[Front cover]

Te Ihirangi
Contents

Section 1 He Whakarāpopototanga
Executive Summary .................................................................................................... 5

Section 2 Ko te Mahere Rautaki

Strategic Framework ................................................................................................ 12
2.1 Our 30-year strategic framework ............................................................................................ 14
2.2 Headline targets ...................................................................................................................... 15
2.3 Objectives and policies ............................................................................................................ 18

Section 3 Ko ngā Whakaarotau Haumi Waka

Transport Investment Priorities ............................................................................... 22
3.1 Our focus over the next 10 years ............................................................................................ 23
3.2 Transport investment priority 1 .............................................................................................. 25
3.3 Transport investment priority 2 .............................................................................................. 30
3.4 Transport investment priority 3 .............................................................................................. 35
3.5 Transport investment priority 4 .............................................................................................. 37
3.6 Transport investment priority 5 .............................................................................................. 40

Section 4 Ko te Hōtaka ā-Rohe

Regional Programme ................................................................................................ 44

4.1 Introduction ............................................................................................................................. 45

4.2 Funding sources ....................................................................................................................... 48
4.3 The regional programme ......................................................................................................... 49
4.4 Committed activities................................................................................................................ 55
4.5 Significant activities ................................................................................................................. 59
4.6 Other activities ........................................................................................................................ 95
4.7 Activities with inter-regional significance ............................................................................. 100
4.8 10-year forecast ..................................................................................................................... 102
4.9 Significant expenditure funded from other sources ............................................................. 103

Section 5 Ko te Mahere Arotake

Monitoring Framework .......................................................................................... 106
5.1 Structure and approach of the monitoring framework ........................................................ 107
5.2 Measures and indicators of the monitoring framework ....................................................... 108
5.3 Notes on the indicators ......................................................................................................... 110

Wellington Regional Land Transport Plan 2021 3

Section 6 Ko ngā Tāpiritanga
Appendices ............................................................................................................. 112

Appendix A Strategic context .................................................................................................. 113

Appendix B The strategic transport network .......................................................................... 150
Appendix C Definition of significant activities ......................................................................... 152
Appendix D Approach to prioritisation of significant activities in the programme ................ 153
Appendix E Monitoring the Regional Land Transport Plan ..................................................... 154
Appendix F Variations to the Regional Land Transport Plan .................................................. 155
Appendix G Assessment of the Regional Land Transport Plan ................................................ 158
Appendix H Relationship of Police activities to the Regional Land Transport Plan ................ 162
Appendix I Summary of consultation ..................................................................................... 164

Wellington Regional Land Transport Plan 2021 4

 1Section 1
He Whakarāpopototanga
Executive Summary
 Section 1: Executive Summary

What is the Regional Land Transport What does the Regional Land
Plan? Transport Plan aim to achieve?
The Regional Land Transport Plan (RLTP) sets the Transport plays a big role in shaping what the
direction for the Wellington Region’s transport Wellington Region is like as a place to live, so it’s
network for the next 10–30 years. The RLTP important our transport plans support our
describes our long-term vision, identifies broader goals for the region. As the region
regional priorities and sets out the transport grows, more people and increased economic
projects we intend to invest in over the next six activity will place greater demand on the
years. transport network. We want the transport
network to enable the region to grow in a way
Who prepares the Regional Land that makes it easy for people to get around,
Transport Plan? while creating less congestion, fewer emissions
and more liveable places.
The RLTP is a collaboration between all councils
in the Wellington Region, Waka Kotahi New To achieve the future we want, we’ll need a
Zealand Transport Agency (Waka Kotahi) and transport network that:
KiwiRail, overseen by the Regional Transport
• Offers good, affordable travel choices
Committee on behalf of the Greater Wellington
• Supports compact centres, liveable places
Regional Council (Greater Wellington).
and a strong economy
Why plan regionally for transport? • Is safe
• Minimises impacts on the environment
The Wellington Region is made up of connected • Provides for connected, resilient and
cities, towns and rural areas. What happens in reliable journeys
one area affects the others. Taking a regional
view reflects the relationship between places
and the way people and goods move around.
Planning regionally enables us to address
transport and development in an integrated way.

Shaping the Wellington Region’s future

Planning where and how the region grows is the task of the Wellington Regional Growth Framework,
a spatial plan developed by all councils in the Wellington Region, Horowhenua District Council, central
government and mana whenua. The framework identifies how the Wellington-Horowhenua region
could accommodate an additional 200,000 people living in the region over the next 30 years.

The framework identifies three growth corridors (western, eastern and Let’s Get Wellington Moving),
as well as two possible west-east corridors. Transport, and its integration with urban planning, is an
integral part of achieving the framework’s outcomes.

Wellington Regional Land Transport Plan 2021 6

 Section 1: Executive Summary

How will we know we’re on track? What challenges are we facing?

We’ve set three ambitious targets to achieve • Meeting growing demand to move people
within the next 10 years. These aren’t the only and freight. As the region grows, more
things the plan focuses on, but they indicate the people and increased economic activity will
scale of change we want to make and will help us place greater demand on the transport
to track our progress. network. The rail and parts of the bus
networks are already nearing capacity at
• Carbon emission – 35 percent reduction in peak times, while congestion on parts of the
transport-generated emissions road network results in poor journey time
In 2018, land transport in the Wellington reliability.
Region was responsible for 1.2 million
tonnes of carbon dioxide emissions. By • Improving travel options. Making it easy to
2030, we aim to reduce this to 0.77 million get around and access work, education,
tonnes. healthcare, social and recreational facilities
requires providing a range of safe,
• Safety – 40 percent reduction in deaths and affordable and attractive options. As the
serious injuries on our roads region grows, this requires good planning
In 2019, there were 186 deaths and serious regarding the location of housing,
injuries on roads in the Wellington Region. employment opportunities and transport
By 2030, we want no more than 122. This connections.
aligns with the national target in the Road
to Zero safety strategy. • Improving safety. After declining in the early
2000s, in recent years, the number of
• Mode share – 40 percent increase in active deaths and serious injuries on our roads has
travel and public transport mode share increased at a higher rate than population
In 2018, 28 percent of all trips in the growth.
Wellington Region were made by public
transport and active travel. By 2030, we • Reducing carbon emissions. Emissions from
want to increase this to 39 percent of all land transport in the region continue to
trips. grow. To reverse this, we’ll need to shift to
greater use of low-emissions vehicles, public
transport, walking and cycling.

• Increasing resilience. Our transport network

is vulnerable to disruption and delays from
unplanned events, such as traffic incidents
and natural hazards. Climate change is likely
to increase this vulnerability.

• Making progress within funding constraints.

Making our plans a reality takes funding. All
transport funding partners are facing
competing demands for funding. We must
target our investment to deliver the best
value from the funding available.

Wellington Regional Land Transport Plan 2021 7

 Section 1: Executive Summary

What are our priority areas for • Safety

investment? Improve safety, particularly at high-risk
intersections and on high-risk urban and
In the current economic climate, it’s especially rural roads.
important to align our resources and target
• Resilience
investment to areas of the greatest regional
Build resilience into the region’s transport
benefit. The partner agencies that have
network by strengthening priority transport
developed this plan have agreed that, over the
lifelines and improving redundancy in the
next 10 years, investment in the region’s
system.
transport system will be guided by the following
priorities:

• Public transport capacity

Impact of COVID-19 pandemic
Build capacity and reliability into the
The COVID-19 pandemic has shown us the
Wellington Region’s rail network and into potential for different ways of working and
Wellington City’s public transport network
living in urban areas. It is too soon to tell
to accommodate future demand.
how this will affect long-term transport
trends.
• Travel choice
Make walking, cycling and public transport a COVID-19 has significantly impacted the
safe and attractive option for more trips Wellington Region’s economy. GDP and
throughout the region. employment are expected to fall over the
next 2–3 years. However, our region has
• Strategic access
proven more resilient than others, and
Improve access to key regional destinations,
early indications are that our region’s
including the port, airport and hospitals, for
economy and population will return to
people and freight.
growing at pace over the longer term.

Figure 1: Regional programme summary: estimated percentage of

funding by activity class 2021–26 Wellington Regional Land Transport Plan 2021 8
 Section 1: Executive Summary

The Ministry of Transport’s

Ministry of Transport’s Outcomes Framework Outcomes Framework
provides the overarching
Outcome 1 Outcome 2 Outcome 3 Outcome 4 Outcome 5 national direction.
Inclusive access Healthy and safe people Environmental sustainability Resilience and security Economic prosperity

The 30-year vision describes

Thirty-year vision the region’s desired long-
A connected region, with safe, accessible and liveable places – where people can easily, safely and sustainably access the things that matter to term future state.
them – and where goods are moved efficiently, sustainably and reliably

Thirty-year strategic objectives

Transport and land use are The 30-year strategic
Journeys to, from and objectives describe what we
People in the Wellington integrated to support People can move around The impact of transport and
within the Wellington want to accomplish in
Region have access to good, compact urban form, the Wellington Region travel on the environment is
Region are connected, achieving the vision.
affordable travel choices liveable places, and a strong safely minimised
resilient and reliable
regional economy

The 10-year headline targets

Ten-year headline targets are indicators of the scale of
Safety Carbon emissions Mode share change sought in the short-
to medium-term to move
40 percent reduction in deaths and 35 percent reduction in transport- 40 percent increase in active travel and
towards our vision and
serious injuries on our roads by 2030 generated carbon emissions by 2030 public transport mode share by 2030
strategic objectives.

Ten-year transport investment priorities

The 10-year transport
Public transport capacity Travel choice Strategic access Safety Resilience investment priorities are the
Building capacity and reliability into Make walking, cycling and public Improve access to key regional Improve safety, particularly at Build resilience into the region’s most urgent and significant
the Wellington Region’s rail transport a safe, sustainable and destinations, such as ports, airports high-risk intersections and on high- transport network by areas requiring investment
network and into the Wellington attractive option for more trips and hospitals for people and freight risk rural and urban roads strengthening priority transport in the short- to medium-
City public transport network to throughout the region lifelines and improving the term.
accommodate future demand redundancy in the system
Weighting 40 Weighting Weighting Weighting Weighting 10
20 15 15
Selected improvement
Priority improvement activities 2021–24 activities only. For a full list
• Improve long-distance rail services • National ticketing system • Resilient port and multi-user ferry • Wellington state highway Road • Wellington Region resilience of significant improvement
• Additional metro rolling stock • Let's Get Wellington Moving terminal services to Zero programme programme activities see section 4.5.2.
• Rail capacity step-change • Eastern Porirua Regeneration
• Let's Get Wellington Moving • Te Ara Tupua

Ongoing stewardship of the transport system

• Committed activities • Public transport programmes Figure 2: Summary of
• Maintenance and operations • Transport planning activities the Wellington
• Low-cost, low-risk programmes • Road safety promotion and travel Regional Land
demand management programmes
Wellington Regional LandTransport
Transport Plan 2021 9
Plan 2021
 Section 1: Executive Summary

Purpose
What is the Regional Transport
The RLTP is the primary document guiding Committee?
integrated land transport planning and
investment within the Wellington Region. The The Regional Transport Committee (RTC) is
RLTP: made up of representatives from all local
councils, Greater Wellington, KiwiRail and
• Is owned collectively by the Regional Waka Kotahi. The primary role of each of
Transport Committee comprising all these organisations in relation to planning,
territorial authorities in the Wellington funding and delivery of the transport
Region, Waka Kotahi, KiwiRail and Greater network is described below:
Wellington
• Local councils: Plan, manage and fund
• Sets the strategic transport direction to local road networks, including
guide transport activities in long-term plans footpaths, cycleways and shared
(LTPs) and identifies the agreed view of paths. Local councils are also
regional transport priorities to inform the responsible for land-use planning
National Land Transport Programme (NLTP) through district plans.

• Sets the long-term vision and strategic • Greater Wellington: Undertakes

direction for the region’s land transport regional natural resource (water, air
system and coast) planning, regional land
transport planning, and plans, funds
• Identifies the agreed regional transport and manages the public transport
priorities for investment in the short- to network. Runs cycle skills training and
medium-term behaviour change programmes.
• Presents the activities of approved • Waka Kotahi: Plans, manages and
organisations1 and KiwiRail in a single funds the state highway network, and
coordinated three- to six-year programme, other infrastructure and technology.
which is consistent with the Government
Policy Statement on Land Transport (GPS), • KiwiRail (non-voting member): plans,
as a bid for funding from the National Land funds and operates the rail network.
Transport Fund (NLTF)
Under section 13 of the Land Transport
• Addresses issues that cross regional Management Act 2003, the Regional
boundaries Transport Committee is responsible for
preparing the Regional Land Transport Plan
• Provides the basis for communicating the on behalf of Greater Wellington.
region’s transport direction and priorities
with stakeholders and the general public

1Waka Kotahi, Department of Conversation, Greater Wellington and all

territorial authorities in the region

Wellington Regional Land Transport Plan 2021 10

 Section 1: Executive Summary

National Regional

Regional Land RMA-related plans

Transport Plan and policies including
RPS and district plans

Ministry of Transport Outcomes

Framework
Strategic Regional and sub-
regional growth plans
framework

Regional public
transport plans

Longer term

Shorter term

Government Policy Statement on Ten-year transport

Land Transport priorities

Long-term plans

Waka Kotahi
Investment Proposal

Rail Network Investment Regional

Programme programme

National Land Transport

Programme

Local government
Waka Kotahi funding approval
MoT/Waka Kotahi
process Influences
Input to

Figure 3: Relationship between the Wellington Regional Land Transport Plan and other transport planning documents

See Table 43, Table 44 and Table 45 in Appendix A for a full description of the national and regional policy
context.

Wellington Regional Land Transport Plan 2021 11

 2Section 2
Ko te Mahere Rautaki
Strategic Framework
 Section 2: Strategic Framework

The strategic framework is the longer-term

policy framework of the RLTP, focusing on the
10- to 30-year outlook. It includes the following
elements:

• Vision
Defines where we want to get to in the
longer term (30-year outlook)

• Objectives
State what we want to accomplish in
achieving our vision (30-year outlook)

• Headline targets
Set specific levels of performance in key
areas that indicate we are moving towards
our vision and objectives (10-year outlook)

• Policies
Detail how we will achieve our objectives

Wellington Regional Land Transport Plan 2021 13

 Section 2: Strategic Framework

2.1 Our 30-year strategic framework

Guided by the Ministry of Transport’s Outcomes Framework, Figure 3 provides an overview of the RLTP’s strategic framework. It sets out our long-term
vision for the region’s transport system, what we want to achieve over the next 30 years, and 10-year headline targets that will act as indicators to show we
are moving in the right direction.

Ministry of Transport's Outcomes Framework

The purpose of the transport system is to improve people's wellbeing and the liveability of places

Outcome 1 Outcome 2 Outcome 3 Outcome 4 Outcome 5

Inclusive access Healthy and safe people Environmental sustainability Resilience and security Economic prosperity

Regional Land Transport Plan – 30-year vision

A connected region, with safe, accessible and liveable places – where people can easily, safely and sustainably access the things that matter to them and where goods are moved
efficiently, sustainably and reliably

Strategic objectives
Objective 1 Objective 2 Objective 3 Objective 4 Objective 5
People in the Wellington Transport and land use are People can move around the The impact of transport and Journeys to, from and within
Region have access to good, integrated to support Wellington Region safely travel on the environment is the Wellington Region are
affordable travel choices compact urban form, minimised connected, resilient and
liveable places, and a strong reliable
regional economy

Headline targets
Safety Carbon emissions Mode share
40 percent reduction in deaths and serious 35 percent reduction in transport-generated 40 percent increase in active travel and public
injuries on our roads by 2030 carbon emissions by 2030 transport mode share by 2030

Figure 4: Strategic framework for the Wellington Regional Land Transport Plan 2021

Wellington Regional Land Transport Plan 2021 14

 Section 2: Strategic Framework

2.2 Headline targets

Headline target 1
The RLTP headline targets set specific levels of
performance for key areas, as a proxy measure
Active travel and public
to gauge whether we are heading in the right
direction to realise our vision. transport mode share: increase
by 40 percent by 2030
Monitoring progress towards these targets,
together with the measures and indicators In 2018, 28 percent of trips were made by
outlined in section 5 Monitoring framework, will public transport and active travel – we
give us confidence that we have the right aim is to increase this to 39 percent by
objectives, policies and programmes in place to 2030. We will measure this using the
take us towards our longer-term vision for the household travel survey produced by the
transport system. Ministry of Transport.

Assuming 10 percent population growth,

to achieve this target, we will need an
increase in public transport patronage and
active travel of around 50 percent.

45%

39%
40%

35%

30% 28%

25%

20%

15%

10%

5%

0%
2005 2007 2009 2011 2013 2017 2020 2024 2028

Figure 5: Combined walking, cycling and public transport mode share – target is a 40 percent increase by 2030

Wellington Regional Land Transport Plan 2021 15

 Section 2: Strategic Framework

Note: The 2020 data for carbon dioxide emissions

Headline target 2 was impacted by the COVID-19 pandemic. Total
fuel consumption during March to June 2020 was
26 percent below the previous year for those four
Transport-generated carbon months.
emissions: 35 percent reduction
by 2030
In 2018, transport-generated carbon
dioxide emissions were 1,190 thousand
tonnes. Our aim is to reduce this to 770
thousand tonnes by 2030. We will
measure this by using regional fuel sales
as a proxy for transport-generated carbon
emissions.

Assuming 10 percent population growth, a

35 percent reduction in transport-
generated carbon emissions will require a
15–25 percent reduction in vehicle
kilometres travelled per capita and 25–35
percent of the fleet to be electric vehicles.

1400

1190
1200
CO2 emissions (kilotonnes)

1000

800 770

600

400

200

0
2002 2006 2010 2014 2018 2020 2022 2024 2026 2028 2030
Figure 6: Transport-generated carbon dioxide emissions – 2030 target is a 35 percent reduction

Wellington Regional Land Transport Plan 2021 16

 Section 2: Strategic Framework

Vision Zero
Headline target 3
Road to Zero's vision is a New Zealand where no
one is killed or seriously injured in road crashes.
Deaths and serious injuries: 40 This is based on Vision Zero and the principles:
percent reduction by 2030
• no loss of life is acceptable in the transport
In 2019, there were 186 deaths and system
serious injuries on the region’s roads, with • deaths and serious injuries on our roads are
a five-year rolling average of 208. preventable
• we all make mistakes, but these mistakes
Our target is to drop the five-year rolling should not cost us our lives.
average below 122 deaths and serious
injuries by 2030. This aligns with the Road to Zero sets the intermediate target of a
national target in the Road to Zero safety 40 percent reduction in deaths and serious
strategy. We will use Waka Kotahi’s crash injuries on New Zealand roads by 2030.
analysis system to measure our progress.

300

250

208
200

150
122

100

50

0
2002 2006 2010 2014 2018 2020 2024 2028

Figure 7: Deaths and serious injuries – 2030 target is a 40 percent decrease

Wellington Regional Land Transport Plan 2021 17

 Section 2: Strategic Framework

2.3 Objectives and policies

A guide to how RLTP partners
This section outlines the objectives and policies give effect to policies
that will guide RLTP partners in delivering the 30-
year vision for our transport system. In effect, Policies headed with Provide or Ensure:
the objectives describe what we want to achieve These policies relate to matters that RLTP
and the policies set out how we will achieve it. partners are responsible for delivering,
either exclusively or in partnership with
others. It includes activities that respond
to transport issues but are managed and
funded outside the Land Transport
Management Act (LTMA) and NLTP, such
as land-use policies and programmes.

Policies headed with Support or Advocate:

These policies relate to matters that are
primarily the responsibility of other
parties, for which RLTP partners have no
direct responsibility.

2.3.1 Objective 1: People in the Wellington Region have access to good, affordable travel
choices
Table 1: Policies to implement objective 1

Policies
1.1. Ensure that the region’s public transport network is continuously improved so that public transport
services:
a. Go where people want to go, at times they want to travel
b. Provide competitive journey times
c. Provide value for money
d. Are easy to understand and use
e. Are safe, comfortable and reliable
f. Provide flexibility, allowing people to change their plans.
1.2. Ensure coverage of public transport services by maintaining a public transport network that includes core,
local and targeted services.
1.3. Ensure public transport information, facilities and services are increasingly available to all members of the
public, to improve the accessibility of public transport.
1.4. Ensure facilities and infrastructure for walking, cycling, e-bikes and micro-mobility are safe, connected,
convenient, attractive and well-integrated with other forms of transport, particularly public transport.
1.5. Ensure the transport network is managed and developed in an integrated manner to enable well-
connected end-to-end journeys, regardless of the transport mode.

Wellington Regional Land Transport Plan 2021 18

 Section 2: Strategic Framework

1.6. Ensure the transport network is continuously improved to address network infrastructure and service
deficiencies and gaps.
1.7. Ensure reliable information about the transport system and travel choices, including real-time information,
is available and accessible to all people.
1.8. Provide tools and programmes that promote all available travel choices and make it safe and easy for
people to travel by modes other than private vehicles.
1.9. Ensure the transport network is continuously improved to make travel easier for people with mobility
constraints and communities or groups whose needs are not met by the regular public transport system.
1.10. Provide and promote travel choices that contribute to improved health and wellbeing, including public
transport and active modes.

2.3.2 Objective 2: Transport and land use are integrated to support compact urban form,
liveable places and a strong regional economy
Table 2: Policies to implement objective 2

Policies
2.1. Ensure the region’s strategic transport network is protected in territorial authority planning documents and
is developed and maintained to serve national and regional accessibility and support regional economic
growth.
2.2. Support regional strategic planning initiatives that promote and enable a sustainable, integrated and
enduring approach to growth.
2.3. Ensure district plans consider how to facilitate and support housing and business development that enables
better travel choices, including public transport nodes and corridors, to minimise dependence on private
vehicles.
2.4. Ensure new transport infrastructure is designed and located to enhance access and support compact urban
form consistent with the Regional Policy Statement.
2.5. Ensure the transport network provides an appropriate level of service to support future growth and mode
shift goals.
2.6. Advocate for transport infrastructure in new developments that is designed to enable safe, connected and
attractive walking, cycling, micro-mobility and public transport services, and is consistent with relevant
best-practice guidance.
2.7. Ensure the planning and design of urban streets supports quality, vibrant urban amenity and good living
environments.
2.8. Ensure appropriate data and tools are available to provide robust information and evidence on the current
and future transport system and support effective planning and decision making.
2.9. Ensure parking policies set out a clear hierarchy for the use and management of on-street spaces in town
and city centres to prioritise active modes, public transport, special purpose and short-stay parking.

Wellington Regional Land Transport Plan 2021 19

 Section 2: Strategic Framework

2.3.3 Objective 3: The impact of transport and travel on the environment is minimised
Table 3: Policies to implement objective 3

Policies
3.1. Ensure carbon emission reduction is a key objective underpinning regional transport planning and
investment policies.
3.2. Advocate for legislative changes to enable the use of pricing tools to incentivise lower-carbon travel
choices.
3.3. Provide tools and programmes to encourage a shift to low-energy and low-carbon forms of transport
including walking, cycling, e-bikes, micro-mobility and public transport.
3.4. Ensure all environmental costs and benefits are considered in transport investment and procurement
decisions.
3.5. Ensure best practice design, construction and maintenance standards are used during the implementation
of transport infrastructure projects, to avoid or minimise adverse effects on the environment.
3.6. Advocate for and support initiatives that contribute to ongoing improvement of the vehicle fleet to reduce
greenhouse gas emissions and improve air quality, including uptake of electric vehicles, alternative fuel
options and improved fuel efficiency.

2.3.4 Objective 4: People can move around the Wellington Region safely
Table 4: Policies to implement objective 4

Policies
4.1. Ensure investment in regional safety improvements are based on a safe system approach to safety,
underpinned by the following guiding principles:
a. We plan for people’s mistakes
b. We design for human vulnerability
c. We strengthen all parts of the road transport system
d. We have shared responsibility for improving road safety
e. Our actions are grounded in evidence and evaluated
f. Our road safety actions support health, wellbeing and liveable places
g. We make safety a critical decision-making priority.
4.2. Ensure that speeds are appropriate to the road environment and the highest risk parts of the regional
network are made safer.
4.3. Provide for the safety of vulnerable road users (particularly pedestrians, cyclists and motorcyclists) as a
priority in transport network planning and design.
4.4. Ensure activity management plans consider safety when prioritising the maintenance, operations, renewals
and improvement of the transport network.
4.5. Ensure the promotion of public transport as a safer mode of travel.

4.6. Support the use of crime prevention through environmental design principles to improve real and
perceived safety of transport infrastructure and corridors.

Wellington Regional Land Transport Plan 2021 20

 Section 2: Strategic Framework

4.7. Advocate for and support initiatives that contribute to the introduction and uptake of safer vehicles and
technologies to significantly improve the safety performance of the vehicle fleet.
4.8. Advocate for safety on the transport network as an important health and safety issue for businesses and
other organisations.
4.9. Provide programmes and initiatives that encourage safer behaviour on our transport network.

2.3.5 Objective 5: Journeys to, from and within the Wellington Region are connected, resilient
and reliable
Table 5: Policies to implement objective 5

Policies
5.1. Ensure key economic growth and productivity areas (such as the Wellington City CBD, CentrePort, airports
and regional centres), together with primary and manufacturing industries, are well connected across the
region to support efficient access for people and freight.
5.2. Provide and manage the transport network to improve journey time predictability by all modes and at all
times of day.
5.3. Ensure that network management tools are available and used to optimise the efficiency of the transport
network and promote policies that spread transport network demand across the day.
5.4. Advocate for enabling legislation for pricing tools to better manage travel demand.

5.5. Provide a safe, efficient and reliable transport network for freight, which supports and enables multi-modal
connectivity.
5.6. Ensure the resilience of the regional transport network is continuously improved by identifying, prioritising
and addressing current network risks, vulnerabilities, critical lifelines and alternative options.
5.7. Ensure the design of new transport infrastructure is resilient to low-impact high-probability and high-impact
low-probability events, and the long-term effects of climate change.
5.8. Ensure inter-regional collaboration for the planning, investment and management of those parts of the
strategic transport network that cross regional boundaries.
5.9. Ensure east-west multi-modal connectivity of the region’s transport network is improved and aligns with
regional growth planning.

Wellington Regional Land Transport Plan 2021 21

 3Section 3
Ko ngā Whakaarotau Haumi Waka
Transport Investment Priorities
 Section 3: Transport Investment Priorities

3.1 Our focus over the next

10 years
This section outlines the priority areas requiring
investment over the next 10 years to set us on
the path to achieving our long-term vision for
transport in the region.

These 10-year transport investment priorities

are designed to respond to the most significant
and urgent transport problems in the region, as
described in Figure 8.

Wellington Regional Land Transport Plan 2021 23

Section 3: Transport Investment Priorities

Our transport investment priorities for the

next 10 years
These investment priorities will help us
Public transport capacity address the key problems facing our
Build capacity and reliability into the Wellington transport system
Region’s rail network and into Wellington City’s public
transport network to accommodate future demand
By targeting investment to
Public transport capacity these problems, we expect to
Weighting 40 Lack of capacity in the public transport network is realise the following benefits
limiting the region’s ability to accommodate future
growth and achieve the desired mode shift
Travel choice The public transport system can
Weighting 40 accommodate future demand
Make walking, cycling and public transport a safe,
sustainable and attractive option for more trips
throughout the region
Travel choice and access
Sustainable growth supported by a
Weighting 20 Lack of safe, viable and attractive transport choices is less carbon-intensive transport
resulting in an inefficient transport system and limiting network and liveable places
access for people and freight
Strategic access
Improve access to key regional destinations, such as
Weighting 30
Better travel choices and improved
ports, airports and hospitals for people and freight multi-modal access
Safety
Weighting 15 Deficient transport infrastructure and increasing
conflicts between transport users in urban centres and Improved actual and perceived safety
on rural roads are leading to poor safety outcomes of the transport network
Safety
Weighting 15
Improve safety, particularly at high-risk intersections
and on high-risk rural and urban roads
A more resilient transport network
Resilience with reduced disruption
Weighting 15 Significant vulnerabilities and lack of redundancy in the
transport network lead to unpredictable journeys and
major disruption following an unplanned event
Resilience
Weighting 15
Build resilience into the region’s transport network by
strengthening priority transport lifelines and improving
redundancy in the system Figure 8: Summary of the
Weighting 10-year transport
10 investment priorities

Wellington Regional Land Transport Plan 2021 24

 Section 3: Transport Investment Priorities

3.2 Transport investment priority 1 Higher than expected demand for rail travel
meant that, prior to the COVID-19 pandemic,
many services were operating at or near capacity
Priority 1 during the busiest time of the commuter peak.

While bus patronage has grown at a slower rate

Build capacity and reliability into than rail, bus patronage growth since 2018
the Wellington Region’s rail means many services and routes are at loading
network and the Wellington City capacity, requiring additional buses and drivers.
public transport network to Capacity constraints on the Wellington City bus
accommodate future demand network, particularly on the Golden Mile, are
impacting service reliability and journey times.

3.2.1 The case for investment and

summary of evidence

Demand for travel across the regional public

transport network has grown significantly in
recent years, particularly on the rail network,
leading to capacity pressures.

Over the last decade, rail patronage has grown

by 21 percent, with growth averaging 3.5
percent year-on-year for the five years to 20181.
This growth has been driven by population
growth in the corridors the lines serve and by
improved levels of service as a result of
substantial investment in rolling stock and
network infrastructure.

