Te Tauākī Kaupapa Here a te
Kāwanatanga mō ngā waka whenua |Draft Government Policy Statement
on land transport 2024/25-2033/34

August 2023

Not Government policy

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RA

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Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 1
MINISTERIAL FOREWORD

He kupu nā te Minita | Ministerial foreword

The North Island weather events have added alevel of urgency to this task. Budget 2023 allocates$6 billion to fund the initial phase of a National
Resilience Plan, focused initially on rebuilding
from Cyclone Gabrielle and then on closing theinfrastructure deficit that has built up in thiscountry over decades.

FT

New Zealand’s land transportsystem is among our greatest
physical assets. The roading
network underpins our
economy and provides
lifelines for communities andbusinesses across the country.

RA

The draft GPS 2024 sets out the Government’s
transport priorities and guides investments ofover $6 billion from the National Land Transport
Fund, and around $1.5 billion from local
government, each year.

To date, we have allocated about $1.3 billion
towards reinstating transport networks affectedby the North Island weather events, with a further$419 million allocated over seven years towards
transport resilience.

This is a record increase in investment in ourtransport network. It includes a significant boost inroad maintenance budgets, supporting recovery
and strengthening the resilience of the entire
transport system.

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We recognise cost pressures on the National
Land Transport Fund and the need to increase
revenue for essential maintenance for our roads.
That is why this draft GPS 2024 proposes toincrease revenue by 34 percent over 2024 – 2026
compared to the previous cycle of 2021 – 2023.
This means expenditure will increase from$15.5 billion to $20.8 billion, enabling us tobetter maintain our roads and services.

We are also investing heavily in mass rapid transit
projects, rail, and walking and cycling pathways toensure people have options in the way they movearound, while also driving down emissions. The
draft GPS 2024 includes a Strategic Investment
Programme, which provides a view of some of themost significant sections of the transport networkthat require intervention and is expected to guide
Waka Kotahi’s consideration of projects. Signallingthe importance of these projects alongside ourcommitments to road maintenance and public
transport services will ensure that we delivertransformative changes to our transport system,without compromising its core functions.

2 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
MINISTERIAL FOREWORD

I invite you to provide feedback on thepriorities and proposals in the draft
GPS 2024 and provide your views about
the future of our transport system.

FT

The draft GPS 2024 proposes significantly moretransport expenditure than ever before. However,the land transport funding system is facing
significant pressure due to rising demands andcosts. The Government has not increased fueltaxes and road user charges since September
2020. Without more funding, we will not be able torestore cyclone-damaged roads and maintain andimprove our roading network to the standards
that New Zealanders reasonably expect. We mustensure the network is fit for future generationsof New Zealanders and able to withstand thedamage from the extreme weather events.

RA

Hon David Parker
Minister of TransportD

We’re proposing a two cent per litre increase inpetrol taxes and equivalent increases in roaduser charges for the first six months, anothertwo cent increase the following six months, thenfour cents a litre more in each of the following
two years. This will generate around $1.4 billion
to be fully dedicated to improving our transport
network. This is consistent with the historicalnorm of semi regular increases, prior to 2020. To
keep the increases as small as possible, we arealso proposing additional top ups of funding andfinancing over the next three years.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 3
CONTENTSNgā ihirangi | Contents

Overview of GPS 2024

02.
Roles and responsibilities
Role of the GPS

5

9

10
11

Investment in land transport

37

Context for investment

38

Investment delivered throughthe National Land Transport Fund

41

Activity class framework

46

Activity class expenditure
upper and lower limits

48

RA

Responsibilities

04.

FT

01.

03.

Strategic priorities

15

Strategic context

17Strategic priorities for GPS 2024

20

Strategic Investment Programme

29

Government commitments

Crown funding for land transport

49

Changes to transport funding andprioritisation processes in NLTP 2024-27

52

05.

55

30

Meeting the land transport
needs of different users

Deliver GPS outcomes in a waythat provides value for money

57

33

How progress will be measured

35

Investments must be efficientand effective

58

Waka Kotahi to advise the Government
on priority activities for Crown funding

61

D

Statement of Ministerial expectations

4 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
CONTENTS

Appendix 1: Activity
class definitions
Appendix 2: Changes
from GPS 2018 throughto GPS 2024
Appendix 3: Expecteddebt repayments

44

Table 5: Waka Kotahi
borrowing facilities

45

64

Table 6: Activity classes
and funding ranges

48

66

Table 7: Total landtransport investment

49

62

FiguresRA

Appendix 4: Crown direct
funding commitments
to land transport

Table 4: National Land
Transport Programme funding
ranges 2024/25 to 2029/30

FT

Appendices67

Appendix 5: Glossary

68

Appendix 6: GPS
Monitoring framework

Figure 1: Strategic
priorities for GPS 2024

7

71

Appendix 7: Change
compared to GPS 2021

Figure 2: Transport
outcomes framework

1772

Figure 3: Previous andForecast NLTF Share ofRoad Maintenance Expenditure

21

Figure 4: Intervention hierarchy

38

36

Figure 5: Main Land
Transport funding flows

39

40

Figure 6: Previous changes
to rate of Fuel Excise Duty

42

Figure 7: New funding
decision process

52

TablesD

Table 1: Monitoring
the outcomes sought

Table 2: Main sources ofland transport investment

Table 3: National Land
Transport Fund expected
revenue 2024/25 to 202029/30

43

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Section 1.
Overview ofGPS 2024

6 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
OVERVIEW OF GPS 2024

GPS 2024 expresses the Crown’s land transport
investment strategy and consists of five sections:FT

The Government Policy
Statement on land transport
2024/25-2033/34 (GPS 2024)
outlines the Crown’s landtransport investment strategy
over the next ten years, thefunding available, and where
funding should be directed todeliver on this strategy.

Overview

02

Roles and responsibilities

03

Strategic priorities

04

Investment in land transport

05

Statement of Ministerial expectations

RA

01

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GPS 2024 provides direction and guidance tothose who are planning, assessing, and making
decisions about land transport investment. The
roles and responsibilities of the key players in thissystem are outlined in Section 2.

Section 2:
Roles and responsibilities
This section describes the role of the GPS in landtransport investment and the responsibilities ofthe different players in the system.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 7

Section 3:
Strategic priorities

FT

OVERVIEW OF GPS 2024RA

The six strategic priorities for GPS 2024 areoutlined below. These strategic priorities reflect
the need to rebuild after recent weather eventsand strengthen the resilience of the entire
transport system. These priorities must be
supported by firm foundations, which is why
GPS 2024 includes as a priority maintaining andoperating our existing transport system, including
our roads and public transport services.

The strategic priorities are national land transport
objectives under section 68(3) of the Land
Transport Management Act 2003 (the LTMA).
Together, these priorities support environmental
sustainability, resilience and security, economic
prosperity, access, and healthy and safe people.
These strategic priorities underpin the work of all
government transport agencies. The priorities
will guide investment decisions by Waka Kotahi
NZ Transport Agency (Waka Kotahi) and its
co-investment partners, including local
authorities and KiwiRail.

Figure 1: Strategic priorities for GPS 2024

Maintaining andoperating the system
The condition of the existingtransport system is efficiently
maintained at a level that meets thecurrent and future needs of users.

D

Increasing resilience
The transport system is better
able to cope with natural andanthropogenic hazards.
Reducing emissions
Transitioning to a lower
carbon transport system.
SafetyThe primary focus of thispriority is to make transport
substantially safer for all.

Sustainable urban
and regional development
People can readily and reliably
access social, cultural, andeconomic opportunities througha variety of transport options.
Sustainable urban and regional
development is focused on
developing resilient and productive
towns and cities that have a rangeof low-emission transport options
and low congestion.
Integrated freight system
Well-designed and operated
transport corridors and hubs thatprovide efficient, reliable, resilient,multi-modal, and low-carbon
connections to support productive
economic activity.

8 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
OVERVIEW OF GPS 2024

Fund (CERF). Additional Crown funding supports
other programmes including the recovery andrebuild from North Island weather events in 2023,
the National Resilience Plan, the New ZealandUpgrade Programme (NZUP), the City Rail Link
(CRL), Auckland Light Rail (ALR) and the Rail
Network Investment Programme (RNIP).

FT

Section 4:
Investment in land transport

The Government expects to make further
announcements about how it will provide
additional funding for Cyclone Gabrielle recovery
efforts, and advance other strategic priorities, inthe coming months and future Budgets.

RA

The Government directs funding to activities
that help deliver on these priority areas throughmultiple funding sources. Different funding
sources will focus on contributing to different
strategic priorities and programmes. For example,
the Government has developed specific funds
for emissions reduction and climate adaptation
projects. In contrast, the priority for available
funding from the National Land Transport Fund(NLTF) is to ensure the ongoing operation andmaintenance of the system.

D

The NLTF receives revenue of over $6 billion
each year. Waka Kotahi determines the specificactivities funded from the NLTF based on the
direction provided by the GPS. A key focus of
GPS 2024 is maximising what can be deliveredin the short-term with available revenue, while
optimising investment to achieve longer-term
objectives. Over the next decade, a significant
portion of the NLTF is committed to maintaining
and operating the system. This includes continuing
to deliver public transport, maintaining state
highways and local roads, maintaining the rail
network, promoting road safety and road policing.
The NLTF also needs to meet its debt repayment
obligations (see page 41).
The Government is increasingly supporting the
NLTF with Crown funding. Over the next three
years (2024/25 – 2026/27), there is forecast to
be $7.6 billion of Crown investment in addition
to the $20.8 billion in forecast NLTF revenue.
Crown investment includes programmes targeting
emissions reduction and climate adaptation,funded from the Climate Emergency Response

Section 5:
Ministerial expectations
Section 5 of GPS 2024 includes several specific,
formal expectations from the Minister ofTransport (the Minister) to Waka Kotahi settingout how the Minister expects Waka Kotahi togive effect to the GPS. In summary, the Minister
expects Waka Kotahi to deliver on the results andoutcomes sought in GPS 2024 in a manner that:• delivers value for money• makes most efficient use of the NLTF to deliveron outcomes aligned with the strategic priorities• carefully considers the most effective ways to“build back better” so the transport systemis optimised to support future expectations,
including better resilience to adverse weather
conditions. This is likely to include finding
ways to make the most of the considerable
maintenance and renewals work programme
to improve, rather than just replace, the existing
asset base.

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Section 2.
Roles and
responsibilities

10 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
ROLES AND RESPONSIBILITIESRole of the GPS

The GPS sets out the expected available NLTF
funding to contribute to the outcomes sought,
and how the Government wants NLTF funding
to be allocated across different types of activities(for example, roads, public transport, active
transport, or road safety). It also describes
other contributions the Crown has allocated toprogress its land transport investment strategy.
Local government often supplements the NLTF
and other Crown funding with its own funding(‘local share’) to help meet the cost of investmentsthat benefit their communities. This is discussed
further in Section 4.

FT

The GPS outlines the Crown’s tenyear land transport investment
strategy, the objectives andoutcomes the Crown is seeking
from the land transport system,
and guides Waka Kotahi and local
authority investment.

RA

This longer-term strategic approach is necessary
because transport investments often have longlead times, high costs and leave long legacies.
The LTMA 2003 sets out the full scope andrequirements for the GPS.

D

The GPS is focussed on making the most of theGovernment’s transport investment, comprising
the NLTF and any additional Crown funding.
Waka Kotahi allocates the NLTF to transport
investments in accordance with the GPS, while
projects delivered through Crown appropriations
will generally align with GPS priorities but may
also contribute to wider outcomes.

Crown funding commitments vary over timeand do not necessarily align with the release ofa GPS. Section 3 signals the types of investmentsthat are likely to attract direct Crown funding in
the future, while Section 4 outlines existing
Crown funding commitments.
The land transport investment strategy anddirection on allocation of NLTF funding guidelocal government and Waka Kotahi on the typeof activities that should be included in Regional
Land Transport Plans (RLTPs) and the National
Land Transport Programme (NLTP).

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 11
ROLES AND RESPONSIBILITIESResponsibilities

Te Manatū Waka Ministry of Transport

The Minister of Transport (the Minister) must issue a
GPS covering the Crown’s land transport investment
strategy (among other things), that covers a periodof six financial years. The Minister must review the
Crown’s land transport investment strategy at least
once every three financial years.

Te Manatū Waka Ministry of Transport (theMinistry) is responsible for strategy, policy,
funding, monitoring and regulation of
New Zealand’s transport system. It advises
the Minister on transport matters, including
regulation and investment, to improve
wellbeing and liveability, as described in
the Transport Outcomes Framework.

FT

The Minister of Transport

Except for rail investments and road policing, theMinister is not responsible for individual NLTF
funding decisions.

RA

The Minister must be satisfied that the GPS
contributes to the purpose of the LTMA 2003.
Before issuing a GPS, the Minister is required tohave consulted Waka Kotahi, and have regard to
the views of Local Government New Zealand (LGNZ)
and representative groups of land transport users
and providers.

The Ministry leads advice on the Crown’s longerterm land transport investment strategy (forinclusion in GPS and beyond the next decade).
This includes advising on the role that transportsystem revenue sources and investments havein achieving the Government’s longer-term goals
such as reducing emissions, ensuring climate
resilience, and reducing road deaths and serious
injuries. The Ministry also provides annual advice
on Crown funding decisions.

D

The Minister submits transport investments for
Crown funding consideration, through the annual
Budget process. Activities delivered through Crown
appropriations will generally align with GPS priorities
but may also contribute to wider outcomes.

Te Manatū Waka is responsible
for strategy, policy, funding,monitoring and regulation of
New Zealand’s transport system

The Ministry works in partnership with Waka
Kotahi to consider how expectations on Waka
Kotahi may fit with future GPS’s and wider
Government priorities.
As part of the wider government commitment to
the Māori-Crown relationship, the Ministry has a
responsibility to engage with Māori and consider
Māori outcomes. The Ministry’s commitment tothis is expressed in its Māori strategy Hei Arataki.

12 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
ROLES AND RESPONSIBILITIES

Local governments are partnering with Waka
Kotahi and the Ministry to develop urban light
fleet Vehicle Kilometres Travelled (VKT) reduction
programmes, with an initial focus on programmes
for Tier 11 urban environments. Local government
engages extensively with local communities aspart of its planning processes. Reflecting the
LTMA 2003, local government also has a
responsibility to engage and partner with
Māori and understand the Treaty of Waitangicontext in which they operate.

FT

Local government

Local government works to promote the social,economic, environmental and cultural well-beingof their communities.

Regional councils, territorial authorities andunitary councils lead long-term planning for theirlocalities. This includes Long Term Plans, Regional
Policy Statements, Regional Public Transport
Plans, District Plans, Spatial Plans, and RLTPs.

Waka Kotahi NZ Transport Agency

RA

RLTPs set out objectives, policies and priorities fortransport networks and services in each region
for at least ten years. RLTPs include activities that
seek NLTF co-funding and must also include all
regionally significant expenditure to be fundedfrom non-NLTF sources. This may include Crown
funding contributions.

D

Local government collaborates with Waka Kotahi,
Kāinga Ora and others to progress investmentsthat align with the Government’s land transport
investment strategy in the GPS. As the largest
co-funder of NLTP projects, local government has
an important role in identifying strong, evidencebased projects and programmes for investment.
They work closely with Waka Kotahi to make sure
projects run smoothly from proposal to delivery.
Critically for the GPS, this includes engaging withstakeholders and communities on land transport
projects and broader transport strategies,
consistent with an array of legislative requirements.
An RLTP must contribute to the purpose of the
LTMA 2003, which seeks an effective, efficient andsafe land transport system in the public interest.
It is also required to be consistent with the GPS.

