites it aggregates from include the anti-China, Falun Gong-funded Epoch Times; right-wing blog ZeroHedge; and a website run by Paul Joseph Watson, a former protégé of conspiracy theorist Alex Jones. “Centrist’s right-wing perspective isn’t inherently problematic,” writes Mitchell. “The potential concern is how it may be perceived as repackaging right-wing views as neutral (or ‘centrist’) while sometimes bypassing standard journalistic practices that inform readers and ensure accountability.”

While Grenon established Centrist, he has not been a director or shareholder since August 2023. He has dismissed any comparison between Centrist and his future plans for NZME as “a leap”, describing them as two very distinct publications with different mandates.

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The BulletinApril 1, 2025

Rail-enabled ferries are coming to Cook Strait – eventually

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The ferries will now be delivered in 2029, writes Alice Neville in today’s extract from The Bulletin.

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‘Yes to affordability, no to extravagance’: Winston Peters unveils his ‘pragmatic’ ferry plan 

After December’s anticlimactic announcement of an announcement, Winston Peters’ long-awaited March 31 update had to deliver something  – and he did clear up one of the biggest question marks hanging over the whole saga: the two new ferries will be rail-enabled. Peters took control of the plan to procure replacements for the ageing Interislander fleet in December, a year after the incoming coalition cancelled the Labour government’s costly iReX project. Last year, cabinet failed to agree on a proposition to acquire two “rail-compatible” boats, as Thomas Manch reported for The Post. Peters was adamant the ferries had to be fully rail-enabled – a major point of contention that has delayed the coalition’s progress on the issue – and the newly appointed minister for rail was given until March 31 to develop a better plan.

Yesterday, Peters announced that design specifications for two 200m x 28m ferries (bigger than the current vessels but smaller than those coming under the Labour plan) had been selected and signed off by cabinet. Each ferry would have rail decks with capacity for 40 rail wagons, “given the efficiency of single shunt movements for multiple rail wagons for loading and unloading”, said Peters. Ferry Holdings Ltd, the company set up to procure the ferries, would now invite a shortlist of shipyards into a closed tender process, with a contract to be signed this year.

Ministerial advisory group’s plan rejected

The plan announced yesterday was not what was recommended by a Ministerial Advisory Group (Mag), which, as Georgina Campbell reported in the NZ Herald in December, paid $300,000 to advise the government on what to do. As Oliver Lewis reported (paywalled) for BusinessDesk last month, the Mag encouraged the government to approach a single shipyard and get a deal for two road-only ferries signed off by October 2024, meaning the ships would land by December 2027. “We did not accept that advice,” said Peters yesterday. “We believe in competitive tenders, and a full appreciation of what best serves our country. And road-only ferries came out as more expensive than buying road and rail ferries.” The ferries will now be delivered in 2029, which “will see the current fleet working right up to its use-by date”, as Tom Hunt and Thomas Manch reported for The Post.

The Mag’s concern with rail-enabled ferries was the extensive port infrastructure required to accommodate them. Peters said the shorter length of his boats and a “minimum viable and maximum reuse approach” would keep costs down – Picton’s marine infrastructure would be replaced, while Wellington’s would be modified and reused. Peters said the approach “contrasts sharply with the wanton demolition and extravagant specification under the cancelled project”. The terminal buildings would remain as is. “While some may regret the absence of a Taj Mahal in Picton and the Sydney Opera House in Wellington, the people paying their taxes will not,” said Peters.

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Alice Neville
— Deputy editor

Cost remains under wraps

The exact cost of the project remains under wraps, as revealing the budget would “turn a buyers’ market into a sellers’ market”, but Peters assured it would be “markedly cheaper” than the iReX project. He admitted the terminals would have to be upgraded eventually but expected the port companies to bear those costs, reported Fox Meyer for Newsroom.

The benefit of hindsight

Labour leader Chris Hipkins offered some qualified support for Peters’ new plan, reported Thomas Coughlan for the Herald. Peters brought the original proposal for two mega rail-enabled ferries to the table in 2018 when NZ First was in government with Labour, and cabinet signed off on a plan committing the government to cover their $551m price tag and the cost of replacing port infrastructure. “With the benefit of 2020 hindsight, accepting Winston Peters’ recommendation that we should go for two mega ferries in the first place probably wasn’t the wisest decision,” Hipkins told the Herald. “Two smaller ferries, which is where the government has landed now, might have been better from the outset – that wasn’t what Winston Peters recommended.”