QTS-117 · Infrastructure strategy · 2026
National Infrastructure Plan 2026 (Mahere Tūāhanga ā-Motu)
Part of: Rapid transit evidence →
Te Waihanga's 2026 National Infrastructure Plan sets a 30-year framework for planning, funding and delivering New Zealand's infrastructure, prepared under statutory requirement and provided to the Minister for Infrastructure in December 2025 (p.2). It finds New Zealand spends around 5.8% of GDP on infrastructure but ranks near the bottom of the OECD for efficiency (p.10), and that the National Infrastructure Pipeline holds 11,925 projects worth $275 billion, more than can be afforded (p.11). It sets out four themes, 16 recommendations and ten priorities for the decade (pp.14-15), including Forward Guidance on sustainable sector investment (land transport moderating from 1.3% to 1.0% of GDP, p.12), time-of-use charging and road user charges (p.62), sequencing major road and rapid transit projects by demonstrated demand and cost benchmarks with low-cost improvements first (p.66), upzoning around transport corridors (p.116), and reform of land transport funding and oversight (p.71). Queenstown appears as one of five centres with concentrated congestion pressure for joint pricing design (p.63), in a chart estimating when the 'Queenstown PT package' bus-lane capacity could be exceeded (around the 2040s, p.67), and in the list of IPP endorsements ('Queenstown Transport', multiple applicants, Stage 1; QLDC Arthurs Point Crossing, Stage 1) (p.102).
What the document says
Context and purpose: The National Infrastructure Plan is prepared by the New Zealand Infrastructure Commission, Te Waihanga in response to a statutory requirement and was provided to the Minister for Infrastructure in December 2025 (p.2). The foreword is signed by Board Chair Raveen Jaduram and Chief Executive Geoff Cooper (p.5). It is framed around four themes (planning what we can afford; looking after what we've got; prioritising the right projects; making it easier to build better), 16 recommendations and ten priorities for the decade ahead (pp.11-15).
Key findings: New Zealand invested around 5.8% of GDP annually in infrastructure over 20 years but ranks towards the bottom of the OECD for efficiency; consenting costs projects $1.3 billion a year; net Crown debt is forecast to reach 200% of GDP by 2065 without change (p.10). The Pipeline holds 11,925 projects worth $275 billion; projects under $100 million make up 98% by number, but unfunded megaprojects account for much of the value (p.11). Forward Guidance expects 5-7% of GDP on capital infrastructure annually, with land transport moderating from 1.3% (2010-2022) to 1.0% (2024-2054) of GDP and hospitals and electricity rising (p.12). Most infrastructure needed in 30 years already exists; up to 60 cents in every dollar may be needed for renewals (p.12).
Transport: The Plan states current land transport investment plans exceed what users can sustainably fund and calls for reform so spending aligns with user revenue (p.11). Priority 3 is to implement time-of-use charging and fleetwide road user charges (p.14); the key actions note 'Congestion pressures are concentrated in Auckland, Wellington, Christchurch, Tauranga, and Queenstown' and call for joint design with local government and for business cases to account for pricing effects (p.63). Priority 4 is to prioritise and sequence major road and rapid transit projects based on demonstrated demand and cost benchmarking, using low-cost targeted improvements first (pp.14, 66). The Plan gives an indicative benchmark that a well-designed bus lane can move roughly 2,400 passengers per hour each direction (p.66). Figure 24 estimates when bus-lane infrastructure capacity could be exceeded for five corridors, including the 'Queenstown PT package' (p.67). Key actions include using intervention hierarchies and congestion pricing before expensive upgrades, sequencing major projects using value-for-money thresholds supported by IPP assessments, and investigating tolls and targeted levies where projects cannot proceed within existing funds (p.68). Recommendation 2 (land transport funding and oversight) is led by the Ministry of Transport (p.71). Priority 9 is to upzone around key transport corridors (p.116).
Prioritising projects: The Commission's IPP has assessed over 120 applications and finds recurring gaps in problem definition, option development and value-for-money testing; many business cases 'converge too early on a preferred solution' (p.100). Recommendations include a consolidated system-wide assurance function (Rec. 7, p.103) and investment readiness assurance (Rec. 9, p.104). Figure 35 lists IPP endorsements from rounds 1 and 2, including 'Queenstown Transport' (Multiple Applicants, OTA, Stage 1) and QLDC's 'Arthurs Point Crossing' (Stage 1) (p.102).
Other Queenstown references: The Otago pipeline lists QLDC projects including the Queenstown Events Centre and Shotover Wastewater Disposal Field (p.17); Queenstown Airport is one of six airports with international services (p.180).
Mass rapid transit: The Plan does not mention mass rapid transit for Queenstown. Its references to rapid transit are national and general: sequence major road and rapid transit investments to demonstrated demand, low-cost options first (p.66).