1.

Waka Kotahi works with a range of partners acrosscentral and local government to plan, invest in,build, manage and operate the land transportsystem within the priorities and outcomes set in
the GPS. It leads on the state highway programme,
nationally delivered programmes (such as speed
camera monitoring) and delivers other investmentson behalf of the Crown, such as NZUP and several
initiatives funded out of the CERF.
Waka Kotahi collaborates with local governmentand other agencies to develop integrated plans
for transport and land use. It supports local
government to develop capability and create
quality RLTPs, which it draws from to create the
NLTP and allocate the NLTF to give effect to theGPS. Waka Kotahi also supports the Ministry inadvising Government on how Crown funding could
supplement NLTF and local share contributions
to better deliver on GPS 2024 priorities (or widerpriorities specified by the Government).

Tier 1 urban environments include: Auckland (Auckland Council), Christchurch (Canterbury Regional Council, Christchurch
City Council, Selwyn District Council and Waimakariri District Council), Wellington (Wellington Regional Council, Wellington
City Council, Porirua City Council, Hutt City Council, Upper Hutt City Council, Kāpiti Coast District Council), Tauranga (Bay ofPlenty Regional Council, Tauranga City Council and Western Bay of Plenty District Council), and Hamilton (Waikato Regional
Council, Hamilton City Council, Waikato District Council and Waipa District Council).

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 13
ROLES AND RESPONSIBILITIES

KiwiRail

FT

In partnership with the Ministry, Waka Kotahi isdeveloping a national VKT reduction plan that will
guide VKT reduction programmes.
Additionally, Waka Kotahi is responsible foradvising the Minister of Transport on KiwiRail’s
RNIP and the funding of rail activities within it,
including providing advice on alignment with the
LTMA 2003 and the New Zealand Rail Plan. Waka
Kotahi has a role monitoring the delivery of the
RNIP. It also provides recommendations on
Police activities to be funded from the GPS.

KiwiRail is responsible for developing anddelivering the three-year Rail Network Investment
Programme (RNIP). Consistent with the GPS and
RLTP planning processes, the RNIP also includes
an indication of significant rail network activities
expected in the next RNIP and a ten-year forecast.
The funding signals in the GPS and the investment
priorities in the New Zealand RaiI Plan guide thedevelopment of the RNIP.

RAIn addition to the LTMA 2003 requirements forMāori engagement and in accordance with theprinciples of the Treaty of Waitangi, Waka Kotahi
shares the Crown’s commitment to the MāoriCrown partnership, which is expressed in its
Māori Strategy: Te Ara Kotahi/Our Māori Strategy.

KiwiRail owns and maintains the national rail
network infrastructure. KiwiRail is responsible
for planning, operating and maintaining therail network. It also provides freight, tourism
and commuter services, property services
and the Interislander ferry service.

D

Waka Kotahi, as a Crown agent, is a participant
in the Carbon Neutral Government Programme,along with all government departments anddepartmental agencies. Waka Kotahi voluntarily
reports its climate-related disclosures todemonstrate how the agency is managing
climate-related risk.

The RNIP is funded from the NLTF, through therail network activity class and the public transport
infrastructure activity class for metropolitan rail
activities, supported by Crown funding.
Auckland Transport and Greater Wellington
Regional Council fund and deliver metropolitan
rail public transport services, with assistance fromthe NLTF. KiwiRail supports these activities, fundedby the NLTF and access agreements with theseparties, by maintaining, renewing, and improving
the metropolitan rail networks.

14 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
ROLES AND RESPONSIBILITIESMinistry for the Environment

FT

Ministry of Housing and Urban
Development and Kāinga Ora
Homes and Communities

MfE has also led the development of the first
Emissions Reduction Plan (ERP) and the National
Adaptation Plan (NAP). The ERP sets four transport
targets that are approximately equivalent to a
41 percent reduction in transport emissions by
2035 compared to 2019 levels. The transport
actions in the ERP and the NAP inform thestrategic priorities and results sought in GPS 2024.

RA

The Ministry of Housing and Urban Development(HUD) is responsible for strategy, policy, funding,monitoring and regulation of New Zealand’s
housing and urban development system.
HUD administers and tracks progress on the
Government Policy Statement on Housing and
Urban Development (GPS-HUD) and the national
Māori housing strategy (MAIHI Ka Ora) which set
the Government’s long-term vision, direction, andpriorities for housing and urban development.

The Ministry for the Environment (MfE) isleading the reforms of New Zealand’s resource
management system. These reforms will replace
the Resource Management Act 1991 with three
Acts covering the natural and built environment;
spatial planning; and climate change adaptation.
Each of these focus areas need to integrate withthe development of transport infrastructure andservices to provide resilient, liveable spaces andachieve our environmental objectives.

Kāinga Ora is the Government’s public housing
landlord. It also has roles in urban development
including delivery, partnering and facilitation.

D

The vision of the GPS-HUD is that everyone
in Aotearoa New Zealand lives in a home, andwithin a community, that meets their needs
and aspirations. The GPS-HUD also highlightsthat land transport that is good for people andthe planet is critical to transforming housing
and urban outcomes for New Zealanders,
including improving housing supply, choice,and affordability. At the same time, decisions
that shape our urban areas play a major role inshaping people’s transport options and choices.

Together, this GPS 2024 and the GPS-HUD
provide strategic direction to help our towns
and cities to function well, support growth andto invest in transport infrastructure and services
needed to support this.

2.

The resource management reforms aim tobetter enable development, while protecting andrestoring the environment, give proper recognition
to the principles of Te Tiriti o Waitangi and to
Te Ao Māori, better prepare New Zealand to adapt
to climate change, and improve system efficiency
and effectiveness. Under these reforms, theResource Management Act 1991 will be replacedwith three new pieces of legislation, two of which
are currently before Parliament.2 These reforms
are expected to improve transport and land-use
investment planning through Regional Spatial
Strategies, which will see central government, local
government and Māori working together with
communities to identify how their region will grow,adapt, and change over the next thirty-plus years.

The Spatial Planning Bill and the Natural and Built Environment Bill are both before Parliament.
A separate Bill is expected to be introduced to Parliament in 2023 covering climate adaptation,
following public consultation on the early policy ideas for the Climate Adaptation Act in mid-2022.

SECTIONSECTIONSECTIONSECTIONSECTION

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3

4

5

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RA

FT

Section 3.
Strategic
priorities

16 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESFTThis section sets out the strategic
priorities, or objectives, for thenational land transport systemover the next ten years and the
expected contribution to longer
term outcomes.

Maintaining andoperating the system

Increasing resilienceRA

The strategic priorities are aspirational, long-term innature and are expected to be advanced throughinvestment from a variety of different sources.

Strategic Direction

This section also outlines a strategic investment
programme that aligns with the strategic
priorities, and is expected to serve as a focus
for any new investment.

Reducing emissions

The strategic priorities and the strategic
investment programme reflect the results
the Crown aims to achieve from the allocationof funding from the NLTF under section
68(1)(a) and national land transport objectives
and policies under section 68(3) of the LTMA
2003 in combination with investment fromother sources.

SafetyDThis section also outlines how decision-makers
should consider the needs of different users when
making investments contributing to the strategic
priorities, and how progress will be measured
against the outcomes sought.

Sustainable urban andregional development

Integrated freight system

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 17
STRATEGIC PRIORITIESStrategic context

Transport is also a critical enabler of new housing
supply. Effective integrated land use and transport
planning and investment can ensure that theplaces where people live are accessible andconnected to employment, education, socialand cultural opportunities.

FT

The land transport system needs toimprove wellbeing and liveability

The Transport Outcomes Framework (Figure 2)
describes how the transport system is intended
to support and improve intergenerational
wellbeing and liveability across five outcome areas.
Prioritising interventions that deliver benefits
across multiple strategic objectives (rather thansimply assessing trade offs between objectives)
will help to deliver a range of positive outcomesfor New Zealand.

RA

Transport is about people. It determines how
people get to work and school, influences how
they connect with their whānau and communities,
and determines when they have the materials,
equipment, and services they need. Transport
enables and shapes broader social, economic andenvironmental outcomes. New Zealand’s transportsystem should support everyone to get where
they need to go, access the things they need,spend time with the people they care about,and take part in the activities that are meaningful
to them.

Figure 2: Transport outcomes framework

Healthy and safe people

Enabling all people toparticipate in society throughaccess to social and economic
opportunities, such as work,
education, and healthcare.

Protecting people from transportrelated injuries and harmful
pollution, and making active travel
an attractive option.

D

Inclusive accessEconomic prosperity

Supporting economic activity
via local, regional andinternational connections,with efficient movementsof people and products.

A transportsystem that
improves
wellbeing andliveability

Environmental sustainability
Transitioning to net zero carbon
emissions, and maintaining or
improving biodiversity, water
quality, and air quality.

Resilience and security
Minimising and managing the risks
from natural and human-madehazards, anticipating and adapting
to emerging threats, and recovering
effectively from disruptive events.

18 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESTo deliver the ERP, we need to reduce transport
emissions by 41 percent (from 2019 levels) by
2035 and reach net zero emissions by 2050.

FT

How transport investment
contributes to the Government’s
response to climate change

Our investment approach will support a movetowards a low-carbon, sustainable transport system,
while also improving our resilience to climate change
by protecting against physical risks and making
better decisions in the face of uncertainty.

The GPS 2024 guides investment that supports
the ERP. Crown funding may support all four of thetransport targets listed below, whereas the NLTF
will primarily support Target 1 – to reduce VKT bylight vehicles.

For example, the NLTF will support changes andimprovements that make it easier and more
attractive for people to travel by public transport,
walking and cycling. To a lesser extent, the NLTF will
also support Target 3 to reduce freight emissions
by investing in rail and coastal shipping. Target
2 and Target 4 are less likely to be substantively
supported by NLTF investment and will require
other interventions and funding sources.

RA

In 2022 the Government introduced the ERP
and the NAP to support a whole of government
response to climate change. The ways in which
the GPS 2024 will guide investment in the landtransport system and contribute to the ERP and
NAP are outlined below.

GPS 2024 will help deliver on the ERP
by guiding appropriate investments

The Emissions Reduction Plan
sets the context for reducing
transport emissions

D

Reducing transport emissions is critical forreaching New Zealand’s net zero emissions target
by 2050. In 2019, transport was responsible for39 percent of carbon emissions and 17 percent
of New Zealand’s total gross emissions, with mostof these emissions coming from light vehicles(e.g., cars) with internal combustion engines.

The Government is pursuing these targets throughbroader interventions, including regulatoryinterventions that are beyond the investment focusof this GPS. For example, the Government has
introduced initiatives to accelerate the uptake ofcleaner vehicles. Many of these actions are outlinedin the transport chapter of the ERP.

The ERP sets four transport targets to be met by 2035 to enable us
to meet these commitments:
T1. Reduce total vehicle kilometres travelled(VKT) by the light fleet by 20 percent (relative
to projected growth) through improved
urban form and providing better travel
options, particularly in our largest cities

T2. Increase zero-emissions vehicles to 30
percent of the light vehicle fleet
T3. Reduce emissions from freighttransport by 35 percent
T4. Reduce the emissions intensityof transport fuel by 10 percent.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 19
STRATEGIC PRIORITIESGPS 2024 guides investment that supports the
NAP. As with the ERP, Crown funding and the NLTF
are both expected to support the NAP and improve
the resilience of our transport infrastructure.

Climate adaptation considers our resilience
to extreme weather events, and our ability torespond effectively to incremental change,such as rising sea levels. The first NAP contains
strategies, policies and actions that will help
New Zealanders adapt to the changing climate –reducing the potential harm of climate change,
as well as seizing opportunities that arise. The
NAP recognises the importance of an integrated
approach to management across multiple sectors.
The recent extreme weather has highlighted
the interdependencies and risks of co-locating
multiple forms of infrastructure (e.g., power, water,
and telecommunications).

The Government has committed an initial$6 billion towards a National Resilience Plan
to support significant medium and long-term
infrastructure investments which focus on theresilience of New Zealand’s critical infrastructure,including transport, with plans for further funding
in future Budgets. Given recent weather events,
the programme will first focus on projects that
support recovery and building back better.

RA

FT

The National Adaptation Plan outlines
how we adapt to climate change toimprove resilience and security

D

There are a range of transport sector actions in
the NAP, including Waka Kotahi developing andimplementing a national climate adaptation plan
for land transport and integrating adaptation
into its investment decision-making. Waka Kotahi
published its climate adaptation plan Tiro Rangi in
December 2022.

The recent extreme weather has
highlighted the interdependencies
and risks of co-locating multiple
forms of infrastructure

20 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESStrategic priorities for GPS 2024

FT

Six strategic priorities set
direction for the system.

These are:
• Maintaining and operating the system• Increasing resilience• Reducing emissions• Safety• Sustainable urban and regional development• Integrated freight system.

Primary objective

The condition of the existing transportsystem is efficiently maintained at a levelthat meets the current and future needsof users.

D

RA

These priorities overlap and complement one
another. For example, investments in the railsystem and port infrastructure will lead tostronger inter-regional connections, contributing
to sustainable regional development, while making
freight movements safer and more resilient.
Investment to enable greater mode choice infreight movements will also enhance resilienceand reduce emissions.

Strategic priority:
Maintaining andoperating the system

Contribution to transport outcomes• Healthy and safe people – the level ofsafety across the network is maintained andopportunities are taken through maintenanceactivities to improve the safety, and healthoutcomes, of the network.
• Economic prosperity – efficiency gains
are realised from better utilising existing
infrastructure, and key routes are maintained
to ensure reliable and efficient movement ofpeople and freight.
• Inclusive access – the level of service acrossthe network ensures equitable access acrossall modes, opportunities are taken throughmaintenance activities to reallocate road spacefor bus lanes or active transport modes.
• Resilience and security – maintenanceactivities provide a resilient network thatis able to adapt to changes over time andincorporate new technologies.
• Environmental sustainability – using lower
carbon materials, reducing waste, supportinga circular economy, and making use ofnature-based solutions to improve resilience
to climate change.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 21
STRATEGIC PRIORITIESa further substantial increase in this GPS. The
previous period of flat expenditure, and increased
pressures on our roading network, mean that wewill need to ensure we are investing in the rightplaces at the right time to make the most of theavailable funding.

FT

How we will deliver these outcomes

New Zealand’s existing land transport system
is one of our most important and valuable assets.
It requires ongoing care to keep at a standard thatmeets the needs of New Zealanders.
Deferred investment in maintenance can resultin the deterioration of assets that can be costly
and disruptive to fix. Efficient and effective
maintenance and operation of transport
networks are crucial investments.

RA

Maintaining and operating the land transportsystem is a core enabler for the delivery of all otherstrategic priorities and outcomes. Extreme weather
events caused by climate change are taking agreater toll on the condition of the network,
increasing the size of the maintenance task. Other
threats to resilience and security also need to beconsidered, including seismic activity and otherphysical risks.