1Wellington Regional Mode Shift Plan (Waka Kotahi, 2020 and Greater
Wellington RLTP 2021–24: Pressures, Trends, Issues and Opportunities
report, July 2019)

Wellington Regional Land Transport Plan 2021 25

 Section 3: Transport Investment Priorities

2006 to 2013 2013 to 2018

4.0%

3.5%
Growth per annum

3.0%

2.5%

2.0%

1.5%

1.0%

0.5%

0.0%
Bus Rail Total
Figure 9: Growth in regional bus and rail patronage 2006–13 compared to 2013–18

AM IP PM
40
Travel speed (km/h) (average, 15th and 85th %-tile)

35

30

25

20

15

10

0
Island Bay to Wellington Hospital to Courtenay Place to Wellington Station to
Wellington Hospital Courtenay Place Wellington Station Johnsonville

Figure 10: Bus travel speed and variability for route 1 – Johnsonville to Island Bay (November 2018)

Wellington Regional Land Transport Plan 2021 26

 Section 3: Transport Investment Priorities

Figure 10 shows average bus travel times and quantum of future growth is now uncertain, it is
travel time variability for the Johnsonville to clear that the current network will not have
Island Bay route (route 1), with travel speeds sufficient capacity if forecast growth eventuates.
slow and variable between Wellington CBD and Once capacity thresholds are met, rail and bus
Wellington Hospital, averaging around 12km/h1. services are likely to become less reliable and
attractive, increasing the potential for mode shift
Space constraints on the Golden Mile limit the to private vehicles.
number of buses that can reliably run on this
corridor. This makes it difficult to add more The large volume of trips made to, from and
buses without creating bus-on-bus gridlock and within Wellington City each day (30 percent of
safety issues for vulnerable users. total trips during the morning peak) means that
failure to improve capacity and reliability on the
Outside the Golden Mile, there are capacity region’s rail network and Wellington City’s bus
constraints due to the availability of high- network will directly impact regional aspirations
capacity buses and route clearance to permit to increase public transport mode share and
high-capacity buses. However, the main issue is reduce transport emissions. It will also make
journey time reliability due to congested roads travel around the region more time consuming
and a lack of bus priority on key corridors. and costly, with potential to constrain growth.
Analysis undertaken as part of the Let’s Get
Prior to the COVID-19 pandemic, it was Wellington Moving programme business case
estimated that demand for travel on the regional suggests up to 3,000 jobs could be deferred or
rail and Wellington City bus networks during located elsewhere due to forecast public
peak commuter periods would exceed capacity transport constraints2.
within 5–10 years. While the timing and

Rail demand Capacity

25000

20000

15000

10000

5000
2018 2023 2028 2033 2038
Figure 11: Rail capacity and forecast demand (Let's Get Wellington Moving draft programme business case, June 2019)

1 2
RLTP 2021–24: Pressures, Trends, Issues and Opportunities report Let’s Get Wellington Moving programme business case (Greater
(Greater Wellington, July 2019) Wellington, June 2019)

Wellington Regional Land Transport Plan 2021 27

 Section 3: Transport Investment Priorities

140
Not typically
feasible
120
Forced flow, poor
operation
100
Number of buses

Unstable flow,
platooning
80
Stable flow, some
platooning
60
Stable flow,
interference
40
Stable flow,
unconstrained
20
Free flow

0
2018 2020 2022 2024 2026 2028 2030

Figure 12: Indicative Golden Mile AM peak bus volumes 8.00–9.00am

Further information on the case for investment

is available in:

• Let’s Get Wellington Moving programme

business case
• New Zealand Rail Plan and regional rail
business cases
• Wellington Bus Priority Action Plan

Wellington Regional Land Transport Plan 2021 28

 Section 3: Transport Investment Priorities

3.2.2 Proposed areas for investment

Table 6: Proposed areas for investment – public transport capacity

Priority investment areas Key investment partners

• Upgrade rolling stock, rail network • Waka Kotahi (co-funder)

infrastructure and services • KiwiRail/Crown (rail track infrastructure
• Upgrade bus infrastructure, fleet and services provider and co-funder)
in Wellington City • Wellington City Council (infrastructure
• Progress the Let’s Get Wellington Moving provider and co-funder)
programme – to investigate mass transit • Greater Wellington (public transport service
options, alternative public transport spines infrastructure provider, co-funder)
through the central area of Wellington, and
• Public transport operators
implement a bus priority action plan

Other priority implementation areas

• Behaviour change programmes, for example encouraging peak spreading

Investing in these areas aligns with the following strategic priorities:

Table 7: Strategic alignment – public transport capacity

National transport Draft GPS 2021

RLTP objectives RLTP headline targets
outcomes objectives

★★ Inclusive access ★★ Better travel ★★ Access to travel ★★ Climate change

options choices
★★ Environmental ★★ Mode shift
sustainability ★★ Climate change ★★ Environment
★ Safety
★ Economic ★ Safety ★ Safety
prosperity
★ Improving freight ★ Connected,
★ Healthy and safe connections resilient and reliable
people

Wellington Regional Land Transport Plan 2021 29

 Section 3: Transport Investment Priorities

3.3 Transport investment priority 2 Around 65 percent of people in the region use
cars to get to work and 42 percent of people use
cars as the main means of travel to education1.
Priority 2
Increasing the number of trips by walking,
cycling and public transport, and reducing
Make walking, cycling and public dependency on private vehicles, will deliver
transport a safe and attractive wide-ranging benefits across the region. These
option for more trips through the include reduced vehicle emissions, benefits for
those without access to private vehicles and
region improved capacity on the road network for
freight and those trips that can only be made by
private vehicle. To realise these benefits,
3.3.1 The case for investment and investment is needed to target barriers and
summary of evidence opportunities for improved walking, cycling and
public transport use.
While the Wellington Region has one of the
highest proportions of people using public
transport, walking and cycling in New Zealand,
use varies across the region and car travel
remains the most feasible option for many.

Drive Bus Rail Walk Cycle

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0%
Kāpiti Coast Porirua City Upper Hutt Lower Hutt Wellington City Wairarapa
District City City
Figure 13: Journey to work – territorial authority area by mode in 2018 (Statistics New Zealand 2018)

1Census of Population and Dwellings (Statistics New Zealand, 2018) and

Wellington Regional Mode Shift Plan (Waka Kotahi, 2020)

Wellington Regional Land Transport Plan 2021 30

 Section 3: Transport Investment Priorities

[Link] Cycling The concentration of pedestrian activity in

Wellington City is reflected in safety statistics.
Cyclists are relatively vulnerable to serious injury Most pedestrian fatalities and serious road
and death, and research has shown that actual casualties in the last five years occurred in
and perceived safety risks can limit the potential Wellington City. Region wide, the total number
growth in cycling trips. Over recent years, there of pedestrian casualties has been increasing in
has been significant investment in safe cycling recent years3.
infrastructure across the region, however many
areas still lack safe and connected cycling While projects to improve pedestrian levels of
facilities, with cyclists often competing for road service are in progress or recently completed,
space in constrained corridors. The five-year perceptions surveys over the last five years show
rolling average of cyclist fatalities and serious a declining number of people consider the levels
injuries has increased since 2013, with 25 cyclists of service as good or very good4. The Wellington
seriously injured in 2019 (no fatalities). Regional Mode Shift Plan notes that several
Perception surveys show that safety and levels of urban centres across the region would benefit
service are still major concerns for people that from pedestrian improvements, including safe
bike or want to bike in the region1. and direct crossing points, wider footpaths,
slower speeds and signal changes5.
E-bikes are becoming an increasingly popular
mode of travel and they reduce some of the [Link] Public transport
traditional barriers and limitations to cycling.
Opportunities exist to support increased use and To increase the attractiveness of public transport
access to e-bikes, particularly where they use, there is a need to address known customer
provide viable alternatives to car travel by pain-points. The 2019 passenger satisfaction
enabling longer journeys, multiple trip legs and survey and network review highlight key areas
heavier loads. Other lightweight electric modes for improvement, including:
(known as micro-mobility), such as e-scooters
are an emerging technology that provide a • Service reliability – frequency and span of
flexible option for short trips. If well managed, service, connections between services,
and combined with public transport, micro- consistent and reliable journey times
mobility has the potential to lower the number
• Quality of infrastructure, including the
of car trips in urban areas.
comfort, safety and accessibility of stops,
[Link] Walking stations and fleet

Walking rates in the region vary significantly, • Convenience of fare paying (particularly on
with higher rates in Wellington City compared to rail) and value for money
other parts of the region. Around 19 percent of
Wellington City residents commute to work by • Access to information, including service
foot (increasing to 85 percent in the CBD), disruptions and real-time information
compared to 4 percent or less in other council
There is also an ongoing need to improve public
areas2.
transport service coverage, including providing
new services to new residential areas (ideally in

1 3
Monitoring Report on the Regional Land Transport Plan 2020 and RLTP 2021–24: Pressures, Trends, Issues and Opportunities (Greater
Transport Perception Survey 2019 (Greater Wellington) Wellington, July 2019)
2 Draft Wellington Regional Mode Shift Plan (Waka Kotahi, 2020) 4 Transport Perception Survey 2019 (Greater Wellington)
5 Wellington Regional Mode Shift Plan (Waka Kotahi, 2020)

Wellington Regional Land Transport Plan 2021 31

 Section 3: Transport Investment Priorities

conjunction with land-use planning processes), products and investment in promotion of public
and in response to changing demographics and transport. Changing the comparative cost of
community needs. other travel options (including parking) and
improving multi-modal connections at railway
There is an opportunity to encourage the use of stations and transport hubs will encourage more
public transport as the mode of choice beyond people to use existing transport services.
weekday commuting. This requires significant
investment in services, consideration of fare

Table 8: Customer satisfaction with public transport 2015–19

May Nov Difference

2015 2016 2017 2018 2019 2019 2015 v 2019
Satisfaction with the public
83% 88% 86% 85% 69% 74% -9% points
transport network (all modes)

[Link] Urban form Opportunities to shape urban form across the

region are being developed through the
Urban form has a major influence on the viability Wellington Regional Growth Framework, Let’s
of walking, cycling and public transport. Compact Get Wellington Moving and implementation of
urban centres and people-friendly street the National Policy Statement on Urban
environments increase the attractiveness of Development.
shared and active modes. Delivering denser
urban form in locations with good access to Further information on the case for investment
rapid transit and easy walking and cycling is available in:
options can ease pressure on the wider transport
system, reduce emissions and encourage more • Let’s Get Wellington Moving programme
physical activity. business case
• Regional Public Transport Plan
• Draft Bus Priority Action Plan

Wellington Regional Land Transport Plan 2021 32

 Section 3: Transport Investment Priorities

3.3.2 Proposed areas for investment

Table 9: Proposed areas for investment – travel choice

Priority investment areas Key investment partners

• Improve multi-modal access to public • Waka Kotahi (infrastructure provider and co-
transport hubs and stations. funder)
• Improve frequency, reliability and reach • Greater Wellington (public transport and travel-
of public transport services. behaviour change (mode shift) programme
• Accelerate the decarbonisation of the provider, co-funder)
public transport vehicle fleet. • All territorial authorities in the region as
• Improve the facilities and infrastructure infrastructure providers
for walking, cycling and micro-mobility, • Public transport operators in the region as
including filling the major gap in the providers of public transport services
regional network between Ngauranga • KiwiRail (infrastructure provider)
and Petone (Te Ara Tupua).
• Improve the facilities and infrastructure
for public transport, including
integrated ticketing.
• Improve safety and amenity of urban,
suburban and rural environments to
encourage active travel.

Other priority implementation areas

• Implement land-use and land-development policies that promote and support public transport
and active travel.
• Implement travel behaviour change programmes to promote public transport and active modes,
such as cycle skills training, school travel planning and education and awareness programmes.
• Implement parking policies that support increased use of public transport and active modes.

Wellington Regional Land Transport Plan 2021 33

 Section 3: Transport Investment Priorities

Investing in these areas aligns with the following strategic priorities:

Table 10: Strategic alignment – travel choice

National transport Draft GPS 2021

RLTP objectives RLTP headline targets
outcomes objectives

★★ Inclusive access ★★ Better travel ★★ Access to travel ★★ Climate change

options choices
★★ Environmental ★★ Mode shift
sustainability ★★ Climate change ★★ Environment
★ Safety
★ Economic ★ Safety ★ Safety
prosperity
★ Improving freight ★ Connected,
★ Healthy and safe connections resilient and reliable
people
★ Compact urban
form, liveable
places and strong
economy

Wellington Regional Land Transport Plan 2021 34

 Section 3: Transport Investment Priorities

3.4 Transport investment priority 3 Meanwhile, growth and local transport network
changes following new State Highway 1 routes is
changing the way people travel and presenting
Priority 3 access and connectivity challenges in parts of
Porirua and Kāpiti.
Improve access to key regional Localised congestion and traffic conflicts in the
destinations, such as ports, near vicinity of key destinations is also becoming
airports and hospitals, for people problematic. For example, CentrePort and the
inter-island ferry services are vital to New
and freight Zealand’s supply chain, providing road and rail
links between the North and South Islands.
However, ongoing congestion and operational
3.4.1 The case for investment and conflicts between road and rail access to and
summary of evidence around the port means that further investment
is now required to enable the port to grow.
Across the region, there are a number of key
destinations, including ports, airports, hospitals Despite investment in the transport system,
and centres of economic activity that rely on travel speed and travel time predictability on
strategic road and rail networks for access and strategic routes have not improved2. Travel
connectivity. These destinations are critical to delays have an economic cost for freight
the economic and social wellbeing of the region operators and businesses and can result in a
and it is vital they are supported by well- personal cost by way of missed flights or hospital
designed transport corridors with efficient and appointments for people across the region.
reliable connections.
Addressing these issues through road and rail
However, peak-time travel pressures and site- capacity improvements, network optimisation
specific connectivity issues are increasingly and improved multi-modal integration will help
impacting access to these key locations. This maintain reliable freight flows and improve
issue is most evident in Wellington City where strategic access to key destinations. Improved
CentrePort, Wellington Regional Hospital and strategic access also depends on investment in
Wellington International Airport are located. network resilience, public transport capacity and
Access to these facilities is often time-sensitive, improved travel choices, which improve travel
with a heavy reliance on the roading network to time reliability on the road and rail networks.
move both freight and people.
Further information on the case for investment
Access and connectivity are also issues for is available in:
Seaview Gracefield. The Wellington Region’s
largest industrial area and site of Wellington’s • Let’s Get Wellington Moving programme
fuel terminal, Seaview Gracefield is connected to business case and context report
State Highway 2 by The Esplanade. Ten percent • Cross Valley Connections programme
of traffic is heavy commercial vehicles, while the business case
road is also a major route for residents who live • Cook Strait Connectivity programme
in Hutt City and work in Wellington City, creating business case
travel delays, especially at peak times1.

1 2
Petone, Esplanade strategic case Monitoring Report on the Regional Land Transport Plan (Greater
Wellington, 2020)

Wellington Regional Land Transport Plan 2021 35

 Section 3: Transport Investment Priorities

3.4.2 Proposed areas for investment

Table 11: Proposed areas for investment – strategic access

Priority investment areas Key investment partners

• Let’s Get Wellington Moving • Waka Kotahi (infrastructure provider and co-
programme, including state highway funder)
improvements, travel demand • Wellington City Council (infrastructure provider and
management and mass transit. co-funder)
• Port access improvement. • KiwiRail (infrastructure provider)
• Local access improvements. • CentrePort, Capital Coast DHB and Wellington
International Airport (asset owners)

Other priority implementation areas

• ITS systems and optimisation.

Investing in these areas aligns with the following strategic priorities:

Table 12: Strategic alignment – strategic access

National transport outcomes Draft GPS 2021 objectives RLTP objectives

★★ Economic prosperity ★★ Improving freight ★★ Connected, resilient and

connections reliable
★ Inclusive access
★ Better travel options ★ Access to travel choices

Wellington Regional Land Transport Plan 2021 36

 Section 3: Transport Investment Priorities

3.5 Transport investment priority 4 3.5.1 The case for investment and
summary of evidence

Priority 4 Since 2015, the Wellington Region’s road safety

record has deteriorated, despite significant and
ongoing investment in safety-related activities by
Improve safety, particularly at partners across the region. Between 2015/16
high-risk intersections and on and 2017/18 the number of people killed or
high-risk urban and rural roads seriously injured on the region’s roads annually
increased by 70 percent from 144 to 2521,
reversing a downward trend in the 15 years
prior. The five-year regional rolling average for
deaths and serious injuries is shown in Figure 14.

5-year rolling average 5-year trend

300
Number of people killed or seriously injured

250

200

150

100

50

0
2005-09 2007-11 2009-13 2011-15 2013-17 2015-19 2017-21 2019-23

Figure 14: People killed or seriously injured on the region’s roads (2005–19) (Monitoring Report on the Regional Land Transport Plan,
Greater Wellington, 2020)

1Regional crash analysis system quarterly outcomes (Waka Kotahi,

December 2019)

Wellington Regional Land Transport Plan 2021 37

 Section 3: Transport Investment Priorities

While this increase is consistent with national • Safety treatments on high-risk motorcycle
trends, the rate of change is significantly higher routes
in Wellington than many other regions across
the country and higher than population growth • Speed management to provide safe and
over the same time1. appropriate speeds at high-risk urban
intersections, in urban areas with high
Waka Kotahi’s communities at risk report shows numbers of vulnerable users and on high-
that speed (travelling too fast for the conditions) risk rural roads (roads with speeds in excess
contributed to approximately one quarter of of 80km/h)3
average annual deaths and serious injuries in the
region over the five years from 2014–18. The benefits of investment in these speed
Intersection safety is also an area of concern, management infrastructure treatments are
with an annual average of 67 deaths and serious directly linked to the achievement of national
injuries occurring at urban and rural and regional road safety targets. Modelling
intersections over the same period. Within the undertaken as part of the Government’s Road to
region, Wellington City has the highest personal Zero action plan indicates that approximately
risk level in the region for urban intersections, half of the target to reduce deaths and serious
while Carterton District and Upper Hutt City have injuries by 40 percent by 2030 would need to be
the highest personal risk level in the region for achieved through infrastructure and speed
rural intersections2. management. In line with this focus, the region’s
investment programme is expected to have a
Pedestrians, cyclists and motorcyclists are particular emphasis in these areas.
overrepresented in deaths and serious injuries
statistics, being involved in 106 of the 202 Further information and data on the case for
average annual deaths and serious injuries in the investment is available in:
region over the five years from 2014–18.
Wellington City and Carterton District have the • Arataki 2 – regional summaries, Waka
highest personal risk levels in the region for Kotahi
cyclists and South Wairarapa District and • Crash analysis system safety data, Waka
Masterton District have the highest rates for Kotahi
motorcyclists. • Communities at risk register, Waka Kotahi

The region’s safety profile, together with

investment priorities in the Road to Zero safety
strategy and associated action plan (2020–22),
suggest emphasis should be given to:

• Intersection improvements and safety

infrastructure, including on high-volume
urban roads with high risk

• Infrastructure improvements to provide safe

walking and cycling trips

1 3
Regional CAS quarterly outcomes (Waka Kotahi, December 2019) Arataki version 2 – Regional Summary Wellington (Waka Kotahi)
2 [Link]

Wellington Regional Land Transport Plan 2021 38

 Section 3: Transport Investment Priorities

3.5.2 Proposed areas for investment

Table 13: Proposed areas for investment – safety

Priority investment areas Key investment partners

• Improve high-risk intersections • Waka Kotahi (infrastructure provider and co-

• Implementation of a speed funder)
management guide • Greater Wellington (road safety promotion and
• Improve safety of networks for education, travel demand management)
vulnerable users • All territorial authorities (road safety promotion
• Use technology to improve safety, such and education infrastructure providers)
as advanced traffic management • New Zealand Police (enforcement)
systems

Other priority implementation areas

• Behaviour change programmes, for example safety education

• Encourage safe and appropriate speeds
• Traffic enforcement
• Increase vehicle safety
• Regional speed management plans

Investing in these areas aligns with the following strategic priorities:

Table 14: Strategic alignment – safety

National transport Draft GPS 2021

RLTP objectives RLTP headline targets
outcomes objectives

★★ Healthy and safe ★★ Safety ★ Safety ★ Safety

people
★ Improving freight
★ Resilience and connections
security
★ Better travel
options

Wellington Regional Land Transport Plan 2021 39

 Section 3: Transport Investment Priorities

3.6 Transport investment priority 5 For example, in June 2020 a small slip closed one
lane of State Highway 2 between Petone and
Ngauranga for several hours, causing substantial
Priority 5 delays for an estimated 40,000+ vehicles on both
the state highway and local roading networks1.
As well as the immediate impacts of network
Build resilience into the region’s closures on the timely movement of people and
transport network by freight, the time taken to reinstate services to
strengthening priority transport normal operating levels can also cause significant
lifelines and improving economic and social impacts. A storm event in
2013, which closed the Hutt Valley rail line
redundancy in the system between Wellington and Petone for a week, cost
the region up to $43 million, including the cost of
increased travel time for commuters and the
3.6.1 The case for investment and direct, indirect and induced loss in economic
summary of evidence input2.

With only two main north-south transport While large-scale network improvement
corridors, limited east-west linkages and projects, such as Transmission Gully will
challenging topography, the Wellington Region’s materially improve the resilience of the region’s
transport system is highly vulnerable to transport network, critical sections across the
unplanned events. Key transport corridors cross network remain vulnerable to unplanned events.
major fault lines and are susceptible to tsunami, These include State Highway 2 between Petone
inundation, flooding and sea-level rise at various and Ngauranga, the Ngauranga interchange and
points. The close physical proximity of the road sections of State Highways 1, 2 (including the
and rail corridors amplifies this risk and the Remutaka Hill road) and 58. Key areas of
limited redundancy in operating capacity across vulnerability on the rail network include the
the transport system means even relatively North Island main trunk line between Pukerua
minor events, such as slips, vehicle crashes or a Bay and Paekakariki and the Hutt Valley line
points failure on the rail network, can cause alongside State Highway 2 between Petone and
significant delays to people and freight. Ngauranga3.

Table 15: Regional unplanned road closures on State Highways 1, 2, 53 and 58 by annual hours the road was closed (Waka Kotahi)

State
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Total
highway
SH2 22.4 167.3 32.1 52.3 48.5 67.6 46.7 59.7 27.3 49.6 601.5
SH1N 233.3 15.8 34.5 151.3 16.6 108.7 63.8 90.1 78.6 44.6 851.1
SH53 20.0 9.1 19.9 49.5 35.0 23.3 173.4 46.5 379.1
SH58 1.2 21.7 5.4 18.6 16.4 11.0 15.5 20.6 24.9 27.3 163.9
Total 277.0 214.0 91.9 271.7 116.6 210.5 126.0 343.9 177.3 121.5 1,995.6

1 2
[Link] The transport impacts of the 20 June 2013 Storm and associated media
hours-of-gridlock-for-46000-cars-how-one-small-slip-ground-wellington- release (Ministry of Transport)
3 Draft Wellington Regional Resilience programme business case (Waka
to-a-halt
Kotahi, 2018)

Wellington Regional Land Transport Plan 2021 40

Section 3: Transport Investment Priorities

Figure 15: Network vulnerability – resilience criticality rating of transport corridors

(Opus (2017). Wellington Regional Land Transport Resilience Programme Business
Case – Part 1. Prepared for the NZ Transport Agency and Greater Wellington, by
Brabhaharan, P and Callosa-Tarr. October 2017.)
 Section 3: Transport Investment Priorities

By targeting investment to areas of highest risk Investment targeted in other areas, including
(for example, via engineering interventions to improved mode choice, public transport capacity
reduce the likelihood of network closures and and strategic access, will also deliver resilience
reduce the time taken to reinstate the network) benefits by improving network redundancy in
and by increasing the availability of alternative the system. Planned investment in safety and
routes to access key lifelines, including improved public transport services is also
strengthening the local roading network, expected to reduce the number of unplanned
investment in resilience-related activities is day-to-day incidents that can cause network
expected to: delays, such as signal failures and traffic crashes.

• Improve availability of the land transport Further information and data on the case for
network for response and recovery investment is available in:
immediately after a hazard event
• Minimise the economic and social impact of • Wellington Regional Transport Resilience
hazard events that effect the Wellington programme business case
Region’s land transport network by reducing • Wellington Regional Growth Framework
their likelihood foundation report 2020
• Wellington Lifelines Group Regional
Resilience programme business case.

3.6.2 Proposed areas for investment

Table 16: Proposed areas for investment – resilience

Priority investment areas Key investment partners

• Reduce vulnerability of priority • Waka Kotahi (infrastructure provider and funding

transport lifelines. partner)
• Improve redundancy of key • All territorial authorities in the region (infrastructure
transport connections. providers and co-funders)
• Use routine renewals and • KiwiRail (rail network provider and co-funder)
maintenance activities to improve • The Wellington lifelines group and Wellington Regional
resilience. Emergency Management Office (coordinating bodies
for how key lifeline utilities, including transport,
prepare for, respond and recover from major events)

Other priority implementation areas

• Progress resilience initiatives identified in the Wellington Regional Growth Framework, including
development of a regional approach to climate change impacts (including coastal protection and a
programme for managing assets at risk).
• Promotion of business continuity plans and flexible working arrangements.

Wellington Regional Land Transport Plan 2021 42

 Section 3: Transport Investment Priorities

Investing in these areas aligns with the following strategic priorities:

Table 17: Strategic alignment – resilience

National transport outcomes Draft GPS 2021 objectives RLTP objectives

★★ Resilience and security ★ Improving freight ★★ Connected, resilient and

connections reliable
★ Economic prosperity
★ Better travel options

Wellington Regional Land Transport Plan 2021 43

 4Section 4
Ko te Hōtaka ā‑Rohe
Regional Programme
 Section 4: Regional Programme

4.1 Introduction framework (set out in section 2 Strategic

framework) and 10-year transport investment
4.1.1 Programme overview priorities (set out in section 3 Transport
investment priorities). These were reviewed by
[Link] Role of the regional programme the committee and, following the requirement in
section 16(3)(d) of the LTMA, the committee
The regional programme sets out the land proposes the priority order of significant
transport activities proposed to be funded over activities using the approach set out in
the six years from July 2021 to June 2027, as well Appendix D.
as a 10-year financial forecast. This includes all
activities the region would like included in the [Link] Components of the regional
National Land Transport Programme (NLTP) so programme
that funding may be sought from the National
Land Transport Fund. Waka Kotahi prepares the The regional programme includes the following
NLTP and in doing so must take into account the components:
RLTP.
• Committed activities (Table 19)
If included in the NLTP, most activities must be Activities that have already received funding
approved through Waka Kotahi’s business case approval but are yet to be completed. They
process before funding can be allocated from will be funded under the NLTP 2021–24.
the National Land Transport Fund (NLTF). Many
activities in the RLTP also require co-funding • Significant activities (Table 20, Table 21,
from regional or local councils, which must be Table 22,Table 23 and Table 24)
confirmed through their long-term plans before Improvement activities over $2 million, as
the project can proceed. defined in Appendix C. These are presented
in priority order to clearly signal to the NLTP
The proposed budgets and timing of activities in development which of the new large-scale
the regional programme are estimates and improvement projects the region considers
subject to change. most important.

[Link] Development of the regional • Other activities (Table 25)

programme These include activities that maintain
existing networks and services1, activities
Activities in the regional programme are put relating to transport planning and
forward by the organisations responsible for improvement activities proposed to
their delivery. Activities for which funding has commence after 1 July 2024.
already been approved (committed activities),
and activities that maintain existing networks • Inter-regionally significant activities
and services are automatically included in the (Table 26)
RLTP. Other activities are included at the Activities that have implications for the
discretion of the Regional Transport Committee. connectivity with other regions, for which
cooperation with other regions is required
The committee invited approved organisations or is identified as nationally significant in
to submit activities they would like included in the GPS.
the RLTP, being guided by the RLTP strategic

1Maintenance, operations and renewal, public transport continuous

programme and low-cost, low-risk improvements.

Wellington Regional Land Transport Plan 2021 45

 Section 4: Regional Programme

• 10-year forecast (Table 27) [Link] Government Policy Statement on Land

A forecast of anticipated revenue and Transport and National Land Transport
expenditure to 30 June 2031. Programme

• Significant expenditure funded from other The Government Policy Statement on Land
sources (Table 28) Transport (GPS) sets out the strategic priorities
Transport activities planned for the region and results that the government wants to see
that are to be funded from sources other delivered in the next 10 years and the funding
than the NLTF (for example, Crown funds or available from the NLTF to deliver those results.
third parties). The NLTP is the three-year investment
programme that Waka Kotahi manages to give
In developing the NLTP, the ongoing operation effect to the GPS. Although the NLTP is a
and stewardship of the transport system is national programme, its key building blocks are
prioritised. Activities to maintain existing the regional land transport plans prepared by
networks and services, plus committed activities, regional transport committees and approved by
are allocated first, with the remaining funding regional councils.
allocation available for improvement activities.

4.1.2 Background and context

There are a number of key documents that

relate to the RLTP programme, including the
following.

Fuel excise duties

Government Policy
Statement on Land Crown appropriations
Transport
Funding

Road user
charges
consistent with

Strategic flow
Funding

National Land Transport

Fund

Motor vehicle
gives effect to

Regional Land Transport registration and

Plan licensing
Funding

Local share (rates)

takes account of

Strategic flow
Track user
charges

National Land Transport

Programme

Figure 16: Relationship between the RLTP, NLTP and GPS (Government Policy Statement on Land Transport, Ministry of Transport)

Wellington Regional Land Transport Plan 2021 46

 Section 4: Regional Programme

[Link] Waka Kotahi Investment Proposal period, these projects will be moved as
commitments to the new public transport
The Waka Kotahi Investment Proposal is an input infrastructure activity class. They are included in
to both RLTPs and the NLTP. It sets out the committed activities (Table 19).
agency’s investment approach for state highway
maintenance and improvement, and nationally The improvement projects KiwiRail will include in
delivered activities. the RNIP and seek funding for from the public
transport infrastructure activity class have been
[Link] Council long-term plans considered in the significant project prioritisation
process and included in section 4.5 Significant
A long-term plan (LTP) is a council’s key strategic activities.
document, which each council is required to
produce under the Local Government Act. A LTP The existing funding mechanisms for
is an important planning document that sets out determining and apportioning the maintenance
the council’s priorities for the next 10 years, and operational cost for the Wellington rail
including what the council will do, how much it network and utilising network access
will cost and how the council will fund it. agreements has not changed. The network
access agreement process involves negotiating:
The RLTP can be seen as a companion document
to the LTPs of the councils within the Wellington • The level of access for metro services to the
Region. Wellington network
• The level of maintenance and renewals of
[Link] Rail Network Investment Programme
these networks
The Rail Network Investment Programme (RNIP) • How costs associated with the networks are
is a three-year investment programme and a 10- apportioned
year forecast for the rail network, delivered by
KiwiRail will meet its share of this cost of
KiwiRail. The New Zealand Rail Plan and the GPS
maintenance through the RNIP, while Greater
investment signals guide the development of the
Wellington will continue to meet its share from
RNIP.
rates and fares, with a portion funded from the
The RNIP will be funded from the Rail Network public transport services activity class of the
activity class and the Public Transport NLTF. These programme details are shown in
Infrastructure activity class for metropolitan rail other activities (Table 25).
activities, supported by Crown funding.
[Link] Regional Public Transport Plan
Including KiwiRail’s programme of proposed rail
The Regional Public Transport Plan (RPTP)
network investment in this RLTP creates a formal
provides the strategic direction for the region’s
opportunity for the Regional Transport
public transport network, consistent with the
Committee to provide a regional view on
RLTP. The RPTP communicates how Greater
KiwiRail’s priorities and for public consultation
Wellington proposes to develop the public
on the proposals before the RNIP is finalised.
transport network and is used to engage
KiwiRail has been receiving funding, via Greater stakeholders on developing and improving the
Wellington, from the transitional rail activity public transport network in the region.
class for catch-up renewals and capacity
improvements. As the transitional rail activity
class will cease at the end of the current NLTP

Wellington Regional Land Transport Plan 2021 47

 Section 4: Regional Programme

4.2 Funding sources activities is set through the development of long-

term and annual plans under the Local
The main sources of funds for land transport Government Act 2002.
activities for the region are:
4.2.3 Funding assistance rates
• The NLTF
• Council funding (local share) Land transport activities that are proposed and
• Other funding sources, including third-party delivered by approved organisations, such as
funding, Crown appropriations and fare local road maintenance, local road
revenue from public transport passengers improvements and public transport are delivered
by the local authority with funding assistance
4.2.1 National Land Transport Fund from the NLTF. The amount that Waka Kotahi co-
invests from the NLTF in local activities is largely
Revenue collected from fuel excise duty, road determined by the funding assistance rates
user charges, vehicle and driver registration and applicable to approved organisations. Funding
licensing, state highway property disposal and assistance rates for the 2021–24 NLTP are shown
leasing and road tolling is credited to the NLTF. in Table 18.

