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David Vinsen appointed Chair of ITS Board

Imported Motor Vehicle Industry Association (VIA) chief executive, David Vinsen has been appointed to Chair the Intelligent Transport Systems (ITS) New Zealand board by unanimous vote.

David Vinsen, chief executive of the Imported Motor Vehicle Industry Association (VIA).

ITS encompasses the latest technologies of autonomous vehicle (AVs), shared mobility and mobility as a service. It is also involved with technology systems and infrastructure that help to monitor, manage and collect data across all transport modes.

Vinsen’s wide-ranging governance experience was seen as invaluable to the board, where his expertise will help drive the organisation’s commitment to advocate for transport technology solutions which save lives and make transport more sustainable and efficient.

Vinsen has had 40 years’ motor industry experience, with roles ranging from retail sales in family-owned businesses through to being the founding chief executive of an international e-commerce auction company.

“I’m very pleased to have the unanimous support of the board to lead this exciting organisation. I feel that my experience in governance, and understanding of the vehicle supply chain, complements the other board members, which represent the varied aspects of the ITS eco-system,” says Vinsen.

“There is a disruption of transport underway, led by innovators creating solutions designed to enhance the experience of transport users and operators, New Zealand is not immune to some of the challenges this transformation this may create.”

“What is encouraging is the overwhelmingly positive feedback we have just received from members returning from the recent ITS World Congress in Montreal, that is that New Zealand is leading the world. We have a supportive and forward-looking transport ministry, progressive national and regional governments and New Zealand has fewer regulatory and operational obstacles that will set back the benefits of emerging technology. That is particularly advantageous for local innovators, and international companies looking for a test bed.”

Mohammed Hikmet, founder and Chairperson of HMI Group was also appointed to continue as President and continues to lead international activities, as New Zealand’s representative on the ITS Asia-Pacific Board and the ITS World Congress organising committee. 

The new board is now focusing on developing the organisation’s forward events schedule and business plan, the events they arrange feature leading international and local experts, with the organisation hoping to inspire, educate and generate informed discussion. 

More details on ITS New Zealand, news and their upcoming events in Auckland and Christchurch is available at ITSNZ.org

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Women’s World Car of the Year 2017 winners:

Hyundai’s Ioniq has been awarded the Women’s World Car of the Year 2017 award.

The Hyundai Ioniq was the clear winner at this years Women’s World Car of the Year award, along with winning the Green Car category as well.

The jury, consisting of 25 established women motoring writers from 20 different countries, including New Zealand’s Sandy Myhre, CEO of Women’s World Car of the Year and Jacqui Madelin.

The jury chose the Mazda CX-5 as the Family Car of the Year, the Ford Fiesta as its Budget Car, Peugeot’s 3008 as it’s SUV/Crossover and the BMW 5-series as the Best Luxury Car.

There was a close contest between the new Honda Civic Type R and Mazda MX-5 RF for the Best Performance Car, but Honda managed to take the crown.

The Holly Reich Dream Car award – dedicated to the memory of Holly Reich, one of the original judges for the Women’s World Car of the Year since its inception seven years ago – saw the McLaren win its second consecutive victory, with the 720S winning this year.

Women’s World Car of the Year CEO, Sandy Myhre, said at the occasion, “The car that wins the Supreme award has gone through a rigorous test by 25 judges from 20 different countries that are on the panel of Women’s World Car of the Year. It’s a democratic process and cars that have won categories and the supreme winner really have to stand out.”

This year 420 cars were on the first nomination list, whittled down to the top 60. Judges then must vote on those cars by allocating points. Voting is by secret ballot and audited by international accountancy company Grant Thornton from their Auckland office.

“This year, the Hyundai Ioniq was a standout.  It’s always a tight competition but there were a couple of cars that were ahead of the others in their category, notably, the Ford Fiesta and the BMW 5 Series,” said Paul Kane, Partner of Grant Thornton.

This is the eighth edition of the Women’s World Car of the Year Awards.

 

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Autofile: November issue, out now

Here’s a look at some of the industry movements we’ve been following over the past month. Two leading organisations in the automotive sector have ruled out a possible merger even though they are now formally working together more.

Simon Bridges, former Minister of Transport, describes his focus on electric vehicles as one part of the “big rational” for tackling climate change. “We gave it a good nudge and new direction.”