The Government expects there will be afocus on achieving value for money throughall maintenance and renewals programmes.
Decisions need to be based on the needs andcontribution within the wider network – rather
than necessarily replacing “like-for-like”. Thismay, for example, mean resilience and safety
improvements, or creating additional space for abus lane or active transport. This requires asset
management plans that are forward-looking andoutcomes-focused, so that they can anticipate
the necessary long-term changes and integrate
those changes into maintenance schedules. Thisshould also involve using a maintenance need asa trigger to reshape the network to meet current
and future needs, including adjusting the required
levels of service to be consistent with the One
Network Framework.

Figure 3 shows that, after being relatively flat from2008/09 to 2015/16, funding for maintenance has
increased significantly in recent years and received

D

Figure 3: Previous and Forecast NLTF Share of Road Maintenance Expenditure
$3.5B
$3.0B
$2.5B
$2.0B
$1.5B
$1.0B

Actual maintenance expenditure

Activity class upper bound2032/33

2029/302026/272023/242020/212017/18

2014/15

2011/12

2008/09

2005/06

2002/03

1999/00$0.0B

1996/97$0.5B

Activity class lower bound22 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESFTHow we will deliver these outcomes

Strategic priority:
Increasing resilience
Primary objective

The transport system is better able to copewith natural and anthropogenic hazards.

RA

Contribution to transport outcomes

New Zealand experiences a wide range of natural
hazards – from earthquakes and volcanoes toextreme weather events, erosion, and landslides.
Climate change is increasing the severity andfrequency of some of those hazards, including
flooding, and gradually increasing hazards
associated with rising sea-levels. This is putting
increasing pressure on the sector’s capacity andresources to respond to climate-related events.
The impacts are often particularly acute in rural
areas due to a lack of alternate routes and thetravel distances to access markets and services.

D• Healthy and safe people – improvements toroads, public transport and walking and cycling
networks will reduce deaths and injuries, andsupport more physically active travel.
• Resilience and security – anticipating andadapting to natural hazards and the effects
of climate change will increase collective
resilience and security.
• Economic prosperity – transport networks
will be less susceptible to disruption, reducing
barriers to participation in educational,
employment and economic opportunities.

The strategic priorities work together to improve
resilience. For example, maintenance and renewal
programmes will recognise the impacts of climatechange, with appropriate drainage upgrades andmitigation measures put in place to manage risks.
A freight system that better integrates roads, railand our port infrastructure will improve resilience
when land transport disruptions occur.
While it is important to respond to events when
they occur, urgent work is also required toproactively reduce the impacts of climate changeover time. This includes, for example, considering
managed retreat and the retirement of ‘at risk’assets, reducing known hazards, and taking
measures to reduce future risk, such as naturebased solutions to absorb rainfall.
Aspects of resilience are covered by different
strategies including the National Disaster
Resilience Strategy, the National Adaptation Plan,
the Waka Kotahi 2018 Resilience Framework,
Future Development Strategies (and joint spatialplans), the RNIP and the Waka Kotahi Climate
Adaptation Plan (Tiro Rangi).

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 23
STRATEGIC PRIORITIESFTIncreasing resilience to the current
and future impacts of climate change
will be delivered through:• building capability at central and local
government to assess, plan and deliver thenecessary investments and services needed fora transport network that is both resilient andcontributes to other outcomes• building a dynamic understanding of thetransport system’s overall exposure to risks
and the interdependencies with other systems(especially lifeline utilities)• reducing exposure to known hazards andproactively reducing future risk throughstrategic investment (e.g., by building inlocations that are informed by flood/hazard
mapping and using climate scenario analysis)• ensuring all new infrastructure is fit for achanging climate• strengthening resilience to long-term climate
impacts and other hazards when making
decisions to maintain, upgrade, repair or
replace existing infrastructure• embedding nature-based solutions, where
suitable (for example, creating a wetland toslow run-off)• implementing Tiro Rangi, the Waka Kotahi
Climate Adaptation Plan.

Strategic priority:
Reducing emissions

Primary objective

Transitioning to a lower
carbon transport system.

D

RA

Contribution to transport outcomes• Environmental sustainability – land transport
investment will contribute to reducing
greenhouse gas emissions. This will improveoutcomes for the natural and built environment.
• Healthy and safe people – people will be lessexposed to harmful levels of land transportrelated pollution. Improvements to roads, public
transport and walking and cycling networks will
reduce deaths and injuries and support more
physically active travel.
• Economic prosperity – transport networks will
provide affordable, accessible and low-emissions
choices for New Zealanders to participate
in educational, employment and economic
opportunities, and move freight.

24 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESFor the avoidance of doubt, the GPS does
not expect that every individual investment
within the NLTP must reduce emissions. For
example, we expect the NLTP to include safety
improvements, such as median barriers, thatwill not reduce emissions on their own. Other
safety improvements, such as traffic calming
and speed management, may be effective waysof delivering safety benefits while also reducing
emissions. The right intervention will depend on
the circumstances.

FT

How we will deliver these outcomes

Prioritising emissions reduction will look different
depending on local circumstances. For example,
we expect the NLTF to prioritise activities that
improve the reach, frequency and quality of public
transport. But we know that shifting travel fromcars to public transport will often be easier toachieve and result in larger emissions reductionsin urban areas. Improving walking and cycling
facilities, and low/zero-emissions vehicles are likely
to play a greater role in mitigating climate change
in some regions. Increasing adoption of low/zero
emissions vehicles is supported by non-NLTF
funding levers such as the Clean Car Discount.

RA

The Government’s overall transport investment
programme will need to reduce emissions. This
will involve NLTF and direct Crown investment.
The GPS expects that:• Waka Kotahi will satisfy itself that each
three-year NLTP contains a programmeof activities that:– makes an appropriate contribution to the2035 transport emissions reduction targets,within the available NLTF funding, the NLTP’s
scope of influence, the expectations set out in
Section 4 of this GPS, and other interventions
to reduce emissions including land transport
investment outside of the NLTF
– meets the expectations set out in Section 5of this GPS, and– takes into account other interventions
that impact on greenhouse gas emissions(including land transport investment
outside of the NLTF).

This will involve prioritising interventions that candeliver emissions reduction and benefits across a
range of strategic priorities and outcomes.

D

VKT reduction programmes will be developed anddelivered for urban areas to meet VKT reduction
targets. Waka Kotahi, councils, iwi, businesses,
communities, and other Crown entities are
expected to work together to develop urban VKT
reduction programmes that identify investments
and other measures that make it easier andmore attractive for people to move using public
transport or active modes. Investments that
reduce VKT are expected to be included in RLTPs
to inform investments made under the NLTP and
future Crown funding decisions.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 25
STRATEGIC PRIORITIESFTHow we will deliver these outcomes

Strategic priority:
SafetyPrimary objective

Transport is made substantially safer for all.

Contribution to transport outcomesGPS 2024 will contribute to several of these
focus areas by further embedding our roadsafety principles into infrastructure planning,
design, operations, maintenance, and investment
decision-making. Safety expenditure will include
investment in safe infrastructure (including
for public transport and active modes), speed
management, road policing, safety cameras
and promoting safe behaviour.

D

RA• Healthy and safe people – safer roads,
streets, footpaths, cycleways and public
transport facilities will enable more
New Zealanders to travel by active modes,
which can help improve people’s health,and reduce deaths and serious injuries.
• Economic prosperity – well-designed and safe
travel networks support productive economic
activity as a result of fewer serious crashes,
better public health outcomes and morereliable travel times.
• Inclusive access – a larger number of
New Zealanders will have access to public
transport services and safe options for activemodes to travel to the places they need to go.
• Resilience and security – increasing the range
of options people have for travel and reducing
the risk from natural and man-made hazards.
• Environmental sustainability – safe roads,
streets, footpaths, cycleways and public
transport facilities will enable more people totravel by public transport and active modes,
which will help reduce emissions and manage
demand on the transport system.

The Government has committed to a target of
reducing deaths and serious injuries on our roads
by 40 percent by 2030. This will be delivered
through five focus areas:• Infrastructure improvement and speed
management• Vehicle safety• Work-related road safety• Road user choices• System management.

GPS 2024 will further embed
our road safety principles into
infrastructure planning, design,operations, maintenance andinvestment decision-making

26 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESPrimary objective

solutions can support broader environmental
and biodiversity outcomes.
• Resilience and Security – improving transport
network design and integrating planning
across multiple disciplines will reduce the riskof disconnected communities and reduce theharm caused during emergency events.

FT

Strategic priority:
Sustainable urban andregional development

How we will deliver these outcomes

Sustainable urban and regional development
involves improving the quality of life in oururban and regional centres. By improving
access, affordability, community connectivity
and environmental outcomes, we will see more
efficient land use and resource use. This GPS
supports the achievement of well-functioning
urban environments as specified in the National
Policy Statement on Urban Development 2020.

RA

People can readily and reliably accesssocial, cultural, and economic opportunities
through a variety of transport options.
Sustainable urban and regional development
is focused on increasing housing supply,
choice and affordability, and developing
resilient and productive towns and cities
through effective transport networks thatprovide a range of low-emission transport
options and low congestion.

Contribution to transport outcomesD• Economic prosperity – efficient and effective
transport networks, underpinned by reliable
and frequent public transport systems,
integrated with active travel networks, will help
to manage road congestion, enable efficient
flows of people and goods, and support housing
and urban growth.
• Healthy and safe people – more active travel
will support physical and mental health. Safe
walking and cycling infrastructure and moretravel by public transport will reduce deaths
and serious injuries, and reduce illness causedby air pollution.
• Inclusive access – a larger number of
New Zealanders will have access to public
transport services and safe options for activemodes to travel to the places they need to go.
• Environmental sustainability – reduced
private vehicle travel and more travel by
low-emission modes, such as active modes
and public transport will reduce greenhousegases and pollutants. Improving resiliencesuch as better integrating nature-based

Transport is a key enabler of housing supply
choice and affordability. Urban planning andtransport planning/investment will be closely
co-ordinated, via current and future Urban
Growth Partnerships, to support increased
housing supply, and higher density development
along well-connected transport corridors andin town centres. It will also give people morechoices about where they live and work, and how
they travel, by improving access to a range oftransport modes and making it easier to accessplaces using public transport and active modes.
Traffic and congestion can be better managed
by implementing policies and programmes that
reduce the need for users to travel long distancesand enable others to use dedicated active travel
routes and frequent public transport services.
New Zealand’s economy is also built on our
regions. Ensuring our regional communities havethe infrastructure and services they need to thriveand grow, boosts regional economies, and creates
jobs. The Government wants to make regional
economies stronger and more resilient to improveTe Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 27
STRATEGIC PRIORITIESStrategies and VKT Reduction Programmes
demand management tools, including greateruse of road pricing and parking management• investing in networks for rapid transit/public
transport, cycling, walking and freight, andmaintaining them at the required level ofservice for the demand• investing in metropolitan rail as part of theimplementation of the New Zealand Rail Planand support rail investigations and route
protection actions to meet the emission
reduction challenge• investing in new and maintaining existing
inter-regional public transport connections• ensuring development is resilient to thecurrent and future effects of climate change• Waka Kotahi and Public Transport Authorities
will adopt the Sustainable Public Transport
Framework and commit to decarbonisingpublic transport by 2035.

FT

the economic prospects, wellbeing and living
standards of all New Zealanders. Many of these
initiatives, which are designed to better align land
use plans with transport, will focus on the biggest
urban centres. However, it is also important toconsider smaller towns and cities, particularly
housing availability, affordability, and equity issues.

D

RA

This will be delivered by:• implementation of changes via the resource
management system, including those thatenable significantly more housing in urban
areas (via the National Policy Statement on
Urban Development 2020 and implementing
Medium Density Residential Standards) close
to economic, social and cultural opportunities
connected to public transport, walking andcycling routes• Waka Kotahi, the Ministry of Housing and Urban
Development, Kāinga Ora and other Crown
agencies partnering with local authorities
as they develop their Future Development

28 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESFTStrategic priority:
Integrated freight system
Primary objective• Finalising and implementing the New Zealandfreight and supply chain strategy• Managing resilience risk on important regional
corridors where disruptions cause the highest
economic and social cost
• Improving the safe and efficient movementof freight by taking the needs of freight
operators into consideration in transport design
and urban planning, and through network
optimisation and optimal vehicle regulation• Enabling greater mode choice and efficiency
through more integrated networks – to enable
freight to travel on the most carbon efficientmode and route, such as the rail network• Improving mode choice for moving freight bycoastal shipping, by investing in infrastructureand supporting services and relevant research.

RA

Well-designed and operated transport
corridors and hubs that provide efficient,reliable, resilient, multi-modal, and lowcarbon connections to support productive
economic activity.

Contribution to transport outcomesD• Healthy and safe people – efficient freight
movement and shifting the movement of freightfrom road to rail and coastal shipping, whereappropriate, will reduce the safety risks of travel
and improve air quality.
• Resilience and security – improving transport
connections, alternative and multi-modal routes
and integration of freight networks will boost
the ability of the transport system to respondto and recover from disruptions.
• Environmental sustainability – decarbonising
freight by increasing movement of freight bylower emissions transport modes (including
rail and coastal shipping) will reduce carbon
emissions and other pollutants.
• Economic prosperity – improving the resilienceand efficiency of freight routes will help toreduce the cost of moving goods and services
around New Zealand, easing pressure on
people’s cost of living and supporting a moreproductive overall economy.

How we will deliver these outcomes
These outcomes require a long-term andcoordinated approach to our national freight
network. This will be achieved in part through:While it is important to boost the share of freight
carried by lower emissions modes like rail andcoastal shipping, 70 percent of freight travels
under 100 km and is largely in urban settings.
Therefore, the road freight sector will continue tocarry the largest volume of freight in our supply
chain. We will continue to work with the sector
to build a resilient network, including throughincreased investment in maintenance. Consistent
with the ERP, the Government will also work on
policy options to accelerate the uptake of lower
emissions road freight options.
The Government is committed to continuing toinvest in rail through the RNIP to achieve thepriorities set out in the New Zealand Rail Plan.
This includes investing to restore rail freight andprovide a platform for future investments for
growth where they align with outcomes sought
through the GPS.
The Ministry is leading the development of the
New Zealand freight and supply chain strategy,
which seeks to identify what is needed to optimise
the system in the coming decades. The GPS will
support this strategy.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 29
STRATEGIC PRIORITIESStrategic Investment Programme

The authority to approve a Rail Network
Investment Programme (RNIP) and NLTF funding
for an RNIP sits with the Minister of Transport.
For the non-rail projects, decision rights forfunding from the NLTF rests solely with Waka
Kotahi. But by highlighting these projects, theMinister expects that their strategic importancewill be given particular consideration during NLTP
development, given their alignment and potential
impact on the wider government priorities
outlined in this document.

FT

The Government has identified anumber of strategic projects that it
considers present an opportunity
for transformational change, and todevelop an integrated, sustainable,
resilient, safe, and low-carbon landtransport network.

The Strategic Investment Programme has beenused to inform the Activity Class ranges on page 48,
and any additional funding provided to the NLTF.

RA

The projects included in the strategic investment
programme are listed below.