4.2.2 Council funding (local share) 4.2.4 Other funding sources

Local share funds are allocated by individual Other funding sources may include public
councils and are mainly provided through rates, transport fares and Crown appropriations. More
and loans (for capital expenditure). The regional information can be found in section 4.9
council funds public transport services, whereas Significant expenditure funded from other
local councils fund local roads, including sources.
footpaths and cycleways. Funding for these

Table 18: 2021–24 NLTP funding assistance rates

Authority 2021/22 2022/23 2023/24

Carterton District Council 53% 52% 51%

Department of Conservation 51% 51% 51%
Greater Wellington Regional Council 51% 51% 51%
Hutt City Council 51% 51% 51%
Kāpiti Coast District Council 51% 51% 51%
Masterton District Council 58% 57% 56%
Porirua City Council 55% 54% 52%
South Wairarapa District Council 53% 52% 51%
Upper Hutt City Council 51% 51% 51%
Wellington City Council 51% 51% 51%
Waka Kotahi (Wellington Region) 100% 100% 100%

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 Section 4: Regional Programme

4.3 The regional programme

4.3.1 Alignment of the programme to investment priorities

The regional programme of transport activities is guided by the 10-year transport investment priorities (see section 3 Transport investment priorities). Figure
17 shows the alignment of the regional programme with the 10-year transport investment priorities.

Ten-year transport investment priorities

Public transport capacity Travel choice Strategic access Safety Resilience
Building capacity and reliability into Make walking, cycling and public Improve access to key regional Improve safety, particularly at high- Build resilience into the region's
the Wellington Region's rail network transport a safe, sustainable and destinations, such as ports, airports risk intersections and on high-risk transport network by strengthening
and into the Wellington City public attractive option for more trips and hospitals for people and freight rural and urban roads priority transport lifelines and
transport network to accommodate throughout the region improving the redundancy in the
future demand system

Weighting 40 Weighting 20 Weighting 15 Weighting 15 Weighting 10

Priority improvement activities 2021–241

• Improve long-distance rail services • National ticketing system • Resilient port and multi-user ferry • Wellington state highway Road to • Wellington Region resilience
• Additional metro rolling stock • Let's Get Wellington Moving terminal access Zero programme programme
• Rail capacity step-change • Eastern Porirua Regeneration
• Let's Get Wellington Moving • Te Ara Tupua

Ongoing stewardship of the transport system

• Committed activities • Public transport programmes
• Maintenance and operations • Transport planning activities
• Low-cost, low-risk programmes • Road safety promotion and travel
demand management programmes
•

Figure 17: Alignment of the programme to the regional investment priorities

1 Selected improvement activities only. A full list of significant improvement activities in priority order is provided in section 4.5.2 Significant activities in prioritised order

Wellington Regional Land Transport Plan 2021 49

 Section 4: Regional Programme

4.3.2 Measuring progress

The measures used to monitor the performance

of activities in the regional programme and how
successful they are in delivering the desired
regional outcomes are set out in section 5
Monitoring framework.

Wellington Regional Land Transport Plan 2021 50

Figure 18: Regional investment activities
 Section 4: Regional Programme

4.3.3 What is happening with…? capacity and resolving obsolescence issues with
the rail network’s signalling systems.
[Link] Let’s Get Wellington Moving
The longer-term 30-year pathway for rail
The Let’s Get Wellington Moving programme investment will be set out in the programme
seeks to transform urban mobility and shape business case currently being prepared.
urban form through central Wellington City. It
aims to move more people with fewer vehicles, [Link] Resilience
enhance the liveability of the central city and
improve the reliability of access to key regional A number of processes are underway to
destinations, such as the regional hospital, port understand and improve the resilience of the
and international airport. region’s land transport network. These range
from region-wide transport-focused and multi-
The three partner organisations – Waka Kotahi, sector business cases led by Waka Kotahi and
Wellington City Council and Greater Wellington – Wellington Lifelines Group, through to locally
have worked closely together to complete a focused resilience strategies, such as Wellington
programme business case and are now City Council’s 100 resilient cities and site-specific
progressing the next stage of planning and planning work, such as resilience considerations
investigations as part of the business case for CentrePort.
process.
[Link] Port access
Mass transit will likely form a core element of
the programme, along with improved bus The Wellington port is a key regional freight
priority, walking and cycling. Multi-modal destination, provides inter-regional access to the
improvements at the Basin Reserve and through South Island and is a key lifeline following any
Mt Victoria are also investigated. Wider regional major natural hazard event. Examining the issues
rail network investment is also key to support affecting access to, and resilience of,
the Let’s Get Wellington Moving programme Wellington’s port has been an important focus of
outcomes. transport, land-use and commercial planning
exercises over recent years. A regeneration plan
[Link] Rail network for the port area is underway and planning for
future facilities for new inter-island ferries with
Planning for investment in the Wellington rail greater capacity is being considered.
system is undertaken primarily by Greater
Wellington and KiwiRail. The Wellington [Link] West-east connections
Metropolitan Rail Upgrade programme includes
a number of packages (underway or proposed) Improving strategic west-east connectivity has
to continue our investment in a fit-for-purpose, been a focus of transport planning work for
reliable and resilient regional rail network. many years with projects examining new
connections, such as the proposed Petone to
To meet future demand, a detailed business case Grenada link road and Hutt Cross Valley
is underway to resolve issues with life-expired Connection, and improvements to existing
long-distance rolling stock, while increasing routes, such as State Highway 58 and Remutaka
service frequency and capacity, and improve Hill Road.
community connectivity across the lower North
Island (Wairarapa and Kāpiti – Manawatū lines). In 2019, Waka Kotahi re-evaluated the Petone to
An indicative business case is also in progress to Grenada link road proposal and concluded that
address increasing safety expectations, network while there was need for an improved west-east

Wellington Regional Land Transport Plan 2021 52

 Section 4: Regional Programme

connection, the link road in its previously • Carterton District Council

proposed form may not proceed and likely Focus on safe network operations, speed
timing was pushed out to 2028. management and secondary collector road
geometric and delineation improvements
[Link] Cycle and walkways
• Greater Wellington
A new cycle and walkway, Te Ara Tupua, Focus on improving the safety of the public
connecting Wellington City CBD with the Hutt transport system for customers, workers
Valley, has been the focus of significant planning and the general public
work for many years, with construction of the
first stage between Melling and Petone • Hutt City Council
underway and consent processes for Petone to Focus on accessibility, speed management
Ngauranga section to expected be completed in and vulnerable road users
2021. Other key strategic urban connections
being planned and rolled out include the • Kāpiti Coast District Council
Wellington City Eastern routes package, Lower Focus on vulnerable road users, older road
Hutt Beltway and Eastern Bays shared paths. In users, young drivers, rural intersections and
Kāpiti, extending the cycle and walkway network speed management
adjacent to the Kāpiti Expressway is planned as
part of the Peka Peka to Ōtaki section, along with • KiwiRail
facilities planned for the former State Highway 1 Focus on a managing and maintaining the
corridor as part of revocation processes. rail network to ensure the safety of
passengers, staff and the public. KiwiRail has
[Link] Supporting local growth a particular focus on public safety where
people cross the rail network at level
A number of transport planning and business crossings or pedestrian crossings
case processes are underway with a focus on
responding to change in local transport networks • Masterton District Council
and new land-use and revocation opportunities Focus on rural high-risk routes, closing
following the introduction of new State Highway delineation gaps, speed management
1 routes, such as the Kāpiti Expressway and through urban traffic calming and
Transmission Gully, and in response to new improvements to intersections where there
growth and housing pressures and opportunities. is a safety benefit
The Access Porirua, Access Kenpuru and
Paraparaumu Town Centre Connections business • Porirua City Council
cases and Kāinga Ora’s Eastern Porirua Focus on pedestrian crossings, school safety
Regeneration project are examples. improvements and speed management

4.3.4 Focus on safety • South Wairarapa District Council

Focus on safe network operations, speed
In line with the safety priority in the GPS, all management and secondary collector road
partners have included activities in the RLTP geometric and delineation improvements
aimed at developing a transport system where
no-one is killed or seriously injured. Much of this • Upper Hutt City Council
work takes place as part of the low-cost, low-risk Focus on pedestrian and cycle facilities and
programmes. The focus of each partner’s safety on geometric improvements to rural roads
activities is as follows:

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 Section 4: Regional Programme

• Waka Kotahi
Focus on delivering the Road to Zero
strategy. There are five key focus areas –
infrastructure improvements and speed
management, vehicle safety, work-related
road safety, road-user choices and system
management

• Wellington City Council

Focus on safety interventions at high-risk
intersections, speed management and
cycleways investment

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 Section 4: Regional Programme

4.4 Committed activities

Committed activities are defined as currently committed phases for activities that are expected to continue into 2021. These will be included in the NLTP
21/24.
Table 19: Committed activities by organisation 2021–24

Costs ($m)
Activity Description Phase Start End Six-year
21/22 22/23 23/24
total

Greater Wellington Regional Council

Matangi 1 trains and rail The Crown's commitment to fund the debt servicing costs on $23 Construction 2018 2022 3.35 3.35 3.35 20.12
upgrades – debt million of residual costs for the Matangi Trains project and the
servicing ($23m) Wellington Area Rail Upgrade projects. This project now also includes
an extension to the approval for an additional capital cost of $11.22
million, which is the cost of upgrading the 48 two-car Matangi units to
essentially the same standard as the newer Matangi-2 units. This was
approved by the NZ Transport Agency on 13 June 2013.
Matangi 2 trains – debt Procurement of 35 additional Matangi units from Hyundai Rotem. Construction 2018 2025 14.45 14.45 14.45 86.71
servicing
Longer distance rolling Replacement of all existing longer-distance rail rolling stock on the Detailed business 2020 2021 2.10 2.05 0.00 4.25
stock and service Wairarapa and Manawatū lines with a fleet of 15 four-car units, with case
improvement supporting improvements to maintenance facilities, stations and
network infrastructure.
Unlocking capacity and Infrastructure network capacity improvements on the Wellington Implementation 2018 2023 44.70 22.64 2.06 69.40
improving resilience metro railway network (over the next four years) to remove key
infrastructure network constraints and to improve peak service frequency and
capacity and provide a higher quality passenger rail service.

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 Section 4: Regional Programme

Costs ($m)
Activity Description Phase Start End Six-year
21/22 22/23 23/24
total
Wellington metro rail A package of catch-up renewals for track and civil engineering Implementation 2019 2025 74.73 53.04 18.40 147.18
track infrastructure – infrastructure approaching the end of its useful life. The primary focus
catch-up renewal is the Wairarapa line as well as other critical track infrastructure on the
busiest parts of the network.
Transport analytics The regional strategic transport model is over 15 years old. Normally, Implementation 2021 2022 1.00 0.00 0.00 1.00
(across the Wellington transport models of this size are updated every 5–10 years. Updating
Region) - Model build – the model will ensure behavioural assumptions are up-to-date,
Greater Wellington improve confidence in the modelling system and provide more
share efficient information to decision makers

Hutt City Council

Hutt City Cycling & Complete the network of connected cycleways and shared pathways in Single-Stage Business 2019 2021 0.37 0.00 0.00 0.37
Micromobility Hutt City, linking those developed under the Walk and Cycle the Hutt Case
Connectivity 2014–19 strategy, including the Wainuiomata Hill shared path, Eastern
Assessment Bays shared path and the beltway cycleway.

Waka Kotahi
NZ Upgrade programme SH2 at Melling is a national strategic route in close proximity to the Pre-implementation, 2019 2026 26.75 17.79 45.00 199.45
SH2 Melling efficiency Hutt CBD. This section of highway presents a significant challenge to Property
and safety the safe and efficient operation of SH2 due to conflicting state
improvement highway and local road traffic movements in a high-speed
environment. Recent investigations identified potential interim at-
grade solutions to address safety and efficiency issues for all road
users on SH2 at Melling, while providing compatibility with a long-term
grade separated solution.

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 Section 4: Regional Programme

Costs ($m)
Activity Description Phase Start End Six-year
21/22 22/23 23/24
total
NZ Upgrade programme Safety improvements to 6.36km of SH58 between Mt Cecil Road and Pre-implementation, 2019 2023 16.10 14.56 6.55 37.21
SH58 safety Bradey Road in Pauatahanui. Improvements include two new Implementation
improvements – Stage 2 roundabouts, road and shoulder widening, curve straightening,
increased visibility, median and edge safety barriers, and structural
asphalt pavement.
Weigh Right Mackays Replacement weigh station for Plimmerton. Implementation 2017 2023 1.54 0.00 0.00 1.54
Crossing
Wellington RoNS (5) – A new expressway between Mackays Crossing and Linden. Design, 2020 2045 246.03 142.71 127.79 902.63
Transmission Gully Construction,
Implementation
Wellington RoNS (6) – Design and construction of a new 18-km four-lane SH1 built to Construction 2010 2021 17.21 0.00 0.00 17.21
SH1 Mackays to Peka expressway standards between Poplar Avenue and Peka Peka Road,
Peka Expressway including rehabilitation of the existing SH1 through to Mackays
Crossing for safety and efficiency purposes.
Wellington RoNS (7) – Revocation of the old SH1 from Peka Peka to Ōtaki. This activity is the Construction 2015 2026 91.05 10.03 2.11 105.38
SH1 Peka Peka to Ōtaki development of this section of the Wellington RoNS.
Expressway
Te Ara Tupua Ngā Implementation of a walking and cycling link between Wellington and Implementation 2018 2024 45.30 66.69 51.30 168.45
Ūranga – Pito-one Lower Hutt to deliver a safe, connected and attractive route, enabling
more people to walk or bike and connect with local paths in
Wellington and the Hutt Valley.

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 Section 4: Regional Programme

Costs ($m)
Activity Description Phase Start End Six-year
21/22 22/23 23/24
total

Wellington City Council

Wellington cycle Package of cycling improvements associated with the eastern suburbs Implementation 2018 2023 2.25 0.00 0.00 2.25
network – Evans Bay UCP package.
Stg1 (Eastern package)
Emergency works Slips clearance, scaling, geotechnical investigation, engineering Construction 2017 2023 5.00 2.79 0.00 7.79
July/August 2017 consultancy, barrier placements and design and build of solutions to
mitigate risk at two significant slip sites on Ngaio Gorge Road.

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 Section 4: Regional Programme

4.5 Significant activities

4.5.1 Overview of prioritisation

The Land Transport Management Act (LTMA)

requires the Regional Transport Committee to
identify activities it considers significant and
present these in priority order.

The Regional Transport Committee’s policy on

significance is contained in Appendix C.

Significant activities are defined as all new

improvement activities in the region where
funding from the National Land Transport Fund
is required within the first three years of the
Regional Land Transport Plan, excluding:

• Maintenance, operations and renewal

activities for state highways and local roads
• Public transport continuous programme
(existing services)
• Low-cost, low-risk activities
• Road safety promotion activities
• Investment management activities,
including transport planning and modelling
• Programme business cases

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 Section 4: Regional Programme

4.5.2 Significant activities in prioritised order

The priority order of significant activities was developed by applying the prioritisation methodology in Appendix D. The priority of programmes reflects a mix
of interventions designed to deliver on the region’s 10-year transport investment priorities and clearly signal which of the new large-scale improvement
projects the region considers most important.
Table 20: Prioritised significant activities

Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
1 Improve long End-of-life rail signal system KiwiRail Network infrastructure safety and capacity improvements Business case, National 21/22 30/31 5.15 6.50 8.90 20.55 292.30
distance rail replacement within the Wellington Region. Current infrastructure needs Implementation
services replacing and upgrades.
Manawatu and Wairarapa Greater Ageing and inefficient Manawatu and Wairarapa rail assets Business case, Local, 21/22 27/28 2.82 13.89 16.71 746.79
line fleet renewal and Wellington require renewal to improve their carbon footprint, the Implementation National
service increase customer experience, safety and resilience.
Additional network capacity KiwiRail Additional capacity improvements aligned with the long- Business case, National 23/24 24/25 1.00 1.00 TBC
improvements distance rolling stock business case (beyond those delivered by Implementation
the NZ Upgrade programme – Wairarapa and Wellington rail
improvements).
2 – National ticketing system Greater The Wellington Region’s implementation of a contactless Business case, Local, 21/22 30/31 7.55 10.40 25.37 43.32 44.32
Wellington national ticketing system for public transport, which enables a Implementation National
consistent technology-based ticketing network across multiple
modes throughout New Zealand.
3 – Additional metro Greater Additional rolling stock for the electrified Wellington Region to Business case, Local, 23/24 30/31 0.25 0.26 0.51 194.50
(electrified) rolling stock to Wellington keep pace with patronage demand and required capacity Implementation National
meet future capacity increases – approximately 15 x 4 cars.
requirements

4 – Rail capacity step change Greater Network infrastructure improvements to enable a 10-minute Business case, National 21/22 30/31 0.25 10.52 10.77 194.30
(10-minute timetable) Wellington, timetable for rail to keep up with the capacity (patronage Pre‑implementation,
KiwiRail growth) demands and to meet mode shift goals. Infrastructure Implementation
improvements will need to be undertaken to improve
accessibility, health and safety, and encourage mode share.

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 Section 4: Regional Programme

Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
5 Let's Get Let's Get Wellington Moving Waka Kotahi A project to make it better for people walking and on bikes, Business case, Local, 19/20 24/25 6.30 18.74 27.68 52.72 78.07
Wellington early delivery – Golden Mile and give buses more priority from Lambton Quay to Courtenay Pre‑implementation, National
Moving early Place. Implementation
delivery
Let's Get Wellington Moving Waka Kotahi Minor improvements for people walking, cycling and travelling Business case, Local, 19/20 21/22 5.00 5.00 5.00
early delivery – central city by bus. Measures include crossing improvements, signal Pre‑implementation, National
and SH1 walking cycling and changes, bus detection, pedestrian countdown timers and Implementation
safer speed safer speeds.
Let's Get Wellington Moving Waka Kotahi Improve bus priority, intersections, pedestrian crossings and Business case, Local, 19/20 22/23 1.29 6.60 11.93 19.82 24.12
early delivery – Hutt Road cycle facilities on Thorndon Quay and Hutt Road. Pre‑implementation, National
and Thorndon Quay Implementation
6 Let's Get Let's Get Wellington Moving Waka Kotahi Encouraging mode shift, travel at alternative times and Pre‑implementation, Local, 19/20 26/27 1.20 2.69 3.02 6.91 32.78
Wellington managing travel demand increased car occupancy. Includes enhancement of existing Implementation National
Moving travel demand management programmes and investigating
changes to parking charges.
Let's Get Wellington Moving Waka Kotahi Mass rapid transit system to connect Wellington Railway Business case, Local, 19/20 35/36 29.69 55.11 101.46 186.26 1,212.00
mass rapid transit Station with Wellington Regional Hospital, Newtown, Miramar Pre‑implementation, National
and the airport. Property,
Implementation
Let's Get Wellington Moving Waka Kotahi Improve Wellington City streets for people walking, cycling and Business case, Local, 19/20 30/31 9.33 12.65 26.82 48.80 418.71
reconfigure urban corridors travelling by bus in a way that supports liveability and urban Pre‑implementation, National
(Let's Get Wellington outcomes. Property,
Moving city streets) Implementation
Let's Get Wellington Moving Waka Kotahi Package of improvements to address state highway pinch Business case, Local, 19/20 31/32 17.29 35.70 59.59 112.58 696.38
regional highway access points around the Basin Reserve and Mt Victoria Tunnel that Pre‑implementation, National
(Let's Get Wellington are future-proofed and support the city's development. Property,
Moving strategic highways Implementation
improvements)
7 – Resilient port and multi-user Waka Kotahi Improvements to achieve increase regional resilience and Pre‑implementation, NLTF and 21/22 26/27 2.00 3.00 35.00 40.00 160.00
ferry terminal access improve freight, passenger access and connections as part of Property, partners
changes to the port and ferry terminal location and layout. Implementation

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 Section 4: Regional Programme

Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
8 Wellington Road to Zero LCLR speed Waka Kotahi Reductions of speed limits to a safe and appropriate speed. Business case, National 21/22 30/31 0.48 0.48 0.65 1.61 4.64
State Highway management Pre‑implementation,
Road to Zero Implementation
programme
Road to Zero LCLR Waka Kotahi A programme of minor safety infrastructure improvements. Business case, National 21/22 30/31 1.40 1.40 1.40 4.20 7.17
infrastructure Pre‑implementation,
Implementation
SH2 Remutaka Waka Kotahi Safe system interventions that may include a mix of responses Business Case, National 21/22 23/24 4.80 11.78 11.78 28.36 28.36
that will be confirmed through refinement of the project scope Pre‑implementation,
and a design process. Interventions could range from Implementation
reductions in speed, median and roadside barriers at
appropriate locations, to wider shoulders, improved visibility,
rumble strips, improvements to skid resistance, improved
delineation, turning facilities and active signals, speed warning
signs and intersection upgrades.
SH2 Hutt Valley Waka Kotahi Safe system interventions that may include a mix of responses Business case, National 21/22 29/30 9.62 6.54 16.16 16.16
that will be confirmed through refinement of the project scope Pre‑implementation,
and a design process. Interventions could range from Implementation
reductions in speed, median and roadside barriers at
appropriate locations, to wider shoulders, improved visibility,
rumble strips, improvements to skid resistance, improved
delineation, turning facilities and active signals, speed warning
signs and intersection upgrades.
SH2 Masterton to Carterton Waka Kotahi Median protection and roadside hazard protection safety Business case, National 21/22 22/23 8.58 6.00 14.58 14.58
corridor improvements interventions, including a median barrier between Waingawa Pre‑implementation,
Bridge and Chester Road, and roadside barriers at high-risk Implementation
locations.
SH2 Masterton to Carterton Waka Kotahi A rural roundabout standard safety intervention at the SH2 and Business case, National 21/22 21/22 4.00 4.00 4.00
– Norfolk Road Norfolk Road intersection. Pre‑implementation,
Implementation
SH2 Masterton to Carterton Waka Kotahi An urban roundabout standard safety intervention at the SH2 Business case, National 21/22 21/22 4.00 4.00 4.00
– Ngaumutawa and Ngaumutawa Road intersection. Pre‑implementation,
Implementation

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 Section 4: Regional Programme

Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
9 Eastern Eastern Porirua Porirua City Deliver transport infrastructure improvements as part of the Business case, Kainga 20/21 41/42 3.43 14.96 15.25 33.64 132.31
Porirua Regeneration project Council Eastern Porirua Regeneration project being undertaken by Pre‑implementation, Ora, Local,
Regeneration Kainga Ora and supported by Porirua City Council, Waka Kotahi Implementation National
and Greater Wellington. The project includes the redesign and
reconfiguration of streets to support the redevelopment of
state houses, town centres, schools and parks while
significantly increasing the use of active modes and public
transport.
Porirua bus hub Greater Improvements to address health and safety, security concerns Business case, Local, 21/22 30/31 3.03 1.01 0.43 4.47 7.57
improvements Wellington and accessibility challenges. Implementation National

SH1 city centre – east Waka Kotahi Business case (and associated pre-implementation and Business case, National 23/24 26/27 1.00 1.00 31.00
Porirua severance project implementation phases) to identify potential solutions to Pre‑implementation,
(walking and cycling bridge improve active mode connectivity between eastern Porirua Implementation
connecting eastern Porirua and Porirua Station and city centre.
to railway station and CBD)
10 – New charging and layover Greater Introduction of the electric vehicle fleet requires a charging Business case, Local, 23/24 25/26 1.04 1.04 4.32
areas for electric vehicle Wellington facility outside of the bus depots in Wellington. This is a long- Implementation National
fleet term solution to mitigate spatial and contractual challenges
with the Lambton interchange.
11 – Riverlink improvements Hutt City Local road improvements and a new cycle and pedestrian Business case, Local, 21/22 30/31 1.50 14.28 18.33 34.11 94.18
Council bridge between the Lower Hutt CBD and relocated Melling Implementation National
Station. Complements SH2 Melling intersection improvements
funded through the NZ Upgrade programme, which is looking
at ways to reduce congestion and improve access and safety on
SH2 at the Melling and Block Road intersections.
12 – Access Kenepuru Porirua City A package of local road, walking and cycling improvements Business case, Local, 18/19 31/32 4.08 5.83 4.13 14.04 25.61
Council required due to the impact of Transmission Gully motorway Pre‑implementation, National
and significant residential and commercial growth in Kenepuru Implementation
Landing.

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Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
13 Paraparaumu Paraparaumu Town Centre Kāpiti Coast Paraparaumu Town Centre Connections – link road project Business case, Local, 20/21 24/25 6.71 15.98 2.19 24.88 24.88
Town Centre Connections – single-stage District Council supports key developments in the town centre, improves Pre‑implementation, National,
Connections business case and east-west safety, enables increased mode choice, and addresses Property, Third-
link inadequate east-west connections, congestion on the arterial Implementation parties
road network and increased traffic on residential streets. This
project includes the single-stage business case for both the
Town Centre Connections east-west link and Paraparaumu
town centres accessibility improvements projects, and the pre-
implementation and implementation of the east-west link. The
link road will connect Ihakara Street and Arawhata Road and is
an enabler of the accessibility improvements project, as well as
being linked to projects already underway, such as the town
centres and revocation projects.
Paraparaumu Town Centre Kāpiti Coast Paraparaumu Town Centre Connections – accessibility Pre‑implementation, Local, 22/23 24/25 2.00 1.00 $3.00 5.92
Connections – accessibility District Council improvements project supports key developments in the town Implementation National
improvements centre, improves safety, enables increased mode choice, and
addresses inadequate east-west connections, congestion on
the arterial road network and increased traffic on residential
streets. This project involves the development of active mode
infrastructure, including cycling and pedestrian links to both
the town centre and the railway station, supports public
transport connectivity around the town centre, and improves
the transport environment on Rimu Road through measures to
reduce speed and increase safety and amenity. This is
connected to the Paraparaumu Town Centre Connections
single-stage business case, town centres project and revocation
works.
14 – Real-time information Greater Upgrade the real-time information system to provide more Business case, Local, 21/22 30/31 2.70 5.26 5.22 13.18 35.99
systems replacement Wellington accurate and reliable data for both users and operators. Implementation National

15 – Cross Valley Connections Hutt City Early stages of a programme to improve the resilience of the Business case, Local, 21/22 30/31 0.20 0.50 10.30 11.00 480.00
Council southern Lower Hutt transport network, including active mode Implementation National
and public transport improvements, an increase in transport
movement options at the intersection of Gracefield Road and
Wainuiomata Hill Road and a new, more resilient multi-modal
east-west connection further up the valley from the current
Esplanade alignment.

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Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
16 Wellington SH1 and SH2 Petone to Waka Kotahi Further investigation (and associated pre-implementation, Business case, National 21/22 33/34 0.00 2.00 2.00 4.00 54.00
Region Grenada link road and property and implementation phases) of a multi-modal west- Pre‑implementation,
Resilience improved regional east-west east link between SH1 (Grenada) and SH2 Petone in parallel Property,
Programme access with other multi-modal transport solutions for improving Implementation
regional west-east access to enable new areas for housing and
improve regional access and resilience.
Chaytor Street retaining Wellington Detailed design, monitoring and construction to earthquake Implementation Local, 21/22 22/23 3.50 3.50 7.00 7.00
walls earthquake City Council strengthen retaining walls on Chaytor Street in Karori, which National
strengthening strengthens a key emergency lifelines route.
Road resilience Wellington Strengthen two retaining walls on Grosvenor Terrace, which is Implementation Local, 21/22 24/25 0.50 2.18 0.44 3.12 5.25
improvement – Grosvenor City Council part of the Wadestown route resilience improvement of a key National
Terrace (RW237 and emergency lifelines route.
RW243)
Eastern Hutt Road retaining Hutt City Strengthen a vulnerable section of Eastern Hutt Road (a Business case, Local, 21/22 22/23 0.50 4.50 5.00 10.00
wall strengthening project Council regionally significant lifeline route) supported by a crib wall and Implementation National
steep unstable riverbank and improve resilience of access
between the Lower Hutt Valley and Upper Hutt in large natural
hazard events, such as earthquakes and storms, and improve
connectivity for emergency response and recovery after such
events.
SH1 resilience – Ngauranga Waka Kotahi Develop and implement options to address resilience problems Business case, National 21/22 23/24 0.00 21.58
to SH58 on the SH1 network between Ngauranga and SH58, including Implementation
the SH58 corridor.
SH2 resilience – Ngauranga Waka Kotahi Develop and implement options to address resilience problems Business case, National 22/23 23/24 2.00 23.21 25.21 25.21
to SH58 on the SH2 network between Ngauranga and SH58. Implementation

Mataikona Road Masterton Improvements to prevent erosions of approximately 10km of Business case, Local, 20/21 25/26 0.20 0.20 10.20
improvements resilience District Council road that lies less than 20m from the high-tide area and is Property, National
project subject to attack by storm surges. Unable to be successfully Implementation
managed through ongoing maintenance.
17 Electric Electric vehicle growth Greater Twenty-six additional buses to maintain service according to Business case, Local, 22/23 30/31 0.71 2.00 2.77 5.48 113.58
vehicle bus buses Wellington patronage growth projections in the Wellington Region. Implementation National
fleet 1 Greater Wellington policy is for all new buses post-2021 to be
electric vehicles.

