QTS-105 · Statutory plan · 2025Draft
Otago Regional Public Transport Plan 2025–2035 (Draft/Consultation)
Part of: Rapid transit evidence →
Consultation draft of Otago Regional Council's (ORC) statutory Regional Public Transport Plan (RPTP) for 2025-2035, prepared under the Land Transport Management Act 2003 in collaboration with Otago's territorial authorities and NZTA (Waka Kotahi) (p7). It sets policies and actions under five focus areas: passenger experience, building trust, environmental sustainability, a connected and integrated network, and value for money, plus implementation and monitoring. For Queenstown it plans progressive service increases: a direct Queenstown-Arrowtown connection and 30-minute peak connector frequencies in 0-3 years; coordinated 7.5-minute Queenstown-Frankton frequency, extension to Homestead Bay and articulated buses in 3-6 years; and network-wide frequent services in 6-30 years (pp64-66). It supports a long-term electric bus depot in Queenstown (p80), a replacement for the Stanley Street hub (p76), parking management that supports public transport (p81) and a possible zone fare structure (pp98-99). The draft states 'No current plans to implement full rapid service' but 'We support the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies' (p58), and shows a 'Potential for rapid off-line service between Queenstown and Homestead Bay (not shown)' in the 6-30 year horizon (p66). Several front-matter items are placeholders (foreword in placeholder text, p5; 'References to go here', p2).
What the document says
Context and purpose. The draft RPTP 2025-2035 is ORC's ten-year statutory plan for public transport services, information and infrastructure, with emphasis on how funding and effort are spent in the first three years after adoption (p7). The LTMA requires the RPTP to be renewed after the RLTP mid-term review, completed in 2024 (p9). It was prepared with Dunedin City, Queenstown Lakes, Central Otago, Clutha and Waitaki district councils and NZTA (Waka Kotahi), informed by engagement with mana whenua, operators, community groups, customers and 2024 LTP/Annual Plan submissions (p7). This version is the consultation draft received by ORC's Public and Active Transport Committee on 5 March 2025 (see PATC2025). It contains unfinished front matter: the foreword is placeholder text (p5) and page 2 reads 'SRC Reference: ##### References to go here'.
Structure and method. Policies (P) and actions (A) are grouped under five focus areas: passenger experience (information, safety, customer service, ticketing, branding, special events, service and vehicle standards, Total Mobility and community transport); building trust (equity, engagement, collaborative relationships); environmental sustainability (land use integration, fleet decarbonisation); a connected and integrated network (service design, routes and service levels, multi-modal access, infrastructure, parking); and value for money (funding, fares, procurement, workforce). Network design follows three principles: diverse trip types, a patronage-oriented network, and mode-neutrality (p51). Policy SD P5 says public transport 'will be delivered using the most appropriate mode (e.g. bus, ferry, tram, etc.)' (p54).
Key figures. Otago public transport trips rose from 3.4 million in 2019/20 to 5.3 million in 2023/24, a 54% increase (p15). Queenstown's bus fleet is expected to be 23 electric buses (100% of fleet) by about 2029 (Figure 10, p49). Urban Rapid service targets are every 10 minutes or better 6am-8pm on a dedicated right-of-way (p58). The Queenstown urban bus unit (Unit 8) contract is shown as November 2029-June 2041 with staged service increases, subject to funding; Queenstown school and regional units are 'Not currently funded' (p126).