• Warkworth to Whangārei
State Highway 1, including:– Te Hana to Brynderwyns– Warkworth to Wellsford– Whangārei to Brynderwyns• Auckland Northwest Rapid Transit• Auckland rail third and fourth rail mains• Avondale to Onehunga rail linkD

• Auckland and Wellington
Metropolitan Level Crossing
Upgrade and Removal Programme• Cambridge to Piarere
State Highway 1• Tauranga to Tauriko
State Highway 29• Napier to Hastings
State Highway 2• Wellington CBD to Airport

State Highway 1 – Second Mount Victoria Tunnel
and upgrades to Basin Reserve/Arras Tunnel• Wellington CBD to Island Bay
Mass Rapid Transit• Nelson (Rocks Road) shared path
State Highway 6• Nelson – Hope Bypass
State Highway 6• Christchurch Northern Link
State Highway 1• Ashburton Bridge
State Highway 1

30 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIES

Government commitments

Some of these programmes also rely on “local
share” contributions. It will be important forcouncils and Waka Kotahi to consider how
NLTF, Crown and local funds can be optimallyused to meet the Government’s expectations.
We expect Waka Kotahi to take an integrated
investment approach across funding sources
to ensure the NLTF can be leveraged todeliver the greatest benefits across multiple
priorities and outcomes.

RA• Road to Zero Safety Strategy

Many of these programmes are expected tobe supported by a mixture of NLTF and direct
Crown funding. The extent of NLTF funding issubject to Waka Kotahi decisions to approve
activities within the programmes (except for
the New Zealand Rail Plan, where the Minister
approves funding of activities).

FT

In addition to the Strategic
Investment Programme, theMinister expects that, whereappropriate, the development of
the NLTP should be informed by
the following:• New Zealand Rail Plan

• Auckland Transport Alignment Project (ATAP)• Let’s Get Wellington Moving (LGWM)• Emissions Reduction Plan (ERP)• National Adaptation Plan (NAP)• Disability Action Plan

D• Inter-regional public transport

Waka Kotahi, working closely with approved
organisations, is expected to report to the
Minister on any investment and delivery
progress towards these commitments.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 31
STRATEGIC PRIORITIESThe Government is committed to continuing toinvest in rail through the RNIP to achieve thepriorities set out in the New Zealand Rail Plan andoutlined in this GPS 2024. This includes investingin the national rail network to promote rail freight
and future metro investments where they align tothe outcomes sought.

FT

Road to Zero Safety Strategy‘Road to Zero’ is focused on making our roads
safer, by providing a map for change, with avision of a New Zealand where no one is killed
or seriously injured on our roads. Road to Zerosets a target of a 40 percent reduction in deaths
and serious injuries by 2030 (from 2018 levels).
It charts a path to achieving this with a focus
on infrastructure improvements and speed
management; vehicle safety; work-related roadsafety; road user choices and system management.

ATAP is a strategic initiative between the
Government and Auckland Council to develop
a transformative transport programme that
addresses Auckland’s key challenges over the
next 30 years and beyond. ATAP is funded by a
mixture of sources, including the NLTF, Auckland
Council local share and Crown funding for theCity Rail Link, NZUP and the Covid Response
Recovery Fund (CRRF).

RA

Road to Zero activities will be delivered across thestate highway and local road improvement andsafety activity classes.

Auckland Transport
Alignment Project (ATAP)

New Zealand Rail PlanD

The New Zealand Rail Plan outlines theGovernment’s vision and priorities for rail. The
vision is for New Zealand’s national rail network
to provide modern transit systems in our largest
cities, and to enable increasing volumes of freight
to be moved off the roads and onto rail. Over the
next decade investment is needed to achieve a
reliable and resilient national rail network. Thisrequires investment in both the national rail freight
network and our metropolitan rail networks.
The rail network activity class was created tosupport investment in KiwiRail’s national rail
network to restore rail freight and provide aplatform for future investments for growth in rail
freight. The NLTF is one contributor to funding
this alongside the Crown’s direct contribution.
The public transport infrastructure activity classalso delivers rail network investment within the
Auckland and Wellington metropolitan networks.

Auckland is currently developing the Auckland
Integrated Transport Plan, which will present
the short and long-term strategic priorities for
Auckland across an integrated network. The
Minister and the Mayor of Auckland have jointly
commissioned this work to develop a set ofshared transport outcomes for Auckland andexpect key decisions to be finalised prior to 1 July
2024, when GPS 2024 takes effect. Any changes
to ATAP will need to reflect the challenging funding
environment, with the NLTF and local share underincreasing pressure.
It is expected that ATAP will inform the Auckland
RLTP and the Auckland component of the NLTP.

32 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESDisability Action Plan

LGWM is a joint initiative between Wellington
City Council (WCC), Greater Wellington Regional
Council (GWRC), and Waka Kotahi to makemajor investments over 20 years in mass rapidtransit, walking and cycling, public transport, andstate highway improvements to support urban
development in Wellington City.

The Disability Action Plan 2019-2023 identifies
outcomes and work programmes to advance
implementation of the United Nations Convention
on the Rights of Persons with Disabilities and the
New Zealand Disability Strategy 2016-2026. The
GPS 2024 relates most directly to the Accessibility
work programme.

Emission Reduction Plan (ERP)

Inter-regional public transport

RA

FT

Let’s Get Wellington Moving (LGWM)

New Zealand’s first ERP laid down the challenge:
we need to reduce our transport emissions by
41 percent by 2035 (from 2019 levels) and largely
decarbonise transport by 2050. The ERP sets fourtransport targets, outlined in Section 3.

To meet these targets, we need to focus on
three things:• Making it easier to get around without a car• Helping people and businesses make theswitch to zero emission vehicles• Encouraging low-emissions freight options.

National Adaptation Plan (NAP)

D

The first NAP was published in August 2022.
It contains Government-led strategies, policies
and actions that will help New Zealanders adapt
to the changing climate and its effects.

Major actions signalled in the NAP include:• a platform to work with Māori on
climate actions• risk, resilience and adaptation information
portals which will provide access to information,
and a rolling programme of targeted guidance• a programme of work to unlock investment
in climate resilience.

Through this GPS the Government signals its
intention to make improvements to the interregional passenger transport network througha dedicated activity class that will enable
partnership with other parties including local
government, KiwiRail, and the private sector,
to begin developing new inter-regional public
transport services, including rail. In addition, theGovernment is already investing in inter-regionalrail passenger transport, through the Te Huia
and Capital Connection services.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 33
STRATEGIC PRIORITIES

Meeting the land transport needs of different users

Māori

FT

Users of the land transportsystem have a diverse rangeof needs, and it is critical thatthe system is accessible to all
New Zealanders.

RA

This includes, for example, disabled people,
low-income earners, and people of different ages,
genders, and ethnicities. Transformational change
to the transport system creates opportunities toaddress existing inequities. Care will be needed
to avoid further entrenching disparities that
already exist.

Decision-makers across the transport systemhave responsibilities3 to work in partnership with
Māori and in a way that is consistent with theGovernment’s commitments to te Tiriti o Waitangi.
In the land transport system, this means:• demonstrating good governance (kāwanatanga)by ensuring Māori interests are considered andaddressed at all levels• actively protecting tino rangatiratanga andenabling Māori to exercise kaitiakitanga withrespect to natural, physical, and spiritualresources• ensuring equitable outcomes for all users of theland transport system.

D

A focus for GPS 2024 is on ensuring Māori
aspirations for the transport system are betterreflected at the strategic level. This will require
enduring partnerships across the system –between the Ministry of Transport, Waka Kotahi,
KiwiRail and local government, with relevant
whānau, hapū and iwi, and national organisations.

3.

The principal statutory obligations with respect to Māori are set out under section 4 of the Land Transport Management Act 2003.

34 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIESSupporting disabled people

FT

Supporting rural andregional communities

GPS 2024 recognises the diverse transport
needs of communities across New Zealand.
Transport is essential for ensuring connections
between primary production and markets, aswell access to social opportunities such as
health, education, and work.

RA

Local funding pressures, exposure to natural
hazards, and the increasing pressures ofclimate change are placing stress on our ruraland regional communities to maintain theseconnections. It is critical that sufficient funding isavailable to maintain networks to the condition
required to ensure they are safe, resilient,sustainable, and accessible.

‘Inclusive access’ is one of the main outcomessought in the Transport Outcomes Framework.
Disabled people need access to transport services
so that they have equitable access to key locations
such as work, study, shops, and community
spaces. Transport operators are required to make“reasonable accommodations” so that disabled
people have equitable access to the services thesecompanies provide. Investment decision-makers
also need to consider how their investments will
impact on disabled people so that the transportsystem enables people with disabilities to accessthese opportunities.

D

Through the NAP, we expect that new funding andasset management tools will be developed that
support councils to better manage land transport
infrastructure. New investment to improve
resilience will be expected once the necessaryplans and strategies are in place. In the shortterm, the land transport sector will continue towork collaboratively to share insights and tools
and improve decision-making.
Key strategic priorities for rural and regional
communities include resilience, maintaining
and operating the existing system, safety, andbetter freight integration. Funding for activities
that reduce emissions in these areas should be
encouraged where it delivers value for money
consistent with the GPS.

Transport is essential for
ensuring connections between
primary production and markets,
as well as access to social
opportunities such as health,education and work

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 35
STRATEGIC PRIORITIESHow progress will be measured

to deliver the GPS 2024. Section 5 provides
further detail about how the Minister expects
Waka Kotahi to plan, manage and report on its
investment activity.

FT

The Ministry and Waka Kotahi
have together developed a
GPS monitoring framework
for GPS 2024.

D

RA

The framework in Appendix 6 shows how thestrategic priorities, action plans and policies
work together to deliver the intended outcomes.
Draft outcome indicators are detailed in Table 1
below. These indicators will be updated as part ofongoing framework development. Waka Kotahi is
expected to report on these outcomes, as well as
progress on specific actions that will be required

Value for money is embedded throughout theframework, recognising that a range of factors
influence this. Waka Kotahi is expected to reporton how value for money is achieved, depending on
the type of investment, the business case phase,the level of complexity, affordability or uncertainty
that may need to be considered. Focussing only
on traditional indicators of economic efficiency(such as Benefit-Cost Ratio) is not sufficient on
its own to improve value for money.

36 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STRATEGIC PRIORITIES

Table 1: Monitoring the outcomes soughtContribution toTransport Outcomes

Maintaining
and operating
the system

Investments in• Proportion of the state highway network thatmaintenance renewals
meets minimum asset condition requirements
and replacements support • Proportion of travel on smooth roads (local roads)
base asset condition• Asset sustainability ratio (state highways)

Increasing
resilience

Existing infrastructure
will have increased
adaptive capacity• Percentage of high-risk, high-impact routes with a viable
alternative (also a measure under “Integrated freight system”)• The proportion of unplanned state highway road closures
resolved within standard timeframes

Urban planning anddevelopment will
minimise risk of climatechange to communities• Te Manatū Waka will work with Waka Kotahi andother agencies to develop improved adaptation
and resilience measures

The ERP will be on trackto achieve its emissions
reduction targets

•
•
•
•

Greenhouse gas emissions from the land transport system
Light vehicle kilometres travelled
Proportion of light vehicle fleet that are no/low carbon vehicles
Emissions from freight transport

RA

Reducing
emissions

Measures we will use
to monitor progress

FT

Strategic
priority

The system is on trackto achieve the Road
to Zero targets• Deaths and serious injuries (DSIs) on the land transportsystem – Target 40 percent reduction by 2030
• Head-on, run-off-road and intersection DSIs
• DSIs involving low safety rating vehicles

Sustainableurban andregional
development

Reduced reliance on
cars in urban areas• Increase access to social and economic opportunities
by public transport and active modes• Mode share of PT and active modes• Proportion of new housing with access to frequent
public transport• Perceived safety of walking and cycling• Percentage of people that view active modes as
an attractive and feasible alternative to driving
for their most recent journey• Private vehicle occupancy

D

SafetyIntegrated
freight system

Improvedtransport journeys• Commute length• Trip rate (measure of how often people leave their homes)• Predictability on key urban roads (good indication ofurban congestion)• User experience by mode (increasing for shared andactive modes)

Improved freight supply
chain efficiency• Rail travel time reliability (freight)

More freight is moved
by low carbon modes• Freight mode share

Freight routes
are more resilient• Proportion of outages that are restored
within agreed timeframes• Number of rail freight derailments• Percentage of high-risk, high-impact routes
with a viable alternative

SECTIONSECTIONSECTIONSECTIONSECTION

1

2

3

4

5

RA

FT

Section 4.
Investment
in landtransport

D

This section describes
how different funding
and financing sources
will contribute to landtransport investments
and sets NLTF activity
class funding ranges.

38 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

Context for investment

For example, regulatory changes such as vehicle
safety standards, speed limits and pollution emission
standards, also play a critical role in improving safety
and reducing emissions. Integrated transport andplanning tools and investment in rural broadband
can also help to connect communities and help
reduce the need to travel. Often a combination oflevers will be required to achieve any one outcome.

FT

The focus of Government Policy
Statements on land transport
are on transport outcomes thatare addressed by direct andongoing investment.

When it comes to direct investment in landtransport services and infrastructure, thefollowing intervention hierarchy applies.

RA

Infrastructure investment is one of the levers we use
to achieve transport outcomes. However, fundingof transport infrastructure and services is only one
way of achieving transport outcomes – there aremany other ways to influence those outcomes.

Integrated planning
Plan and develop an integrated land-use and transport
pattern that maximises use of existing network capacity,
reduces travel demand and supports transport choice

New infrastructure
Consider investment in new infrastructure, matching the levelsof service provided against affordability and realistic need

Consider last

Cost

D

Manage demand
Keep people and freight moving, and reduce the adverse impacts oftransport, such as emissions and congestion at peak times, throughdemand side measures, e.g. supporting mode shift or road pricing
Best use of existing system
Best use of existing system through optimised levels of service
across networks and public transport services, and allocationof network capacity

HigherConsider first

Lower

Figure 4: Intervention hierarchy

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 39
INVESTMENT IN LAND TRANSPORT• all spending provides value for money.
This means robust options analysis, seeking
opportunities to deliver co-benefits acrossmultiple outcomes, and ensuring fit-forpurpose investment processes.

Given the constrained funding environment,
it is more important than ever that:• investment planning works through theintervention hierarchy and considers all the otherlevers available for the land transport system
to influence outcomes, before investing in atransport infrastructure improvement solution

Sources of land transport investment

FT

The infrastructure intervention hierarchy should
be applied when generating and considering
alternatives and options. The intervention hierarchy
is used to help drive value for money by promoting
low-cost investment ahead of more costly physicalinfrastructure and technological investment.

The table opposite summarises some of the key
considerations for how different funding sources
are used for land transport investment.

RA

The main funding pathways for land transport
investment are shown in Figure 5.

Figure 5: Main Land4 Transport funding ﬂows

NZUP,
PGF,
CERF,
RNIP

Ministers choose investments

Road users
Ministers determine
FED/RUC rates

NLTF

Waka Kotahi
choosesinvestments

State highways,
safetyprogrammes etc

Rate payers
Regional and local
authorities set rates

Local
share

Regional
councils
approve
RLTPs

PT subsidies,
local roads etc

D

Taxpayers
Ministers determine
direct funding

4.

Transport
programmes,
projects andactivities

For clarity, this diagram does not attempt to show every funding pathway. For example, Ministers determine the Crown ‘top-up’ for rail to
go to the NLTF and approve the RNIP. Ministers have also provided additional funding to the NLTF for flood recovery works.