18 – Waterloo Station – end-of- Greater Replace ageing and unsafe building infrastructure at Waterloo Business case, Local, 23/24 27/28 0.25 0.25 20.25
life replacement Wellington Station. Implementation National

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Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
19 – Level crossing safety Greater A programme to improve safety at road level crossings and Business case, National 21/22 29/30 0.25 1.02 1.05 2.32 122.98
upgrades Wellington pedestrian level crossings that do not meet the latest safety Implementation
standards.
20 – East corridor – Evans Bay Wellington Create a protected bike lane linking recently upgraded sections Pre‑implementation, Local, 21/22 22/23 0.50 4.50 5.00 5.00
stage 2 City Council of cycleways. Implementation National

21 – Eastern Bays shared path Hutt City Develop a safe and connected walking and cycling facility for Business case, Local, 21/22 26/27 2.50 1.75 3.00 7.25 30.00
Council communities along the Eastern Bays between Point Howard Implementation National,
and Eastbourne, including upgrading of supporting seawalls Crown
providing the road and underground services with increased
protection from the effects of climate change.
22 – Speed management Wellington Lower speed limits near 40 percent of schools by 2024 and Pre‑implementation, Local, 22/23 25/26 0.11 6.52 6.63 8.00
programme (Wellington City Council remaining school by 2030, in line with the Road to Zero safety Implementation National
City) strategy.
23 – Rail infrastructure resilience Greater Improve the resilience of the rail network in Wellington against Business case, National 21/22 29/30 0.25 2.56 5.26 8.07 100.01
upgrades Wellington natural events, such as sea-level rise, earthquakes and storm Pre‑implementation,
events. Implementation
24 – Newtown – Berhampore Wellington Create protected bike lanes and other multi-modal Implementation Local, 21/22 24/25 3.20 3.20 30.20
cycleways City Council improvements linking Newtown to Island Bay. National

25 – Porirua CBD to Titahi Bay Porirua City Construct a shared cycling and pedestrian pathway, and Pre‑implementation, Local, 18/19 31/32 0.71 4.92 5.04 10.67 10.67
shared path Council associated coastal resilience improvements along Titahi Bay Implementation National
Road.
26 – Tawa to Johnsonville Wellington Create protected bike lanes on regionally significant routes. Pre‑implementation, Local, 23/24 25/26 3.00 3.00 12.36
Connection cycleway City Council Implementation National

27 – Fergusson Drive arterial link Upper Hutt Intersection and other improvements to accommodate Business case, TLA, NLTP 21/22 29/30 0.15 0.28 4.46 4.89 38.42
improvements City Council growing demand on the main route linking Upper Hutt to the Implementation
state highway and the wider Wellington Region.
28 – Wellington Regional Greater A joint project with Capital & Coast District Health Board to Implementation Local, 21/22 30/31 1.05 1.60 1.21 3.86 7.27
Hospital travel demand Wellington change travel behaviour associated with trips to and from National
management initiative Wellington Regional Hospital. This will increase public transport
and active mode share, and improve network throughput (the
number of people that can be moved along a particular
corridor).

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Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
29 – SH1 Ngauranga Gorge Waka Kotahi Minor cycling improvements within Ngauranga Gorge to Implementation National 21/22 22/23 0.48 3.75 4.23 4.23
improvements (walking and improve safety and access for cyclists on the strategic cycling
cycling) network.
30 – Cycling micro-mobility Hutt City Complete the network of connected cycleways and shared Business case, Local, 21/22 25/26 1.55 1.55 15.35
Council pathways in Hutt City, linking those developed under the Walk Implementation National
and Cycle the Hutt 2014–19 strategy, including the
Wainuiomata Hill shared path, Eastern Bays shared path and
the beltway cycleway.
31 – Totara Park Road and SH2 Upper Hutt A project to reduce queuing and travel delays (including delays Implementation TLA, NLTP 21/22 21/22 2.42 2.42 2.42
intersection capacity City Council for buses connecting to train services) from turning traffic at
increase the Totara Park Road and SH2 intersection.
32 – SH1 Tawa through CBD – Waka Kotahi Interim measures to partially address a significant gap in Business case, National 21/22 24/25 5.13 7.70 10.26 23.09 45.35
Interim optimisation mismatched demand and capacity and journey time reliability Pre‑implementation,
measures in a major urban area. It is expected that the interventions will Implementation
have a reduced benefit period as the scenarios developed as
part of Let's Get Wellington Moving will provide medium- to
long-term improvements. The activities include optimisation of
the signalised intersections through the inner city, off- and on-
ramp merges and other activities to improve traffic flow from
Tawa to the Wellington CBD.
33 – Silverstream pipe bridge Hutt City Addition of a cycling and pedestrian connection to the pipe Implementation Local, 22/23 22/23 11.00 11.00 11.00
Council bridge being constructed by Wellington Water. This connects National,
the river trail on each side of the river at the northern Wellington
boundary of Hutt City. Water
34 Electric Electric vehicle conversion Greater Convert seven of Tranzit's large, peak-use double-decker diesel Pre‑implementation, Local, 21/22 30/31 0.46 0.46 0.47 1.39 5.06
vehicle bus of double-decker diesel Wellington buses to electric vehicles using New Zealand-based industry. Implementation National
fleet 2 buses
35 – Accelerated rollout of street Wellington Provide additional lights to fix dark spots and ensure Business case, Local, 21/22 30/31 2.51 0.61 0.61 3.72 3.72
lighting LEDs and CMS City Council compliance with the national lighting standard AS/NZS 1158. Implementation National

36 – Wellington City Council Wellington Long-term, permanent solutions to implement the Wellington Business case, Local, 21/22 30/31 5.50 9.82 10.29 25.61 65.57
Cycleway City Council Cycling Master Plan. Pre‑implementation, National
Implementation

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Cost ($m)
Rank Programme Activity Organisation Description Stage Funding Start End
21/22 22/23 23/24 3-year Total (est)
37 – Accelerated cycleway Wellington Deliver low-cost, tactical solutions across the strategic cycling Business case, Local, 21/22 23/24 6.63 11.47 6.21 24.31 24.31
programme City Council network. Pre-implementation, National
Implementation
38 – Smarter connections Greater Improve Park & Ride and bicycle facilities to improve Business case, Local, 23/24 30/31 0.26 0.26 13.86
Wellington connectivity between the station and the community. Implementation National

39 – Wellington Cable Car Wellington Strengthen structures that support the Wellington Cable Car. Business case, Local, 21/22 26/27 0.15 3.35 1.20 4.70 6.90
structures strengthening City Council Implementation National

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4.5.3 Timing and staging of proposed significant activities

Table 21 shows the indicative timing and staging of significant activities out to 2030/31. It illustrates the time and complexity in delivering large-scale
projects.
Table 21: Timing and staging of prioritised significant activities (BC: business case process phase, Pre-IMP: pre-implementation phase, IMP: implementation phase)

2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Rank Programme Activity
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage
($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m)
1 Improve long End-of-life rail signal system 5.15 BC 6.5 BC 8.9 IMP 23.6 IMP 23.6 IMP 23.6 IMP 53.1 IMP 59 IMP 53.1 IMP 29.5 IMP
distance rail replacement
services
Manawatu and Wairarapa 0 BC 2.82 BC IMP 13.89 IMP 114.57 IMP 152.46 IMP 201.4 IMP 217.8 IMP 18.44 IMP 11.81 IMP 13.54 IMP
line fleet renewal and service 6
increase
Additional network capacity 1 BC
improvements

2 – National ticketing system 7.55 IMP 10.4 IMP 25.37 IMP 1 IMP

3 – Additional metro (electrified) 0.25 BC 0.26 BC 23.39 BC 16.63 IMP 37.92 IMP 47.34 IMP 49.19 IMP 9.44 IMP 10.07 IMP
rolling stock to meet future
capacity requirements
4 – Rail capacity step change 0.25 BC 10.52 BC 24.25 Pre-IMP 24.88 Pre-IMP 25.52 IMP 26.18 IMP 26.86 IMP 27.56 IMP 28.27 IMP
(10-minute timetable)

5 Let's Get Let's Get Wellington Moving 6.3 BC, 18.74 IMP 27.68 IMP 25.36 IMP
Wellington early delivery – Golden Mile Pre-IMP,
Moving early IMP
delivery
Let's Get Wellington Moving 5 BC, Pre-
early delivery – central city IMP, IMP
and SH1 walking cycling and
safer speed
Let's Get Wellington Moving 1.29 BC, 6.6 Pre-IMP 11.93 iMP 4.31 IMP
early delivery – Hutt Road Pre-IMP, Property,
and Thorndon Quay IMP IMP

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2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Rank Programme Activity
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage
($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m)
6 Let's Get Let's Get Wellington Moving 1.2 BC, 2.69 Pre-IMP, 3.02 IMP 14.6 IMP 5.7 IMP 5.6 IMP
Wellington managing travel demand Pre-IMP IMP
Moving
Let's Get Wellington Moving 29.69 BC 55.11 BC, 101.46 BC, 121.7 Pre-IMP, 126.8 IMP, 144.4 IMP, 134.6 IMP, 124 IMP, 121.7 IMP, 119.8 IMP,
mass rapid transit Property Pre-IMP, IMP, Property Property Property Property Property Property
Property Property
Let's Get Wellington Moving 9.33 BC, 12.65 BC, 26.82 BC, 55.06 BC, 64.74 BC, 61.73 BC, 59.79 BC, 55.32 BC, 52.77 Pre-IMP, 20.5 IMP
reconfigure urban corridors Pre-IMP Pre-IMP, Pre-IMP, Pre-IMP, Pre-IMP, Pre-IMP, Pre-IMP, Pre-IMP, IMP
(Let's Get Wellington Moving IMP IMP IMP, IMP, IMP, IMP IMP
city streets) Property Property Property
Let's Get Wellington Moving 17.29 BC 35.7 BC, 59.59 BC, 33.46 Property, 29.48 Property, 27.68 Property, 76.55 Property, 124 IMP 124.1 IMP 108.6 IMP
regional highway access Property Property, Pre-IMP Pre-IMP Pre-IMP Pre-IMP,
(Let's Get Wellington Moving Pre-IMP IMP
strategic highways
improvements)
7 – Resilient port and multi-user 2 IMP 3 IMP 35 IMP 60 IMP 40 IMP 20 IMP
ferry terminal access

8 Wellington Road to Zero LCLR speed 0.48 IMP 0.48 IMP 0.65 IMP 1.05 IMP 0.17 IMP 0.38 IMP 1.08 IMP 0.35 IMP
State management
Highway
Road to Zero Road to Zero LCLR 1.4 IMP 1.4 IMP 1.4 IMP 0.99 IMP 1.98 IMP
programme infrastructure

SH2 Remutaka 4.8 Pre-IMP, 11.78 IMP 11.78 IMP

IMP

SH2 Hutt Valley 9.62 Pre-IMP, 6.54 IMP

IMP

SH2 Masterton to Carterton 8.58 IMP 6 IMP

corridor improvements

SH2 Masterton to Carterton 4 IMP

– Norfolk Road

SH2 Masterton to Carterton 4 IMP

– Ngaumutawa

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2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Rank Programme Activity
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage
($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m)
9 Eastern Eastern Porirua Regeneration 3.43 BC 14.96 Pre-IMP 15.25 IMP 15.23 IMP 10.42 IMP 10.63 IMP 9.37 IMP 5.62 IMP 5.73 IMP 5.85 IMP
Porirua project
Regeneration
Porirua bus hub 3.03 BC, 1.01 IMP 0.43 IMP 0.43 IMP 0.43 IMP 0.44 IMP 0.44 IMP 0.44 IMP 0.45 IMP 0.46 IMP
improvements IMP

SH1 city centre – east Porirua 1 BC 10 IMP 10 IMP 10 IMP

severance project (walking
and cycling bridge
connecting eastern Porirua
to railway station and CBD)
10 – New charging and layover 1.04 BC, 1.07 IMP 2.2 IMP
areas for electric vehicle fleet IMP

11 – Riverlink improvements 1.5 BC 14.28 IMP 18.33 IMP 6.43 IMP 4.37 IMP 2.18 IMP

12 – Access Kenepuru 4.08 IMP 5.83 IMP 4.13 IMP 11.56 IMP

13 Paraparaumu Paraparaumu Town Centre 6.71 BC, 15.98 IMP 2.19 IMP
Town Centre Connections – single-stage Pre-IMP,
Connections business case and east-west Property,
link IMP
Paraparaumu Town Centre 2 Pre-IMP, 1 IMP 2.92 IMP
Connections – accessibility IMP
improvements
14 – Real-time information 2.7 IMP 5.26 IMP 5.22 IMP 4.33 IMP 4.04 IMP 2.58 IMP 3.19 IMP 3.25 IMP 2.7 IMP 2.73 IMP
systems replacement

15 – Cross Valley Connections 0.2 BC 0.5 BC 10.3 IMP 8.3 IMP 5.2 IMP 3.2 IMP 7.5 IMP 24.75 IMP 33.25 IMP 42.5 IMP

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2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Rank Programme Activity
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage
($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m)
16 Wellington SH1 and SH2 Petone to 2 BC, 2 BC, 50 Property
Region Grenada link road and Property Property
Resilience improved regional east-west
Programme access

Chaytor Street retaining 3.5 IMP 3.5 IMP

walls earthquake
strengthening
Road resilience improvement 0.5 IMP 2.18 IMP 0.44 IMP 2.13 IMP
– Grosvenor Terrace (RW237
and RW243)
Eastern Hutt Road retaining 0.5 BC 4.5 IMP
wall strengthening project

SH1 resilience – Ngauranga 21.58

to SH58

SH2 resilience – Ngauranga 2 BC 23.21 BC,

to SH58 Pre-IMP,
IMP
Mataikona Road 0.2 BC 3.5 Property 6.5 IMP
improvements resilience
project
17 Electric Electric vehicle growth buses 0.71 BC, 2 IMP 2.77 IMP 5.61 IMP 8.64 IMP 11.74 IMP 14.95 IMP 18.46 IMP 22.28 IMP 26.42 IMP
vehicle bus IMP
fleet 1
18 – Waterloo Station – end-of- 0.25 BC 5 IMP 5 IMP 5 IMP 5 IMP
life replacement

19 – Level crossing safety 0.25 BC 1.02 BC 1.05 IMP 15.94 IMP 16.35 IMP 16.78 IMP 17.21 IMP 17.66 IMP 18.12 IMP 18.59 IMP
upgrades

20 – East corridor – Evans Bay 0.5 Pre-IMP, 4.5 IMP

stage 2 IMP

21 – Eastern Bays shared path 2.5 IMP 1.75 IMP 3 IMP 2.5 IMP 2.25 IMP 2.5 IMP

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2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Rank Programme Activity
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage
($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m)
22 – Speed management 0.11 Pre-IMP 6.52 IMP 0.75 IMP 0.62 IMP
programme (Wellington City)

23 – Rail infrastructure resilience 0.25 BC 2.56 BC 5.26 Pre-IMP 12.12 Pre-IMP 12.44 Pre-IMP 12.76 Pre-IMP 13.09 IMP 13.43 IMP 13.78 IMP 14.31 IMP
upgrades

24 – Newtown – Berhampore 3.2 IMP 2.7 IMP 6.75 IMP 12.15 IMP 5.4 IMP
cycleways

25 – Porirua CBD to Titahi Bay 0.71 IMP 4.92 IMP 5.04 IMP
shared path

26 – Tawa to Johnsonville 3 Pre-IMP 7.5 IMP 1.86 IMP

Connection cycleway

27 – Fergusson Drive arterial link 0.15 BC 0.28 BC 4.46 BC, 6.43 IMP 0.15 BC 2.73 BC 11.98 IMP 12.24 IMP
improvements IMP

28 – Wellington Regional Hospital 1.05 IMP 1.6 IMP 1.21 IMP 0.66 IMP 0.46 IMP 0.46 IMP 0.46 IMP 0.46 IMP 0.46 IMP 0.46 IMP
travel demand management
initiative
29 – SH1 Ngauranga Gorge 0.48 BC, 3.75 Pre-IMP,
improvements (walking and IMP Property,
cycling) IMP
30 – Cycling micro-mobility 1.55 BC, 6.9 IMP 6.9 IMP
IMP

31 – Totara Park Road and SH2 2.42 IMP

intersection capacity
increase
32 – SH1 Tawa through CBD – 5.13 BC, 7.7 IMP 10.26 IMP 11.13 IMP
Interim optimisation Pre-IMP,
measures IMP
33 – Silverstream pipe bridge 11 IMP

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2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Rank Programme Activity
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage
($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m) ($m)
34 Electric Electric vehicle conversion of 0.46 Pre-IMP 0.46 IMP 0.47 IMP 0.48 IMP 0.5 IMP 0.51 IMP 0.52 IMP 0.54 IMP 0.55 IMP 0.57 IMP
vehicle bus double-decker diesel buses
fleet 2
35 – Accelerated rollout of street 2.51 BC, 0.61 IMP 0.61 IMP
lighting LEDs and CMS IMP

36 – Wellington City Council 5.50 BC, 9.82 Pre-IMP, 10.29 Pre-IMP, 11.74 IMP 11.76 IMP 16.46 IMP 16.40 IMP 12.40 IMP 11.80 IMP 11.10 IMP
Cycleway Pre-IMP, IMP IMP
IMP
37 – Accelerated cycleway 6.63 BC, 11.47 Pre-IMP, 6.21 Pre-IMP,
programme Pre-IMP, IMP IMP
IMP
38 – Smarter connections 0.26 BC 1.96 IMP 1.94 IMP 1.94 IMP 1.94 IMP 1.94 IMP 1.94 IMP 1.94 IMP

39 – Wellington Cable Car 0.15 BC 3.35 IMP 1.2 IMP 1.6 IMP 0.4 IMP 0.2 IMP
structures strengthening

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4.5.4 Contribution of significant activities

Table 22 provides an overview of how the significant activities contribute to the delivery of regional strategic objectives, which investment priority they
address and the type of benefits they will deliver.
Table 22: Prioritised significant activities contribution to the strategic objectives

Strategic objectives Investment priority Benefit Cluster

Rank Programme Activity
1 2 3 4 5 Primary Secondary Primary Secondary
1 Improve long End-of-life rail signal system replacement Public transport Safety 10. Changes in access to 1. Changes in user safety
High Mid High High High
distance rail capacity social and economic
services opportunities
Manawatu and Wairarapa line fleet renewal Public transport Strategic access 10. Changes in access to 11. Changes in liveability of
High High High Mid High
and service increase capacity social and economic places
opportunities
Additional network capacity improvements Public transport Strategic access 10. Changes in access to 11. Changes in liveability of
Mid High Mid Low Mid
capacity social and economic places
opportunities
2 – National ticketing system Travel choice Strategic access 10. Changes in access to 6. Wider economic impact
High Mid Mid High Mid
social and economic
opportunities
3 – Additional metro (electrified) rolling stock to Public transport Travel choice 10. Changes in access to 11. Changes in liveability of
High High High High High
meet future capacity requirements capacity social and economic places
opportunities
4 – Rail capacity step change (10-minute Public transport Travel choice 10. Changes in access to 11. Changes in liveability of
High High High Mid High
timetable) capacity social and economic places
opportunities
5 Let's Get Let's Get Wellington Moving early delivery – Public transport Travel choice 10. Changes in access to
High High Mid Mid High
Wellington Moving Golden Mile capacity social and economic
early delivery opportunities
Let's Get Wellington Moving early delivery – Safety Travel choice 10. Changes in access to 1 Changes in user safety
Mid Mid Low High Low
central city and SH1 walking cycling and safer social and economic
speed opportunities
Let's Get Wellington Moving early delivery – Travel choice Public transport 10. Changes in access to 11. Changes in liveability of
High Mid Mid Mid Mid
Hutt Road and Thorndon Quay capacity social and economic places
opportunities

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Strategic objectives Investment priority Benefit Cluster

Rank Programme Activity
1 2 3 4 5 Primary Secondary Primary Secondary
6 Let's Get Let's Get Wellington Moving managing travel Strategic access 10. Changes in access to 5. Changes in transport
Mid High High NA High
Wellington Moving demand social and economic costs
opportunities
Let's Get Wellington Moving mass rapid Public transport Travel choice 10. Changes in access to 5. Changes in transport
High High High Mid High
transit capacity social and economic costs
opportunities
Let's Get Wellington Moving reconfigure Travel choice Strategic access 10. Changes in access to 11. Changes in liveability of
High Mid High Mid High
urban corridors (Let's Get Wellington Moving social and economic places
city streets) opportunities
Let's Get Wellington Moving regional Strategic access Resilience Resilience 6. Wider economic impact
Mid Mid Mid Mid High
highway access (Let's Get Wellington Moving
strategic highways improvements)
7 – Resilient port and multi-user ferry terminal Strategic access Resilience 6. Wider economic impact
Low Mid Low Low High
access

8 Wellington State Road to Zero LCLR speed management Safety Travel choice 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
Highway Road to safety
Zero programme
Road to Zero LCLR infrastructure Safety Travel choice 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
safety

SH2 Remutaka Safety Strategic access 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
safety

SH2 Hutt Valley Safety Strategic access 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
safety

SH2 Masterton to Carterton corridor Safety Strategic access 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
improvements safety

SH2 Masterton to Carterton – Norfolk Road Safety Strategic access 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
safety

SH2 Masterton to Carterton – Ngaumutawa Safety Strategic access 1. Changes in user safety 2. Changes in perceptions of
Low Low Low High Low
safety

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Strategic objectives Investment priority Benefit Cluster

Rank Programme Activity
1 2 3 4 5 Primary Secondary Primary Secondary
9 Eastern Porirua Eastern Porirua Regeneration project Travel choice Safety 10. Changes in access to 11. Changes in liveability of
High High High High High
Regeneration social and economic places
opportunities
Porirua bus hub improvements Travel choice Public transport 10. Changes in access to 1. Changes in user safety
High High Mid High High
capacity social and economic
opportunities
SH1 city centre – east Porirua severance Travel choice 10. Changes in access to 11. Changes in liveability of
High Mid Low Mid Mid
project (walking and cycling bridge social and economic places
connecting eastern Porirua to railway station opportunities
and CBD)
10 – New charging and layover areas for electric Public transport Safety 1. Changes in user safety 8. Changes in climate
High High High High High
vehicle fleet capacity

11 – Riverlink improvements Strategic access Travel choice 10. Changes in access to

High High High High High
social and economic
opportunities
12 – Access Kenepuru Travel choice Safety 10. Changes in access to 1. Changes in user safety
High High Mid High High
social and economic
opportunities
13 Paraparaumu Town Paraparaumu Town Centre Connections – Strategic access Travel choice 10. Changes in access to 11. Changes in liveability of
High High High High High
Centre Connections single-stage business case and east-west link social and economic places
opportunities
Paraparaumu Town Centre Connections – Travel choice Safety 10. Changes in access to 11. Changes in liveability of
High High High High High
accessibility improvements social and economic places
opportunities
14 – Real-time information systems replacement Travel choice Public transport 1. Changes in user safety 4. Changes in unplanned
High Mid Mid High High
capacity disruptive events on social
and economic opportunities
15 – Cross Valley Connections Strategic access Travel choice 10. Changes in access to
High High Mid High High
social and economic
opportunities

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Strategic objectives Investment priority Benefit Cluster

Rank Programme Activity
1 2 3 4 5 Primary Secondary Primary Secondary
16 Wellington Region SH1 and SH2 Petone to Grenada link road Resilience Strategic access 6. Wider economic impact
Low Mid NA Low High
Resilience and improved regional east-west access
Programme
Chaytor Street retaining walls earthquake Resilience Strategic access 1. Changes in user safety 2. Changes in perceptions of
High High NA High High
strengthening safety

Road resilience improvement – Grosvenor Resilience Strategic access 1. Changes in user safety 2. Changes in perceptions of
High High NA High High
Terrace (RW237 and RW243) safety

Eastern Hutt Road retaining wall Resilience Safety 4. Changes in unplanned

Low NA NA High High
strengthening project disruptive events on social
and economic opportunities
SH1 resilience – Ngauranga to SH58 Resilience Strategic access 5. Changes in transport costs
NA NA NA High High

SH2 resilience – Ngauranga to SH58 Strategic access Strategic access 5. Changes in transport costs
NA NA NA Low NA

Mataikona Road improvements resilience Resilience Strategic access 1. Changes in user safety 9. Changes in resource
Low NA Mid Mid Mid
project efficiency

17 Electric vehicle bus Electric vehicle growth buses Public transport Strategic access 8. Changes in climate 7. Changes in natural
High High High High High
fleet 1 capacity environment

18 – Waterloo Station – end-of-life replacement Travel choice Strategic access 10. Changes in access to 11. Changes in liveability of
High High Mid High Mid
social and economic places
opportunities
19 – Level crossing safety upgrades Safety Public transport 4. Changes in unplanned 6. Wider economic impact
Mid High Mid Mid High
capacity disruptive events on social
and economic opportunities
20 – East corridor – Evans Bay stage 2 Travel choice Safety 2. Changes in perceptions of 3. Changes in human health
High Mid High High High
safety

21 – Eastern Bays shared path Travel choice Resilience 10. Changes in access to 4. Changes in unplanned
High High High High Mid
social and economic disruptive events on social
opportunities and economic opportunities
22 – Speed management programme (Wellington Safety – 1. Changes in user safety 2. Changes in perceptions of
NA High NA Mid NA
City) safety

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Strategic objectives Investment priority Benefit Cluster

Rank Programme Activity
1 2 3 4 5 Primary Secondary Primary Secondary
23 – Rail infrastructure resilience upgrades Resilience Strategic access 7. Changes in natural 6. Wider economic impact
Mid Mid Mid High High
environment

24 – Newtown – Berhampore cycleways Travel choice Safety 2. Changes in perceptions of 3. Changes in human health
High Mid High Mid High
safety

25 – Porirua CBD to Titahi Bay shared path Travel choice Resilience 10. Changes in access to 8. Changes in climate
High High High High Mid
social and economic
opportunities
26 – Tawa to Johnsonville Connection cycleway Travel choice Safety 2. Changes in perceptions of 3. Changes in human health
High Mid High High High
safety

27 – Fergusson Drive arterial link improvements Travel choice Strategic access 5. Changes in transport costs
High High High High High

28 – Wellington Regional Hospital travel demand Strategic access Travel choice 10. Changes in access to 8. Changes in climate
High Mid High High High
management initiative social and economic
opportunities
29 – SH1 Ngauranga Gorge improvements Travel choice Safety 1. Changes in user safety 10. Changes in access to
Mid NA Low Mid Low
(walking and cycling) social and economic
opportunities
30 – Cycling micro-mobility Travel choice Safety 10. Changes in access to
High High High Mid High
social and economic
opportunities

31 – Totara Park Road and SH2 intersection Travel choice Strategic access 5. Changes in transport costs 7. Changes in natural
High Mid Mid Mid High
capacity increase environment

32 – SH1 Tawa through CBD – Interim Safety Strategic access 1. Changes in user safety
Low Low NA Mid Mid
optimisation measures

33 – Silverstream pipe bridge Travel choice Resilience 10. Changes in access to 4. Changes in unplanned
High Mid Mid High High
social and economic disruptive events on social
opportunities and economic opportunities

34 Electric vehicle bus Electric vehicle conversion of double-decker Public transport Strategic access 8. Changes in climate 7. Changes in natural
High High High Low High
fleet 2 diesel buses capacity environment

35 – Accelerated rollout of street lighting LEDs Safety Travel choice 1. Changes in user safety 2. Changes in perceptions of
NA Mid High High NA
and CMS safety

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Strategic objectives Investment priority Benefit Cluster

Rank Programme Activity
1 2 3 4 5 Primary Secondary Primary Secondary
36 – Wellington City Council Cycleway Travel choice Safety 10. Changes in access to 3. Changes in human health
Mid Low Mid High Mid
social and economic
opportunities
37 – Accelerated cycleway programme Travel choice Safety 10. Changes in access to 3. Changes in human health
Mid Low Mid High Mid
social and economic
opportunities
38 – Smarter connections Travel choice 10. Changes in access to
Mid Low Mid Mid Mid
social and economic
opportunities
39 – Wellington Cable Car structures Safety Strategic access 1. Changes in user safety 2. Changes in perceptions of
High High NA High High
strengthening safety

Key: Strategic objectives

1. People in the Wellington Region have access to good, affordable

travel choices

2. Transport and land use are integrated to support compact urban

form, liveable places and a strong regional economy

3. The impact of transport and travel on the environment is minimised

4. People can move around the Wellington Region safely

5. Journeys to, from and within the Wellington Region are connected,
resilient and reliable

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4.5.5 Significant activities in the region by approved organisation

Table 23: Significant activities in the region by approved organisation

Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)

Greater Wellington
1 Manawatu and Wairarapa line fleet renewal and Ageing and inefficient Manawatu and Wairarapa rail assets require renewal to improve their carbon Public transport infrastructure 489.34
service increase footprint, the customer experience, safety and resilience.

2 National ticketing system The Wellington Region’s implementation of a contactless national ticketing system for public transport, Public transport infrastructure 44.32
which enables a consistent technology-based ticketing network across multiple modes throughout New
Zealand.
3 Additional metro (electrified) rolling stock to meet Additional rolling stock for the electrified Wellington Region to keep pace with patronage demand and Public transport infrastructure 78.45
future capacity requirements required capacity increases – approximately 15 x 4 cars.

4 Rail capacity step change (10-minute timetable) Network infrastructure improvements to enable a 10-minute timetable for rail to keep up with the capacity Public transport infrastructure 85.42
(patronage growth) demands and to meet mode shift goals. Infrastructure improvements will need to be
undertaken to improve accessibility, health and safety, and encourage mode share.
9 Porirua bus hub improvements Improvements to address health and safety, security concerns and accessibility challenges. Public transport infrastructure 5.77

10 New charging and layover areas for electric vehicle Introduction of the electric vehicle fleet requires a charging facility outside of the bus depots in Wellington. Public transport infrastructure 4.31
fleet This is a long-term solution to mitigate spatial and contractual challenges with the Lambton interchange.

14 Real-time information systems replacement Upgrade the real-time information system to provide more accurate and reliable data for both users and Public transport infrastructure 24.13
operators.

17 Electric vehicle growth buses Twenty-six additional buses to maintain service according to patronage growth projections in the Public transport infrastructure 31.47
Wellington Region. Greater Wellington policy is for all new buses post-2021 to be electric vehicles.

18 Waterloo Station – end-of-life replacement Replace ageing and unsafe building infrastructure at Waterloo Station. Public transport infrastructure 15.25

19 Level crossing safety upgrades A programme to improve safety at road level crossings and pedestrian level crossings that do not meet the Public transport infrastructure, Local 51.39
latest safety standards. roads improvements

23 Rail infrastructure resilience upgrades Improve the resilience of the rail network in Wellington against natural events, such as sea-level rise, Public transport infrastructure 45.39
earthquakes and storm events.

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Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)
28 Wellington Regional Hospital travel demand A joint project with Capital & Coast District Health Board to change travel behaviour associated with trips to Public transport services 5.44
management initiative and from Wellington Regional Hospital. This will increase public transport and active mode share, and
improve network throughput (the number of people that can be moved along a particular corridor).
34 Electric vehicle conversion of double-decker diesel Convert seven of Tranzit's large, peak-use double-decker diesel buses to electric vehicles using New Public transport infrastructure 2.88
buses Zealand-based industry.