The Motor Industry Association has yet to decide if it will submit an application to access certain information from the Motor Vehicle Register.

Moyes Motor Group in Panmure is closing after three decades. Find out what the site can be used for in future as Auckland’s rumour mill goes into overdrive.

Plus: Regional report on Auckland, Malcolm Yorston at Tokyo Motor Show, great columnists, disputes and the best industry statistics section in town.

Read the November issue of Autofile 



Our man at Tokyo show

Tokyo Motor Show 2017 was a spectacle that needs to be seen to be believed. I’m pleased I had the opportunity to attend on the media-only days as, I understand, the public days are crazy, writes Malcolm Yorston.

(more…)

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Associations’ proud pasts

Japanese cars waiting exportation

The Motor Industry Association (MIA) and Imported Motor Vehicle Industry Association (VIA) have an important and colourful past. Autofile Online takes a look.

The VIA was formed in 1989 by dealers for dealers. It is a business association, and helps members manage and develop their businesses by providing support and advice.

Nowadays, the VIA represents a wider group involved in importing used vehicles into New Zealand. Its members include Kiwi wholesalers and retailers, customs agents, transport companies, shipping companies, compliance shops, and Japanese, UK and Singaporean vehicle exporters.  

The VIA basically kick-started the used-vehicle import industry in New Zealand. It developed seatbelt anchorage systems for used Japanese vehicles, developed testing and certification procedures, established VINZ to provide competitive inspection services and saved dealers more than $135 million by negotiating the removal of tariffs.

It also saved importers $19m by taking the Customs Department to the Court of Appeal, forced the Parliamentary Regulations Review Committee to review the Minister of Transport’s frontal-impact regulations, resists the introduction of unreasonable legislation and rules, and continually lobbies government departments on behalf of the trade.

The MIA represents importers and distributors of new cars, trucks and motorbikes. It was set up to provide a unified voice and drive progress on issues that concern the sector – such as vehicle safety, emissions, fuel economy, consumer standards, industry training and codes of practice. It is made up of some 41 members covering 78 marques over three vehicle classes – light automotive, heavy automotive and motorcycles.

The association was formed in 1996, bringing together AMIDNZ, the new vehicle importers’ association, with the Motor Vehicle Manufacturers’ Association for assemblers of completely knocked down (CKD) vehicles. In January 2007, the MIA merged with the Motorcycle Distributors’ Association.

The MIA is involved in a wide range of industry issues. It operates several committees that deal with sector specific interests, such as vehicle safety and design, heavy vehicles and vehicle registration.

Distributors supply new vehicles that meet transport rules. When developing new rules, the MIA advocates the government take into account key principles. These are work towards rule harmonisation with source markets, avoid unique country rules, standardise with key source market regimes and align the introduction of new standards with those markets.

They also include allowing adequate lead times for the phase-in of new standards particularly when they need significant development which may require several years to design, test and comply to international standards, and avoid situations where individual distributors use rules to gain a market advantage.

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The joining of minds

David Vinsen, chief executive of the Imported Motor Vehicle Industry Association (VIA), and David Crawford, chief executive officer of the Motor Industry Association (MIA), agreed to speak to Autofile Online about the two organisations signing a memorandum of understanding (MoU).

David Vinsen, chief executive of the Imported Motor Vehicle Industry Association (VIA).

AUTOFILE: How did the MoU come about?
DAVID VINSEN: There has been a long history – dating back early as 2004 – in which the two associations have worked together on specific issues. This arose from a non-formal arrangement which worked well with Perry Kerr, the MIA’s first chief executive officer, and me collaborating on a number of issues. This included preparing joint submissions, appearing together before parliamentary select committees and so on. When Perry retired, and David Crawford assumed the role, the relationship continued and grew. As David says, we recognised we had more in common than we did differences, and when we worked together we had greater success. The idea of formalising the relationship had been discussed for some time. When it was raised again recently, our board instructed me to pursue the idea.
DAVID CRAWFORD: The MoU was a matter discussed with me and the MIA president between our May and September council meetings. It arose from observations I had previously made to the MIA’s council that we had more success with issues when there was a collective industry view. Conversely, it’s easier for ministers and officials to play one organisation off against another if we take different views to them on the same policy issue.
The question was should we form a wider group or focus our initial collective efforts with the VIA as our members are both in the business of importing vehicles. The VIA and MIA have worked on several issues jointly in recent times. As we look forward, there are more issues that we will need to do the same on. With this background, we decided to see how this works out. If the basis of our co-operation develops into a stable a strong platform, then it’s likely we will add other like-minded organisations to it. The idea was put forward to form a relationship where we have similar views on issues so collectively they can be presented to government at all levels. The MIA president raised the idea of working together at our September council meeting following which the MIA asked to meet with the VIA to put the proposal in its broadest sense to them. The meeting was between the VIA and MIA presidents and chief executives. At the end, they tasked the two CEOs to make it happen.

