Frequently asked questions

For the Cook Strait Ferry Replacement Programme, this means focusing only on the essential infrastructure and services needed to get the new ferries up and running safely, efficiently and on-time.

The MVP approach helps:

• Maximise the reuse of as much infrastructure as possible.
• Keep costs down by building only what’s absolutely necessary.
• Simplify construction to reduce disruption and stay within the available funding.

This ensures the project delivers what’s needed for day-one operations, while being practical and affordable.

Maximum reuse refers to the strategic approach adopted by Ferry Holdings and its partners—Port Marlborough, CentrePort, and KiwiRail—to retain and repurpose as much existing port infrastructure as possible, while still meeting the operational requirements of the new ferry fleet.

A linkspan is a bridge or ramp used at ferry terminals to connect the shore to the ship. For rail-enabled ferries the bridge is articulated, to accommodate the changing tides. This linkspan is crucial for rail-enabled ferries, connecting the rail on the ship to the rail line at the port, allowing rail wagons to be rolled on and off the ferries. In the new rail enabled ferries, the rail wagons will access the lower deck. An upper linkspan level will provide private and commercial vehicles access to the upper decks.

Dedicated passenger access infrastructure is planned to support foot passengers walking on and off the ferries.

Sea level rise planning means preparing infrastructure for future higher sea levels caused by climate change.

This is important for ports because wharves and other coastal facilities built now must remain safe and functional despite gradually rising oceans. In practice, this planning is all

about futureproofing– designing today’s upgrades so they will withstand the conditions we expect in coming decades.

In the infrastructure upgrades underway at Wellington and Picton ports, this forward-looking approach is being used to guide key design decisions. New wharf structures are being engineered for their expected lifespans (around 30 years in Wellington and 60 years in Picton) and for the sea level rise projected over those periods.

Planners are also accounting for local factors like vertical land movement – the gradual sinking of land at both sites – which means using relative sea level rise (the combined change in sea level and land level) in the design calculations.

Using the latest climate projections (Shared Socioeconomic Pathways, SSP’s) as a guide, the port upgrades are set at heights that can accommodate the expected rise in sea level while balancing cost and practicality with the lifecycles of the infrastructure.

The goal is to ensure Wellington and Picton ports stay resilient to higher seas without over-engineering for distant future scenarios that might require different solutions. This balanced sea level rise planning approach helps protect vital transport links across the Cook Strait, keeping communities connected and commerce flowing as our environment changes.

SSP3–7.0, is an emissions scenario used to model future climate change impacts like sea level rise.

Ferry Holdings will allow for potential sea level rise in line with this modelling within the design of the new port infrastructure—such as linkspans and wharves—against projected climate conditions, ensuring resilience and operational reliability over their lives.

A revetment is a sloped embankment of rock or stone required to provide essential shoreline protection and retaining capacity, safeguarding port assets from erosion caused by waves, prop wash, wake, and tidal forces.

These ferries are designed to seamlessly integrate with rail transport systems, featuring built-in rail loading and unloading capabilities and compatible port infrastructure. They enable direct transport of rail wagons without the need for additional modifications, supporting efficient intermodal connectivity.

A RoPax vessel is a type of ferry designed to carry both rolling cargo (such as cars, trucks, and buses) and passengers. The term is a blend of:

Ro = Roll-on/Roll-off (RoRo)

Pax = Passengers

These vessels are commonly used for short to medium-distance routes, especially between islands or coastal regions, where passengers often need to bring their vehicles.

Azimuth thrusters are advanced marine propulsion systems that can rotate 360 degrees, giving vessels exceptional manoeuvrability and control.

By directing thrust in any direction, they eliminate the need for traditional rudders and enable precise positioning, making them ideal for tugs, ferries, and offshore vessels. This design improves efficiency, reduces noise and vibration, and frees up space inside the vessel.

Ferry Holdings has followed a structured process to select the shipbuilder for the new Cook Strait ferries. This process was designed to ensure value for money, technical excellence, and timely delivery.

Here’s a summary of the process:

Establishment of Ferry Holdings

Ferry Holdings was established in March 2025 as a Crown-owned company to lead the procurement and delivery of two new Cook Strait rail-enabled ferries in 2029.

Shortlisting of Shipyards

Ferry Holdings implemented a two-stage procurement process to contract the design and build of two new rail-enabled ferries for delivery in 2029. This includes:

Stage One: Market Assessment

Ferry Holdings engaged BRS shipbrokers to identify shipyards with the experience, capability, and capacity to deliver two new rail-enabled ferries. Six international shipyards were shortlisted based on their proven experience with complex ferry builds, ability to meet the required delivery timeframe, and strong technical and financial credentials.

Stage Two: Closed request for Proposals (RFP)

A closed Request for Proposal (RFP), issued exclusively to the six shortlisted shipyards. The RFP outlined detailed tender specifications, project delivery requirements, and key contractual terms.

Site visits to all six shipyards were completed in May 2025.

Ferry Holdings shortlisted six international shipyards to participate in a closed tender process. These shipyards were selected based on:

• Proven experience with complex ferry builds
• Capacity to deliver within the required timeframe
• Technical and financial capability

New Zealand’s shipbuilding sector is relatively small and specialised. While there are capable shipbuilding firms they primarily focus on luxury yachts and smaller vessels.

The country lacks large-scale facilities and experience needed to build complex, high-capacity ferries like those used for Cook Strait crossings.

Ferry Holdings has adopted a global procurement model.

The interior design and fit-out are part of integrated contracts with the shipyards. This means the entire vessel—including its internal layout, furnishings, and systems—is delivered as a complete package. This approach simplifies logistics, reduces coordination risks, and ensures consistency in quality and delivery timelines.

Outsourcing the fit-out to experienced international firms is more cost-effective and time-efficient.