38 Smarter connections Improve Park & Ride and bicycle facilities to improve connectivity between the station and the community. Public transport infrastructure 6.10

Hutt City Council

11 Riverlink improvements Local road improvements and a new cycle and pedestrian bridge between the Lower Hutt CBD and Walking and cycling, Local roads 47.09
relocated Melling Station. Complements SH2 Melling intersection improvements funded through the NZ improvements
Upgrade programme, which is looking at ways to reduce congestion and improve access and safety on SH2
at the Melling and Block Road intersections.
15 Cross Valley Connections Early stages of a programme to improve the resilience of the southern Lower Hutt transport network, Local roads improvements 27.70
including active mode and public transport improvements, an increase in transport movement options at
the intersection of Gracefield Road and Wainuiomata Hill Road and a new, more resilient multi-modal east-
west connection further up the valley from the current Esplanade alignment.
16 Eastern Hutt Road retaining wall strengthening Strengthen a vulnerable section of Eastern Hutt Road (a regionally significant lifeline route) supported by a Local roads improvements 5.00
project crib wall and steep unstable riverbank and improve resilience of access between the Lower Hutt Valley and
Upper Hutt in large natural hazard events, such as earthquakes and storms, and improve connectivity for
emergency response and recovery after such events.
21 Eastern Bays shared path Develop a safe and connected walking and cycling facility for communities along the Eastern Bays between Walking and cycling 14.50
Point Howard and Eastbourne, including upgrading of supporting seawalls providing the road and
underground services with increased protection from the effects of climate change.
30 Cycling micro-mobility Complete the network of connected cycleways and shared pathways in Hutt City, linking those developed Walking and cycling 15.35
under the Walk and Cycle the Hutt 2014–19 strategy, including the Wainuiomata Hill shared path, Eastern
Bays shared path and the beltway cycleway.
33 Silverstream pipe bridge Addition of a cycling and pedestrian connection to the pipe bridge being constructed by Wellington Water. Walking and cycling 11.00
This connects the river trail on each side of the river at the northern boundary of Hutt City.

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Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)

Kāpiti Coast District Council

13 Paraparaumu Town Centre Connections – single- Paraparaumu Town Centre Connections – link road project supports key developments in the town centre, Local roads improvements 24.88
stage business case and east-west link improves safety, enables increased mode choice, and addresses inadequate east-west connections,
congestion on the arterial road network and increased traffic on residential streets. This project includes the
single-stage business case for both the Town Centre Connections east-west link and Paraparaumu town
centres accessibility improvements projects, and the pre-implementation and implementation of the east-
west link. The link road will connect Ihakara Street and Arawhata Road and is an enabler of the accessibility
improvements project, as well as being linked to projects already underway, such as the town centres and
revocation projects.
13 Paraparaumu Town Centre Connections – Paraparaumu Town Centre Connections – accessibility improvements project supports key developments in Local roads improvements 5.92
accessibility improvements the town centre, improves safety, enables increased mode choice, and addresses inadequate east-west
connections, congestion on the arterial road network and increased traffic on residential streets. This
project involves the development of active mode infrastructure, including cycling and pedestrian links to
both the town centre and the railway station, supports public transport connectivity around the town
centre, and improves the transport environment on Rimu Road through measures to reduce speed and
increase safety and amenity. This is connected to the Paraparaumu Town Centre Connections single-stage
business case, town centres project and revocation works.

KiwiRail
1 End-of-life rail signal system replacement Network infrastructure safety and capacity improvements within the Wellington Region. Current Public transport infrastructure 91.35
infrastructure needs replacing and upgrades.

1 Additional network capacity improvements Additional capacity improvements aligned with the long-distance rolling stock business case (beyond those Public transport infrastructure 1.00
delivered by the NZ Upgrade programme – Wairarapa and Wellington rail improvements).

4 Rail capacity step change (10-minute timetable) Network infrastructure improvements to enable a 10-minute timetable for rail to keep up with the capacity Public transport infrastructure 85.42
(patronage growth) demands and to meet mode shift goals. Infrastructure improvements will need to be
undertaken to improve accessibility, health and safety, and encourage mode share.

Masterton District Council

16 Mataikona Road improvements resilience project Improvements to prevent erosions of approximately 10km of road that lies less than 20m from the high-tide Local roads improvements 10.20
area and is subject to attack by storm surges. Unable to be successfully managed through ongoing
maintenance.

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Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)

Porirua City Council

9 Eastern Porirua Regeneration project Deliver transport infrastructure improvements as part of the Eastern Porirua Regeneration project being Local roads improvements, Walking 69.92
undertaken by Kainga Ora and supported by Porirua City Council, Waka Kotahi and Greater Wellington. The and cycling
project includes the redesign and reconfiguration of streets to support the redevelopment of state houses,
town centres, schools and parks while significantly increasing the use of active modes and public transport.
12 Access Kenepuru A package of local road, walking and cycling improvements required due to the impact of Transmission Gully Local roads improvements, Walking 25.61
motorway and significant residential and commercial growth in Kenepuru Landing. and cycling

25 Porirua CBD to Titahi Bay shared path Construct a shared cycling and pedestrian pathway, and associated coastal resilience improvements along Walking and cycling 10.67
Titahi Bay Road.

Upper Hutt City Council

27 Fergusson Drive arterial link improvements Intersection and other improvements to accommodate growing demand on the main route linking Upper Local roads improvements 11.47
Hutt to the state highway and the wider Wellington Region.

31 Totara Park Road and SH2 intersection capacity A project to reduce queuing and travel delays (including delays for buses connecting to train services) from Local roads improvements 2.42
increase turning traffic at the Totara Park Road and SH2 intersection.

Waka Kotahi
5 Let's Get Wellington Moving early delivery – Golden A project to make it better for people walking and on bikes, and give buses more priority from Lambton Public transport infrastructure 78.08
Mile Quay to Courtenay Place.

5 Let's Get Wellington Moving early delivery – central Minor improvements for people walking, cycling and travelling by bus. Measures include crossing Road to Zero, Walking and cycling 5.00
city and SH1 walking cycling and safer speed improvements, signal changes, bus detection, pedestrian countdown timers and safer speeds.

5 Let's Get Wellington Moving early delivery – Hutt Improve bus priority, intersections, pedestrian crossings and cycle facilities on Thorndon Quay and Hutt Public transport infrastructure 24.13
Road and Thorndon Quay Road.

6 Let's Get Wellington Moving managing travel Encouraging mode shift, travel at alternative times and increased car occupancy. Includes enhancement of State highway improvements 32.81
demand existing travel demand management programmes and investigating changes to parking charges.

6 Let's Get Wellington Moving mass rapid transit Mass rapid transit system to connect Wellington Railway Station with Wellington Regional Hospital, Public transport infrastructure 579.16
Newtown, Miramar and the airport.

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Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)
6 Let's Get Wellington Moving reconfigure urban Improve Wellington City streets for people walking, cycling and travelling by bus in a way that supports Walking and cycling, Public transport 230.33
corridors (Let's Get Wellington Moving city streets) liveability and urban outcomes. infrastructure

6 Let's Get Wellington Moving regional highway access Package of improvements to address state highway pinch points around the Basin Reserve and Mt Victoria State highway improvements 203.20
(Let's Get Wellington Moving strategic highways Tunnel that are future-proofed and support the city's development.
improvements)
7 Resilient port and multi-user ferry terminal access Improvements to achieve increase regional resilience and improve freight, passenger access and State highway improvements 160.00
connections as part of changes to the port and ferry terminal location and layout.

8 Road to Zero LCLR speed management Reductions of speed limits to a safe and appropriate speed. Road to Zero 2.83

8 Road to Zero LCLR infrastructure A programme of minor safety infrastructure improvements. Road to Zero 5.19

8 SH2 Remutaka Safe system interventions that may include a mix of responses that will be confirmed through refinement of Road to Zero 28.36
the project scope and a design process. Interventions could range from reductions in speed, median and
roadside barriers at appropriate locations, to wider shoulders, improved visibility, rumble strips,
improvements to skid resistance, improved delineation, turning facilities and active signals, speed warning
signs and intersection upgrades.
8 SH2 Hutt Valley Safe system interventions that may include a mix of responses that will be confirmed through refinement of Road to Zero 16.16
the project scope and a design process. Interventions could range from reductions in speed, median and
roadside barriers at appropriate locations, to wider shoulders, improved visibility, rumble strips,
improvements to skid resistance, improved delineation, turning facilities and active signals, speed warning
signs and intersection upgrades.
8 SH2 Masterton to Carterton corridor improvements Median protection and roadside hazard protection safety interventions, including a median barrier between Road to Zero 14.58
Waingawa Bridge and Chester Road, and roadside barriers at high-risk locations.

8 SH2 Masterton to Carterton – Norfolk Road A rural roundabout standard safety intervention at the SH2 and Norfolk Road intersection. Road to Zero 4.00

8 SH2 Masterton to Carterton – Ngaumutawa An urban roundabout standard safety intervention at the SH2 and Ngaumutawa Road intersection. Road to Zero 4.00

9 SH1 city centre – east Porirua severance project Business case (and associated pre-implementation and implementation phases) to identify potential State highway improvements 31.00
(walking and cycling bridge connecting eastern solutions to improve active mode connectivity between eastern Porirua and Porirua Station and city centre.
Porirua to railway station and CBD)

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Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)
16 SH1 and SH2 Petone to Grenada link road and Further investigation (and associated pre-implementation, property and implementation phases) of a multi- State highway improvements 54.00
improved regional east-west access modal west-east link between SH1 (Grenada) and SH2 Petone in parallel with other multi-modal transport
solutions for improving regional west-east access to enable new areas for housing and improve regional
access and resilience.
16 SH1 resilience – Ngauranga to SH58 Develop and implement options to address resilience problems on the SH1 network between Ngauranga State highway improvements 21.58
and SH58, including the SH58 corridor.

16 SH2 resilience – Ngauranga to SH58 Develop and implement options to address resilience problems on the SH2 network between Ngauranga State highway improvements 25.21
and SH58.

29 SH1 Ngauranga Gorge improvements (walking and Minor cycling improvements within Ngauranga Gorge to improve safety and access for cyclists on the Walking and cycling 4.23
cycling) strategic cycling network.

32 SH1 Tawa through CBD – Interim optimisation Interim measures to partially address a significant gap in mismatched demand and capacity and journey State highway improvements 34.22
measures time reliability in a major urban area. It is expected that the interventions will have a reduced benefit period
as the scenarios developed as part of Let's Get Wellington Moving will provide medium- to long-term
improvements. The activities include optimisation of the signalised intersections through the inner city, off-
and on-ramp merges and other activities to improve traffic flow from Tawa to the Wellington CBD.

Wellington City Council

16 Chaytor Street retaining walls earthquake Detailed design, monitoring and construction to earthquake strengthen retaining walls on Chaytor Street in Local roads improvements 7.00
strengthening Karori, which strengthens a key emergency lifelines route.

16 Road resilience improvement – Grosvenor Terrace Strengthen two retaining walls on Grosvenor Terrace, which is part of the Wadestown route resilience Local roads improvements 5.25
(RW237 and RW243) improvement of a key emergency lifelines route.

20 East corridor – Evans Bay stage 2 Create a protected bike lane linking recently upgraded sections of cycleways. Walking and cycling 5.00

22 Speed management programme (Wellington City) Lower speed limits near 40 percent of schools by 2024 and remaining school by 2030, in line with the Road Road to Zero 8.00
to Zero safety strategy.

24 Newtown – Berhampore cycleways Create protected bike lanes and other multi-modal improvements linking Newtown to Island Bay. Walking and cycling 24.80

26 Tawa to Johnsonville Connection cycleway Create protected bike lanes on regionally significant routes. Walking and cycling 12.36

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Six-year cost
Rank Activity Description Activity class
(2021–27) ($m)
35 Accelerated rollout of street lighting LEDs and CMS Provide additional lights to fix dark spots and ensure compliance with the national lighting standard Local roads improvements 3.72
AS/NZS 1158.

36 Wellington City Council Cycleway Long-term permanent solutions to implement the Wellington Cycling Master Plan. Walking and cycling 65.57

37 Accelerated cycleway programme Deliver low-cost, tactical solutions across the strategic cycling network. Walking and cycling 24.31

39 Wellington Cable Car structures strengthening Strengthen structures that support the Wellington Cable Car. Local roads improvements 6.90

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4.5.6 Significant activities in the region by activity class

Table 24: Prioritised significant activities by activity type (*: funded across multiple activity classes)

Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)

Local roads improvements

9 Eastern Porirua Regeneration project Deliver transport infrastructure improvements as part of the Eastern Porirua Regeneration project Porirua City Council 69.92
being undertaken by Kainga Ora and supported by Porirua City Council, Waka Kotahi and Greater
Wellington. The project includes the redesign and reconfiguration of streets to support the
redevelopment of state houses, town centres, schools and parks while significantly increasing the use
of active modes and public transport.
11 Riverlink improvements Local road improvements and a new cycle and pedestrian bridge between the Lower Hutt CBD and Hutt City Council 47.09
relocated Melling Station. Complements SH2 Melling intersection improvements funded through the
NZ Upgrade programme, which is looking at ways to reduce congestion and improve access and
safety on SH2 at the Melling and Block Road intersections.
12 Access Kenepuru A package of local road, walking and cycling improvements required due to the impact of Porirua City Council 25.61
Transmission Gully motorway and significant residential and commercial growth in Kenepuru Landing.

13 Paraparaumu Town Centre Connections – single- Paraparaumu Town Centre Connections – link road project supports key developments in the town Kāpiti Coast District Council 24.88
stage business case and east-west link centre, improves safety, enables increased mode choice, and addresses inadequate east-west
connections, congestion on the arterial road network and increased traffic on residential streets. This
project includes the single-stage business case for both the Town Centre Connections east-west link
and Paraparaumu town centres accessibility improvements projects, and the pre-implementation and
implementation of the east-west link. The link road will connect Ihakara Street and Arawhata Road
and is an enabler of the accessibility improvements project, as well as being linked to projects already
underway, such as the town centres and revocation projects.
13 Paraparaumu Town Centre Connections – Paraparaumu Town Centre Connections – accessibility improvements project supports key Kāpiti Coast District Council 5.92
accessibility improvements developments in the town centre, improves safety, enables increased mode choice, and addresses
inadequate east-west connections, congestion on the arterial road network and increased traffic on
residential streets. This project involves the development of active mode infrastructure, including
cycling and pedestrian links to both the town centre and the railway station, supports public transport
connectivity around the town centre, and improves the transport environment on Rimu Road through
measures to reduce speed and increase safety and amenity. This is connected to the Paraparaumu
Town Centre Connections single-stage business case, town centres project and revocation works.

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Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)
15 Cross Valley Connections Early stages of a programme to improve the resilience of the southern Lower Hutt transport network, Hutt City Council 27.70
including active mode and public transport improvements, an increase in transport movement
options at the intersection of Gracefield Road and Wainuiomata Hill Road and a new, more resilient
multi-modal east-west connection further up the valley from the current Esplanade alignment.
16 Chaytor Street retaining walls earthquake Detailed design, monitoring and construction to earthquake strengthen retaining walls on Chaytor Wellington City Council 7.00
strengthening Street in Karori, which strengthens a key emergency lifelines route.

16 Road resilience improvement – Grosvenor Terrace Strengthen two retaining walls on Grosvenor Terrace, which is part of the Wadestown route resilience Wellington City Council 5.25
(RW237 and RW243) improvement of a key emergency lifelines route.

16 Eastern Hutt Road retaining wall strengthening Strengthen a vulnerable section of Eastern Hutt Road (a regionally significant lifeline route) supported Hutt City Council 5.00
project by a crib wall and steep unstable riverbank and improve resilience of access between the Lower Hutt
Valley and Upper Hutt in large natural hazard events, such as earthquakes and storms, and improve
connectivity for emergency response and recovery after such events.
16 Mataikona Road improvements resilience project Improvements to prevent erosions of approximately 10km of road that lies less than 20m from the Masterton District Council 10.20
high-tide area and is subject to attack by storm surges. Unable to be successfully managed through
ongoing maintenance.
19 Level crossing safety upgrades A programme to improve safety at road level crossings and pedestrian level crossings that do not Greater Wellington 51.39
meet the latest safety standards.

27 Fergusson Drive arterial link improvements Intersection and other improvements to accommodate growing demand on the main route linking Upper Hutt City Council 11.47
Upper Hutt to the state highway and the wider Wellington Region.

31 Totara Park Road and SH2 intersection capacity A project to reduce queuing and travel delays (including delays for buses connecting to train services) Upper Hutt City Council 2.42
increase from turning traffic at the Totara Park Road and SH2 intersection.

35 Accelerated rollout of street lighting LEDs and Provide additional lights to fix dark spots and ensure compliance with the national lighting standard Wellington City Council 3.72
CMS AS/NZS 1158.

39 Wellington Cable Car structures strengthening Strengthen structures that support the Wellington Cable Car. Wellington City Council 6.90

Public transport infrastructure

1 End-of-life rail signal system replacement Network infrastructure safety and capacity improvements within the Wellington Region. Current KiwiRail 91.35
infrastructure needs replacing and upgrades.

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Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)
1 Manawatu and Wairarapa line fleet renewal and Ageing and inefficient Manawatu and Wairarapa rail assets require renewal to improve their carbon Greater Wellington 489.34
service increase footprint, the customer experience, safety and resilience.

1 Additional network capacity improvements Additional capacity improvements aligned with the long-distance rolling stock business case (beyond KiwiRail 1.00
those delivered by the NZ Upgrade programme – Wairarapa and Wellington rail improvements).

2 National ticketing system The Wellington Region’s implementation of a contactless national ticketing system for public Greater Wellington 44.32
transport, which enables a consistent technology-based ticketing network across multiple modes
throughout New Zealand.
3 Additional metro (electrified) rolling stock to meet Additional rolling stock for the electrified Wellington Region to keep pace with patronage demand Greater Wellington 78.45
future capacity requirements and required capacity increases – approximately 15 x 4 cars.

4 Rail capacity step change (10-minute timetable) Network infrastructure improvements to enable a 10-minute timetable for rail to keep up with the Greater Wellington, KiwiRail 85.42
capacity (patronage growth) demands and to meet mode shift goals. Infrastructure improvements will
need to be undertaken to improve accessibility, health and safety, and encourage mode share.
5 Let's Get Wellington Moving early delivery – A project to make it better for people walking and on bikes, and give buses more priority from Waka Kotahi 78.08
Golden Mile Lambton Quay to Courtenay Place.

5 Let's Get Wellington Moving early delivery – Hutt Improve bus priority, intersections, pedestrian crossings and cycle facilities on Thorndon Quay and Waka Kotahi 24.13
Road and Thorndon Quay Hutt Road.

6 Let's Get Wellington Moving mass rapid transit Mass rapid transit system to connect Wellington Railway Station with Wellington Regional Hospital, Waka Kotahi 579.16
Newtown, Miramar and the airport.

6 Let's Get Wellington Moving reconfigure urban Improve Wellington City streets for people walking, cycling and travelling by bus in a way that Waka Kotahi 230.33
corridors (Let's Get Wellington Moving city supports liveability and urban outcomes.
streets)
9 Porirua bus hub improvements Improvements to address health and safety, security concerns and accessibility challenges. Greater Wellington 5.77

10 New charging and layover areas for electric Introduction of the electric vehicle fleet requires a charging facility outside of the bus depots in Greater Wellington 4.31
vehicle fleet Wellington. This is a long-term solution to mitigate spatial and contractual challenges with the
Lambton interchange.
14 Real-time information systems replacement Upgrade the real-time information system to provide more accurate and reliable data for both users Greater Wellington 24.13
and operators.

17 Electric vehicle growth buses Twenty-six additional buses to maintain service according to patronage growth projections in the Greater Wellington 31.47
Wellington Region. Greater Wellington policy is for all new buses post-2021 to be electric vehicles.

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Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)
18 Waterloo Station – end-of-life replacement Replace ageing and unsafe building infrastructure at Waterloo Station. Greater Wellington 15.25

19 Level crossing safety upgrades A programme to improve safety at road level crossings and pedestrian level crossings that do not Greater Wellington 51.39
meet the latest safety standards.

23 Rail infrastructure resilience upgrades Improve the resilience of the rail network in Wellington against natural events, such as sea-level rise, Greater Wellington 45.39
earthquakes and storm events.

34 Electric vehicle conversion of double-decker diesel Convert seven of Tranzit's large, peak-use double-decker diesel buses to electric vehicles using New Greater Wellington 2.88
buses Zealand-based industry.

38 Smarter connections Improve Park & Ride and bicycle facilities to improve connectivity between the station and the Greater Wellington 6.10
community.

Public transport services

28 Wellington Regional Hospital travel demand A joint project with Capital & Coast District Health Board to change travel behaviour associated with Greater Wellington 5.44
management initiative trips to and from Wellington Regional Hospital. This will increase public transport and active mode
share, and improve network throughput (the number of people that can be moved along a particular
corridor).

Road to Zero
5 Let's Get Wellington Moving early delivery – Minor improvements for people walking, cycling and travelling by bus. Measures include crossing Waka Kotahi 5.00
central city and SH1 walking cycling and safer improvements, signal changes, bus detection, pedestrian countdown timers and safer speeds.
speed
8 Road to Zero LCLR speed management Reductions of speed limits to a safe and appropriate speed. Waka Kotahi 2.83

8 Road to Zero LCLR infrastructure A programme of minor safety infrastructure improvements. Waka Kotahi 5.19

8 SH2 Remutaka Safe system interventions that may include a mix of responses that will be confirmed through Waka Kotahi 28.36
refinement of the project scope and a design process. Interventions could range from reductions in
speed, median and roadside barriers at appropriate locations, to wider shoulders, improved visibility,
rumble strips, improvements to skid resistance, improved delineation, turning facilities and active
signals, speed warning signs and intersection upgrades.

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Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)
8 SH2 Hutt Valley Safe system interventions that may include a mix of responses that will be confirmed through Waka Kotahi 16.16
refinement of the project scope and a design process. Interventions could range from reductions in
speed, median and roadside barriers at appropriate locations, to wider shoulders, improved visibility,
rumble strips, improvements to skid resistance, improved delineation, turning facilities and active
signals, speed warning signs and intersection upgrades.
8 SH2 Masterton to Carterton corridor Median protection and roadside hazard protection safety interventions, including a median barrier Waka Kotahi 14.58
improvements between Waingawa Bridge and Chester Road, and roadside barriers at high-risk locations.

8 SH2 Masterton to Carterton – Norfolk Road A rural roundabout standard safety intervention at the SH2 and Norfolk Road intersection. Waka Kotahi 4.00

8 SH2 Masterton to Carterton – Ngaumutawa An urban roundabout standard safety intervention at the SH2 and Ngaumutawa Road intersection. Waka Kotahi 4.00

22 Speed management programme (Wellington City) Lower speed limits near 40 percent of schools by 2024 and remaining school by 2030, in line with the Wellington City Council 8.00
Road to Zero safety strategy.

State highway improvements

6 Let's Get Wellington Moving managing travel Encouraging mode shift, travel at alternative times and increased car occupancy. Includes Waka Kotahi 32.81
demand enhancement of existing travel demand management programmes and investigating changes to
parking charges.
6 Let's Get Wellington Moving regional highway Package of improvements to address state highway pinch points around the Basin Reserve and Mt Waka Kotahi 203.20
access (Let's Get Wellington Moving strategic Victoria Tunnel that are future-proofed and support the city's development.
highways improvements)
7 Resilient port and multi-user ferry terminal access Improvements to achieve increase regional resilience and improve freight, passenger access and Waka Kotahi 160.00
connections as part of changes to the port and ferry terminal location and layout.

9 SH1 city centre – east Porirua severance project Business case (and associated pre-implementation and implementation phases) to identify potential Waka Kotahi 31.00
(walking and cycling bridge connecting eastern solutions to improve active mode connectivity between eastern Porirua and Porirua Station and city
Porirua to railway station and CBD) centre.
16 SH1 and SH2 Petone to Grenada link road and Further investigation (and associated pre-implementation, property and implementation phases) of a Waka Kotahi 54.00
improved regional east-west access multi-modal west-east link between SH1 (Grenada) and SH2 Petone in parallel with other multi-modal
transport solutions for improving regional west-east access to enable new areas for housing and
improve regional access and resilience.

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Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)
16 SH1 resilience – Ngauranga to SH58 Develop and implement options to address resilience problems on the SH1 network between Waka Kotahi 21.58
Ngauranga and SH58, including the SH58 corridor.

16 SH2 resilience – Ngauranga to SH58 Develop and implement options to address resilience problems on the SH2 network between Waka Kotahi 25.21
Ngauranga and SH58.

32 SH1 Tawa through CBD – Interim optimisation Interim measures to partially address a significant gap in mismatched demand and capacity and Waka Kotahi 34.22
measures journey time reliability in a major urban area. It is expected that the interventions will have a reduced
benefit period as the scenarios developed as part of Let's Get Wellington Moving will provide
medium- to long-term improvements. The activities include optimisation of the signalised
intersections through the inner city, off- and on-ramp merges and other activities to improve traffic
flow from Tawa to the Wellington CBD.

Walking and cycling

5 Let's Get Wellington Moving early delivery – Minor improvements for people walking, cycling and travelling by bus. Measures include crossing Waka Kotahi 5.00
central city and SH1 walking cycling and safer improvements, signal changes, bus detection, pedestrian countdown timers and safer speeds.
speed

6 Let's Get Wellington Moving reconfigure urban Improve Wellington City streets for people walking, cycling and travelling by bus in a way that Waka Kotahi 230.33
corridors (Let's Get Wellington Moving city supports liveability and urban outcomes.
streets)
9 Eastern Porirua Regeneration project Deliver transport infrastructure improvements as part of the Eastern Porirua Regeneration project Porirua City Council 69.92
being undertaken by Kainga Ora and supported by Porirua City Council, Waka Kotahi and Greater
Wellington. The project includes the redesign and reconfiguration of streets to support the
redevelopment of state houses, town centres, schools and parks while significantly increasing the use
of active modes and public transport.
11 Riverlink improvements Local road improvements and a new cycle and pedestrian bridge between the Lower Hutt CBD and Hutt City Council 47.09
relocated Melling Station. Complements SH2 Melling intersection improvements funded through the
NZ Upgrade programme, which is looking at ways to reduce congestion and improve access and
safety on SH2 at the Melling and Block Road intersections.
12 Access Kenepuru A package of local road, walking and cycling improvements required due to the impact of Porirua City Council 25.61
Transmission Gully motorway and significant residential and commercial growth in Kenepuru Landing.

20 East corridor – Evans Bay stage 2 Create a protected bike lane linking recently upgraded sections of cycleways. Wellington City Council 5.00

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Six-year cost
Rank Activity Description Organisation
(2021–27) ($m)
21 Eastern Bays shared path Develop a safe and connected walking and cycling facility for communities along the Eastern Bays Hutt City Council 14.50
between Point Howard and Eastbourne, including upgrading of supporting seawalls providing the
road and underground services with increased protection from the effects of climate change.
24 Newtown – Berhampore cycleways Create protected bike lanes and other multi-modal improvements linking Newtown to Island Bay. Wellington City Council 24.80

25 Porirua CBD to Titahi Bay shared path Construct a shared cycling and pedestrian pathway, and associated coastal resilience improvements Porirua City Council 10.67
along Titahi Bay Road.

26 Tawa to Johnsonville Connection cycleway Create protected bike lanes on regionally significant routes. Wellington City Council 12.36

29 SH1 Ngauranga Gorge improvements (walking and Minor cycling improvements within Ngauranga Gorge to improve safety and access for cyclists on the Waka Kotahi 4.23
cycling) strategic cycling network.

30 Cycling micro-mobility Complete the network of connected cycleways and shared pathways in Hutt City, linking those Hutt City Council 15.35
developed under the Walk and Cycle the Hutt 2014–19 strategy, including the Wainuiomata Hill
shared path, Eastern Bays shared path and the beltway cycleway.
33 Silverstream pipe bridge Addition of a cycling and pedestrian connection to the pipe bridge being constructed by Wellington Hutt City Council 11.00
Water. This connects the river trail on each side of the river at the northern boundary of Hutt City.