40 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

Table 2: Main sources of land transport investment• The NLTF is a dedicated fund for maintaining and developing local and national transport
infrastructure, services and activities.
• The NLTF is largely made up of revenue from fuel excise duty (FED) and road user
charges (RUC). Smaller amounts of revenue come from motor vehicle registration andlicensing, the sale of surplus land and property, tolls and freight rail track user charges.
• Waka Kotahi also has access to debt facilities to manage short-term cashflow issues, and forother purposes, as prescribed by the Crown from time to time.
• Waka Kotahi is responsible for allocating NLTF funding to give effect to the GPS. This includes
contributing to the results sought in Section 3, which guide investments to support theTransport Outcomes Framework: inclusive access, economic prosperity, healthy and safe
people, environmental sustainability and resilience and security.
• The NLTF will fund activities in accordance with the activity class ranges set in the GPS.
• The NLTF is required to fund previously approved activities (subject to narrow exceptions) anddebt commitments.
• For GPS 2024, the priority for funding from the NLTF is to ensure the ongoing operationand maintenance of the system. The activity class ranges in the GPS allocate approximately
60 percent of funding towards the maintenance, operation and optimisation of the existingland transport system over the next ten years. This is in accordance with the Maintaining
and Operating the System strategic priority and as a core enabler for the delivery of all otherstrategic priorities and outcomes.
• Available funding beyond maintenance, operation and optimisation of the existing system will
be prioritised to fund improvement activities to contribute to the strategic priorities.

RA

FT

National
Land
Transport
Fund(NLTF)• Revenue from the Emissions Trading Scheme is allocated to CERF.
• Cabinet allocates CERF funding to support emissions reductions and reducing vulnerability or
exposure to the impacts of climate change, including the implementation of the ERP and NAP.
• CERF funding may be used to support the implementation of transport activities, as ameans of supplementing investments made through the GPS 2024 with a focus on emission
reduction and/or mitigating the impacts of climate change.

DirectCrown
funding• Cabinet may choose to allocate additional funding for transport projects to support theachievement of GPS or wider government priorities that are not affordable within the NLTF.
• These tend to be investments that are very large; projects that have multiple objectives; orinvestments that respond to specific events or wider strategic needs. This may include, forexample, major infrastructure projects, regional development projects and large-scale system
shocks (e.g., COVID-19 or recovery from natural disasters).
• There will typically be a broader set of considerations applied to these investments than toprojects and activities that centre purely on transport objectives. When proposing investments
for Crown funding, Cabinet is responsible for determining the rationale for investment andrelative priority.
• Officials have responsibility for ensuring that Ministers are well informed before making suchdecisions, including providing advice about the fit of a proposed investment with relevant
government strategies and plans such as the ERP, the NAP and the NPS-UD. The nature of
direct Crown funding is such that the timing of its approval does not necessarily align with the
publication of a GPS.

D

ClimateandEmergency
Response
Fund(CERF)

Local share• Regional councils, unitary authorities and territorial authorities – collectively known
as ‘local government’ – play a key role in the transport planning and funding system.
• Local government is responsible for developing, maintaining and operating a large
network of local roads and for delivering public transport infrastructure and services.
It also has a key role in achieving integrated transport planning.
• Local government contributes ratepayer funding towards activities in the NLTP that
it is responsible for delivering, and this supplements investment from the NLTF.
• These activities include local road construction, operations and maintenance; public
transport infrastructure and services; and walking and cycling infrastructure.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 41
INVESTMENT IN LAND TRANSPORT

Investment delivered through the
National Land Transport Fund

• The need for more investment to maintain andimprove the resilience of transport infrastructure• Significant price increases in the sectors thatprovide transport infrastructure and services• The absence of a FED/RUC increase to the NLTF
since September 20205• The value of maintaining price signals for road
users to help to manage demand• Delivery constraints.

FT

The Government is proposing to
make a substantial increase in thefunds available to the NLTF.

The Government is proposing to make a
substantial increase in the funds available to the
NLTF. Including all contributions, revenue available
to the NLTF will rise from $15.5 billion in 2021/222023/24 to $20.8 billion in 2024/25-2026/27, anincrease of 34 percent.

RA

This additional funding will be used to ensurethat New Zealanders have a quality roading
network that is resilient, and the transport systemis optimised to support future expectations.
This includes being resilient to adverse weather
conditions. Given the recent weather events,
the programme will also focus on projects that
support recovery and building back better.
Investment in maintenance and operation of thesystem will also be a key focus for GPS 2024.

These factors have led to the proposed funding
package, totalling $20.8 billion of expenditure
over the first three years of GPS 2024. While
recognising the desirability of additional
expenditure, ultimately that must be balanced
against affordability and delivery constraints.

D

In March 2022, the Government cut FED and
RUC rates by 25 cents a litre to provide costof living relief through the global energy crisis,
triggered by the war in Ukraine. The FED and
RUC cuts concluded on 1 July 2023. Balancing
the increase in FED/RUC, following removal of the
25-cent reduction, is critical to minimising the cost
increases that households are facing.

A balance has been struck which covers the criticalincrease in investment by funding this through:• Proposed gradual increases in FED and RUC• Hypothecation of traffic infringement fee
revenue to the NLTF
• Crown grants• A Crown loan.
In proposing this combination of revenue sources,
the Government has aimed to balance:• The cost pressures on household andbusiness budgets
5.

Proposed increases to FED and RUC
The Government is proposing to return to theprevious practice of regular, small increases in
FED/RUC to maintain the spending power of
the NLTF (see Figure 6). Officials advised theGovernment that it should make larger increases
to FED/RUC to provide most of the additional
funding from this source. However, the amountthat would be required to fund the NLTF in fullwould be a one-off increase of 30 cents per litre
to fund the essential expenditure and anotherone-off increase of 8 cents per litre to fund theStrategic Investment Programme.
Given the significant impact that this would haveon the cost of living for many households, theGovernment does not consider that an increaseof this kind would be acceptable. Accordingly, thedraft GPS proposes to supplement the NLTF withdirect Crown funding and financing to reduce thesize of the proposed FED/RUC increases.
To ensure that revenue matches investment,
and the land transport system continues to be
maintained, we propose two six-monthly 2 cents
per litre increases for the first year, followed by
two annual 4 cents per litre increases, reaching

Noting that the Government supported households from March 2022 to June 2023 with temporary
reductions in FED and RUC. During this time, Crown funding maintained expected cashflows into the NLTF.

$2.0B$1.5B
42 Te Manatū$1.0B Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34

Activity class upper bound2032/33

2029/302026/27

Activity class lower bound

FT

Actual maintenance expenditure2023/242020/212017/18

2014/15

2011/12

2008/09

2005/06

2002/03

1999/00$0.0B

1996/97$0.5B IN LAND TRANSPORTINVESTMENT

Figure 6. Previous changes to rate of Fuel Excise Duty
80
70

50
40

RA

Cents per litre

60

30
20
10

a total of 12 cents per litre in July 2026. A 2 centper litre increase is the equivalent to an additional
cost per week of $0.44 to the average motorist,
increasing to $2.64 per week by July 2026.
The proposed increase, phased in by July 2026,
will generate an additional $1.4 billion in revenue
over 2024-27. This additional revenue will, in part,be used to meet the rising costs of maintaining
roads, which is forecast to cost between $5.4
billion and $8.1 billion over 2024-27.

1/01/2023

1/01/2022

1/01/2021

1/01/2020

1/01/2019

1/01/2018

1/01/2017

1/01/2016

1/01/2015

1/01/2014

1/01/2013

1/01/2012

1/01/2011

1/01/2010

1/01/2009

1/01/2008

1/01/2007

1/01/2006

1/01/2005

1/01/2004

1/01/2003

1/01/2002

D

1/01/2001

1/01/2000

0

Hypothecation of traffic infringement
fee revenue to the NLTF
Fee revenue from traffic offences currently goes
into the Crown account. To help deliver on thecritical investment in land transport required
through GPS 2024 and reflecting the safety-focusof traffic infringement notices, it is now proposedthat infringement fees will be hypothecated to
the NLTF where it will be directed to support
safety investments through the Road to Zero
programme. Infringement fees currently amount
to approximately $100 million per annum.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 43
INVESTMENT IN LAND TRANSPORTThe Government is proposing to provide
Crown grants totalling $2.9 billion to the NLTF
over the period 2024/25-2026/27. This will
include $500 million from the CERF, which will
be directed to the Walking and Cycling Activity
Class to increase uptake of walking and cycling
and reduce emissions.
Crown loan

revenue from road users will be impacted.
At the same time, additional investment isrequired to support emissions reduction
and safety programmes.

FT

Crown grants

RA

The final funding component is a Crown loanof $3.1 billion. This will be repaid over ten years
from the additional FED and RUC revenue.

The Government has commenced a review, called
Future of the Revenue System (FoRS) to determine
how land transport should be funded in the
future, to ensure sustainability in the long-term.
The Ministry is currently examining options, with aview to public consultation in early 2024. Detailed
design work and development of the preferred
options, and staged implementation, will comeafter that. It is expected that this work will becompleted in time to inform GPS 2027.

Together, FED/RUC increases, Crown grants,
a Crown loan and traffic infringement fee
hypothecation will ensure the essential
expenditure necessary to maintain our landtransport infrastructure and the continued
operation of transport services.

It is expected that the Government’s transportfunding approach for the period from 2027/28 will
be informed by the results of the FoRS review.

National Land Transport Programme

Future of the Revenue System

D

The proposals above will provide confirmed
revenue for the period 2024/25-2026/27.
However, as some of this revenue is comingfrom one-off grants, expected revenue drops
in 2027/28.

The land transport system is undergoing majortransitions. This involves: a shift from private cars
to active modes or public transport; moving more
freight from road to rail and coastal shipping;a move to decarbonise transport modes; andchanges in where we live and work. Consequently,

The LTMA requires Waka Kotahi to prepare andadopt a NLTP, for the following three financial
years. The NLTP must:• contribute to the purpose of the LTMA
• give effect to the GPS, and• take into account any:
– regional land transport plans– national energy efficiency andconservation strategy– relevant national policy statement and any
relevant regional policy statements or plansthat are for the time being in force under the
Resource Management Act 1991.

Table 3: National Land Transport Fund expected revenue 2024/25 to 2029/30

NLTF revenue

2024/25$m

2025/26$m

2026/27$m

2027/28$m

2028/29$m

2029/30
$m

6,200

6,800

7,750

5,400

5,450

5,500

44 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORTFT

Table 4: National Land Transport Programme funding ranges 2024/25 to 2029/30
2024/25$m

2025/26$m

2026/27$m

2027/28$m

2028/29$m

2029/30$m

Expenditure target

5,550

6,000

6,450

4,750

5,000

5,150

Maximum expenditure

5,850

6,300

6,750

5,050

5,300

5,450

Minimum expenditure

5,150

5,600

5,600

4,550

4,800

4,950

Note this expenditure target relates specifically to NLTF spend i.e., Waka Kotahi
share (excluding local share contributions and other external funding sources).

uncertainty, the LTMA 2003 provides for an‘allowable variation’ to be set in a GPS as a wayof managing any imbalances that arise.

RA

Table 4 shows the total expenditure target alongwith the maximum and minimum for the ten years
of GPS 2024. The expenditure target for the NLTP
reflects the NLTF funding that can be invested
into land transport activities’ net of expecteddebt repayments (see Appendix 3). It is based on
the expected level of NLTF revenue (noting that
additional revenue decisions relating to 2027/28
onwards are yet to be taken), the net impact ofborrowing and any surpluses carried forward fromone financial year into the next.

D

Allowable reasons for varying theexpenditure targets

The Minister may vary the expenditure targets.
Where it is likely that actual revenue levels willvary significantly from expenditure targets or
it is not possible to spend at the expected rate
(e.g., a pandemic), the Ministry and Waka Kotahi
will advise the Minster on options for aligning
expenditure and revenue.

Allowable variation
Waka Kotahi is required to match its expenditure
to the target expenditure set out in Table 4.
However, it is also legally required to limit its
spending to the levels of available revenue in
the NLTF. Because both the timing and levelsof revenue and expenditure are subject to

In practice this ‘allowable variation’ is determinedby the loan facilities provided to Waka Kotahi
as these set the limit on the extent to which
expenditure from the NLTF can exceed revenue
inflows. For the avoidance of doubt, in GPS 2024
the allowable variation is the sum of all borrowing
made available to Waka Kotahi by the Minister ofTransport and the Minister of Finance, reduced
over time as that borrowing is drawn down.

Policy on borrowing for the purposesof managing the delivery of the NLTP
At times borrowing will be required to manage thedelivery of the NLTP. Borrowing increases available
funding in the short-term, which can be used to
manage cash flow, cope with unexpected shocks
or to deliver additional activities. However, in the
future there will be a corresponding decrease inavailable funding as the borrowing is repaid.
A change in how borrowing is reported is being
implemented in this GPS. The activities fundedthough borrowing will be reported at the time of
the investment as expenditure in the appropriate
activity class. Repayment of borrowing will bereported as expenditure from the NLTF, separate
from activity class spend. Put simply, although theTe Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 45
INVESTMENT IN LAND TRANSPORT

use several borrowing facilities. Table 5 provides
details of these arrangements. A forecast of the
expected debt repayments over the next six
years is presented in Appendix 3. If additionalborrowing facilities are required, Waka Kotahi
must seek approval from the Ministers of Financeand Transport.

FT

NLTF will be responsible for repaymentof the borrowing, the interest and debt
repayments will be reflected separatelyfrom the activity class ranges in GPS 2024.

The Ministry will work with Waka Kotahi todevelop reporting practices to ensure boththe spend on activities funded from borrowing
and the repayments of borrowing are clearlyreported. This includes borrowing drawn down
before 1 July 2024.

RA

At the time of publishing this GPS, formal
arrangements are in place for Waka Kotahi to

Two of the facilities relate to revolving credit.
These provide access to committed funding tomanage fluctuations in cash flow – either due toseasonal variations or shocks.

Table 5 Waka Kotahi borrowing facilities
Borrowing Facility

Purpose of borrowing

Size offacility

Amountdrawn
down*

Repayment Period

Management of cash flow
(revolving credit facility)

To manage seasonal cash flow
variations in the NLTF

$250m

$0

Annually

Revenue andexpenditure shocks(revolving credit facility)

To manage any unexpectedfluctuation in revenue or expenditure

$250m

$150m

Within 4 yearsof draw down

AucklandTransport Package

To progress the Auckland
Transport package

$375m

$318m

Before 30 June 2027

To bring forward constructionof the Tauranga Eastern Link

$107m

$107m

To be repaid throughfuture tolls revenue
by June 2050

Housing
Infrastructure FundTo accelerate transport projects
that support housing development

$357m

$46m

Before June 2031

COVID-19

To manage the shortfall in revenue
resulting from COVID-19

$425m

$332m

Before 30 June 2027

2021-24 NLTP facility

To address the gap between
planned investments in the NLTP
and level of investment required
to deliver GPS 2021 priorities

$2b

$500m

10 years fromdrawdown

To address the gap between
planned investments in the NLTP
and level of investment required
to deliver GPS 2024 priorities

$3.1b

$0

10 years fromdrawdown

D

Tauranga Eastern Link

2024-27 NLTP facility

Note: This list does not include lending facilities related to Waka Kotahi’s regulatory functions.
*Amounts drawn down as at 30 June 2023.

46 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

Activity class framework

GPS 2024 allocates funding ranges to twelve
activity classes. The activity classes are:• Public transport services• State highway maintenance• Local road maintenance• Investment management• Rail network• Public transport infrastructure• State highway improvements• Local road improvements• Safety• Walking and cycling improvements• Coastal shipping• Inter-regional public transport.

FT

The NLTF funds activity classes,
each of which represent agrouping of similar activities.