David Crawford, chief executive officer of the MIA

AUTOFILE: Why have you decided to go ahead with it?
CRAWFORD: Importantly, each organisation will still hold different views on some matters and the MoU is clear on the right and need to do that. However, on issues we have the same views it was opportune to form the relationship at the same time as a new government forms post an election.
VINSEN: Both of our organisations have matured. We accept that it’s better to work together and speak with one voice on issues of common interest while still retaining the right to advocate for our individual policies when we differ.

AUTOFILE: What has been the level of support among your membership for the MoU been like?
VINSEN: The support has been good. Going back to 2004, we had support for the idea of working together. Prior to entering into the MoU, we canvassed some key, long-standing members and sought their opinions. Since the announcement of the MoU, we have received nothing but support and encouragement for the initiative from members, other organisations and government departments.  
CRAWFORD: The MoU is centred around the importation of light vehicles. There has not yet been an opportunity to discuss the proposal with the MIA’s heavy vehicle group or motorcycle group. For light vehicles, there is a willingness among distributors to give this a go.

AUTOFILE: Has there been any opposition from members?
CRAWFORD: In recent years, opposition between the MIA and VIA has been on issues and their respective policy positions. I expect, and the MoU explicitly provides for, different views on specific issues and this will also be reflected at a membership level. To date, the feedback has been positive.
VINSEN: There has been no opposition. It seems that members understand the “real politik” of the situation. Some have expressed reservations on a “we’ll see how it goes” basis.

AUTOFILE: The two associations have not been at “loggerheads” so much in recent years. Why’s that?
CRAWFORD: I cannot speak for what the situation was before me, but my approach has always been at an issue level. My view is to judge the stance taken on each issue. If the MIA believes the VIA, or any other organisation for that matter, is taking purely a self-interested centric view on a matter that’s not good for our members or the wider industry, then we will speak out against that. We expect the same goes for any views we might take on an issue too. The MoU provides for differences of views. In discussing the MIA’s or VIA’s views over my time with the MIA, I have put it to the VIA – and other organisations – that the health of any relationship is the ability to agree to disagree and know why. We have slowly been working away at developing a conversation where not only can we agree, but also disagree giving each room to do so.
VINSEN: The VIA is in agreement with the MIA on that.

AUTOFILE: Can you give some recent important examples of how the MIA and VIA have worked successfully for the industry?
VINSEN: Historically, we collaborated on issues such as vehicle year and greenhouse gas regulations, among others. More recently, we have collaborated on ACC safety ratings, electric vehicles (EVs), end-of-life tyres and other pan-industry issues.
CRAWFORD: When ACC started to consult on vehicle risk-rating, for example, the MIA recognised straight away that this had implications for importers and car owners. We approached the AA and Motor Trade Association (MTA), and then the VIA, so we could collectively take a position to ACC on what we wanted to see happen.
This joined-up industry view meant we obtained a much better system that we would have otherwise have reached. Vehicle risk-rating is still not perfect, but it had all the hallmarks of being a total farce if it were not for industry’s ability to work together on it. Currently, the MIA and VIA are working on improving the recall system for new and used vehicles. The gap in the process is once a recall has been announced distributors of new vehicles generally do not cover recalls from that point on for used imports as under New Zealand law that company importing the vehicle is considered the manufacturer for recall purposes. We are looking at the responsibilities of importers of used vehicles once a recall has been announced. The VIA is developing a code of practice to cover these responsibilities that sits alongside the two codes the MIA has – for new vehicles and used imports up to the point a recall is initiated in the source market.


AUTOFILE: What are the advantages of the MoU to both associations and the wider industry? What do you hope to achieve from it going forward?

VINSEN: There will be a number of benefits to the MIA, VIA and wider industry. These include the strength of presenting a combined approach to issues, government only having to deal with one voice on most issues, and the pooling of resources for research, preparing submissions and so on.