36 Wellington City Council Cycleway Long-term permanent solutions to implement the Wellington Cycling Master Plan. Wellington City Council 65.57

37 Accelerated cycleway programme Deliver low-cost, tactical solutions across the strategic cycling network. Wellington City Council 24.31

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4.6 Other activities

Table 25 presents the maintenance and operations, public transport programmes, low-cost, low-risk programmes (activities less than $2 million each), road
safety promotion and travel demand management programmes, transport planning activities and improvement activities starting from the fourth year
onwards.
Table 25: Other activities

Cost ($m)
Activity Funding Notes
21/22 22/23 23/24 24/25 25/26 26/27

Carterton District Council

Maintenance, operations and renewals programme 3.42 3.49 3.56 TBC TBC TBC Local,
National
Low-cost, low-risk improvements 2021–23 1.05 0.61 0.60 TBC TBC TBC Local,
National

Department of Conservation – Wellington Region

Maintenance, operations and renewals programme 0.52 0.52 0.52 TBC TBC TBC Local,
National
Low-cost, low-risk improvements 2021–23 0.00 0.00 0.10 TBC TBC TBC Local,
National

Greater Wellington Regional Council

Regional land transport planning management 2021 1.37 1.41 1.44 1.48 1.52 1.56 Local, Transport planning activities
National
Wellington Analytics unit – full establishment 1.30 1.70 1.75 TBC TBC TBC Local, Transport planning activities
National

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Cost ($m)
Activity Funding Notes
21/22 22/23 23/24 24/25 25/26 26/27

Wellington regional and local analytical tools 0.25 0.40 1.30 0.50 0.00 0.00 Local, Transport planning activities
National
Public transport programme TBC TBC TBC Local, Includes Greater Wellington rail network
178.94 190.11 200.81 National cost included in the network access
agreement
Low-cost, low-risk improvements 2021–23 16.18 12.63 12.54 TBC TBC TBC Local,
National

Hutt City Council

Maintenance, operations and renewals programme 18.63 17.51 17.53 TBC TBC TBC Local,
National
Low-cost, low-risk improvements 2021–23 5.13 5.82 5.69 TBC TBC TBC Local,
National

Kāpiti Coast District Council

Maintenance, operations and renewals programme 9.60 12.77 10.41 TBC TBC TBC Local,
National
Low-cost, low-risk improvements 2021–23 2.52 1.60 1.60 TBC TBC TBC Local,
National

KiwiRail
Maintenance, operations and renewals programme 6.90 6.97 6.80 7.19 7.14 6.75 National KiwiRail share of Wellington network costs,
excluding national components (train
control)

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Cost ($m)
Activity Funding Notes
21/22 22/23 23/24 24/25 25/26 26/27

Masterton District Council

Maintenance, operations and renewals programme 13.91 12.33 11.15 TBC TBC TBC Local,
National
Low-cost, low-risk improvements 2021–23 2.87 2.77 2.13 TBC TBC TBC Local,
National

Porirua City Council

Maintenance, operations and renewals programme 13.07 13.60 13.99 14.96 15.34 13.64 Local,
National
Low-cost, low-risk improvements 2021–23 8.79 6.38 5.94 4.09 5.07 6.57 Local,
National
Asset management improvements 0.11 0.11 0.17 0.12 0.12 0.18 Local,
National

South Wairarapa District Council

Maintenance, operations and renewals programme 4.27 4.35 4.44 TBC TBC TBC Local,
National
Special purpose roads 0.54 0.56 0.57 TBC TBC TBC Local,
National
Low-cost, low-risk improvements 2021–23 1.39 1.29 1.25 TBC TBC TBC Local,
National

Upper Hutt City Council

Maintenance, operations and renewals programme 6.58 6.95 7.20 7.42 7.99 8.10 Local,
National

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Cost ($m)
Activity Funding Notes
21/22 22/23 23/24 24/25 25/26 26/27

Low-cost, low-risk improvements 2021–23 2.73 4.42 4.12 3.22 2.16 2.20 Local,
National
Asset management improvements 0.06 0.20 0.10 TBC TBC TBC Local,
National

Waka Kotahi
Maintenance, operations and renewals programme 65.34 66.45 67.58 68.93 70.31 71.72 National

Low-cost, low-risk improvements 2021–23 6.00 6.12 6.24 6.37 6.49 6.62 National

Walking and cycling low-cost, low-risk 1.69 1.69 1.69 1.69 1.69 1.69 National

Road to Zero Speed and Infrastructure low-cost, 0.40 0.48 0.65 0.99 0.00 0.17 National
low-risk
Speed management low-cost, low-risk programme 0.40 0.48 0.65 0.00 0.00 0.17 National

SH1 Porirua Whitford Brown Avenue intersection 0.00 0.00 0.00 0.00 5.00 0.00 National

SH1 Resilience - Ngauranga to Airport 0.00 0.00 0.00 21.58 0.00 0.00 National Starts in 2024/25

Wellington City Council

Maintenance, operations and renewals programme 48.75 51.57 50.68 TBC TBC TBC Local, Include road safety promotion costs
National
Low-cost, low-risk improvements 2021–23 12.41 9.02 10.40 TBC TBC TBC Local,
National

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Cost ($m)
Activity Funding Notes
21/22 22/23 23/24 24/25 25/26 26/27

Road resilience improvement construction – Ngaio 0.00 0.30 1.00 Local, Permanent solution to strengthen wall 7 on
Gorge Wall 7 National Ngaio Gorge route (strengthening key
emergency lifeline route). Starts in 2025/26.
Activity Management Plan 2021-24 0.06 0.20 0.10 Local,
National

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4.7 Activities with inter-regional significance

Robust inter-regional connections are necessary for businesses to access domestic and international markets. The Wellington Region connects with the
Manawatū-Whanganui Region and Cook Strait, where ferries provide key road and rail links between the North and South Islands. An inter-regionally
significant activity is a significant activity (see Appendix D) that:

• Has implications for connectivity with other regions, or

• Requires cooperation with other regions, or
• Is a nationally significant activity identified in the Government Policy Statement on Land Transport
Table 26: Inter-regionally significant activities

Organisation Project Inter-regional significance

Waka Kotahi, Let’s Get Wellington Moving This is a programme that has been identified in the GPS and will improve the transport network within the Wellington
Greater Wellington, programme Region. This will support the movement of people and freight, including those within and moving to and from the
Wellington City Council Wellington Region.
Waka Kotahi Resilient port access and multi-user Improvements to achieve improved inter-regional and regional resilience and improve freight and passenger access
ferry terminal access and connections as part of changes to the Port and ferry terminal location and layout. Horizons Regional Council have
an ownership share in the Ports of Wellington and are cooperating on this project.
Greater Wellington Manawatu and Wairarapa line fleet Enable a regular connection to and from Palmerston North and Wellington, and communities along this corridor. This
renewal and service increase service enables alternative travel choice, and the proposal will greatly assist in improving connectivity and access
between and within the Horizons and Wellington Regions. These transport connections will be required to deliver the
propose Wellington Growth Framework objectives, particularly in Kāpiti and Horowhenua. This service is delivered in
cooperation with Horizons Regional Council.
Waka Kotahi SH2 Masterton to Featherston Improvements on a key strategic route to promote safer access between the Wellington Region and areas to the
safety improvements north.
Waka Kotahi SH1 Ōtaki to north of Levin The upgrade of the Ōtaki to north of Levin road corridor will enable efficient connections between the main freight
(Wellington Northern Corridor) hubs of Wellington (and the South Island) with areas to the north and east, such as Palmerston North and Hawke’s
Bay. It will also provide enduring safety improvements to promote safer access through the lower North Island.

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Regional Passenger Rail “Connector” Wellington-Auckland

Work is underway to investigate the feasibility of an inter-regional passenger rail service operating
on the North Island Main Trunk between Wellington and Auckland, to facilitate economic growth of
regional New Zealand, with a low carbon footprint. This is being led by the chairs and mayors of
councils on the North Island Main Trunk, supported by KiwiRail. This work would be assisted by:

• the Te Huia passenger rail service between Auckland and Hamilton

• completion of the business case for new rolling stock between Palmerston North and
Wellington
• completion of a high-level feasibility study for a “connector” passenger rail service between
Hamilton and Palmerston North

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4.8 10-year forecast

This section provides an updated forecast of anticipated revenue and expenditure for 2021–31. The estimated cost of all the projects in the RLTP for the
next 10 years is $11.79 billion (including inflation). Table 27 shows the estimated 10-year programme cost and funding sources by council.
Table 27: Ten-year forecast by organisation

Cost ($m)
Organisation
2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31
Carterton District Council 4.45 4.08 4.14 4.21 4.21 4.21 4.21 4.21 4.21 4.21
Department of Conservation – Wellington Region 0.74 0.70 0.82 0.65 0.66 0.68 0.68 0.70 0.71 0.72

Greater Wellington Regional Council 352.19 362.24 334.75 429.96 500.69 557.01 601.05 418.36 390.63 348.8
Hutt City Council 39.82 44.70 56.75 46.63 42.75 31.23 32.26 48.18 55.53 65.21

Kāpiti Coast District Council 19.58 32.47 15.55 16.82 16.77 16.96 18.00 18.51 20.59 20.30
KiwiRail 12.05 13.47 16.70 30.79 50.74 60.35 110.00 165.78 109.75 86.31
Masterton District Council 13.82 12.81 12.99 15.84 12.58 13.11 17.22 13.70 14.15 14.81

Porirua City Council 30.74 40.19 38.82 123.74 20.53 20.39 18.69 18.91 19.62 20.65
South Wairarapa District Council 5.97 6.03 6.12 6.12 6.12 6.12 6.12 6.12 6.12 6.12
Upper Hutt City Council 14.79 15.74 18.79 20.09 14.98 18.85 15.52 31.55 29.76 13.81
Waka Kotahi 533.75 408.54 542.13 486.26 461.89 433.98 354.34 344.39 342.78 337.70
Wellington City Council 128.67 134.38 118.87 118.62 111.60 110.23 106.26 102.95 99.67 101.74

Total expenditure 1,156.58 1,075.35 1,166.44 1,299.73 1,243.50 1,273.11 1,284.35 1,173.37 1,093.53 1,020.39

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4.9 Significant expenditure funded from other sources

Significant expenditure funded from sources other than the NLTF is any expenditure on an individual transport activity that may originate from:

• An approved organisation
• In-kind donations of goods or services
• Third-party contributions

Table 28 illustrates the significant expenditure from sources other than the NLTF, as required by section 16(3)(e) of the LTMA.
Table 28: Significant expenditure funded from other sources

Cost
Activity Description Organisation Start End Funding Note
($m)
Eastern Bays shared path Development of a safe and connected walking and cycling Hutt City Council 21/22 26/27 30.0 Local, National, Crown funding is capped at $15m.
facility for communities along the eastern bays between Point Crown
Howard and Eastbourne, including upgrading of supporting
seawalls providing increased protection for the road and
underground services to the effects of climate change.
Silverstream pipe bridge Addition of a cycling and pedestrian connection to the pipe Hutt City Council 22/23 22/23 11.0 Local, National, Wellington Water contribution
bridge being constructed by Wellington Water to connect the Wellington Water TBC.
river trail on each side of the river at the northern boundary
of Hutt City.
Town Centre Connections Developer contribution to east-west link road construction. Kāpiti Coast District 22/23 24/25 TBC Developer East-west link road to align with
– east-west link road Council developer timeline. Developer
funding and property costs linked
and potentially off-setting.

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Cost
Activity Description Organisation Start End Funding Note
($m)
Road safety promotion Specific cycle skills delivery (Pedal Ready) focussing mainly on Greater Wellington 21/22 24/25 0.2 ACC ACC tranche 2 assessment criteria
adults and intermediate school students. (annual) $204,000 was the total
funded in 2018–20 ($68,000 per
year) for the continuous
programme. Unknown if funding
will be available in 2021–24 or
what the value will be. Waka
Kotahi administers the funding on
ACC's behalf.
Manawatu and Wairarapa Ageing and inefficient Manawatu and Wairarapa rail assets Greater Wellington 21/22 27/28 Horizons Regional Crown already funded
line fleet renewal and require renewal to improve their carbon footprint, the Council infrastructure improvements joint
service increase customer experience, safety and resilience regional council project as an
inter-regional service.
Eastern Porirua Delivery of transport infrastructure improvements as part of Porirua City Council 21/22 41/42 132.3 Kainga Ora
Regeneration project the Eastern Porirua Regeneration project being undertaken by
Kainga Ora and supported by Porirua City Council, Waka
Kotahi and Greater Wellington. The project includes the
redesign and reconfiguration of streets to support the
redevelopment of state houses, town centres, schools and
parks, while significantly increasing the use of active modes
and public transport.
SH2 Melling efficiency and SH2 at Melling is a national strategic route in close proximity Waka Kotahi 16/17 26/27 420.0 NZ Upgrade Hutt River flood protection and
safety improvements to the Hutt CBD. This section of highway presents a significant programme Hutt City CBD redevelopment.
challenge to the safe and efficient operation of SH2 due to
conflicting state highway and local road traffic movements in
a high-speed environment. Recent investigations identified
potential interim at-grade solutions to address safety and
efficiency issues for all road users on SH2 at Melling while
providing compatibility with a long-term grade separated
solution.

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Cost
Activity Description Organisation Start End Funding Note
($m)
SH58 safety improvements Safety improvements to 6.36km of SH58 between Mt Cecil Waka Kotahi 19/20 25/26 105.0 NZ Upgrade SH58 safety improvements –
– stage 2 Road and Bradey Road in Pauatahanui. Improvements include programme stage 1.
two new roundabouts, road and shoulder widening, curve
straightening, increased visibility, median and edge safety
barriers, and structural asphalt pavement.
Wellington Rail Upgrades to the Wairarapa Line to improve current levels of KiwiRail 21/22 24/25 156.0 NZ Upgrade
Programme: Regional Rail safety and increase capacity for Regional Rail. New passing programme
upgrades loops, a second platform at Featherston, a new signalling
system and level crossings improvements.
Wellington Rail Infrastructure improvements to enable a safe increase in the KiwiRail 21/22 24/25 88.0 NZ Upgrade
Programme: Wellington frequency and reliability of train services entering and exiting programme
Station entry Wellington Station.
improvements
Wellington Rail To provide interim refurbished rolling stock to meet the KiwiRail 21/22 22/23 26.0 NZ Upgrade
programme: Capital current Capital Connection service capacity while new rolling programme
Connection interim stock is obtained.
replacement rolling stock
Wellington Regional A joint project with Capital & Coast District Health Board to Greater Wellington 21/22 30/31 7.27 Capital & Coast $3.33m contribution from Capital
Hospital travel demand change travel behaviour associated with trips to and from District Health & Coast District Health Board.
management initiative Wellington Regional Hospital. This will increase public Board
transport and active mode share, and improve network
throughput (the number of people that can be moved along a
particular corridor).

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 5Section 5
Ko te Mahere Arotake
Monitoring Framework
 Section 5: Monitoring Framework

This section outlines a set of regional measures The monitoring and reporting process will track
and indicators that will help track and drive the the progress of the RLTP outcomes and
progress of the strategic objectives and comment on data trends. Where possible, the
outcomes. Regular monitoring will be data will also reflect trends at territorial
undertaken to assess implementation of the authority level.
Regional Land Transport Plan (RLTP) in
accordance with section 16(6)(e) of the Land Included in the list of indicators are three
Transport Management Act. headline targets from the strategic framework
(see section 2 Strategic framework). The
5.1 Structure and approach of the headline targets are:
monitoring framework • 35 percent reduced transport-generated
carbon dioxide emissions
The monitoring framework follows a nationally
consistent structure based on the five Ministry of • 40 percent reduction in deaths and serious
Transport Outcomes: injuries on regional roads
• Inclusive access • 40 percent increased mode share for
• Healthy and safe people walking, cycling and public transport
• Environmental sustainability
• Resilience and security
• Economic prosperity

The indicators were selected on the basis that:

• Indicator results could be reliably sourced

on a regular basis (at least annually)

• Indicators were given more priority if results

would be available at a more granular level
(city- and district-level data)

• Other transport indicators would be

available to supplement the monitoring
framework

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5.2 Measures and indicators of the monitoring framework

The monitoring framework consists of those measures and indicators that will be used to monitor
progress toward regional outcomes.
Table 29: Outcome – Inclusive access

Outcome: Inclusive access

Measure Indicator Description Data source

Public transport The number of people Rail and bus passenger boardings at Greater Wellington
patronage boarding bus and train services peak and off-peak times, territorial
during peak and off-peak times authority level data
Public transport journey Average travel times on core Average travel times for routes #1, Greater Wellington
times and variability regional bus routes 2, 110, 120 AM and PM peak times
Travel time variability on core Average lateness on routes #1, 2, Greater Wellington
regional bus routes 110, 120 for AM and PM peak times
Active travel and public Combined mode share of all All household trips at peak and off- Household travel
transport journeys to household trips by walking, peak times, region-wide survey (Ministry of
work cycling and public transport Transport)
(headline target)
Combined mode share of travel Trips at morning peak times that Wellington City cordon
to work trips by walking, cross the Wellington City cordon survey (Greater
cycling and public transport and region-wide travel to work Wellington), Census
census results (Statistics New Zealand)

Table 30: Outcome – Healthy and safe people

Outcome: Healthy and safe people

Measure Indicator Description Data source

Deaths and serious Number of deaths and serious The number of DSI from road Waka Kotahi crash
injuries using the road injuries (DSI) (headline target) transport accidents, a five-year analysis system
network rolling average is applied to annual
accidents
Percentage of deaths and Percentage of DSI where speed is a Waka Kotahi crash
serious injuries when speed is a contributing factor, a five-year analysis system
contributing factor rolling average is applied to annual
results
Participation in active Percentage of students cycling Mode share of travel to school for Waka Kotahi travel tool,
travel to school and walking to school by school primary and secondary aged household travel survey
sector students (Ministry of Transport),
Census (Statistics New
Zealand)
Cyclist and pedestrian Number of pedestrians and The number of DSI for road Waka Kotahi crash
deaths and serious cyclists fatally and seriously transport accidents involving analysis system
injuries injured pedestrians and cyclists. A five-year
rolling average is applied to annual
results

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Table 31: Outcome – Resilience and security

Outcome: Resilience and security

Measure Indicator Description Data source

Road network The availability of a viable Percentage of high-risk and high- MapHub,
resilience alternative to high-risk and high- impact road network routes with a Waka Kotahi
impact route viable alternative in the network
The frequency and duration of The duration and frequency of Waka Kotahi
road closures on major roads unplanned and resolved events
that cause road closures and
disruption on state highways within
the region

Table 32: Outcome – Economic prosperity

Outcome: Economic prosperity

Measure Indicator Description Data source

The efficiency of the Average travel speeds on Three-year rolling average, peak and Traffic Watcher,
road network on selected strategic routes off peak, on core regional routes Greater Wellington
strategic routes
Average travel-time variability Three-year rolling average of travel Traffic Watcher,
on selected strategic routes time variability, peak and off peak, Greater Wellington
on core regional routes
Regional freight Annual freight volumes moved Tonnes of freight moved to and Freight information
moved by rail by rail from region gathering system,
Ministry of Transport

Table 33: Outcome – Environmental sustainability

Outcome: Environmental sustainability

Measure Indicator Description Data source

Transport-generated Transport-generated carbon Annual calculation based on Greater Wellington,
emissions dioxide emissions (per capita) regional fuel supply and resident Wellington City Council,
population Masterton District Council
Transport-generated carbon Annual calculation based on Greater Wellington,
dioxide emissions (absolute) regional fuel supply Wellington City Council,
(headline target) Masterton District Council

Ambient air quality – nitrogen Concentration of nitrogen dioxide Greater Wellington

dioxide and black carbon matter pollutants are collected from Waka Kotahi
passive samplers on state highways
and local roads, a five-year rolling
average is applied to annual results
Vehicle fleet Percentage of the private car The proportion of vehicles that are Ministry of Transport
composition fleet that are electric and hybrid electric, hybrid, petrol and diesel
vehicles based on car registration data
Percentage of the bus fleet that Percentage of regional bus fleet that Greater Wellington
are electric and hybrid vehicles are electric and hybrid and vehicles

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5.3 Notes on the indicators 3. The fourth and fifth indicators, which
monitor active travel and public transport
5.3.1 Healthy and safe people mode share for those travelling to work,
education and all trip destinations, will
1. The first safety indicator is the number of report on trends in travel choice (by
deaths and serious injuries from road territorial authority and region).
accidents in the Wellington Region. This is
reported as a five-year rolling average to 5.3.3 Economic prosperity
smooth out annual fluctuations and to
highlight long-term trends. 1. The efficiency of road network is measured
using the time taken and predictability to
2. The proportion of death or serious injury travel on strategic regional routes at peak
accidents where speed is a contributing and off-peak times (two indicators).
factor is a new indicator in the RLTP –
monitoring will provide more detail on crash 2. Data for annual freight volumes moved by
causes. rail is supplied by the freight information
gathering system. Increasing the volume of
3. Active travel to school monitors the freight by rail means less trucks on the road
proportion of students (primary and and fewer carbon emissions.
secondary) travelling to school by car, public
transport, walking and cycling by using 5.3.4 Environmental sustainability
results from the household travel survey.
This indicator also acts as a proxy measure 1. Transport-generated emissions: Carbon
of perception of safety, as one of the main dioxide accounts for the bulk of transport-
reasons school children are not walking and generated emissions and is therefore a
cycling to school is due to parental concerns suitable proxy for total transport-generated
about road safety. greenhouse gas emissions. The two
indicators that measure emissions are
4. The number of serious road accidents derived from regional fuel consumption
involving pedestrians and cyclists from a information and monitor carbon dioxide per
five-year rolling average from crash analysis capita and absolute emissions per year.
data. Making the roads safer for walking and
cycling is integral to three out of five of the 2. Levels of nitrogen dioxide collected from
priority outcomes. passive samplers on state highways and
local roads, reported as a five-year rolling
5.3.2 Inclusive access average. In 2021, black carbon matter will
also be collected at roadside sites.
1. Public transport patronage is the number of
people boarding bus and train services at 3. The vehicle fleet composition indicator
peak times, annually. monitors the quantity of vehicles by fuel
type in the region. This includes private and
2. The second and third indicators monitor commercial (public transport) vehicles in
travel times and variability for bus services order to provide insight on the uptake of
each quarter. These indicators help to electric and hybrid vehicles and trends in
determine the reliability of services which is vehicle ownership.
a key aspect in customer satisfaction.

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 Section 5: Monitoring Framework

5.3.5 Resilience

1. Road network resilience is firstly monitored

by the percentage of strategic routes that
have viable alternative routes. Waka Kotahi
is currently developing this indicator.

2. The second indicator monitors events that

cause road closures on the state highway
road network. The frequency, location and
type of road closure event will be
monitored.

Wellington Regional Land Transport Plan 2021 111

 6Section 6
Ko ngā Tāpiritanga
Appendices
 Section 6: Appendices

Appendix A A.1 Our region

A.1.1 Land use and development
Strategic context
The Wellington Region covers around 8,000km2
at the southern end of the North Island,
The Wellington Region is growing and changing.
bounded by the Manawatū-Whanganui Region
In recent years, our urban and rural communities
to the north.
have grown at pace, underpinned by continued
economic growth in the digital, primary and The region is made up of an interdependent
professional sectors. Early analysis of COVID-19 network of cities, towns and rural areas,
pandemic impacts suggests that in the long- distributed across the region in a Y-shaped
term, these growth trends are likely to continue pattern (as shown in Figure 19). The steep
and return to pre-COVID-19 projected levels by terrain of the Tararua and Remutaka Ranges
2030. restricts urban development and transport
networks to two linear corridors running north-
We are also seeing changes in the make-up of
south, either side of the ranges, which come
many of our communities, with an ageing
together in the south of the region. The region’s
population, particularly in the districts,
topography limits opportunities for east-west
increasing ethnic diversity, and increasing levels
connections between these two corridors and
of socio-economic disparity. These trends,
has encouraged a dispersed and mostly low-
combined with technological innovations,
density development pattern across the region.
changing land use and evolving freight patterns,
are changing the demand for travel across the The region has five main geographical areas,
region. which broadly follow territorial authority
boundaries:
At the same time, the region is grappling with a
number of challenges that are impacting the • Kāpiti Coast
current and future operation of the transport A narrow strip of coastal plain running north
system. These include climate change, from Paekakariki to Ōtaki, bounded by the
environmental stewardship pressures and coast on the west and the Tararua Ranges
ongoing risks associated with natural hazards. to the east. The majority of the Kāpiti
population is located in the numerous
This appendix provides an overview of the
towns on the coastal plain, with agriculture
region, together with key trends and issues
and horticulture continuing north into
impacting the region’s transport system. These
Horowhenua.
matters have informed the objectives and
investment priorities for the region’s transport • Wairarapa
system, which are outlined in the main sections East of the ranges, undulating hill country
of this document. becomes lower and flatter in the south and
terminates in the wetlands around Lake
Wairarapa. Wairarapa is the largest land
area in the region, with five towns and
significant agriculture, horticulture and
forestry industries.

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 Section 6: Appendices

• Hutt Valley harbour. There is extensive suburban

A flood plain along the Hutt River bounded development to the west at Titahi Bay, on
by steep hills and valleys. The majority of the hills east of the Porirua CBD and around
the population in the Hutt Valley is on the the south side of Pauatahanui inlet, with the
flat, in the cities of Lower Hutt and Upper communities of Plimmerton and Pukerua
Hutt, but there are suburbs on the western Bay to the north.
hills, a large suburb in the Wainuiomata
valley, lifestyle blocks in some of the valleys • Wellington City
and a coastal strip along the eastern side of The densely populated Wellington CBD is on
Wellington Harbour. The majority of the flat land between Thorndon and Te Aro,
region’s industrial and manufacturing around the harbour. Development has
industries are located in the Hutt Valley, spread from the harbour along natural
with secondary centres in the Wairarapa, corridors formed by the area’s topography.
Porirua and Kāpiti. A number of key regional destinations are
located in the city including the port,
• Porirua international airport, hospital and
Orientated around the two arms of Te recreation facilities.
Awarua-O-Porirua Harbour. The Porirua CBD
and Mana are based on flat land beside the

Figure 19: Wellington Region – urban areas and population density

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 Section 6: Appendices

A.1.2 Natural hazards A.2 Our People

Our region’s landscape has been shaped by A.2.1 Tangata whenua
natural forces that continue to impact on our
people and way of life. Many of our major Long before European settlers reached New
transport routes are vulnerable to natural Zealand’s shores, the region had been the
hazards. ancestral home to generations of Māori.
Wellington’s earliest name, Te Upoko o Te Ika a
Three major earthquake fault lines run through Māui, goes back to the Māori story of how
the region. Seismic uplift created much of the Aotearoa New Zealand was created. According
flat land around Wellington Harbour that is now to Māori, the legendary navigator Māui hooked a
the site of strategic transport infrastructure, giant fish that, when pulled to the surface,
including parts of State Highways 1 and 2, turned into the landform now known as the
Wellington International Airport, CentrePort and North Island or Te Ika a Māui. Wellington
the Wellington CBD. Earthquakes continue to Harbour and Lake Wairarapa are referred to as
impact on the region today, with the 2013 the eyes of the fish (Ngā Whatu o te Ika a Māui).
Marlborough and 2016 Kaikoura earthquakes Palliser Bay, on the south coast of the Wairarapa,
causing significant damage to buildings and is the mouth of the fish (Te Waha o te Ika a
infrastructure in the region. Māui) and Cape Palliser and Turakirae Head at
the extremes of the bay are the jaws. The
Steep hills, made of fracture-prone greywacke
Remutaka, Tararua and Ruahine mountains
rock, lead to frequent slips that impact on
make up the spine of the fish.
transport routes into, out of and within the
region. Major slips in Ngaio Gorge, Ngauranga By 1864, European settlement had resulted in
Gorge and on the Remutaka Hill Road have all the alienation of the majority of Māori land in
impacted transport in the region. the region. Only a small proportion of the region
comprises Māori freehold land today and this
Floods are one of the most frequent hazards
this land is predominantly located in rural areas.
impacting on the region. Localised flooding can
have significant impacts on communities and Mana whenua of the region are Nga Hapu o
temporarily close transport links. Ōtaki, Te Ātiawa ki Whakarongotai, Ngāti Toa
Rangatira, Taranaki Whānui, Rangitāne o
Coastal areas around the region are subject to
Wairarapa, Ngāti Kahungunu ki Wairarapa.
sea-level rise, storm surges and erosion that
cause both temporary and long-term damage. In 2018, 80,844 people, or 16 percent of the
Storms in 2013 and 2016 caused significant population in the Wellington Region, identified
damage to State Highway 1, local roads and the as being of Māori descent. This was up from 13.9
Hutt railway line. Climate change is likely to percent in 20131.
amplify extreme weather events, such as ex-
tropical cyclones and floods, increasing weather-
related natural hazards.

1Census of Population and Dwellings (Statistics New Zealand, 2013 and

2018)

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 Section 6: Appendices

A.2.2 Growing population The region has experienced relatively modest

growth over the last 20 years, increasing 0.9
The Wellington Region is currently home to percent per annum from 1996–2018, compared
around 527,000 people, living in our cities, towns to the national population growth rate of 1.2
and rural communities. The region accounts for percent per annum2. However, over the five
around 11 percent of New Zealand’s total years from 2013–18 the region grew by 7
population, with Wellington City being New percent, nearly double the average growth rate
Zealand’s third largest metropolitan area1. over the prior decade and higher than originally
forecast3.
Table 34: Estimated resident population (Statistics New Zealand,
2019)
Around 22 percent of people in the Wellington
Location 2019 Region live with a disability4. Universal
accessibility is recognised as a human right.
Kāpiti Coast District 56,000
However, the transport system does not always
Porirua City 59,100 provide for people with accessibility needs,
Upper Hutt City 46,000 including those with disabilities. The region’s
Hutt City 108,700
growing and ageing population means more
people will have accessibility needs in the future.
Wellington City 210,400
Tailoring services and infrastructure to meet
Wairarapa 47,590 different needs of communities across the region
Region 527,790 will need to be a focus for future planning.

40,000

35,000
Wairarapa

30,000 Kapiti Coast District

25,000 Porirua City

Wairarapa
Kapiti Coast District
20,000 Upper Hutt City
Porirua City
Upper Hutt City
15,000 Hutt City Hutt City

10,000
Wellington City
Wellington City
5,000

0
Forecast Actual (census)
Figure 20: Regional population growth 2013–18

1 3
Estimated Resident Population (Statistic New Zealand, 2019) RLTP 2021–24 Pressures, Trends, Issues and Opportunities (Greater
2 Wellington Regional Investment Plan (Greater Wellington, 2019) Wellington, July 2019)
4 Disability Survey (Statistics New Zealand, 2013)

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 Section 6: Appendices

Population projections and the impact of the COVID-19 pandemic1

Population in the region is expected to grow almost 9 percent in the next 10 years, with an
increasingly diverse and aged demographic.

The region’s population is expected to experience slowed growth in the near term (2021–23) due to
the impacts of COVID-19, including reduced migration flows and economic activity in the region.
Population growth will then likely recover to levels similar to those experienced in the region in
recent years.

Compared to 2020, the region’s population is expected to grow approximately 9 percent by 2030
and 20 percent by 2043. Population growth will not be evenly distributed across the region, with
higher growth rates expected in Porirua, the Kāpiti Coast and Wairarapa. Hutt City and Wellington
City will remain the largest residential centres in the region.

We will likely see an increasingly aged demographic across the region, particularly in the Kāpiti Coast
and Wairarapa. Younger populations will continue to be centred in the cities, particularly in Porirua,
Lower Hutt and Wellington City.

Our population will also become increasingly diverse, with the percentage of people in the region of
New Zealand European descent reducing, and increasing proportions of Māori, people of Asian
descent and Pacific peoples.
1 2021–31 Long-Term Plan population assumptions (Greater Wellington). Note: Greater Wellington has developed 10-year growth projections with
economic consultants BERL. Longer-term projections are based on .id population projections. It is important to note that there is an inherent level of
uncertainty regarding any set of projections, which increases the further from the present day that the projection extends. Additionally, COVID-19 has
raised the level of uncertainty surrounding our near-term projections. These figures should be considered an indicative guide for planning, rather than a
specific outcome.

Having a resilient, effective and reliable Careful planning and investment will be required
transport system that can meet the diverse to ensure the region’s transport system supports
needs of our growing and changing population and enables sustainable population growth and
will be essential, if the region is to continue to meets the needs of the region’s communities,
remain a desirable place for people to live, work both now and in the future.
and play. However, it is clear that a growing
population will place pressure on existing
transport infrastructure and services and has the
potential to exacerbate a number of challenges
currently facing the region, including climate
change, affordable housing and environmental
degradation.

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 Section 6: Appendices

Table 35: Regional population projections to 2030

Total Population 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

Kāpiti Coast District 55,163 55,503 55,710 55,781 56,137 56,462 56,959 57,543 58,143 58,786 59,454 60,166

Porirua City 58,606 59,230 59,600 60,067 61,109 62,197 63,582 65,048 66,530 68,106 69,745 71,399

Upper Hutt City 44,126 44,084 43,955 43,714 43,755 43,892 44,131 44,426 44,746 45,124 45,484 45,824

Lower Hutt City 105,702 105,722 106,046 106,066 106,667 107,117 107,877 108,750 109,555 110,422 111,274 112,114

Wellington City 212,923 214,537 215,891 216,678 219,077 220,885 223,151 225,040 226566 228,002 229,331 230,645

Wairarapa 45,400 45,800 46,069 46,162 46,503 46,828 47,284 47,764 48,228 48,722 49,202 49,671

Wellington Region 521,920 524,876 527,271 528,469 533,248 537,380 542,984 548,571 553,768 559,163 564,492 569,821

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 Section 6: Appendices

A.2.3 Economy and employment Strong economic conditions over the five years
to 2018 saw the regional economy grow by
The Wellington Region is New Zealand’s second 9 percent, with corresponding increases in
largest economy, contributing 13 percent of freight movements and employment across the
national GDP1. region2.