RA

The activity class funding ranges outlined in Table
6 provide signals about the balance of investment
expected across the GPS. The focus of theinvestment in the activity classes is on maintaining
and operating the system, with additional
investment coming from other sources tosupport the other strategic priorities.
For each activity class, a funding range is given
with an upper and lower expenditure limit. Waka
Kotahi is responsible for allocating funding withinthese ranges to specific activities, while also
staying within the overall expenditure target.

D

There may be additional funding from othersources (such as Crown funding or local
government) towards some projects and activities.
Except for rail (see page 49), any funding fromother sources is additional to the expendituretarget and the activity class funding ranges.

The activity classes follow on from GPS 2021, withthe addition of one new activity class, Inter-regional
public transport and renaming the Road to Zeroactivity class to be the Safety activity class.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 47
INVESTMENT IN LAND TRANSPORT

Safety activity class

FTInter-regional public transport
activity class

The Safety activity class represents an update to
the Road to Zero Activity Class introduced throughGPS 2021. Investment through the Safety Activity
Class will be targeted towards interventions
that support reductions in deaths and serious
injuries, including in Road Policing, Automated
Enforcement, and Road Safety Promotion.
The difference between the Road to Zero Activity
Class and the Safety Activity Class, is that safety
infrastructure and speed management will now
be funded from the State Highway Improvements
and Local Roads Improvements Activity Classes.
This will better integrate the wider network anddeliver a wider range of outcomes.

RAInter-regional public transport will play a crucialrole in achieving our emissions reduction targets.
Currently there are two inter-regional public
transport rail services, Te Huia (between Hamilton
and Auckland) and the Capital Connection(between Palmerston North and Wellington).
The inter-regional public transport activity classprovides for investment in existing and newinter-regional services, encouraging Regional
Councils and Unitary Authorities to work together
to expand and improve inter-regional public
transport service offerings.

D

This activity class also provides funding tosupport the delivery of new services. This activity
class will work in a similar way to the Coastal
Shipping activity class in the 2021-24 GPS, byproviding a dedicated funding source to partnerwith other players to develop and deliver new
services. It is expected that Waka Kotahi willdevelop key principles and objectives shortly
after the Government has responded to theSelect Committee Inquiry into the Future of InterRegional Passenger Rail, and that Waka Kotahi willthen work with public transport agencies, KiwiRail,and the private sector to support proposals thatwill extend and improve services. The Government
expects this activity class will initiate extensions
to inter-regional passenger rail, but it can also be
applied to other forms of Inter-regional public
transport including bus and ferry services.

Activity Classes are defined in detail in Appendix 1.

48 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

Activity class expenditure upper and lower limits

FT

Table 6 below sets out the activity classfunding ranges for 2024/25 – 2033/34.

Table 6: Activity classes and funding ranges

GPS 2024 Funding range

Activity Class

Forecast funding range

2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31 2031/32 2032/33 2033/34
$m
$m
$m
$m
$m
$m
$m
$m
$m
$m

Continuing programmes
Public transport Upper
services
Lower

850
580

930

1,020

1,090

1,170

1,270

1,340

1,440

1,550

1,670

640

700

740

800

870

920

990

1,070

1,150

1,540

1,700

1,810

1,920

1,960

1,990

2,030

2,060

2,100

Upper

1,360

Lower

890

1,020

1,100

1,170

1,250

1,280

1,300

1,330

1,360

1,380

Local roadmaintenance

Upper

1,080

1,160

1,280

1,360

1,440

1,470

1,490

1,520

1,540

1,570

Lower

720

790

840

890

960

980

1,000

1,020

1,040

1,060

Investment
management

Upper

85

90

90

90

95

95

100

100

105

110

Lower

65

70

70

70

75

75

80

80

85

90

Rail network

Upper

590

610

620

570

570

570

580

580

580

580

490

510

180

120

120

120

120

120

120

120

Public transport Upper
Infrastructure
Lower

1,010

1,060

1,110

840

860

880

890

900

910

920

520

570

620

460

480

500

500

500

500

500

State highway
Improvements

Upper

1,420

1,520

1,720

500

500

500

500

500

500

500

Lower

1,020

1,120

1,220

200

200

200

200

200

200

200

Local road
improvements

Upper

400

400

410

410

420

420

420

430

430

430

Lower

150

150

160

160

170

170

170

180

180

180

Safety

Upper

600

610

620

630

630

630

640

640

640

650

Lower

500

510

520

530

530

530

540

540

540

550

Upper

330

330

340

310

320

320

330

330

340

340

Lower

160

170

170

180

180

190

190

200

200

210

Coastal shipping Upper

20

20

20

20

20

20

20

20

20

20

Lower

15

15

15

15

15

15

15

15

15

15

Inter-regionalUpperpublic transport Lower

50

50

50

–

–

–

–

–

–

–

20

20

20

–

–

–

–

–

–

–

RA

State highway
maintenanceD

Improvements

Walkingand cycling
improvements

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 49
INVESTMENT IN LAND TRANSPORT

Crown funding for land transport

A full view of Government transport fundingneeds to incorporate the NLTF and these otherfunding pools. Crown funding is appropriated by
Parliament for a particular purpose and is (usually)
spent by Waka Kotahi or KiwiRail acting as the
Crown’s delivery agent.

FT

Direct Crown funding
supplements the NLTF, increasing
the amount of funding available toachieve the strategic objectives.
Table 7: Total land transport investment62024/25-2026/27

NLTF
$m

Crown
$m

Total
$m

NLTF
$m

RA

Activity Class

2027/28-2023/34

Lower Upper

Crown
$m

Total
$m

Lower Upper

Public transport services

1,920

2,800

773

2,693

3,573

6,540

9,530

1,084

7,624 10,614

State highway maintenance

3,010

4,600

–

3,010

4,600

9,070 13,870–

9,070 13,870

Local road maintenance

2,350

3,520

–

2,350

3,520

6,950 10,390–

6,950 10,390

Investment management

205

265

–

205

265

555

695

–

555

695

Rail network

503

1,508

3,355

3,858

4,863

840

4,030

138

978

4,168

Public transport
infrastructure

1,710

3,180

1,326

3,036

4,506

3,440

6,200

76

3,516

6,276

State highway
improvements

3,360

4,660

1,793

5,153

6,453

1,400

3,500

326

1,726

3,826

460

1,210

203

663

1,413

1,210

2,960

68

1,278

3,028

1,530

1,830

3,760

4,460

3,760

4,460

500

1,000

1,350

2,290

–

1,350

2,290

Local road improvements
Safety

1,830

500

1,000

Coastal shipping

45

60

45

60

105

140

–

105

140

Inter-regional
public transport

60

150

60

150

–

–

–

–

–

Debt and PPP repayments

2,748

2,748

2,748

2,748

6,864

6,864

6,864

6,864

Unallocated revenue*

2,376

n/a

2,376

n/a

147

147

D

1,530

Walking and cycling
improvements

–

Other

Crown expenditure that
doesn't map to an Activity
Class e.g., regulatory, clean
car discounts, etc
Totals147
20,777 27,531

7,597 28,374 35,128 42,084 64,929

83

83

1,774 43,775 66,703*Based on BEFU 2023 NLTF revenue forecasts.
6.

Note that NLTF Rail Network investment in Table 6 doesn’t reconcile with Table 5 because of direct Crown funding into this Activity Class.
Direct Crown funding has been removed from the Rail NLTF Activity Class in Table 6 to avoid double counting.

50 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

Cyclone Gabrielle emergency relief

FT

Direct Crown funding for the 2024/25-2026/27
period currently stands at $7.6 billion (seeTable 7: Total land transport investment
and Appendix 4). The largest components ofthis are NZUP funding and support for RNIP.

As many of the NZUP projects are underway(if not completed) the 2024/25-2026/27 NZUP
expenditure shown in Table 7 is an estimate of
the residual funding from the original allocationthat remains to be spent in this period.

RA

The Government has also announced fundingof $6 billion for a National Resilience Plan andthat it expects to announce further funding
to support the regions affected by the recent
extreme weather events. Transport investments
have received an initial share of this funding, withfurther decisions likely.

The Government initially committed $525 million to
Waka Kotahi for Cyclone Gabrielle emergency relief,
and $200 million to support the reinstatement ofoperating sections of the rail network. In July, it
confirmed a further $567 million to Waka Kotahi for
immediate works on state highways in Tairāwhiti,
Wairoa, Hawke’s Bay, Coromandel and Northlandfrom the $6 billion National Resilience Plan. The
Government has also indicated that more support
will be provided once there is a clearer picture of
the costs to each region.

Major Government commitments to direct
funding for transport investment programmes
and projects currently include:• Cyclone Gabrielle interim
emergency relief package

D• New Zealand Upgrade Programme• Climate Emergency Response Fund
• Rail Network Investment Programme

Details of all direct Crown commitments
are listed in Appendix 4.

The New Zealand Upgrade Programme
In January 2020, the Government committed$12 billion to the NZUP. The transport componentof this funding ($8.9 billion) is supporting specificprojects that further the Government’s ambition
for the transport system. NZUP reflects theGovernment’s balanced transport policy withinvestments across road, rail, public transport andwalking and cycling infrastructure. It is a significant
investment programme that builds on investment
made through the NLTF and is delivering
important projects that will speed up travel times,
ease congestion and make our roading and rail
networks safer and more resilient.
Major NZUP projects include:• Penlink – providing a two-lane road and ashared walking and cycling path bridge which
will provide improved travel times between
Whangaparāoa and wider Auckland• Melling Transport Improvements – providing
a safer, more resilient and accessible transportsystem in Lower Hutt, as well as supporting
flood protection and revitalisation of the
Hutt ValleyTe Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 51
INVESTMENT IN LAND TRANSPORT

Rail

FT

• The Queenstown Package – providing locals
and visitors with better access to public
transport and improved, safer connections
for those who walk or ride bikes• A third main rail line between Westfield andWiri in Auckland – enabling more frequent andreliable passenger and freight rail services• Extending Auckland’s electrified rail networkfrom Papakura to Pukekohe.

The first RNIP was approved by the Minister inJune 2021. Additional funding was also provided
through the annual Crown Budget process to
the NLTF to support investment in the RNIP. This
Crown support is included as NLTF revenue and in
the relevant Activity Class in Table 6.

RA

Many NZUP projects have already been completed.
Details of progress with the programme can befound at www.nzta.govt.nz/nzupgrade.

Every three years KiwiRail is required to prepare
the RNIP for the Minister of Transport to approve.
The RNIP outlines the set of rail network activities
KiwiRail proposes to deliver over the next three
years and a 10-year investment forecast for thenational rail network. KiwiRail must take into
account the purpose of the LTMA, and the current
GPS on land transport, when developing the RNIP.

Climate Emergency Response Fund(CERF)The CERF provides a dedicated funding source forpublic investment on climate-related initiatives,using proceeds from the Emissions Trading
Scheme. CERF funding can support other funding
sources, such as the NLTF and local government
revenue, to accelerate improvements to transport
infrastructure and services that support emissions
reduction and/or reduce vulnerability or exposure
to the impacts of climate change.

D

Through Budget 2022 and Budget 2023,$1.259 billion of CERF funding (not including$585 million for the, now discontinued, clean
car upgrade (scrappage) and social leasing car
schemes), was allocated to transport investments.
Announcement of any additional CERF transport
initiatives is likely to be linked to the annual
government budget process.

Other

In addition to the major investments describedabove, the Government has provided direct
Crown funding to other transport initiatives suchas the Super Gold card fare subsidies, PT bus
decarbonisation, City Rail Link and planning for
Auckland Light Rail.

$1.259 billionof CERF funding was allocatedto transport investments throughBudget 2022 and Budget 2023

52 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

Changes to transport funding andprioritisation processes in NLTP 2024-27

outside of the autonomous role it playswith respect to the NLTF. This aspect of the
Waka Kotahi’s role is facilitated through direction
under the Crown Entities Act 2004, or by lettersof agreement between the Minister and the
Waka Kotahi Board.

FT

Process for collating and assessing‘bids’ for different funding channels

Transport investment funding and decisionmaking is becoming increasingly complex. Overthe period of this GPS, the Government may wish
to consider making additional investments to
support progress towards the strategic priorities,
especially where there is not sufficient revenue
available within the NLTF. The high-level process
is outlined in Figure 7 below.

RA

The Government already uses Waka Kotahi
expertise to advise on and/or implement directly
funded transport investment decisions. This sits
within the statutory functions of Waka Kotahi but

Working with the Ministry, Waka Kotahi is
expected to identify and advise on time criticalinvestment programmes for Crown funding
consideration, where supplementing the NLTF
and local share funding could better deliver
GPS 2024 priorities (or wider priorities specified
by the Government). This expectation is included
in Section 5.

Figure 7: New funding decision process

Waka Kotahi
prepares:

Decisionrights

Deliveryprogrammes

Outcomes,
objectives
and results
the Crown
wishes toachieve

An optimised NLTF-fundedpackage based on the funding
ranges set up in the GPS(i.e. the current NLTP process)Waka
Kotahi
Board

NTLP

D

GPS
sets

Advice on investment options
for Government consideration
through Budget (incl. CERF)

Strategic priorities
and signals

Proposedactivities

Regional Land Transport Plans
National long-term view of system needs

Cabinet

CERF and other
Crown-funded
programmes

PerformancemonitoringTe Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 53
INVESTMENT IN LAND TRANSPORT

FT

Mass Rapid Transit Projects

RA

Mass Rapid Transit (MRT) projects are likely torequire additional Crown funding due to theirscale and their broader and more complex
range of benefits and outcomes, particularly asthese projects become city-shaping in that theysignificantly impact economic decisions, such aswhere people choose to live and work. Work isplanned to develop a comprehensive frameworkfor funding, financing and integrating decisionmaking processes for MRT projects, with newpolicy expected after GPS 2024 is adopted. This
work is expected to outline how the NLTF is used
to support the operation and maintenance of new
and supporting infrastructure and how different
government policy levers work together to deliver
the best outcomes.
Current MRT projects are at various stages in theinvestment pipeline, and include:
Northern Busway enhancements

D

A Detailed Business Case has identified a numberof enhancements to improve the reach andattractiveness of the Northern Busway, whichis experiencing passenger growth exceedingthat of both the rail network and the rest of thebus network in Tāmaki Makaurau Auckland. The
project includes station and platform upgrades aswell as improved bus priority on State Highway 1
and local roads in the city centre. These projects
will be rolled out as funding is made available andas growth requires.
City Rail Link

This is the only MRT project in the construction
phase. To realise the full benefits of CRL, several
improvements are required to other parts of themetro rail network, notably the removal of levelcrossings, to increase the throughput of people
across the whole system. These projects are
funded separately and prioritised in the
ATAP programme.

54 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
INVESTMENT IN LAND TRANSPORT

points with other services (e.g., rail stations
and bus interchanges). New investments may
include strategic land acquisition to secure thoseconnection points. Any grade separation should
also ensure that at future stages the type ofservice could be upgraded (i.e., bus rapid transit
being upgraded to a light rail or metro type
operation). Any future investment should also
ensure interlinkages with other services (e.g. rail
stations and bus interchanges) to produce a stepchange improvement in travel choice and network
capacity to the wider northwest part of Auckland.