AUTOFILE: What sort of issues are you likely to work on in the future and present a unified voice on?
CRAWFORD: Main areas of interest at the moment centre around EVs, intelligent transportation systems (ITS), recalls, data sharing, port issues and vehicle standards.
The two associations will maintain a shortlist of areas of mutual interest. This will be reviewed every six months to ensure these remain topical and we both have common shared interests on each of them.


AUTOFILE: On the flipside, there may be disagreements. What areas do you expect these to be in and how will you deal with them when they arise?

VINSEN: The strength of any relationship is based on how differences are dealt with. In the case of the MoU, there are three mechanisms for dealing with them when they arise. They are the identification of issues on which we have different views, the retention of the right for each association to advocate for its individual policy positions, and the “no surprises” policy.
CRAWFORD: The MoU provides for each organisation the freedom to have different policies or positions and advocate on those. We will operate the no-surprises policy so decisions, announcements and advocacy action on contentious issues is communicated with the other association in advance.

AUTOFILE: Onto specifics in the MoU. The MIA and VIA will collaborate “with the aim of presenting a united voice for the industry”. How will that work?
CRAWFORD & VINSEN: We will have advice and media releases on a joint letterhead. In the fullness of time, it may be appropriate to form a virtual organisation with its own logo where the virtual organisation members are the MIA and VIA, or other like-minded organisations on specific issues.

AUTOFILE: When you have different policies or positions, how will you deal with situations that put the MIA and VIA up against each other?
VINSEN & CRAWFORD: If it becomes necessary to take different positions, then while the MoU is in operation each organisation will advocate its views and explain in a professional manner why we have taken the position we have. It will be okay for the VIA or MIA to say we are disappointed in the views of the other association, but these should stop short of being dismissive and condescending. 

AUTOFILE: Could there be occasions when the no-surprises policy plays into the other’s hands or damages the other’s position?
VINSEN: Both parties have entered into the MoU in a spirit of good faith, and I do not expect either organisation to attempt to use it to gain an unfair advantage.
CRAWFORD: Like many of your questions, given the newness of the MoU we have yet to complete discussions on some of the practicalities, including this one.

AUTOFILE: What situations do you foresee when you may co-opt other associations? Will your MoU marginalise others?
CRAWFORD: There is no intent to marginalise other associations. Our intent is the exact opposite. Issues that go beyond the importing of vehicles is where we will seek input from others. As previously noted, ACC’s vehicle risk-rating was an issue that involved the AA and MTA in addition to the MIA and VIA.
VINSEN: With regard to marginalising other organisations, I think the contrary will be the case. Organisations working in the transport sector already co-operate well together. But sometimes others may have felt they had to be a bit “guarded” around the MIA-VIA relationship – for example, not wanting to be seen to be “taking sides”. This will no longer be the case. The collaboration on ACC’s safety ratings was a classic case of a number of organisations working productively and effectively together. 

AUTOFILE: The MIA and VIA will consider establishing a “virtual organisation” to speak on behalf of both. What does that mean? May a merger may be on the cards?
CRAWFORD: There is no merger on the horizon. In a previous life during the 1990s, I worked for the petroleum exploration and production association. This association was also involved in a group that called itself the Natural Resource Users Group (NRUG). It had about 15 member organisations that came together on specific issues to arrive at a joint position to take to government. At one stage, the NRUG represented about 82 per cent of New Zealand’s GDP. It had collective weight of numbers that our individual associations did not have. The NRUG had no office, no staff and no budget, just a logo. It was a virtual organisation.
I envisage that a similar concept may be appropriate at some point between, for example, the MIA, VIA, MTA, AA and others. If so, we will take the proposal to them and see if it’s something that collectively makes sense. It might not. It may be enough just to have multiple logos on one letterhead. The proposal has only been raised as a concept at this stage and hasn’t been discussed outside of the MIA’s and VIA’s MoU framework.
VINSEN: I agree with what David’s saying on this matter.