Wellington Region New Zealand

5.0%

2.5%

0.0%
2001 2003 2005 2007 2009 2011 2013 2015 2017 2019

-2.5%

-5.0%

Figure 21: Regional employment growth 2001–19 (Wellington Region Economic Profile, Infometrics, 2019)

Table 36: Regional freight volumes in and out of the region (Monitoring Report on the Regional Land Transport Plan, Greater Wellington
2019)

Rail Road Shipping Total

Year (million (%) (million (%) (million (%) (million (%)
tonnes) tonnes) tonnes) tonnes)

2012 0.88 4.8% 16.99 93.0% 0.47 3.0% 18.33 100%

2018 1.20 4.9% 22.60 93.0% 0.40 2.0% 24.30 100%

1Arataki – Pan Regional Lower North Island Summary V1.1 (Waka Kotahi) vehicle volumes increased at a number of locations across the state
2RLTP 2021–24 Pressures, Trends, Issues and Opportunities (Greater highway network, with annual average growth rates from 4–8 percent,
Wellington, 2019) notes that between 2013 and 2018 heavy commercial and the creation of 12,000 jobs across the region.

Wellington Regional Land Transport Plan 2021 119

 Section 6: Appendices

While the traditional sectors of primary This creates significant commuter peaks, as
production, manufacturing and public people travel to access employment
administration continue to make an important opportunities from residential centres
contribution to the economic wellbeing of the across the region. This requires efficient,
region, knowledge-based industries providing integrated transport options that can move
information services, such as computing, ICT, large volumes of people and vibrant urban
consultancy and R&D, have grown considerably centres that can help attract and retain
in recent years and now account for around talent.
37 percent of the region’s GDP1.
• Primary production and manufacturing
This diverse economic base places differing sectors rely on efficient and effective road
demands on the region’s transport system. and rail connections to key regional
destinations, including ports, airports and
• Over 40 percent of the region’s jobs are local markets, together with robust inter-
located in central Wellington2, reflecting in regional connections to access domestic
part, the concentration of government and international markets, and emerging
administration and knowledge-based roles distribution centres and multi-modal freight
in the city. hubs to the north of the region.

Wellington Region New Zealand

Primary

Secondary

Tertiary

Quarternary

Other

0% 5% 10% 15% 20% 25% 30% 35% 40%

Figure 22: Contribution to GDP by broad sector in 2019 (Wellington Region Economic Profile, Infometrics, 2019)

1 2
Wellington Region Economic Profile (Infometrics) Let’s Get Wellington Moving draft programme business case report
(Greater Wellington, June 2019)

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 Section 6: Appendices

Regional economic forecasts and the impact of the COVID-19 pandemic1

Economic recovery from COVID-19 could take from 5–10 years, with significant near-term impacts
seen across most indicators and lasting decline for some industries.

Before COVID-19, the Wellington Regional economy was strong, benefiting from an increasing
population and positive annual economic growth. In light of the sudden shock of COVID-19 to the
New Zealand economy, the region’s immediate economic future is highly volatile. In the short term,
GDP and employment will be significantly impacted. Employment in the following industries will be
the most severely impacted – accommodation and food services, arts and recreation services,
personal services, and administrative and support services.

Over the longer term, it is expected that our region’s economic strength will remain, or intensify,
within the following industries – professional scientific and technical services, public administration
and safety, financial and insurance services, healthcare and social assistance, and information media
and telecommunications. Some industries, for example accommodation and food services, are
expected to see a lasting decline.

Total employment in the region is expected to reach 288,000 by 2030. This is an increase of
17 percent (41,900 full-time jobs) from the low expected in 2022. By 2030, the Wellington Regional
GDP is forecast to be $38.5 billion. This is a 25 percent increase from 2020 and a 36 percent increase
from the projected low of 2021.
1 2021–31 Long Term Plan population assumptions (Greater Wellington). Note: Data for these assumptions was sourced from Business and Economic
Research Limited (BERL) and calculations using Treasury, Reserve Bank of New Zealand, Statistics New Zealand and .id data. The economic uncertainty
for the economic assumptions are high.

While COVID-19 presented a unique opportunity

to be more flexible about how and where people
work, Wellington City is expected to remain the
primary economic hub for the region. Ensuring a
high-functioning Wellington CBD and a
surrounding area that is easy to get around,
vibrant and liveable will be important to
attracting new investment, jobs, talent and
visitors to the city and wider region.

However, this needs to be complemented by a

longer-term strategy for how we can better
connect employment centres and residential
areas, as well as other places of production to
manage travel demand and the resulting
pressures on the region’s transport system.

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 Section 6: Appendices

A.3 Our transport system While much of the region’s strategic road and
rail network extends north-south, east-west
A.3.1 The Wellington Region’s transport connections, by contrast, are limited. State
network Highway 58 provides a vital east-west link
between State Highway 1 and State Highway 2,
State Highway 1 and the North Island main trunk connecting Porirua and Lower Hutt, as there are
railway line provide the main access to the no local road or direct rail connections between
region from the north. The North Island main these centres. State Highway 53 provides east-
trunk enters the region north of Ōtaki and ends west access between Featherston and
at the Wellington Railway Station at the northern Martinborough.
end of the CBD. From the railway station, bus
services link to other destinations. State Highway Critical access links are also provided by key
1 connects to State Highway 2 at Ngauranga urban arterials, including Petone Esplanade,
before continuing through the CBD to Aotea Quay and Adelaide Road. In urban areas,
Wellington International Airport. many local roads serve multiple functions, with
buses, freight and general traffic sharing routes
State Highway 2 and the Wairarapa railway line with cyclists and pedestrians. The region’s rural
enter the region north of Masterton and extend road network plays an integral role in moving
southwest through the Wairarapa, across the people and freight, often providing key
Remutaka Range to the Hutt Valley, and on to connections from production to processing sites
merge with State Highway 1 at Ngauranga and and domestic distribution centres or
the North Island Main Trunk line at international ports.
Kaiwharawhara.

Water-based transport
Growth of car-based transport
Waka, steamboats and sailing ships provide major
transport links. Walking is used for inland journeys. Cars become more widespread. Focus turns to motorway
Europeans introduce horse drawn transport. Early roads development. Trolley buses replace trams. New public
often follow Māori tracks. Development patterns are transport services largely provided by diesel buses. Public
largely coastal. transport usage declines as dispersed development
patterns favour car-based transport.

Pre-1800 to 1870s 1870s to 1960s 1960s to 1990s 2000s onward

Growth of rail-based transport Growing focus on multi-modal transport

Development of tramways and railway lines enables The rail network revives, State Highway 1 improves, and
Wellington to spread. It creates linear development cycleways begin development. Development patterns become
patterns, grid-based streets and development focused on mixed, with urban intensification and increased development
railway stations. to the north of the region.

Figure 23: Development of the Wellington Region’s transport network

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 Section 6: Appendices

There is an extensive public transport network of Cyclist numbers are increasing. Significant
bus services connecting suburbs to the progress has been made on the development of
Wellington CBD and other suburban centres. a cycleway network in the last 10 years, with a
Outside Wellington City, buses play an important number of separated cycleways, on-road lanes
role connecting to railway stations, town and city and shared paths. Yet significant gaps remain.
centres and providing vital access. Commuter rail
connections are provided by services on the Other key elements of the transport network
Kāpiti (North Island main trunk), Johnsonville, include harbour ferries, which connect the CBD
Melling, Hutt and Wairarapa lines. to Eastbourne and Seatoun, the Cable Car, Total
Mobility, taxi and ride-share services, and micro-
Within Wellington City and some local centres, a mobility.
large number of people walk for recreation and
transport using a combination of footpaths The Cook Strait ferry service provides a key link
alongside local roads, pedestrian-only links and for people and freight between the North and
recreational routes through parks and reserves. South Islands.

The maps in Figure 24, Figure 25, Figure 26,

Figure 27 and Figure 28 detail the components
of the region’s transport network.

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Section 6: Appendices

The regional road network

connects key regional
destinations (such as
Wellington CBD, port facilities,
hospitals and airports) and
links regional centres. The
network is made up of state
highways and some high-
volume local roads. It is an
important component of the
region’s freight network.

Figure 24: Wellington Region’s strategic road network

Section 6: Appendices

The regional freight network provides for the movement of goods and
connects the region’s primary and manufacturing industries with markets.
The network consists of railways, roads (high-productivity motor vehicle
routes suitable for trucks weighing up to 50 tonnes) and port infrastructure.
In rural areas, local roads are an important element of the freight network.
The Cook Strait ferry service provides the key link for road and rail freight
between the North and South Islands.

Figure 25: Wellington Region’s strategic freight network

Section 6: Appendices

While walking is part of

almost every trip, the
regional walking network
described here focuses
on the routes that have a
critical role in connecting
communities or carry
significant volumes of
people.

Figure 26: Wellington Region’s pedestrian network

Section 6: Appendices

All roads within the region, excluding

motorways, are used for cycling. The regional
cycling network described here focuses on
regionally significant cycle corridors that link
communities.

Figure 27: Wellington Region’s cycling network

Section 6: Appendices

The Wellington Region has a high-quality, well-used public transport network of bus, rail
and harbour ferry services (the Metlink Network). It consists of four main rail lines, more
than 90 public bus routes, over 200 supplementary school bus routes and four harbour
ferry stops. Discounted taxi services provide travel support for people who have difficultly
using regular public transport services through the Total Mobility scheme.
The Metlink network consists of three layers: core routes (commuter rail and high-
frequency bus routes), local routes (standard bus routes) and targeted services. Core
routes are the urban rail network and high-frequency bus services that form the network’s
backbone, linking areas of high demand with high capacity, direct services that have
extensive operating hours. Targeted services, such as school and peak services, are
provided to meet peak-travel demand. Other services, such as shopper services or
hospital shuttles, are provided to extend the reach of the public transport network.

Figure 28: Wellington Region’s public transport network

 Section 6: Appendices

A.3.2 Rapid transit in the Wellington transit network and stops are confirmed) will
Region also form part of this rapid transit network.

The Government Policy Statement on Land This corresponds with the classification of Class
Transport (GPS) defines rapid transit as: “a quick, PT1 in Waka Kotahi’s One Network Framework.
frequent, reliable and high-capacity public The One Network Framework provides a
transport service that operates on a permanent common language for the transport system, land
route (road or rail) that is largely separated from use and urban planning.
other traffic.”
The rail lines are part of Metlink’s core public
The National Policy Statement for Urban transport network. Plans to upgrade this
Development (NPS-UD) shares the same network to increase service frequency and
definition for rapid transit service but extends it capacity are contained in the Wellington
to any existing or planned service. Planned Regional Public Transport Plan and reflected in
means planned in a regional land transport plan the significant activities in section 4 Regional
such as this RLTP. programme. The Let’s Get Wellington Moving
mass rapid transit corridor will be developed as
The NPS-UD introduces a new requirement for part of the Let’s Get Wellington Moving
Wellington’s regional policy statement and the programme.
district plans of Wellington City, Hutt City, Upper
Hutt City, Porirua City and Kāpiti Coast District to Urban intensification opportunities around
enable building heights of at least six storeys public transport stops will be planned through
within at least a walkable catchment of current the district plans of the Wellington Region’s
and planned rapid transit stops. This means that district and city councils.
rapid transit identified in the RLTP has a
connection to the land-use controls in these
Resource Management Act (RMA) documents.
However, whether or not intensification is
appropriate around rapid transit stops will be
considered as part of each council’s district plan
processes.

The NPS-UD also has directions to enable

building heights and density commensurate to
levels of existing and planned public transport
generally. The RLTP and the Wellington Region’s
RMA documents work together to enable more
people, businesses and community services to
be located in areas well-serviced by existing and
planned public transport.

The rapid transit network and services for the

Wellington Region comprise the Kāpiti, Hutt,
Melling and Johnsonville rail lines. The mass
rapid transit network proposed by the Let’s Get Figure 29: Rapid transit network
Wellington Moving programme (once the rapid

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 Section 6: Appendices

Table 37: One Network Framework Waka Kotahi

Class Public Strategic Significance Indicative vehicle volume Indicative People Description
Transport (Role in Public Transport Network) (At peak) (Bi-directional) Movement
Service (Bi-directional)
Level
descriptor

PT1 Dedicated Strategically significant corridors where “rapid All metro rail corridors and >3,000 per day Dedicated or largely separated public transport corridors
transit” services are operated, providing a quick, dedicated corridors for non-rail provide for the fast and efficient movement of people by
frequent, reliable, and high-capacity service that public transport: all services. rapid transit. By definition, they include dedicated
operates on a permanent route (road, rail or sea Buses, ferries and other non-rail busways and all metro rail lines. They are only service
lane) that is dedicated to public transport or public transport on largely separated public transport (excepting rail lines that can also provide
largely separated from other traffic. corridors: >12 services per hour. a goods movement function under the freight mode.

Wellington Regional Land Transport Plan 2021 130

 Section 6: Appendices

A.4 Key transport trends and issues

A growing population and economy and the
consequential impacts on travel demand have
contributed to a number of trends and issues
that are shaping the current and future state of
the region’s transport system. These factors are
summarised below and have informed the
development of the regional transport
investment priorities over the next 10 years.

A.4.1 Travel options to access social and

economic opportunities

A key purpose of the transport system is to

provide people with access to social and
economic opportunities, such as work,
education, healthcare and leisure. Having viable,
affordable, and reliable travel choices is
fundamental to the ability of people to
participate in society and to the wellbeing of our
regional communities and visitors.

Key trends and issues impacting travel options

and travel choice across the region include:

• Public transport demand and capacity

• Travel times and travel time reliability
• Limited east-west connectivity

A.4.1.1 Public transport demand and capacity

Wellington has a comparatively well-developed

public transport system with the highest per
capita use of public transport in New Zealand. In
the 2018/19 year, 39 million trips were made on
the regional public transport network, with
61 percent of the population living within 1km of
a train station or 500m of a high-frequency bus
stop1.

1Monitoring Report on the Regional Land Transport Plan (Greater

Wellington, 2020)

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 Section 6: Appendices

Public transport use has grown 10.5 percent In recent years, increasing rail patronage has
over the five years to 2018/19, with rail been driven by continued population growth on
patronage accounting for the majority of this the corridors that the rail lines serve, together
growth. This reflects a longer-term trend, which with significant investment on rail infrastructure
has seen rail patronage grow 21 percent over and rolling stock to improve service reliability,
the 10-year period to 20191. frequency and network capacity. However,
stronger than expected passenger growth means
that the region is now likely to reach capacity on
the rail network much faster than originally
anticipated.

15

14
Patronage (millions)

13

12

11

10

9
1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019

Figure 30: Overall rail patronage growth (Metlink annual patronage statistics, Greater Wellington)

1 Metlink annual patronage statistics (Greater Wellington)

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 Section 6: Appendices

Across the region, bus use is highest in Without further increases in public transport
Wellington City (19 percent of mode share in capacity in peak periods, the region will be
2018). Currently, around 20 percent of people unable to keep up with growth or achieve our
travelling into the Wellington CBD during the mode shift aspirations.
morning peak use buses1. While per-capita
boardings across the region have remained
steady or declined slightly, total demand across
the Wellington City bus network remains strong2.

Boardings per capita 2012 Boardings per capita 2018

80

70

60
Boardings per capita

50

40

30

20

10

0
All PT Rail Bus

Figure 31: Public transport boardings per capita from 2013–18 by mode (RLTP 2021–24 Pressures, Trends, Issues and Opportunities, Greater
Wellington, 2019)

1 2
Census of Population and Dwellings (Statistics New Zealand, 2018) RLTP 2021–24: Pressures, Trends, Issues and Opportunities report
(Greater Wellington, 2019)

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 Section 6: Appendices

A.4.1.2 Travel times and travel time reliability A.4.1.3 Limited east-west connectivity

During peak periods, a number of key routes in The region has limited east-west connections
and between urban centres are at or near across the transport system, which impacts
capacity, with private vehicles, cyclists and public access for both people and freight.
transport services often competing for the same
road space. In the Wairarapa, State Highway 53 provides the
key east-west link between Martinborough and
The resulting travel delays and journey variability other rural communities in south Wairarapa to
for people and freight are significant, particularly State Highway 2, but is vulnerable to flooding.
during peak periods. For example, on State
Highways 1 and 2 between Wellington East-west connections between the Hutt Valley
International Airport and Petone, peak period and Porirua are provided by State Highway 58 to
average travel times can be up to 12 minutes the north and Ngauranga interchange to the
slower in the southbound direction and 25 south. About 35,000 east-west transport trips
minutes slower in the northbound direction than per day are made between Lower Hutt and
free flow travel times, with peaks lasting for Upper Hutt, and between the Porirua, Tawa and
between 3–4 hours1. In Wellington City, travel Johnsonville areas, which have a combined
times between the eastern suburbs and population of about 245,0004. Almost all of these
Wellington Railway Station by bus can vary from trips are made by cars or heavy vehicles, as there
30–50 minutes for some journeys2. are no direct public transport connections.

Over the five-year period 2013–18, congestion Within the Hutt Valley, Petone Esplanade is a key
on the region’s roading network remained east-west route, connecting the industrial area
relatively unchanged during the traditional at Seaview Gracefield and urban centres of
morning peak period (7.00–9.00am). However, Wainuiomata and Eastbourne with State
there is evidence to suggest that the peak is now Highway 2. This route experiences high traffic
spanning a longer period, with most of the volumes and poor travel-time reliability,
growth in peak period traffic occurring prior to particularly in peak times. The area is also
7.00am. Congestion levels between the morning vulnerable to sea-level rise and storm surge.
and afternoon peaks are also increasing on some
key arterial routes, with weekend congestion On the Kāpiti Coast, Kāpiti Road provides the
becoming problematic, particularly through the only connection between the Kāpiti Expressway
Wellington CBD and around key leisure and retail and old State Highway 1. Carrying around 26,000
destinations3. vehicles a day, this route provides a low level of
service.
Forecast increases in population and travel
demand over coming years are expected to Limited east-west multi-modal transport
exacerbate these issues as network capacity connections increase the region’s vulnerability to
pressures increase. unplanned events and hinder access and
connectivity to key social and economic
opportunities.

1 3
RLTP 2021–24: Pressures, Trends, Issues and Opportunities report RLTP 2021–24: Pressures, Trends, Issues and Opportunities report
(Greater Wellington, 2019) (Greater Wellington, June 2019)
2 Let’s Get Wellington Moving, draft programme business case (Greater 4 Census of Population and Dwellings (Statistics New Zealand, 2018)

Wellington, June 2019)

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 Section 6: Appendices

A.4.2 Climate change A.4.2.1 Increasing transport related carbon

emissions
New Zealand has committed to reduce
greenhouse gas emissions by 30 percent below In 2018/19, the transport sector was the biggest
2005 levels by 2030 under the Paris Agreement source of emissions in the Wellington Region,
on Climate Change. Through the Climate Change responsible for 40 percent of total gross
Response (Zero Carbon) Amendment Act 2019, emissions.
the Government has set a target for New
Zealand to be net zero carbon by 2050. Across On- and off-road transportation (petrol and
the Wellington Region, some councils have diesel) produced 70 percent of the sector’s
announced a climate change emergency and emissions, with the balance attributed to the
have emissions reductions targets in place, while region’s share of the emissions associated with
others have or are developing strategies and air, rail, LPG and bus electricity. Between 2001
plans to reduce emissions and adapt to climate and 2019, total transport emissions increased by
change impacts. 14 percent, with road emissions from petrol and
diesel use increasing by 8 percent1.
Key transport-related trends and issues that are
influencing the regional response to climate This trend aligns with increases in state highway
change include increasing transport-related traffic, total vehicle kilometres travelled, heavy
emission rates and climate change impacts on commercial vehicle volumes and car ownership
regional resilience risks. over the same period2.

VKT VKT per capita

120

115
Vehicle kilometres travelled

110

105

100

95

90

85

80
2001 2003 2005 2007 2009 2011 2013 2015 2017

Figure 32: Change in vehicle kilometres travelled and vehicle kilometres travelled per capita from 2001–2018 (RLTP 2021–24: Pressures,
Trends, Issues and Opportunities report, Greater Wellington, July 2019) – Note: Index 2001 = 100

1 2
Wellington Region Greenhouse Gas Inventory (Greater Wellington, 2020) RLTP 2021–24: Pressures, Trends, Issues and Opportunities report
(Greater Wellington, July 2019)

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 Section 6: Appendices

Nearly 60 percent of people travelling to work events or network incidents such as crashes) has
use a car as the main means of travel to work in a major impact on access and mobility. Limited
the Wellington Region (although 4.8 percent of route choices and transport networks operating
these are passengers) with people living outside at or near capacity means that relatively small-
Wellington City more likely to use a car for work scale events (such as minor slips or vehicle
trips, compared to other modes1. Reducing crashes) can cause significant travels delays for
journey lengths and shifting travel to low carbon- people and freight, together with wider
emission modes of transport are expected to be economic and social impacts.
cornerstones of any approach to reduce
transport-related emissions across the region. The region’s increasing vulnerability to natural
hazards is also impacting network maintenance
A.4.3 Network resilience costs and increasing the need to invest in the
protection and relocation of transport
A resilient transport system is one that is infrastructure. Addressing these issues requires
designed to be less vulnerable to unexpected targeted network improvements to improve
events and enables quick recovery. Parts of the resilience and integrated transport and land-use
region’s networks are highly vulnerable to planning to reduce risk exposure.
climate change impacts and unplanned events,
the impacts of which are being increasingly felt A.4.4 Freight connections
across the region.
The region relies on road, rail and coastal
A.4.3.1 Vulnerability to unplanned events shipping networks to move freight efficiently and
effectively. Ensuring these transport corridors
Key parts of the transport system have been are well designed with efficient, reliable and
assessed as being extremely, very high or highly resilient inter- and intra-regional connections is
vulnerable to earthquake, tsunami or storm risk. essential to support productive economic activity
These include State Highway 2 from Petone to in the region.
Ngauranga, State Highway 1 at Ngauranga Gorge
and coastal sections, rail infrastructure, such as A.4.4.1 Network congestion is impacting the
the Remutaka Rail Tunnel approaches, the growing freight task
single-track section between Pukerua Bay and
Paekakariki, Northern Rail Overbridge and other Freight volumes moving in and out of the region
local road bridges2. have grown in recent years, from 18.3 million
tonnes in 2012 to 24.3 million tonnes in 2018,
Climate change is expected to increase the with milk, other dairy products and logging
vulnerability of the region’s transport network. accounting for the majority of the region’s
Erosion to coastal roads and rail infrastructure is freight task4.
likely to increase with storms, storm surges and
sea-level rise, and more frequent and intense The vast majority of the region’s freight task is
weather is expected to increase the risk of carried by road, with the highest volume freight
landslides3. movement in the region occurring between
State Highway 2 Petone and CentrePort, and
The vulnerability of the transport network to between State Highway 1 north Wellington-
unplanned events (whether caused by natural Porirua and CentrePort5.

1 4
Census of Population and Dwellings (Statistics New Zealand, 2018) Monitoring Report on the Regional Land Transport Plan (Greater
2 Wellington Regional Growth Framework Foundation report 2020 Wellington, October 2019) and National Freight Demand Study (Ministry
3 Climate Change and Variability – Wellington Region (NIWA, 2017) of Transport, 2017/18)
5 Petone to Grenada Link Road Re-evaluation (Cardno, 2018)

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 Section 6: Appendices

The growing freight task is reflected in increasing Access to the inter-island ferry terminals and
heavy commercial vehicle volumes on the state CentrePort is constrained at certain times, and
highway network over five years from 2013–18, conflicts between freight and commuter traffic is
with average annual growth rates at selected a significant issue. These issues, together with
sites on State Highways 1, 2 and 58 in the order the need to accommodate a new inter-island
of 4–8 percent1. ferry fleet, with increased capacity, are currently
being considered in the CentrePort Access
From 2012–18, rail freight coming in and out of business case.
the region increased by 36 percent to 1.2 million
tonnes. However, rail as a proportion of total A.4.5 Safety
freight has remained steady (from 4.8 percent to
4.9 percent)2. In the Wellington Region, the provision of a safer
transport system for all users of the region’s
CentrePort remains the region’s main hub for transport network has been a key regional
road, rail and coastal freight, with around priority for many years. This safety focus has
$15–20 billion of commercial freight (road and been strengthened in recent years through the
rail) carried on the Cook Strait ferries each year3. Government’s Road to Zero safety strategy,
Cook Strait ferries provide the key link for road which sets a clear vision for New Zealand that
and rail freight between the North and South no-one is killed or seriously injured while
Islands. travelling.

CentrePort’s freight task is growing with A.4.5.1 Deaths and serious injuries on our roads
connections to inland hubs in Palmerston North, are increasing faster than population
Whanganui and Waingawa in the Wairarapa. growth
This growth is partly driven by the significant
volume of wood making its way from Waingawa In 2019, there were 186 deaths and serious
to Wellington and by growth in general injuries on the region’s roads5. The number of
commodities and consumables. people killed or seriously injured on the road
network has increased 25 percent over the five
Other key freight hubs and destinations include years to 2019, outstripping population growth
Waingawa, Seaview Gracefield, Porirua and over the same period6.
Tawa, CentrePort and the Wellington City CBD4.
The region’s safety profile indicates particular
While, as a percentage of total freight tonnage, issues around crashes involving vulnerable road
freight to and from Wellington International users and inappropriate speed limits on high-risk
Airport is currently low, the time-critical nature urban and rural roads. Addressing these issues
of air-freighted goods means that effective and will be critical if the region is to improve its
reliable road access to the airport for freight is safety performance and contribute to Road to
important. In parts of Wellington, road freight is Zero.
affected by traffic congestion in urban areas as
well as slow and variable travel times along State
Highways 1 and 2.

1 4
RLTP 2021–24: Pressures, Trends, Issues and Opportunities report Wellington Regional Growth Framework Foundation report 2020
5
(Greater Wellington, 2020) Monitoring Report on the Regional Land Transport Plan (Greater
2 Monitoring Report on the Regional Land Transport Plan (Greater Wellington , 2020)
6 RLTP 2021–24: Pressures, Trends, Issues and Opportunities report
Wellington, 2020)
3 Cook Strait Connectivity programme business case (Greater Wellington, (Greater Wellington, July 2019)
2019)

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 Section 6: Appendices

People in vehicles People on bikes People on motorbikes People walking

300

250

200

150

100

50

0
2013 2014 2015 2016 2017 2018 2019

Figure 33: Road deaths and serious injuries by mode 2013–19

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 Section 6: Appendices

A.5 Future scenarios and 2. Lower regional growth and lower travel
demand
opportunities
Compared to the baseline, this scenario
In planning for the future of the Wellington assumes lower regional economic,
transport network, a number of scenarios have population and employment growth rates,
been developed. Scenarios are stories that combined with changes to travel behaviour
represent plausible futures regarding how the resulting in reduced trip rates. This results in
external environment might develop. They are lower transport demand.
based on a set of underlying assumptions and
2a. As per scenario 2 but with a change in
associated variables. Scenarios help us
the geographical distribution of population
understand the impact that changing
and employment growth. Growth is
assumptions may have on forecast outcomes.
focussed outside of Wellington City and CBD
They provide a basis on which to evaluate the
compared to the baseline resulting in
benefits of transport projects and interventions
reduced commuting and travel distances.
under a range of different futures. The scenarios
and assumptions used take a 30-year view. 3. Higher regional growth and lower travel
demand
We will use the scenarios to monitor the
Compared to the baseline, this scenario
external environment and how the regional
assumes higher regional economic,
transport system should evolve to support our
population and employment growth rates,
long-term outcomes.
with no significant change in travel patterns
In developing the scenarios, we have identified and trip rates. This results in higher travel
two key drivers of change: demand.

• Change in travel demand, driven by changes 3a. As per scenario 3 but with the
in population growth, employment growth, geographical distribution of population and
travel behaviour and trip rates employment growth is focussed within
Wellington City and CBD compared to the
• Change in the geographic distribution of baseline.
population and employment growth

We have identified three main scenarios with

two sub-scenarios as follows:

1. Resumed regional growth

Regional economic growth returns to pre-
COVID-19 projected levels within 10 years,
with a corresponding rebound in travel
demand. This is our baseline scenario. It
assumes COVID-19 is a temporary blip on
the long-term growth trajectory. It also
assumes no significant change in the recent
distribution of regional population and
employment growth, or to travel behaviour
and trip rates.

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The scenarios have been plotted against the two

main clustering of variables to show that
changes in the assumptions can lead to different
outcomes.

These scenarios are shown in Figure 34 and are

explored further in Table 38, Table 39 and Table
40.

More regionally
distributed

2a

2 1 3
More centralised in Base scenario
Wellington City and CBD

Geographic distribution
3a
of population and
employment

Economic growth and

associated travel
demand

Figure 34: Future scenarios

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 Section 6: Appendices

A.5.1 Scenario 1 – Resumed regional growth

Table 38: Scenario 1

What does this future Following a period of contraction due to the COVID-19 pandemic, economic
look like? activity and corresponding population and employment growth return to
pre-COVID-19 projected levels within 10 years. Growth will occur across the
Wellington Region in the three growth corridors of the Wellington Regional
Growth Framework.
What does this mean for Continued increase in travel demand across the region and within the
transport? regional growth corridors.
What will cause this? Assumption Impact Level of certainty

Population and demographic ★★★ Low

Economic ★★★ Low

Climate change and natural hazards ★★★★★ High

Technological and behavioural change ★★ High

Legislation and governance ★★ Medium

What might be Population, employment and demographic change may occur at different
different? rates or unevenly across the region.
Economic growth slows or accelerates outside anticipated rates.
Technological and behavioural changes.
The implications of these factors are explored in scenarios 2 and 3.

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 Section 6: Appendices

A.5.2 Scenario 2 – Lower regional growth and lower travel demand

Table 39: Scenario 2

What does this future Demographic and economic growth rates slow. GDP and employment levels
look like? do not return to anticipated pre-COVID-19 levels at the 10-year mark.
Structural change in travel patterns and behaviour post-COVID-19 remain,
such as working from home and less commuting into the Wellington CBD.
What does this mean for Delayed or reduced demand across the region for transport
transport? Different travel patterns may emerge
What will cause this? Population and demographic ★ (★★★ for 2a)

Economic ★

Climate change and natural hazards ★★★★★

Technological ★★ (★★★★ for 2a)

Legislation and governance ★★

What might be A variation of this scenario (shown as 2a on Figure 34), involves lower overall
different? growth with lower transport demand, but areas outside Wellington City grow
at a faster rate.

A.5.3 Scenario 3 – Higher Economic Growth and Higher Travel Demand

Table 40: Scenario 3

What does this future Population and economic growth recovery from the COVID-19 period exceed
look like? anticipated levels within 10 years. There is increased travel demand across
the region.
What does this mean for Transport demand puts increased pressure on regional system
transport?
What will cause this? Population and demographic ★★★

Economic ★★★★

Climate change and natural hazards ★★★★★

Technological ★★ (★★ for 3a)

Legislation and governance ★★

What might be A variation of this scenario (shown as scenario 3a Figure 34) involves growth
different? occurring in different parts of the region at different rates, with greater
growth in the Wellington City and CBD relative to the rest of the region and
associated increase in travel demand to and within Wellington City. There
may be increased demand for transport and mode shift driven by economic
growth higher than the baseline.