Key figures
- Infrastructure investment ~5.8% of GDP annually over 20 years (p.10)
- National Infrastructure Pipeline: 11,925 projects worth $275 billion (p.11)
- Forward Guidance: land transport capital investment 1.3% of GDP (2010-2022) to 1.0% (2024-2054) (p.12)
- Net Crown debt forecast 200% of GDP by 2065 without change (p.10)
- Consenting costs infrastructure projects $1.3 billion a year (p.10)
- Bus lane benchmark ~2,400 passengers/hour/direction; two-lane road 2,600-3,000 vehicles/hour (p.66)
- Queenstown PT package bus-lane capacity exceedance: range c. late 2030s to c. 2050, midpoint c. early-mid 2040s (read from Figure 24, p.67)
- IPP: over 120 applications assessed (p.100); Queenstown Transport endorsed at Stage 1 (p.102)
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.
Passing. Mentions mass rapid transit without assessing it.
No Queenstown mass rapid transit discussion; national guidance is to sequence rapid transit by demonstrated demand, low-cost options and pricing first.
The Plan does not refer to mass rapid transit in Queenstown. Its rapid transit guidance is national: 'Prioritise and sequence major land transport projects: Restore affordability by timing major road and rapid transit investments based on demonstrated demand and cost benchmarking, while using low-cost and targeted improvements first to lift network performance' (p.14). It gives a benchmark that 'a well-designed bus lane can move roughly 2,400 passengers per hour each direction' (p.66). Figure 24 includes the 'Queenstown PT package' among corridors where bus-lane capacity could be exceeded, with a range read from the chart of about the late 2030s to around 2050 (p.67). Queenstown is named as a congestion-pricing candidate (p.63). Figure 35 lists 'Queenstown Transport' (Multiple Applicants) as an IPP Stage 1 endorsement, alongside Christchurch and Auckland mass rapid transit endorsements (p.102).
"Prioritise and sequence major land transport projects: Restore affordability by timing major road and rapid transit investments based on demonstrated demand and cost benchmarking, while using low-cost and targeted improvements first to lift network performance." (p.14) | "Congestion pressures are concentrated in Auckland, Wellington, Christchurch, Tauranga, and Queenstown. Joint design, timing, and supporting investments will help ensure schemes are effective and publicly sustainable." (p.63) | "As an indicative benchmark, a well-designed two-lane road can carry around 2,600 to 3,000 vehicles per hour, depending on traffic mix, while a well-designed bus lane can move roughly 2,400 passengers per hour each direction." (p.66)
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Actions recorded
Implement time-of-use charging and fleetwide road user charges; partner with local government (congestion pressures in Auckland, Wellington, Christchurch, Tauranga and Queenstown) on joint design and timing.
Not assessed · Relevant to rapid transit
Partner with local government. Congestion pressures are concentrated in... Queenstown
Business cases should explicitly account for the effect of congestion charging on travel patterns and the timing of investment needs.
Not assessed · Relevant to rapid transit
Business cases should explicitly account for these effects
Prioritise and sequence major road and rapid transit projects by demonstrated demand and cost benchmarking, using low-cost targeted improvements first.
Not assessed · NZTA · Relevant to rapid transit
timing major road and rapid transit investments based on demonstrated demand
Sequence major projects using value-for-money thresholds (traffic, PT patronage, safety, cost benchmarking), supported by IPP assessments.
Not assessed · Relevant to rapid transit
Sequence major projects using value for money thresholds
Where projects cannot proceed within existing funds, investigate tolls, targeted levies and other revenue mechanisms, with budget envelopes reflecting credible revenue.
Not assessed · Relevant to rapid transit
tolls, targeted levies, and other revenue mechanisms should be investigated
Reform the land transport funding and investment oversight system to align investment with available revenue and strengthen efficiency and accountability; consult on reform within 24 months of the Government's response.
Not assessed · NZTA · Public consultation within 24 months of Government response
Responsible agencies: Ministry of Transport (lead)
Commit to upzoning around key transport corridors to maximise the value of transport infrastructure investment.
Not assessed · Relevant to rapid transit
Establish a consolidated system-wide assurance function giving Ministers a view of infrastructure planning, delivery and asset management performance and risk.
Not assessed · The Treasury
System-wide assurance: Establish a consolidated assurance function
Show all 12 actions
Strengthen investment assurance through transparent, independent readiness assessment of major government-funded proposals (including the IPP).
Not assessed · Te Waihanga
Investment readiness assurance
Ensure fiscal strategy and capital allowances are informed by the Commission's independent assessment of long-term needs.
Not assessed
Needs-based capital allowances
Ensure spatial planning in the resource management system aligns infrastructure investment with land-use planning and regulation.
Not assessed · Central government / Ministers · 3-5 years
Integrated spatial planning
Set land-use policies enabling maximum efficient use of existing and new infrastructure.
Not assessed · Central government / Ministers
Optimised infrastructure use
Study cost
A separate study cost was not requested.
Citation
National Infrastructure Plan 2026 (Mahere Tūāhanga ā-Motu) (2026). D.18; ISBN 978-1-0671325-0-7.