FT

Auckland Light RailThis proposed light rail corridor serves to connect
the Auckland Airport and Māngere with the city
centre. The Indicative Business Case estimateda cost of $14.6 billion to deliver the entire route.
The project is now in the Detailed Business Case
phase. Updated cost estimates, a phasing plan,and route and station locations are expected to
be announced after GPS 2024 is adopted.
Waitematā Harbour Connections

Let’s Get Wellington Moving

RA

Nationally significant resilience, network
capacity and travel choice deficiencies acrossthe Waitematā Harbour need to be addressedover the coming decades through a significant
improvement that includes rapid transit, road,and active mode improvements. An Indicative
Business Case to direct future investment isscheduled for completion in 2024. It is expected
to include provision for a rapid transit connection
to the City Centre.
Northwest Rapid Transit Corridor

D

Urban development to the northwest of Auckland
will be supported by a new rapid transit corridor
connecting Westgate with the city centre. This
will take the pressure off the overburdened State
Highway 16 and provide a lower-carbon transport
alternative to serve the expected population
growth in this area. Interim improvements,
including longer bus priority lanes and the
Te Atatū and Lincoln Road interchanges,
are currently being delivered.

Any new investment or improvements in thiscorridor should allow for an eventual grade
separated public transport service to be operated,and ensure provision is made for connection

This programme seeks to provide more attractive
travel choices and reshape how people get around
Wellington. The MRT elements of LGWM are
now entering the Detailed Business Case phase,
investigating light rail or bus rapid transit options tothe south from the Wellington Railway Station.
New metropolitan rapid transit programmes
Through the Urban Growth Partnerships the
Crown, iwi and local government have developed
joint spatial plans to ensure all our Tier 1 cities
grow successfully over time. Underpinning all
the spatial plans are shifts towards greateruse of public transport and active modes. The
key implementation action to achieve this isestablishing a core network of rapid and frequent
public transport corridors as future ‘spines’
for these urban areas. New networks thatwill become key enablers of future urban
development and transport planning include the
Hamilton-Waikato Metro Rapid Transit network,
the Greater Christchurch Mass Rapid Transit
corridor, and the Tauranga-Western Bay of Plenty
Frequent Public Transport network.

SECTIONSECTIONSECTIONSECTIONSECTION

1

2

3

4

5

D

RA

FT

Section 5.
Statementof Ministerial
expectations

56 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STATEMENT OF MINISTERIAL EXPECTATIONS

These expectations on Waka Kotahi aresupplemented by the annual letter of expectations
provided by the Minister of Transport, relating to
the wider role of Waka Kotahi.

FTThe Act provides for the Minister,as part of the GPS, to make astatement of their expectations of
how Waka Kotahi gives effect to
the GPS on land transport.

D

RA

The purpose of the statement is to provide greater
clarity about government policies and objectives
relevant to Waka Kotahi’s implementation of theGPS. The statement is specific to the GPS and is inaddition to the statutory objectives and functionsin Part 4 of the LTMA, the Crown Entities Act 2004,
and general public sector advice and guidance suchas the Codes of Conduct and Model Standards
promulgated by the Public Service Commission.

Waka Kotahi is expected to demonstrate how it isgiving effect to these expectations, working with
the Ministry to agree an appropriate reporting andpublication format, to be agreed with the Ministerprior to GPS 2024 coming into effect. Existing
Waka Kotahi reporting mechanisms are likely
to be appropriate, including its:
• Statement of Intent and Statementof Performance Expectations• Assessment of how the NLTP gives
effect to GPS 2024
• Annual Report on the NLTF and
Annual Report on Waka Kotahi• Annual reporting on mattersrelating to the RNIP.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 57
STATEMENT OF MINISTERIAL EXPECTATIONS

Deliver GPS outcomes in a waythat provides value for money• Consider the full range of options andalternatives: to contribute to the outcomesin Section 3, require consideration of
options that prioritise integrated planning,
demand management and making the bestuse of the existing system ahead of new
infrastructure investment, consistent with
the Intervention Hierarchy.
• Ensure a robust programme and portfolio
approach: ensure investments are notundertaken in a “siloed” manner, but ratherdelivery is integrated in a way that maximises
available funding, the delivery of benefits andvalue for money.
• Set performance expectations: report on the
expected costs and benefits from its investment
decisions and describe the monitoring and risk
management approaches that will be in place todrive value for money and to manage risk.
• Evaluate its performance: determine whether
the expected benefits of its investments arebeing realised, and the progress it is making
towards the outcomes and results sought in
its NLTP.

FTThe Minister expects Waka Kotahi
to use the NLTF to contribute to
the results sought in Section 3
in a manner that provides
value for money throughout
the investment lifecycle byefficiently and effectively
allocating the NLTF to activities.

D

RA

When developing the NLTP, the Minister expects
Waka Kotahi will:• Incorporate GPS 2024 priorities into its
investment prioritisation framework: prior
to publishing the NLTP, establish, implement,
and publish its investment decision-making
approach (including rules, criteria andprocedures) to prioritising and managing
investments in the NLTP that contribute to the
GPS outcomes in a way that demonstrates value
for money. This includes giving consideration to
how the Ministry’s Value for Money Assessment
Model may be incorporated and applied to theactivity classes.

58 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STATEMENT OF MINISTERIAL EXPECTATIONSInvestments must be efficient and effective

Building back better and achieving
value for money from maintenanceand renewals spend

FT

The Minister expects Waka Kotahi
to demonstrate that its decisions
to approve funding for activities
have been reasonably informedby evidence of:RA• expected benefits and costs (both monetised
and non-monetised) and the level of uncertainty
associated with benefit and cost estimation.
• potential for funding contributions from thebeneficiaries and users of the investments,
including local government revenue sources,
pricing (e.g., parking demand management)
and forms of user charges.

Waka Kotahi will need to carefully consider themost effective ways to “build back better” so thetransport system is optimised to support future
expectations, be fit for purpose, and be resilient
to future system shocks. “Build back better”
has several dimensions but generally means
upgrading rather than just replacing. This may, forexample, occur as part of routine maintenanceactivities, when replacing flood-damaged
structures, or when proactively constructing analternative to a route that has been identified as
fragile. While additional funding is being provided
to rebuild or replace damaged infrastructure,
Waka Kotahi also needs to find ways to leverage
its considerable maintenance and renewals
work programmes to contribute to the wider
set of outcomes within GPS 2024, rather thanjust replace the current asset, during routine
maintenance activities.

Below are specific areas that the Minister expects
Waka Kotahi to focus on when investing towards
the results and outcomes sought in Sections 3
and 4 in a manner that provides value for money.

D“Build back better” hasseveral dimensions but
generally means upgrading
rather than just replacing

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 59
STATEMENT OF MINISTERIAL EXPECTATIONS

Growth in the capacity, frequency and quality of
public transport services is critical to our future.
High quality public transport supports economic
productivity through the efficient movementof growing populations, provides safe andaffordable travel options for New Zealanders,and supports the achievement of our emissions
reduction objectives. While we cannot change
decisions of the past, it is essential we ensure that
infrastructure planning and investment decisions
take account of both immediate and anticipatedpublic transport requirements of each corridor,
looking out 30–50 years.

D

RA

FT

The Minister expects that Waka Kotahi will:• adopt an asset management approach,consistent with the One Network Framework
and, where appropriate, adaptive decisionmaking, that achieves the best value for money
for maintenance and operations for the funding
allocated and takes a whole of life approach todecision-making• prior to renewing long-term contracts, review
how to contract for maintenance and renewals
activities in a way that:– ensures an effective, competitive andsustainable workforce and supply chain
to deliver both response and maintenanceservices;– demonstrates value for money in the deliveryof response and maintenance services;– encourages innovation and best practice todrive both efficient and effective maintenanceand response outcomes;– prioritises the effective integration of
improvement activities into routine
maintenance schedules, where feasible; and– gives the Government confidence that
programme management and governanceis in place to effectively share risk andsupport innovation with the private sector.
• when considering any changes to theState Highway network, assess and whereappropriate incorporate into all improvement
options (including renewals and maintenance)
the provision of public transport to meetcurrent and future demand. Any changes
should take into account local and regional
plans, and population growth projections.
Additionally, the Minister expects Waka Kotahi
to work with and support regional and local
authorities to include the same considerations
when developing investment proposals relating
to local transport networks.

The impact of substantively repurposing and/or expanding transport corridors to respond tochanging demands is extremely high. This can
include the direct financial costs of improvements,
as well as the time and disruption costs for road
users and for those who live and work alongside
the corridor. This is especially the case ingeographically constrained areas – predominantly
in our major urban centres – where we are,and will continue to face, increasingly difficult
decisions about how to integrate additional public
transport capacity into heavily space-constrainedtransport corridors.

The Minister expects Waka Kotahi
will demonstrate how it is investing
and collaborating with the sector tobuild capability in innovative andefficient transport infrastructureand service delivery

60 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
STATEMENT OF MINISTERIAL EXPECTATIONSClimate change and the NLTP

The Minister expects that Waka Kotahi will:• Demonstrate how it is investing and collaboratingwith the sector to build capability in innovativeand efficient transport infrastructure and service
delivery, including accelerating existing, ordeveloping new programmes to build planningand delivery excellence for:– asset management and network
planning processes that use the
One Network Framework;– integrated investment planning, monitoringand evaluation that stops poorly aligned
investment earlier in, and before theinvestment pipeline, improving systemdelivery and efficiency;– programme management and governance,
including effective community engagement
and risk sharing; and– wider government commitments, including
the ERP, the Carbon Neutral Government
Programme and the NAP.

The Minister expects that Waka Kotahi will, when
adopting the NLTF-funded programme:• be satisfied that the overall NLTP makes anappropriate contribution to the transport
emissions reduction targets of the ERP in
accordance with the direction in the reducing
emissions strategic priority above (Page 20).
• be satisfied that the NLTP makes an appropriate
contribution to delivery of the NAP.
• within each region, be satisfied that the NLTP
makes an appropriate contribution to any
relevant urban light VKT reduction programme.

RA

FT

Building sector capability

Waka Kotahi to set targets for, andreport on, its operating costs

D

The Minister expects Waka Kotahi will:• prior to July 2024, set annual targets for its
own NLTF-related costs as a proportion of the
NLTF, broken down by activity class (net of debt
repayments) and publish these targets in its
Statement of Performance Expectations.
• report on its performance against its annual
targets for its own NLTF related costs in its
Annual Report, including explaining reasonsfor any variances against those targets.

Waka Kotahi is expected to report on how its new
NLTF investment decisions are contributing to
the Government’s emissions reduction objectives,
working with the Ministry to agree an appropriate
publication format.

Maximising revenue
The Minister expects Waka Kotahi will:• develop a strategic approach to the acquisitionand disposal of land and other property
interests (land and/or property rights).
• review existing land holdings and route
protection or land acquisition strategies
to determine alignment with the strategic
approach described above.
• ensure that net revenue available to the NLTF
is maximised. This includes pursuing all available
sources and ensuring there is full transparency
and accountability on the collection of revenue,
particularly in relation to RUC investigations
and enforcement.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 61
STATEMENT OF MINISTERIAL EXPECTATIONS

Waka Kotahi to advise the Government
on priority activities for Crown funding

FT

Additional Crown funding
will likely be required to makesignificant progress on GPS 2024
priorities, such as addressing
climate change.

RA

As part of the annual Crown Budget process,the Minister expects Waka Kotahi will:• determine investment programmes that
progress GPS 2024 priorities for Crown
funding consideration, informed by available
evidence included in relevant national andregional strategies and plans, including
RLTPs and spatial plans.
• work with the Ministry of Transport to advise
the Government on investment programmesthat support GPS 2024 priorities (or widerpriorities specified by the Government).

D

The Crown Budget process occurs annuallyand does not always align with RLTP and
NLTP development. It is acknowledged thatfull information on activities that Waka Kotahi
considers a high priority against GPS 2024
priorities, but that do not qualify for NLTF funding,will not necessarily be available when Crown
Budget decisions are made each year.

62 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
APPENDIX 1

Appendix 1.
Activity class definitions

The below definitions outline which activities
can be funded from each activity class.
Public Transport Services

SafetyFTEach activity class directs NLTF funding towards
different types of activities. Each activity class
can invest in every step of the intervention
hierarchy including:• Integrated planning• Demand management• Making the best use of the existing system• New infrastructure.

Local Road Improvements• Investment to optimise the utilisation and/or
improve levels of service across all modes on
the local road network.

RA• Investment in the operation and maintenance ofexisting public transport networks, to improveutilisation and/or maintain the level of service.
• Investment in new public transport services
to improve the level of service and support anincrease in uptake of public transport.

• Investment in road policing and associatedequipment• Investment in automated enforcement• Investment in road safety promotion
and system management• Investment to support behavioural changes
to improve road safety outcomes.

State Highway Improvements• Investment to optimise the utilisation and/or
improve levels of service across all modes on
the state highway network.
State Highway Maintenance• Investment in the maintenance, renewal of,or improvements to existing public transport
infrastructure to improve utilisation.
• Investment in new public transport
infrastructure to improve the level ofservice and support an increase in the
uptake of public transport.

• Investment in the ongoing maintenance,
operations, and renewal of the state highway
network to deliver an appropriate level ofservice across all modes.
• Urgent response to transport network
disruptions to restore an appropriate
level of service.

Walking and Cycling Improvements

Local Road Maintenance• Investment to improve the level of service
and increase uptake of walking and cycling(including micro mobility).

• Investment in the ongoing maintenance,
operations, and renewal of the local road
network to deliver an appropriate level ofservice across all modes.
• Urgent response to transport network
disruptions to restore an appropriate
level of service.

D

Public Transport InfrastructureTe Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 63
APPENDIX 1

Coastal Shipping

FT

Investment Management• Investment in coastal shipping to support
the efficiency and sustainability of the coastal
shipping sector and achieve decarbonisationand safety outcomes.
Rail Network• Investment in a reliable and resilient nationalrail network, including enabling KiwiRail todeliver ongoing maintenance, renewals andimprovements to the rail network.
Inter-Regional Public Transport

DRA• Investment in the management and deliveryof transport planning. This includes thedevelopment of Regional Land Transport
Plans (RLTPs), the development of Activity
Management Plans (AMPs), the developmentof speed management plans, parking
management plan, development of
Programme Business Cases (PBCs) and thedelivery of post implementation reviews.
• Investment in integrated land use and transport
planning, including long term system planning,urban growth plans, transport emissions
reduction plans, climate adaptation plans, VKT
reduction plans, and Regional Spatial Strategies.
• Investment in the management and delivery of
research into land transport issues to support
sound system planning and investment.
• Investment into funding allocation
management. This includes the developmentof and administration of the National Land
Transport Programme (NLTP), associatedfunding and procurement procedures, policies
and guidelines, funding agreements withapproved organisations, assistance and advice
to approved organisations and regional landtransport committees.

• Investment to partner with other players
to develop and deliver new, extended andimproved services.
• Investment to support planning for new interregional public transport services, with a focus
on rail but can also be applied to inter-regional
bus and ferry services.

64 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
APPENDIX 2

Appendix 2.
Changes from GPS 2018 through to GPS 2024

The table below shows how the strategic priorities
have evolved through GPS 2018 and GPS 2021 to
GPS 2024.

GPS 2018

GPS 2021

GPS 2024

n/a

Maintaining and operating
the system

RA

n/a

The other major change is the funding
environment. GPS 2024 describes the Crown’s
land transport investment strategy and seeks toachieve more than what can be achieved through
NLTF funding alone. It outlines a process whereby
advice on investments will be provided to theappropriate decision-maker(s) for funding throughthe NLTF, and other Crown funding sources.