AUTOFILE: In the MoU, you give examples of common interests. What do you want to achieve by working together on them? What areas have you worked on in the past and to what success?
CRAWFORD: Let us use recalls as an example. It has been difficult to gain traction with the NZTA on the development of an end-to-end process for the management of safety recalls. When we discuss recalls for used imported vehicles, the agency says it will need to discuss the points the MIA is making with the VIA.
If the MIA doesn’t keep the NZTA “honest”, then more often than not the timely follow-up of issues we raise does not eventuate. My view is that it’s better for the MIA and VIA to sit around the table with the agency so all parties are involved in discussions at the same time. It’s more efficient and helpful to all parties.
VINSEN: The two associations are in agreement on this. It’s much better for the VIA and MIA to sit around the table with the likes of the NZTA.

AUTOFILE: On the flipside, can you give areas that aren’t of common interest and why?
VINSEN: The only area where we currently have real differences is in the timing of the implementation of new regulations. For example, I understand that the MIA wants a “level playing field” with all vehicles, new or used, being subject to the new regulations at the same time. However, the VIA wants the implementation of any new legislation, standards and so on to be phased so that we continue to have access to sufficient numbers of used vehicles from our source markets to be able to continue to supply New Zealand’s market demands.
I am sure there may be other areas of difference that occur from time to time, but the mechanisms in the MoU will provide us with ways to deal with these as and when they occur.    

AUTOFILE: How hard will the MIA and VIA have to work to make this MoU a success? What are the repercussions of this failing?
CRAWFORD: Each association is approaching this in good faith.
VINSEN: I agree and, further to that, the VIA doesn’t do anything by halves. We have entered into this agreement after about 14 years of informal collaboration with the MIA. We’ve thought about it a lot and we’re not going to be approaching this half-heartedly.

AUTOFILE: Any final message to the industry?
VINSEN: This agreement is an indication of the increasing maturity of our industry and the organisations that represent it. Increasingly, the issues that affect us – such as EVs and ITS – will be of common interest. They will require new levels of analysis, thinking and advocacy to ensure the best outcome for New Zealand and the transport sector.  We don’t see the MoU as a dramatic “step change” in our working relationship. Rather, it’s a natural and logical extension of how we already operate.

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United voice for industry

Cars discharged at Captain Cook Wharf. Ports of Auckland is a common issue between the MIA and VIA.

Many people in New Zealand’s automotive industry have been talking about two of its lead organisations signing an historic agreement to work more closely together. 

The Imported Motor Vehicle Industry Association (VIA) and Motor Industry Association (MIA) are now working within the terms of a memorandum of understanding (MoU), previously reported by Autofile Online. Now we look at the issue in more depth.

In the past, the two organisations – with VIA representing used motor-vehicle imports and MIA being the association for the new vehicle sector – were often at loggerheads, but in more recent times they have often worked closely on certain issues. Now – with the MoU after been signed – the MIA and VIA have officially recorded the agreement reached on the working relationship between the two.

The “precepts and principles” the VIA and MIA have agreed on include them recognising and respecting “the autonomy and individual characteristics of each other, the constituencies they represent and their governance and management procedures”.

In the future, they are aiming to collaborate on areas of mutual interest in good faith “with the aim of presenting a united voice for the motor-vehicle industry”.  That said, the VIA and MIA will identify issues on which they have different policies or positions with each association retaining the right to advocate for its own position on such matters.

There will also be a “no surprises” policy. This means policy decisions, announcements and advocacy action on contentious issues will be communicated with the other association in advance.

Costs incurred should “lie where they fall”, which means each association will be responsible for its own costs. In the event of a joint undertaking that’s likely to incur significant costs in excess of usual operational costs, the financing of such an undertaking and the apportionment of costs will be agreed between the MIA and VIA in advance.  

The VIA and MIA will consider co-opting other motor industry associations – such as the Motor Trade Association, Road Transport Forum and AA – as and when appropriate.

The MIA and VIA cite examples of issues with common interest between the two organisations as intelligent transport, autonomous vehicles, electric vehicles, development of standards for vehicles, infrastructure and related issues, Ports of Auckland, recall protocols and procedure, ACC vehicle risk-rating, statistics and media releases.

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A Holden-lover’s dream museum

Greg Murphy cut the red ribbon to officially open the New Plymouth museum that holds New Zealand’s largest private collection of Holden cars and memorabilia over the weekend.

The museum is an absolute dream for Holden fans with new and older model Holden cars and walls filled with memorabilia throughout the decades. The Bathurst-themed mini-putt course features sharp bends and other difficulties that players have to manoeuvre around.

The museum, and Bathurst race track-inspired mini-putt course were everything owners Steve Fabish and his wife Joy ever wanted.