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Wellington Regional Growth Framework

The draft Wellington Regional Growth Framework is a spatial plan that will set out the approach to
urban development across the region over the next 30 years.

The framework is a collaboration between the region’s councils (plus Horowhenua District Council),
central government and iwi. The framework recognises that the region’s population could grow by
200,000, with an additional 100,000 jobs. It has identified three growth corridors – western,
eastern and Let’s Get Wellington Moving – and two potential west-east corridors. Transport is
integral to achieving the region’s growth potential and needs to be integrated with urban planning.
The framework calls for urban intensification supported by integrated transport networks.

Figure 35: A growth corridor view of the future urban development areas of the Wellington Regional Growth Framework

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 Section 6: Appendices

A.6 Policy context

A.6.1 National policy context

A number of statutes and policy documents

provide the legislative and policy context for land
transport planning and investment at the
national, regional and local level. These have
informed the development of this Regional Land
Transport Plan.

The core statutes governing transport planning

and investment are described in Table 41.

Table 41: Core statutes governing land transport planning and investment

Principal statute: Land Transport Management Act 2003

• Guides land transport planning and funding
• Sets out the core requirements of regional land transport plans

Other relevant statutes

Resource Management Act Local Government Act 2002 Climate Change Resource Act
1991 2002
• Guides local government
• Provides the statutory planning and functions, • Provides a framework for
framework for land and including local funding share New Zealand to develop and
natural resource use for transport network implement climate change
planning investment policies
• Sets out the consultation
principles for the
development of regional
land transport plans

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 Section 6: Appendices

Relevant national policies and strategies, and how they have been applied in the Regional Land Transport
Plan are described in Table 42.
Table 42: Relevant national policies and strategies

National policy or strategy Summary

Transport Outcomes • The purpose of the document is to make clear what the government
Framework aims to achieve through the transport system in the long term.
• Describes the purpose of the transport system, which is to improve
people’s wellbeing and the liveability of places, by contributing to five
outcomes – inclusive access, healthy and safe people, environmental
sustainability, resilience and security, and economic prosperity.
• To make a positive contribution across all five outcomes, the
transport systems need to be integrated with land-use planning,
urban development and regional development strategies.
• Provides the foundation for the RLTP’s strategic framework.
Government Policy • Outlines the government’s strategy for investment in land transport
Statement on Land over the next 10 years, which is then implemented by Waka Kotahi
Transport 2021 through the National Land Transport Programme.
• Identifies four strategic priorities – safety, better travel options,
improving freight connections and climate change.
• Identifies Let’s Get Wellington Moving as a government commitment.
• Regional land transport plans must be consistent with the
Government Policy Statement. This consistency is demonstrated in
the strategic framework, 10-year transport investment priorities and
regional programme of transport activities in the RLTP.
Road to Zero – New • Vision is “a New Zealand where no one is killed or seriously injured in
Zealand road safety road crashes”.
strategy 2020–30 • Provides guiding principles, targets and outcomes for 2030.
• Sets out five areas of focus for the next decade – infrastructure
improvements and speed management, vehicle safety, work-related
road safety, road-user choices and system management.
• The RLTP strategic framework adopts the Road to Zero target of a 40
percent reduction in road deaths and serious injuries by 2030.

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National Policy Statement • Requires councils to plan well for growth and ensure a well-
on Urban Development functioning urban environment for all people, communities and
future generations.
• Aims to improve accessibility for all people between housing, jobs,
opportunities for social interaction, services and public open spaces,
including by way of public and active transport.
• The Wellington Region (excluding Wairarapa) is considered a tier 1
urban environment, required to enable greater intensification in
areas of high demand, remove minimum parking requirements and
prepare a future development strategy.
• The Wellington Regional Growth Framework is a part of the region’s
response to these requirements. The transport aspects of the
Wellington Regional Growth Framework will be implemented through
current and future RLTPs.
New Zealand Energy • Sets the overarching direction for government and specific actions for
Efficiency and Conservation the promotion of energy efficiency and renewable sources of energy.
Strategy 2017–2022 • Efficient and low-emissions transport is one of three priority areas,
with an associated target for electric vehicles to make up 2 percent of
the vehicle fleet by the end of 2021.
• The RLTP contributes to this with targets for lowering carbon
emissions and increasing mode share of public and active transport.

National plans that provide context for the RLTP are described in Table 43.
Table 43: National plans providing context for the Regional Land Transport Plan

National plan Description

Keeping cities moving • Waka Kotahi’s plan to deliver on social, environmental and economic
outcomes by growing the share of travel by public transport, walking
and cycling (also known as mode shift).
• Seeks to do this in three main ways – shaping urban form, making
shared and active modes more attractive, and influencing travel
demand and transport choices.
• The Wellington Region is identified as one of six high-growth urban
areas with the highest potential to achieve mode shift.

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New Zealand Rail Plan • Outlines the Government’s vision and investment priorities for New
Zealand’s national rail network.
• It describes the changes made to the Land Transport Management Act
to enable KiwiRail to access the National Land Transport Fund.
• It identifies the two investment priorities for a resilient and reliable
network:
o Investing in the national rail network to restore rail freight and
provide a platform for future investments for growth
o Investing in metropolitan rail to support growth in our largest
cities
both of which are relevant to the Wellington Region.
Arataki • Waka Kotahi’s 10-year view for what is needed to deliver the
government’s current priorities and long-term objectives for the land
transport system.
• Areas of high focus for Waka Kotahi in the Wellington Region are
improving urban form, transforming urban mobility and tackling climate
change.

A.6.2 Regional Policy context

There are also a range of local and regional policies, plans and strategies that provide policy context for
the RLTP. These are outlined in Table 44 and Table 45.
Table 44: Regional and local statutory policies and plans providing context for the Regional Land Transport Plan

Statutory policy or plan Description

Wellington Regional • Provides a mechanism for planning and engaging on the design and
Public Transport Plan operation of the public transport network.
• The Regional Public Transport Plan 2021–31, set for adoption in July
2021, seeks to deliver an efficient, accessible and low-carbon public
transport network.
• Three focus areas – continuing to improve customer experience across
all aspects of the network, reducing public transport emissions by
accelerating decarbonisation of the vehicle fleet, and contributing to
the regional target of a 40 percent increase in regional mode share
from public transport and active modes by 2030.
• Includes delivery and implementation of Let’s Get Wellington Moving.

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Regional Policy • Identifies the regionally significant issues around management of the
Statement for the region’s natural and physical resources, what needs to be achieved and
Wellington Region how.
• Includes objectives and policies that seek compact regional form,
integrated land use and transport planning and connected, safe and
responsive transport network. It also identifies regionally significant
infrastructure, promotes travel demand management and seeks a
reduction in transport-generated carbon emissions.
• Includes objectives and policies that seek to reduce the risks and
consequences to people and infrastructure from natural hazards and
climate change effects, by avoiding inappropriate development in areas
at high risk from natural hazards and minimising the risks and
consequences of natural hazards.
• The RLTP is required to take account of the Regional Policy Statement.
Proposed Natural • Guides the management of the region’s natural and physical resources
Resources Plan for the in a coordinated way.
Wellington Region • Must give effect to the Regional Policy Statement.
• Is most relevant for transport at the resource consenting stage, where
the impacts of the activity on the natural environment, any hazards,
mana whenua sites and historic heritage must be considered.
District plans • Developed by each local authority, these can have a big impact on the
transport system at the local level by directing land-use location, layout
and densities. Set standards for parking and multi-modal end-of-trip
facilities for new development.
• An important tool to influence good transport and land-use integration
outcomes.
Long-term plans • Developed by all councils every three years, with a 10-year outlook.
• Key planning tool for councils to describe and fund their activities,
including the local share funding for transport activities.
• Identify local transport activities that are fed into the RLTP for inclusion
in the National Land Transport Programme and co-funding from the
National Land Transport Fund.

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Table 45: Regional and local non-statutory policies, plans and strategies providing context for the Regional Land Transport Plan

Non-statutory plan,
Description
strategy or policy
Wellington Regional • A spatial plan developed by local government, central government and
Growth Framework iwi partners in the Wellington-Horowhenua region to provide an agreed
regional direction for growth and investment.
• Further information on the Regional Growth Framework is included in
Figure 35 and available at [Link]
Local spatial plans or • Individual council long-term strategic documents developed to outline
growth strategies growth expectations in a council’s area. Often undertaken prior to
district plan changes being considered.
Wellington Regional • Sets out how the region will make progress over the short to medium
Mode Shift Plan term to increase the share of travel by public transport, walking and
cycling.
• Developed alongside the RLTP and used to inform the identification of
activities for inclusion in the RLTP 2021 and future investment plans.
Local climate change • Local policies, targets, action plans or other commitments to
policies significantly reduce carbon emissions and highlight the need for
adaptation and resilience.
• Provide context for the strategic framework and transport investment
priorities in the RLTP.
Local transport and • Specific policies at the local level to guide the operation and
parking policies and development of the transport system.
strategies

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Appendix B

The strategic transport network

The strategic transport network is the regionally

significant connections for people and freight
between regional centres and to key regional
destinations, facilities, education and
employment hubs. The strategic transport
network is classified as regionally significant
infrastructure in the proposed Wellington
Natural Resources Plan.

The Wellington strategic transport network is

shown in Figure 36 and is made up of:

• All railway corridors and core bus routes as

part of the region’s public transport
network

• All strategic roads that are classified as a

national high-volume road, national road, or
regional road as part of the region’s
strategic road network

• Any other road classified as a high-

productivity motor vehicle route

• All sections of the regional cycling network

considered to have a utility or combined
utility and recreational focus

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Figure 36: Strategic transport network

 Section 6: Appendices

Appendix C

Definition of significant activities

The land transport activities that are considered to be significant for the purposes of sections 16 and 106
of the Land Transport Management Act 2003 are as follows:
Table 46: Definition of significant activities

Significant activities
section 16(3)(d) Significant activities – All new improvement activities in the region where funding from the
to be presented in National Land Transport Fund is required within the first three years of the
order of priority Regional Land Transport Plan, excluding:
• Maintenance, operations and renewal activities for state highways and
local roads
• Public transport continuous programme (existing services)
• Low-cost, low-risk activities
• Road safety promotion activities
• Investment management activities, including transport planning and
modelling
• Programme business cases

Significant inter-regional activities

section 16(2)(d) Activities that have Any significant activity (see above):
inter-regional • That has implications for connectivity with other regions, or
significance
• For which cooperation with other regions is required
• Any nationally significant activity identified in the Government Policy
Statement on Land Transport

Significant expenditure funded from other sources

section 16(2)(c) Significant expenditure Any expenditure on individual transport activities, whether the activities
on land transport are included in the Regional Land Transport Plan or not, from:
activities to be funded • Approved organisations (where there is no National Land Transport
from sources other Fund share)
than the National Land • Crown appropriations
Transport Fund • Other funds administered by the Crown
• Third-party contributions (including donations of goods and services)
over $5 million

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 Section 6: Appendices

Appendix D 2. Officers (through the Technical Advisory

group) rate the relative contributions of
transport activities to the primary 10-year
Approach to prioritisation of transport investment priority they address.
Relative contribution ratings under each 10-
significant activities in the year transport investment priority must add
programme to 100.

3. A score is calculated by multiplying the

The process for determining the order of priority
rating of the transport activity by the
of the significant activities under section 16(3)(d)
weighting of the transport investment
of the Land Transport Management Act 2003 is
priority.
as follows:
4. Transport activities are ranked in priority
1. Transport activities are submitted for
order based on their score.
inclusion in the Wellington Regional Land
Transport Plan 2021, identifying the primary 5. The Regional Transport Committee
10-year transport investment priority they moderates the ranking of transport
address. activities.

Score Order of priority

Activity A 70%  60 = 42 1 Activity A
10-year
transport Rating: 60 2 Activity D
investment
priority 1 Activity B 70%  20 = 14 3 Activity B

Rating: 20 4 Activity C
Weighting: 70%
5 Activity E
Activity C 70%  20 = 14
Rating: 20

10-year
transport Activity D 30%  60 = 18
investment Rating: 60
priority 2

Weighting: 30% Activity E 30%  40 = 12

Rating: 40

Figure 37: Worked example of methodology

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 Section 6: Appendices

Appendix E

Monitoring the Regional Land

Transport Plan

Section 16(6)(e) of the Land Transport

Management Act requires a regional land
transport plan to include a description of how
monitoring will be undertaken to assess
implementation of the plan.

A set of measures and indicators have been

developed to monitor progress towards the
outcomes of the plan. These are set out in
section 5 Monitoring framework.

The monitoring programme will involve the

following reports to the Regional Transport
Committee:

• An annual monitoring report to measure

progress towards the outcomes using the
measures and indicators in the monitoring
framework. This report will also be made
publicly available.

• An annual report summarising the progress

of implementation of activities (see
section 4 Regional programme).

Regional Transport Committee members will

provide the committee with regular updates on
implementation of their activities.

Outputs from the monitoring programme will be

used to inform future reviews of the RLTP.

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 Section 6: Appendices

Appendix F Under section 18D(1) of the LTMA, the Regional

Transport Committee can vary the RLTP at any
time during the six years to which the
Variations to the Regional Land programme applies if:
Transport Plan • The variation addresses an issue raised by a
review carried out under section 18CA of
This appendix sets out the approach to dealing the LTMA, or
with changes to the RLTP, as required by section
106(2)(a) of the Land Transport Management • Good reason exists for making the variation
Act (LTMA). It includes the policy for determining
whether a proposed change to the RLTP requires Figure 38 shows the three key steps when
a variation and whether a variation is significant considering a proposed change to the RLTP.
for the purposes of consultation.

1
Does the change to the
activity or programme
require a variation?

No Yes
2 Is the variation
No further action significant for the
required purposes of
consultation?

No Yes
Proposed variation goes to 3 Is consultation on
RTC and Greater
the variation
Wellington for
appropriate?
consideration and
approval

No Yes
Proposed variation goes to
Consultation undertaken according to sections
RTC and Greater
18 and 18A of the LTMA before proposed
Wellington for
variation goes to RTC and Greater Wellington
consideration and
for consideration and approval
approval

Figure 38: Summary of variation process

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 Section 6: Appendices

Step 1: Does the change to the activity Step 2: Is the variation significant for
or programme require a variation? the purposes for consultation?
Not all changes to the RLTP will require a Where a variation to the RLTP is required, the
variation. A variation is will not be required for: significance of the variation will be determined
on a case-by-case basis. The variation will be
• Requests to vary the NLTP allocation considered in relation to its impact on the RLTP
amounts regional programme as a whole, rather than as a
standalone activity.
• Requests for emergency reinstatement
In determining the significance of a variation, key
• Changes to activities automatically included considerations include the extent to which the
in the RLTP by section 16(3)(a) of the LTMA, variation would:
for example changes to maintenance,
operations and renewals programmes, • Materially change the balance of the
public transport continuous programmes strategic investment in a programme or
and low-cost, low-risk programmes project

• Changes to the timing, cash flow or total • Negatively impact on the contribution to
cost for activities included in the RLTP under government and/or GPS objects and
section 16(3)(c)(i) and (ii), where there is no priorities
material change to the scope of the activity,
for example improvement activities and • Affect residents (variations with a moderate
local road safety promotion programmes impact on a large number of residents, or
variations with a major impact on a small
• Delegated transfers of funds between number of residents will have a greater
activities within groups significance than those with a minor impact)

• Supplementary allocations • Affect the integrity of the RLTP, including its

overall affordability
• End-of-year carryover allocations
Variations considered to be generally not
• Changes to Waka Kotahi national level significant in their own right include:
programmes included in the RLTP under
section 16(3)(c)(iii), for example road • A scope change costing less than 10 percent
policing and national road safety promotion of the estimated cost of an activity, or less
than $20 million, irrespective of the source
of funding

• Replacement of a project within a group of

generic projects by another project of the
same package

• A change to the duration or order of priority

of activity or activities that the Regional
Transport Committee decides to include in
the programme, which does not
substantially alter the balance of the
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 Section 6: Appendices

magnitude and timing of the activities Step 3: Is consultation on the variation

included in the programme
appropriate?
However, even if the variation meets one of
Under s18(5) of the LTMA, consultation is not
these criteria, it should still be considered on the
required for any variation that is not significant
key considerations listed above.
or arises from the declaration of revocation of a
If the assessment determines that a variation is state highway.
significant, consultation on the variation may be
If considered significant, sections 18 and 18A of
required (see Step 3 below).
the LTMA require the regional transport
committee to apply the principles of
consultation in section 82 of the Local
Government Act 2002 to decide what form and
scale of consultation on the variation, if any, is
appropriate. This includes having regard to the
extent to which the current views and
preferences of those affected by or interested in
the matter are already known, and the costs and
benefits of consultation.

In making its overall judgement on what is

appropriate, relevant considerations include:

• The likely impacts of time delays or costs

arising from consultation on public safety,
economic, social, cultural or environmental
wellbeing

• The extent to which consultation on the

matter has already taken place

Generally, consultation will not be considered

appropriate for variations involving:

• The addition of an activity or activities that

have previously been consulted on in
accordance with sections 18 and 18(A) of
the LTMA and which comply with the
provisions for funding approval in
accordance with s20 of the LTMA

• Activities that are in the urgent interests of

public safety

However, such activities will still be considered

on a case-by-case basis.

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 Section 6: Appendices

Appendix G The public consultation process

provides further opportunity for
consideration of alternatives.
Assessment of the Regional Land
(ii) The feasibility and affordability of those
Transport Plan alternative objectives

Section 14 of the Land Transport Management Considering feasibility and affordability,

Act (LTMA) states that before a regional the regional transport committee
transport committee submits a regional land agreed relative weightings of the 10-
transport plan to a regional council for approval, year transport investment priorities
the regional transport committee must: and this provided part of the strategic
context for development of the
a) Be satisfied that the regional land transport regional programme.
plan
c) Have taken into account any
(i) Contributes to the purpose of the Act
(i) National energy efficiency and
The purpose of the Act is to contribute conservations strategy
to an effective, efficient and safe land
transport system in the public interest. The goal of the New Zealand Energy
Table 47 sets out how the objectives of Efficiency and Conservation Strategy
the RLTP align with the purpose of the 2017–2022 is that New Zealand has an
Act. energy productive and low-emissions
economy.
(ii) Is consistent with the GPS on land
transport Efficient and low-emissions transport is
one of the strategy’s three priority
Table 48 describes how the RLTP is areas. It includes a target for electric
consistent with the strategic priorities vehicles to make up two percent of the
of the GPS 2021. vehicle fleet by the end of 2021.

b) Have considered The strategy suggests promoting more

efficient internal combustion engines,
(i) Alternative regional land transport electric vehicles and advances in
objectives that would contribute to the alternative fuels, along with the use of
purpose of the Act intelligent transport systems and
spatial planning to reduce the amount
An investment logic mapping process of vehicle kilometres travelled in
was carried out to identify a range of private vehicles.
strategic responses that would
contribute to the purpose of the Act. The RLTP includes a policy to advocate
These were refined into a set of 10- for and support initiatives that
year transport investment priorities contribute to ongoing improvement of
(see section 3 Transport investment the vehicle fleet to reduce greenhouse
priorities) aimed at addressing the gas emissions and improve air quality.
region’s most urgent and significant
transport issues.

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 Section 6: Appendices

RLTP partners contribute to more (ii) Relevant national policy statements and
efficient and low-emissions transport in any relevant regional policy statements
a number of ways. These include or plans that are for the time being in
investing in public transport (including force under the Resource Management
electrification of the public transport Act 1991
fleet), encouraging active transport,
ensuring integrated transport and land- Table 49 below describes the relevant
use planning, and support efficient and policies in the Wellington Regional
reliable freight corridors (including rail Policy Statement and how they have
corridors). been taken into account in the RLTP.

These areas have been taken into (iii) Likely funding from any source
account in the RLTP through the
strategic framework (including RLTP The tables in the regional programme
policies) and the activities in the section of the RLTP identify the
regional programme. proposed sources of funding.

The regional programme also identifies

the significant funding expected to
come from sources other than
the NLTF.
Table 47: RLTP contribution to the purpose of the LTMA

RLTP objective Effective Efficient Safe

People in the Wellington Improving travel choices A greater range of quality Improving travel choice
Region have access to good, enables better access to travel choices (particularly includes infrastructure to
affordable travel choices social and economic alternatives to private improve safety for
opportunities motorised vehicle travel) pedestrians and cyclists as
enables journeys that are vulnerable road users, and
more efficient in terms of encourages using public
energy consumption, space transport, a relatively safe
and investment transport mode
Transport and land use are Integration between Integration between Compact urban form
integrated to support transport and land use transport and land use reduces the overall need to
compact urban form, supports the movement of supports the most efficient travel, which decreases the
liveable places and a strong people and freight in a use of the transport network safety risks transport poses
regional economy reliable and timely manner
People can move around the Reducing the number of A focus on safety will reduce
Wellington Region safely crashes contributes to more the risk of death and serious
reliable and timely journeys injury
for people and freight
The impact of travel on the Minimising the impact of Reducing harmful emissions
environment is minimised travel on the environment from transport including air
includes more efficient use pollutants that have
of transport infrastructure, negative health impacts
space and energy/fuel

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 Section 6: Appendices

Journeys to, from and within A connected, resilient and Improved resilience
the Wellington Region are reliable transport network contributes to a more robust
connected resilient and involves less disruption and network and minimises the
reliable delays to the movement of economic risk resulting from
people and freight unplanned events

Table 48: RLTP consistency with GPS

GPS strategic priority RLTP consistency

Safety The RLTP sets improving safety, particular at high-risk intersections and on high-risk
Developing a transport system urban and rural roads, as one of its 10-year transport investment priorities and
where no-one is killed or seriously includes a target to reduce deaths and serious injuries by 40 percent by 2030.
injured
Better travel options The RLTP includes both increasing public transport capacity and improving travel
Providing people with better choice by making walking, cycling and public transport a safe and attractive option
transport options to access social as 10-year transport investment priorities. The RLTP includes a target to increase
and economic opportunities the share of trips made by public transport and active modes by 40 percent by
2030.
Improving freight connections The RLTP sets improving access to key regional destinations for people and freight
Improving freight connections for as one of its 10-year transport investment priorities. This includes access to ports
economic development and airports. The 10-year investment priority of increasing public transport capacity
includes developing the rail network in a way that provides for increasing volumes
of rail freight.
Climate change All five of the 10-year transport investment priorities included in the RLTP
Developing a low-carbon transport contribute towards developing a low-carbon transport system, while improving
system that supports emissions safety and inclusive access. The RLTP includes a target to reduce transport-related
reductions, while improving safety carbon emissions by 35 percent by 2030.
and inclusive access

Table 49: RLTP alignment with RPS

RPS policy RLTP alignment

Regionally significant infrastructure

Policy 7 and 39: Recognising the benefits from The RLP includes a definition of the strategic transport network in the
renewable energy and regionally significant region. It includes policies which seek to recognise and protect the critical
infrastructure role of the strategic transport network in providing nationally and
regionally significant access.
Policy 8: Protecting regionally significant
infrastructure

Compact urban form

Policy 33: Supporting a compact, well-designed The RLTP includes the objective “Transport and land use are integrated to
and sustainable regional form support compact urban form, liveable places and a strong regional
economy”. Under this objective, there is a policy to “Ensure new transport
Policy 55: Maintaining a compact, well-
infrastructure is designed and located to enhance access and support
designed and sustainable regional form
compact urban form consistent with the Regional Policy Statement”.

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 Section 6: Appendices

Fuel-use and emissions from transport

Policy 9: Reducing the use and consumption of The RLTP includes a target to reduce transport-related carbon emissions
non-renewable transport fuels and carbon by 35 percent by 2030 and a policy to advocate and support initiatives that
dioxide emissions from transportation improve the vehicle fleet to reduce greenhouse gas emissions and
improve air quality. The RLTP programme includes investment in public
transport and active modes of transport.

Promoting travel demand management

Policy 10: Promoting travel demand The RLTP includes a number of policies to promote a range of travel
management demand management tools and interventions. These cover travel
behaviour change, transport network optimisation, land use and transport
integration, and parking management. The RLTP programme includes
investment in travel demand management.

Integrated transport and land use

Policy 31: Identifying and promoting higher The RLTP includes the objective “Transport and land use are integrated to
density and mixed-use developments support compact urban form, liveable places and a strong regional
economy”. A number of policies under this objective support integration
Policy 57: Integrating land use and
and land-use planning policies that minimise dependence on private
transportation
vehicles (such as higher density and mixed-use development).

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 Section 6: Appendices

Appendix H Police activities make both a direct and indirect

contribution to all focus areas, but particularly
contribute to infrastructure and speed, and
Relationship of Police activities road-user choices, which includes an action to
prioritise road policing. Police have identified
to the Regional Land Transport operational priorities for road safety that directly
Plan address those factors known to contribute to the
greatest harm – use of restraints, impaired
Section 16(6)(b) of the Land Transport driving (including fatigue), distraction and speed.
Management Act (LTMA) requires regional land
In the Wellington Region, police from both the
transport plans to include an assessment of the
Wellington and Central Police Districts
relationship of New Zealand Police to the
contribute road policing resources focused on
regional land transport plan.
the above priorities.
Road policing activities are funded through the
Wellington District Police will be committed to
Road Safety Partnership programme as part of
focusing high-visibility patrols on the networks,
the NLTP. The Road Safety Partnership
particularly the Kāpiti Expressway, State Highway
programme is prepared in accordance with the
2 Belmont to Kaitoke and Featherston to
LTMA and sets out:
Masterton. This will become four stretches of
• The activities Police will deliver road upon the opening of Transmission Gully.
• Levels of funding for those activities
District enforcement plans will continue to target
• Performance measures to monitor activities offending that best provides opportunities to
reduce harm and create safer roads, those
Waka Kotahi invest around $375 million every
offences being restraints, impairment,
year. The road policing investment case is the
distractions and speeding. Outside of those
document that outlines the desired outcomes
offences, Police will look to proactively provide
and strategic investment priorities for road
alternative resolutions to resolve, improve or
policing, consistent with Road to Zero.
prevent the situation relating to either the
Road to Zero, New Zealand’s Road Safety vehicles safety or the driving behaviour
Strategy 2020–2030 was adopted by the continuing.
Government in November 2019. Its vision is “A
Through partnerships with external stakeholders,
New Zealand where no one is killed or seriously
Police ensure we have strong relationships,
injured in road crashes”. As a step towards
share information and work towards the
achieving this vison, the strategy targets a
common goals of both safer roads and Road to
40 percent reduction in deaths and serious
Zero.
injuries by 2030. This is to be achieved through
action in five focus areas: The RLTP includes many land transport activities
that complement the activities carried out by
1. Infrastructure improvements and speed
Police, and contributes to Road to Zero focus
management
areas, particularly infrastructure improvements
2. Vehicle safety
and speed management. These include
3. Work-related road travel
infrastructure improvements to local roads and
4. Road-user choices
state highways (such as intersection upgrades
5. System management
and cycleways), road safety education and

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 Section 6: Appendices

promotion activities, and behaviour change

programmes.

All cities and districts in the region have road

safety action plans. These plans are the result of
a collaboration between local councils, Police,
Waka Kotahi, Greater Wellington and ACC. The
plans record agreed local road safety risks,
objectives and targets, actions and monitoring
and review processes. The plans are the primary
mechanism for coordinating education,
infrastructure and enforcement activities at the
local level.

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Appendix I I.3 Engagement with iwi

There are six iwi who are manua whenua in our
Summary of consultation region. Greater Wellington has established and
maintains relationships with the six mana
whenua who are:
Section 16(6)(f) of the LTMA requires a RLTP to
include a summary of consultation carried out in
• Ngāti Kahungunu ki Wairarapa (represented
preparation of the plan.
by Ngāti Kahungunu ki Wairarapa Charitable
Trust)
I.1 Consultation requirements • Taranaki Whānui ki te Upoko o te Ika
Section 18 of the LTMA states that when (represented by the Port Nicholson Block
Settlement Trust)
preparing a RLTP, the RTC:
• Ngāti Toa Rangatira (represented by Te
a) must consult in accordance with the Rūnanga o Toa Rangatira Inc)
consultation principles specified in section • Te ĀtiAwa ki Whakarongotai (represented
82 of the LGA; and by Ātiawa ki Whakarongotai Charitable
Trust)
b) may use the special consultative procedure • Ngāti Raukawa ki te Tonga (represented by
specified in section 83 of the LGA. Ngā Hapū ō Ōtaki)
• Rangitāne o Wairarapa (represented by
The RTC decided to use the special consultative Rangitāne o Wairarapa Inc)
procedure in developing this plan.
Greater Wellington has worked through the
I.2 Collaborative development Long-Term Plan process to engage with mana
whenua to build direct enduring relationships
An RLTP strategy working group was formed to that will allow co-development of responses to
actively support and provide input into the transport issues of specific interest to individual
development of the strategy sections of the mana whenua.
RLTP.
I.4 Early engagement
A regional Technical Advisory Group, comprising
officers representing all RTC member Throughout development of the RLTP,
organisations, met regularly as the RLTP was engagement took place with stakeholders and
prepared. This enabled a collaborative approach the public.
to development of the RLTP with all parties
represented on the RTC. In November and December 2019, Greater
Wellington’s Have Your Say platform was used to
gather feedback on the key themes that should
inform development of the RLTP.

In March 2020, stakeholder workshops were

held on issues and opportunities in the short- to
medium-term. This feedback informed
development of the 10-year transport
investment priorities.

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 Section 6: Appendices

In December 2020, webinars were held to give Just over 300 submissions were received. The
stakeholders an update on the development of Regional Land Transport Plan hearing
the draft RLTP and outline plans for consultation. subcommittee met on 13 and 15 April 2021 to
hear oral submissions. Following consideration
I.5 Impact of Covid-19 on of all submissions, the subcommittee
consultation recommended a number of changes to the draft
RLTP to the RTC.
Originally, consultation was to take place in two
phases. Consultation on the draft strategic front-
end was scheduled for June and July 2020,
followed by consultation on the regional
programme section in December and January
2020.

However, uncertainties and then timeline

changes in response to Covid-19 meant this was
combined into a single consultation on the full
draft plan in February and March 2021.

I.6 Consultation on the draft RLTP

The consultation period ran from 15 February to
19 Marcy 2021, concurrent with consultation on
the Regional Public Transport Plan.

A consultation summary was prepared and made

available on the Wellington Regional Land
Transport Plan 2021 Have Your Say page, along
with a copy of the full draft and a submission
form.

Consultation on the draft RLTP was promoted

jointly with the draft Regional Public Transport
Plan, primarily through digital channels, but also
through print media and face-to-face events.

During the consultation period, four workshops

were held with stakeholders and members of the
public. These were held in conjunction with the
Regional Public Transport Plan and took place
online due to Covid-19 level 2 restrictions that
came into place for some of the consultation
period.

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