Queenstown policies and actions. The draft says Queenstown is a high-growth centre where public transport must proactively support growth; its most popular route will likely run from Homestead Bay through Jacks Point and Hanley's Farm into Frankton and Queenstown, served by high-capacity articulated buses, and 'there may be a future study of the case for other modes... including an off-line option and a direct ferry service' (p64). Staged network maps show: 0-3 years, direct Queenstown-Arrowtown connection and 30-minute peak connector frequency; 3-6 years, 30-minute all-day connectors, timetables coordinated to create 7.5-minute frequency between Queenstown and Frankton, extension to Homestead Bay, articulated buses and on-demand services; 6-30 years, network increased to frequent levels 'per business case', missing road links such as Quail Rise, a potential ferry to Homestead Bay and potential rapid off-line service (pp65-66). Infrastructure text notes the Frankton Bus Hub is being redeveloped by NZTA Waka Kotahi and that a stronger central Queenstown facility to replace the on-street Stanley Street hub is a key action in the long-term implementation of the Queenstown Public Transport Business Case (p76). ORC plans to secure land for an electric depot in Queenstown so multiple operators can compete for the single network contract (p78; action IN A4, p80). Parking in Dunedin and Queenstown is to be managed to support public transport growth (PM P1, p81). Regional aspirations include contracted Alexandra-Queenstown and Wānaka-Queenstown services (p59). A zone fare structure is being considered for Queenstown and Dunedin (Attachment 1, pp98-99). KPIs include annual boardings, on-time performance (>90%) and service delivery (>99%) for Whakatipu (p95). The engagement summary records Queenstown feedback on 'Exploring the potential for new transport modes, including expanding ferry access or ropeway services' (p108).
Recommendations. As a policy plan it does not commit funding to specific projects; implementation depends on NLTP and LTP funding. Implementation and monitoring arrangements and a significance policy are in Part 3 (pp93-97).
Mass rapid transit: The draft makes explicit but brief statements. Under Urban Rapid service it says 'No current plans to implement full rapid service' and 'We support the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies' (p58). The Queenstown section says there 'may be a future study' of other modes including 'an off-line option' (p64), and the 6-30 year map lists 'Potential for rapid off-line service between Queenstown and Homestead Bay (not shown)' (p66). Engagement feedback mentions ropeway services (p108). There is no alignment, cost, timing, owner or funding for an off-line service, and SD P5's mode list does not name cable or rope technology (p54).
Key figures
- Otago public transport trips rose from 3.4 million (2019/20) to 5.3 million (2023/24), +54% (p15)
- Queenstown fleet expected to be 23 electric buses (100% of fleet) by c.2029 (Figure 10, p49)
- Coordinated 7.5-minute Queenstown-Frankton frequency planned in 3-6 year horizon (p65)
- Urban Rapid service target: every 10 minutes or better 6am-8pm, dedicated right-of-way (p58)
- Queenstown Urban (Unit 8) contract November 2029-June 2041 with staged increases subject to funding (p126)
- KPIs: on-time performance >90%, service delivery >99% for Whakatipu and Dunedin (p95)
Rapid transit
Mass rapid transit means light rail, gondola/cable car, bus rapid transit and similar dedicated rapid-transit technologies. It does not include ordinary bus services or ferries.
Substantive. Discusses, assesses, recommends or programmes mass rapid transit.
Supports future study of an off-line rapid service in Queenstown, likely ropeway; no current plans; placed in 6-30 year horizon, not mapped.
The draft gives a short, explicit position on off-line rapid transit for Queenstown. In the table of network service layers, the Urban Rapid row records that Otago lacks urban rapid services and states: 'No current plans to implement full rapid service, but: We want to enhance key spines... We support the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies' (p58). The Queenstown urban network section says the main corridor will be served by articulated buses and that 'there may be a future study of the case for other modes to serve this area, including an off-line option and a direct ferry service' (p64). The 6-30 year network map lists 'Potential for rapid off-line service between Queenstown and Homestead Bay (not shown)' (p66); the off-line route is not drawn on any map. The engagement summary ('The Queenstown story') records stakeholders raising 'the potential for new transport modes, including expanding ferry access or ropeway services' (p108). The mode-neutrality policy SD P5 lists 'bus, ferry, tram, etc.' (p54) and does not mention cable or rope technologies. The draft does not assign responsibility, a budget or a date for the study, and does not identify a corridor (e.g. Frankton-Town Centre).
"No current plans to implement full rapid service, but: • We want to enhance key spines, where the combined service may approach rapid standards • We support the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies" (p.58) | "Additionally, there may be a future study of the case for other modes to serve this area, including an off-line option and a direct ferry service." (p.64) | "Potential for rapid off-line service between Queenstown and Homestead Bay (not shown)" (p.66) | "Exploring the potential for new transport modes, including expanding ferry access or ropeway services" (p.108) | "Mode neutrality: Public transport will be delivered using the most appropriate mode (e.g. bus, ferry, tram, etc.) to meet demand, purpose, community need and value for money." (p.54)
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Actions recorded
Further study of an off-line rapid service in Queenstown, likely using ropeway technologies (stated as an aspiration; no owner or date).