Fabish said the museum stemmed from his lifetime of loving Holden cars and  the mechanical skills his father taught him when he was younger.

The museum will be high on the must-visit list for people visiting Taranaki.

Andrew Lamb, the manager of Holden Special Vehicles New Zealand, said the Holden brand is all about passion.

“I think even above that, there’s the passion that Steve and Joy have expressed and shown here in this amazing facility that they’ve built,” Lamb said.

“It’s a fantastic facility, it’s going to be a great asset to Taranaki and tourism.”

The museum is open Saturdays, Sundays and public holidays from 10am-4pm. The mini-putt is open every day from 10am. 

 

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Tesla’s all-electric truck soon to be revealed

Tesla plans to reveal an all-electric truck with a working range of 300-450km on 16 November.

The Tesla Semi has been semi-revealed in a preview shown during an interview with TED.

The Tesla Semi’s previous debut date was the 26 October, but Tesla boss Elon Musk delayed the official unveiling following production difficulties with the Model 3.

Musk is using the extra three weeks since the truck’s original October 26 reveal date to iron out ‘production bottlenecks’ on the Model 3 production line.

Musk first revealed an image of the lorry and gave details of its performance during an interview with academic media outlet TED in June.

He also announced the product on social media, describing it as ‘unreal’, but did not give any further details on its capabilities.

According to reports, Tesla is aiming to crack regional hauling in the US and is expected to have an advanced level of autonomy.

Musk claimed that the heavy-duty, long-range Semi is capable of the heaviest class of haulage permitted on US roads. 

He also stated that the vehicle will be able to produce greater torque than any truck currently on the road.

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GM’s electric car sales will meet quotas by 2019

General Motors China announces that they will be able to generate enough new energy vehicle (NEV) units to meet the NEV production quotas set by the Chinese government.  

China is wanting to meet its promise to cap its carbon emissions by 2030.

China has set stringent production quotas for NEVs which automakers must meet by 2019, a move that is prompting an increase of electric car deals and launches of electric battery and plug-in hybrid car models.

General Motors produces vehicles in China through a joint venture with SAIC, the country’s largest automaker.

Matthew Tsien, president and chief executive of GM China, said both SAIC-GM Corp are working to meet, if not exceed, those credit mandate requirements, without having to purchase new electric vehicle credits from other automakers.

China officially unveiled NEV requirements for automakers back in September. When the green car quotas take effect in 2019, automakers will need to accumulate enough credits by producing and selling enough NEVs to hit a threshold equivalent of ten per cent of annual sales.

In October, GM sold a total of 1,724 E100s, with cumulative volume hitting nearly 4,000 units since July. 

“Sales so far have largely met our expectations, perhaps even slightly above our expectations,” Tsien said. The car is one of the three electric battery car models GM already has available in China.

GM plans to launch at least seven more NEVs in China by 2020.

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Geneva Finance maintains growth

Geneva Finance has announced an after-tax profit of $3.2m for the six months to 30 September 2016.

This was an increase of 34 per cent on the same period in 2016, with revenue from ordinary activities up 18%.

The result represented significant growth on the back of 2016’s 45 per cent half-year increase.

It also comes at a time where the company is finalising a new acquisition that will give its subsidiary, Stellar Collections Ltd, a valuable point of difference in the debt collections market.

The company will also distribute a 1.0 cent per share dividend, payable on 15 December, 2017. This is Geneva Finance’s maiden interim dividend, which will bring total distributions since 1 Apr. 17 to 3.0 cents per share, up from 1.5 cents per share in the prior financial year.

Managing Director, David O’Connell says, “The strong profit performance reflects a lift in profitability in each of the core lending, insurance and collections operations. The profit growth was attributable to the growth in lending and collections revenues, up 12% and 31% respectively; the maintenance of interest yields; control of asset quality; and the growth in revenues from our insurance operations, where net premium written was 125% up on September 2016.”

O’Connell also announced that Stellar has acquired MFL Services Ltd, a software-based debt collection operation.

“MFL’s technology is leading-edge in debt collection, and integration of this technology into Stellar will enhance both operations and give Stellar a significant point of difference in the market by way of service and delivery of debt collection products.”

By delivering a high half-year profit and maintaining conservative debt ratios, O’Connell says the group is well positioned for further acquisitions. 

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