FT

GPS 2024 builds on the strategic direction of GPS
2018 and GPS 2021, and also reflects changes in
the funding environment.

n/a

n/a

The condition of the existingtransport system is efficiently
maintained at a level that meets thecurrent and future needs of users.
Increasing resilience
The transport system is better
able to cope with natural andanthropogenic hazards.

Climate change

Reducing emissions

Reduced greenhouse gas emissions,as well as adverse effects on thelocal environment and public health.

Transform to a low carbon transportsystem that supports emissions
reductions, aligned with national
commitments, while improving safety
and inclusive access.

Transitioning to a lower carbon
transport system.

SafetySafetySafetyA safe transport system, freeof death and serious injury.

Develop a transport system where
no-one is killed or seriously injured.

Transport is made substantiallysafer for all.

D

Environment

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 65
APPENDIX 2

AccessGPS 2024

Better travel options

Sustainable urban
and regional development

Provide people with better travel
options to access places for earning,learning, and participating in society.

RA

Providing increased access toeconomic and social opportunities.

GPS 2021

FT

GPS 2018

People can readily and reliably
access social, cultural, and economic
opportunities through a varietyof transport options. Sustainableurban and regional development isfocused on developing resilient andproductive towns and cities that havea range of low-emission transport
options and low congestion.

Enabling transport
choice and access.

Improving freight connections

Integrated freight system

Improve freight connections to
support economic development.

Well-designed and operated
transport corridors and hubs thatprovide efficient, reliable, resilient,multi-modal and low-carbon
connections to support productive
economic activity.

Value for money

GPS 2021 embedded the value
for money throughout the GPS asa principle that should always be
expected from investments. GPS
2021 encourages co-benefits tobe considered when developing
business cases (e.g., for health,resilience, or environmental
sustainability).

GPS 2024 retains the principle thatvalue for money should always be
expected from investments.

D

Delivers the right infrastructureand services to the right level atthe best cost.

GPS 2024 encourages co-benefits tobe considered for both maintenanceand new investment activities.
GPS 2024 has a greater focus on
long-term value and recognisesthat different indicators will be
required, depending on thedecisions being made.

66 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
APPENDIX 3

Appendix 3.
Expected debt repayments

2026/27$m

2027/28$m

2028/29$m

2029/30
$m

650

800

1,300

1,150

950

950

FT

2025/26$m

D

RA

Expected debt repayment

2024/25$m

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 67
APPENDIX 4

Appendix 4.
Crown direct funding
commitments to land transport

KiwiRail Maintenance &renewal of rail network

339,200

KiwiRail Investment –Crown Contribution

723,637

Rail – grants

38,263

PGF Rail projects

9,900

2025/26 2026/27 2027/28 2028/29 2029/30 2030/31 2031/32 2032/33 2033/34$000s $000s $000s $000s $000s $000s $000s $000s $000s

FT

2024/25$000s

338,300

353,291

79,538349,852

12,909

3,770

3,770

3,770

3,770

3,770

3,770

3,770

95

95

95

95

95

95

95

95

95

36,777

36,777

36,777

36,777

36,777

36,777

36,777

36,777

36,777

SuperGold card – admin

95SuperGold Card – Public
Transport Concessions

36,777

Public Transport
Community connect
concessions

183,874

Clean car standard –operation

11,842

11,842

11,842

Clean vehicle discountscheme – admin

8,000

8,000

8,000

RA

184,659 187,818 106,182 106,182 106,182 106,182 106,182 106,182 106,182

NZ Upgrade
Program Funding

1,153,990

11,842

11,842

11,842

11,842

11,842

11,842

11,842

13,695

13,695

9,405

4,730

766,497 821,370 217,340 116,330 111,860

13,695

13,695

Public Transport
Workforce Sustainability

31,90033,300

ALR detailed planning

720

Auckland City
Rail Link Targeted
Hardship Fund

587

Auckland City
Rail Link – Operating

1,900

Enabling the Timely
Delivery of City Rail Link

618,634

Auckland City
Rail Link – MYA

178,081

Lower North Island
Rail Integrated Mobility

424,800

Regional resilience

72,00078,000Electric Vehicle
Charging Infrastructure

36,67850,678NIWE response andrecovery funding

177,000

Total

4,061,573 2,284,486 1,251,044 439,701 333,691 324,221 172,361 172,361 168,071 163,396

D

PT Bus decarbonisation

13,695

13,695

13,695

13,69579,00050,00045,00040,00059,50068 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
APPENDIX 5

Appendix 5.
Glossary

Defined in the LTMA as a land transport
output or capital project, or both.
Activity class

Refers to a grouping of similar activities.
Active modes

Transport by walking, cycling or other methods,
which involve the direct application of kinetic
energy by the person travelling.

Emissions Trading Scheme (ETS)The New Zealand Emissions Trading Scheme.
The ETS requires businesses to surrenderone ‘emissions unit’ (known as an NZU) to theGovernment for each tonne of emissions theyemit. NZUs are tradeable. The ETS limits emissions
by limiting the number of NZUs available toemitters (i.e., that are supplied into the scheme).

RA

Approved organisations

effectively, and to reduce the negative impacts oftravel and freight movement. Mode shift is one wayof managing demand.

FT

Activity

Organisations eligible to receive funding from
Waka Kotahi for land transport activities.
Approved organisations are defined in the
LTMA 2003.
Benefits

Measurable improvements from investmentin programmes and projects.
Benefits realisationD

A process that demonstrates whether
or not (and how well) the anticipatedresults have been achieved.
Capacity of network

The amount of movement of people
and/or goods that the network can
support at a given time.
Co-benefits

Additional outcomes associated witha strategic priority.
Demand management
Demand management refers to interventions
which change the demand for transport. These
interventions may seek to influence how, when
and where people travel and freight is transported.
The purpose of demand management is to ensure
the transport system is utilised efficiently and

Fuel Excise Duty (FED)
Fuel Excise Duty is a tax imposed by thegovernment to fund land transport activities.
FED includes excise duty paid on liquid petroleum
gas and compressed natural gas (in addition topetrol excise duty), but these account for a verysmall proportion of overall fuel excise.
Hypothecation
The direct allocation of all income from a tax
or charge (e.g., Fuel/Petrol Excise Duty or Road
User Charges) to a particular type of activity(e.g., the National Land Transport Fund).
Lead investment
Investment which acts as a catalyst for
future development.
Land Transport Management Act 2003
(LTMA 2003)
The main Act governing the land transport
planning and funding system.
Land transport revenue
Revenue paid into the Fund under the LTMA 2003.
Local road
Defined in the LTMA 2003 as a road (other thana state highway) in a district that is under thecontrol of a territorial authority.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 69
APPENDIX 5

The contribution that communities make (throughlocal government) towards transport projects thathave shared national and local benefits.
Maintenance

National Land Transport Fund(NLTF, the Fund)

FT

Local share

Care and upkeep of infrastructure so that it candeliver a defined level of service, while leaving
the fundamental structure of the existing
infrastructure intact.

The set of resources, including landtransport revenue, that are available forland transport activities under the National
Land Transport Programme.

National Land Transport Programme (NLTP)

Light, short haul modes of transport such as
electric scooters, skateboards, share-bicycles.

A programme, prepared by Waka Kotahi, that sets
out the land transport activities which are likely toreceive funding from the National Land Transport
Fund. The NLTP is a three-yearly programme ofinvestment in land transport infrastructure andservices from the Fund.

Ministry of Transport (the Ministry, MoT)

New Zealand Rail Plan

The Government’s principal transport policy
adviser that leads and generates policy, and helps
to set the vision and strategic direction for the
future of transport in New Zealand.

The Government’s plan that will guide investment
to be made through the rail investment
programme to achieve a reliable, resilientand safe rail network.

Mode neutral

One Network Framework

Mode neutrality means considering all transport
options for moving people and freight, including
multi-modal options, when identifying the best,value-for-money transport solutions to delivertransport outcomes.

A tool, prepared by Waka Kotahi, to help establish
transport network function, performancemeasures, operating gaps and potential
interventions for each road and street type.

Mode shift

Petrol Excise Duty is a tax imposed by theGovernment on petrol and is used to fund landtransport activities.

D

RA

Micro-mobility

Replacement of one travel mode with another.
For example, a reduction in short car journeys
due to replacement by public transport, walking
or cycling.
Motor vehicle registration and licensing fees
Motor vehicles pay a registration fee when firstregistered to enter the fleet, and an annual
licence fee to legally operate on the road network.
Motor vehicle registration and licensing fees aredefined as land transport revenue. The fees areintended to contribute to the maintenance of theMotor Vehicle Register where the details of motor
vehicles are recorded.

Petrol Excise Duty (PED)

Primary outcome
The most important and relevant outcomeof a strategic priority.
Public transport
Passenger transport infrastructure and services
contracted by local and central government which
may include shared on-demand services identified
in Regional Public Transport Plans as integral
to the public transport network. Interregional
passenger transport by means of a rail vehicle.

70 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
APPENDIX 5

Road User Charges (RUC)

A ten-year plan of projects, guided by the
New Zealand Rail Plan, to achieve a reliable,
resilient and safe rail network. The programme iswritten by KiwiRail and approved by the Ministerof Transport with guidance from Waka Kotahi.

Charges on diesel and heavy vehicles paid
to The Government and used to fund landtransport activity.

Mass Rapid Transit (MRT)FT

Rail Network Investment Programme (RNIP)

A road designated as such by Waka Kotahi, as
defined by the LTMA 2003.
Track user charges (TUC)

Charges paid for access to/use of the rail tracks.
Total Mobility SchemeRA

A quick, frequent, reliable and high-capacity public
transport service that operates on a permanent
route (road or rail) that is largely separated fromother traffic.

State highways

Regional Land Transport Plans (RLTPs)

Plans prepared by Regional Transport
Committees, that set out each region’s transport
objectives and policies for a period of at least
10 years. This includes bids for funding fromthe NLTP.
Regional Transport Committees (RTCs)

A transport committee, which must be establishedby every regional council or unitary authority
for its region. The main function of a regionaltransport committee is to prepare an RLTP.

D

Results

The outcomes that the Crown wishes to achievefrom the allocation of funding from the National
Land Transport Fund. They are expressed by ameasure change, and are impacted by the levelof investments, activities and deliverables required
to realise the change.
Road controlling authorities (RCAs)
Authorities and agencies that have control of
the roads, including Waka Kotahi, territorial
authorities, Auckland Transport, the Waitangi
Trust and the Department of Conservation.

The Total Mobility Scheme provides subsidised
licensed taxi services to people who have an
impairment that prevents them from making ajourney unaccompanied, on a bus, train or ferry
in a safe and dignified manner.
Urban Environment
Any area of land (regardless of size, andirrespective of local authority or statisticalboundaries) that is, or is intended to be,
predominantly urban in character; and is, or isintended to be, part of a housing and labour
market of at least 10,000 people.
Waka Kotahi, the NZ Transport Agency(Waka Kotahi)
The government agency with statutory functions
to manage the funding of the land transportsystem and manage the state highway system.

Te Manatū Waka | Draft Government Policy Statement on land transport 2024/25-2033/34 71
APPENDIX 6

Maintaining
andoperatingthe system:
Our existing
system ismaintained
at a levelthat meets
current &future needs

Increasing
resilience:
A transportsystem that ismore resilient
to a changing
climate, whichkeeps ourcommunities
connected
and safe

Reducing
emissions:
A moreaccessible,
inclusive,
low-carbon,
sustainabletransportsystemExisting
infrastructure
will haveincreased
adaptive
capacity

The
Emissions
Reduction
Plan (ERP) will
be on trackto achieve
its emissions
reduction
targets

Safety:A landtransportsystemwhere noone is killed
or seriously
injuredRA

Impacts
What are theobjectivesof investingin each GPS
strategic
priority?

FT

Appendix 6.
GPS Monitoring framework

Investment
in existing
assets andservices
improves
long-term
value formoney

D

Outcomes
In the short
to mediumterm, how will
investment ineach priority
contributeto achieving
the Transport
Outcomes?

Actions
What will be
invested in anddelivered toachieve theseoutcomes?
How will theway we investand deliver
promote value
for money?

Urban
planning anddevelopment
will minimiserisk of climatechange tocommunities

Activities
Programmes, services and policies
that will be delivered to achieve
GPS objectives

Inputs• Activity class management• Sector capability and capacity building• Investment decisions

The system
is on track toachieve theRoad to Zerotargets

Sustainableurban andregional
development:
Better choices
for people inurban andregional areas
to accesssocial andeconomicopportunities

Integrated
freightsystem:Efficientand effective
freight
connections

Improvedtransport
choices

Improved
freight
supply chain
efficiency

High quality
urban form

More freightis moved bylow carbon
modes
Freightroutesare more
resilient

Outputs
Products, goods and services delivered
through GPS activities

72 Te Manatū Waka | Te Tauākī Kaupapa Here a te Kāwanatanga mō ngā waka whenua 2024/25-2033/34
APPENDIX 7

Appendix 7.
Change compared to GPS 2021

2024/25$m

2025/26$m

2026/27$m

2027/28$m

2028/29$m

2029/30$m

2030/31
$m

30

30

100

140

200

270

310

150

200

250

270

320

380

410

Continuing programmes
Public transport Upper
services
Lower

FT

Activity Class

Upper

340

500

640

730

810

810

800

Lower

90

190

230

260

300

300

280

Local roadmaintenance

Upper

260

320

420

480

540

540

540

Lower

20

70

110

140

190

190

190

Investment
management

Upper

-10

-5

-5

-5

Lower

-10

-10

-10

-10

-10

-10

-5

Upper

420

440

450

400

400

400

410

Lower

370

390

60

Public transport Upper
Infrastructure
Lower

230

230

260

30

50

30

20

180

230

270

110

130

130

120

State highway
Improvements

Upper

470

620

920

-150

-50

50

50

Lower

270

420

620

-250

-150

-150

-100

Local road
Improvements

Upper

140

270

280

270

280

280

270

Lower

40

100

110

110

110

110

110

Safety

Upper

-400

-430

-450

-450

-480

-510

-530

Lower

-400

-420

-440

-440

-470

-490

-510

Upper

215

215

225

190

200

200

210

Lower

85

95

95

100

100

110

110

Coastal Shipping Upper

20

20

20

20

20

20

20

Lower

15

15

15

15

15

15

15

Inter-regional
Upper
Public Transport Lower

50

50

50

20

20

20

RA

State highway
maintenanceRail
network-5

Improvements

D

Walkingand cycling
improvements

Notes:
1. The Safety Activity Class was previously called Road to Zero. The main change between these isthat the Safety Activity Class does not including any funding for safety infrastructure. The funding
for safety improvements has been reallocated to State Highway and Local Road Improvements,
to enable safety improvements to be delivered as part of the wider improvements programme.
It is expected that the overall level of funding going towards safety projects will remain constant.

Ngā Uara Te Manatū Waka
Te Manatū Waka Values

FT

WHAKAPAKARIIMPROVING OUTCOMESAKOCAPABILITY DEVELOPMENTRA

MAHI TAHI
WORKING TOGETHERRANGATIRATANGAEMPOWERING
AND LEADINGD

KAITIAKITANGAGUARDIANSHIP AND
PROTECTION

WHANAUNGATANGACOLLABORATIONAND UNITY

MANAAKITANGACARING FOR AND
VALUING OTHERS

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