Not assessed · Not stated (aspiration); potential rapid off-line service in 6-30 year horizon (p66) · Relevant to rapid transit
We support the future study of an “off-line” rapid service in Queenstown
Possible future study of the case for other modes in the Homestead Bay-Frankton-Queenstown corridor, including an off-line option and a direct ferry service.
Not assessed · Relevant to rapid transit
there may be a future study of the case for other modes
Introduce a direct Queenstown-Arrowtown connection and 30-minute peak frequency on all Queenstown connector routes.
Not assessed · ORC · 0-3 years
Direct Queenstown-Arrowtown connection
Move all Queenstown connector routes to 30-minute all-day frequency and coordinate timetables to create 7.5-minute frequency between Queenstown and Frankton.
Not assessed · ORC · 3-6 years
Timetables to be coordinated to create 7.5-minute frequency between Queenstown and Frankton
Extend services to Homestead Bay as development occurs, begin introducing articulated buses, and develop on-demand services away from core routes.
Not assessed · ORC · 3-6 years
Articulated buses begin to be introduced to increase capacity
Increase Queenstown services to frequent levels per business case; serve new road links such as Quail Rise; consider a ferry to Homestead Bay.
Not assessed · ORC · 6-30 years
Services across network to be increased to frequent levels (per business case)
Support development of a long-term electric bus depot in Queenstown, which may include land purchase and long-term control of the depot.
Not assessed · ORC
IN A4 Support the development of a long-term electric bus depot in Queenstown
Develop a stronger central Queenstown public transport facility to replace the on-street Stanley Street hub, as part of the Queenstown Public Transport Business Case.
Not assessed · Long term
a key action in the long-term implementation of the Queenstown Public Transport Business Case
Show all 18 actions
Collaborate with partner agencies so parking strategies and fare policies align and support public transport use, including parking management plans (applies to Dunedin and Queenstown).
Not assessed · ORC
PM A1 Collaborate with partner agencies to ensure parking strategies and fare policies align
Collaborate with territorial and road-controlling authorities to implement public transport priority or other efficiency measures to improve reliability and punctuality.
Not assessed · ORC
SQ A5 Collaborate with territorial and road-controlling authorities
Develop and design service improvements in line with the future network structures in Section 5.2.
Not assessed · ORC
NF A1 Develop and design service improvements in line with future network structures
Implement integrated mode-shift packages in urban areas with partners: services, bus priority, pricing (fares and parking) and promotion.
Not assessed · ORC
NF A4 Work collaboratively with key stakeholders to implement integrated packages
Pursue contracted Alexandra-Queenstown and Wānaka-Queenstown regional services.
Not assessed · ORC · Aspiration; not currently funded (p126)
Implement contracted daily or secondary services
Phase out diesel buses in favour of zero-emission electric buses when procuring new unit contracts; deploy fully decarbonised bus fleet by 2035.
Not assessed · ORC · By 2035
DC A1 Phase out diesel buses in favour of zero-emission electric buses
Consider adopting a zone fare structure for the Queenstown and Dunedin urban bus networks.
Not assessed · ORC
ORC is considering adopting a zone fare structure
Use statutory planning processes and engage developers and territorial authorities so land use and new urban areas integrate with public transport.
Not assessed · ORC
LU A1 Use statutory planning processes and proactively engage
Transition from the Bee Card to the Motu Move ticketing system with NZTA.
Not assessed · NZTA
TS A2 Collaborate with NZTA to effectively transition from the Bee Card to Motu Move
Develop a regional public and active transport connectivity strategy and programme of activities.
Not assessed · ORC
MM A1 Develop a regional public and active transport connectivity strategy
Study cost
Not separately commissioned. This is an internal or corporate document.
Citation
ORC. Otago Regional Public Transport Plan 2025-2035 (2025).