It is the most used public transport system in New Zealand per capita,[a] and consists of electric and diesel buses, suburban trains, ferries and a funicular [b] (the Wellington Cable Car).

The Greater Wellington Regional Council is responsible for planning and subsidising public transport, and pays around NZ$30 million for bus and train services each year.

At the same time, however, the hilly terrain proved a hindrance for the construction of rail and tram lines, and buses sometimes have difficulty on narrow and winding streets.

According to Metlink, over 40 million passenger trips were made by public transport in Wellington in 2018/2019, and this number has been growing in recent years.

From July 2018, the largest operator is Tranzit Group, which provides services for most of Wellington City, the Hutt Valley, and the Wairarapa under the Tranzurban brand.

Less frequent services continue through the rural Wairarapa, stopping at a number of small towns before terminating at Masterton.

Most trains are the FP class Matangi electric multiple units, in sets of two to eight cars, introduced from 2011.

Electric suburban services began in July 1938,[24] following the opening of the Tawa flat deviation of the North Island Main Trunk (NIMT).

The Hutt Valley Line was electrified to Taitā in 1953 to coincide with major state housing developments in the area.

Electrification was extended to Paraparaumu in 1982, and to Waikanae in February 2011 to coincide with the arrival of the new Matangi electric multiple units.

[25] In 1983 the extension of electrification to Paraparaumu led to a rise in Wellington suburban rail passenger journeys to 13.6 million in 1983/84, higher than it had been for some years.

But in the following decade there was a substantial decline, due to higher car ownership, more motorways and Government and corporate restructuring.

This decline and with little interest by Tranz Rail (who had tried and failed to sell the Wellington operation in 2002) did not result in purchase of any new rolling stock after the Ganz-Mavag units in 1982.

Toll Rail had no spare diesel locomotives with many used on increased Auckland demand for suburban commuter trains after the opening of the Britomart Centre.

Their slow acceleration meant that on the Hutt run stops at Pomare and Manor Park were omitted to keep to timetable.

[29] In 2024 it was reported that the passenger numbers had collapsed since 2020, with an increase in working from home during and since the Covid epidemic, particularly on Mondays and Fridays.

The SE carriages formerly used with the EO electric locomotives were fitted with toilets and reallocated to the Wairarapa Connection in July 2013 to ease rolling stock constraints.

KiwiRail provides four diesel-electric locomotives on a "hook-and-tow" basis to operate the Wairarapa Connection trains.

Network extensions beyond the current Metlink rail operation limits would be by "shuttles or non-electrified services" running to Wellington.

[35] From July 2018, the Hutt Valley and Kapiti lines will run every twenty minutes off-peak on weekdays rather than half-hourly.

[36] In 2019/20, the GWRC is to "renew" the Crofton Downs, Featherston, Silverstream, Wallaceville and Trentham (outer) railway stations.

[37] The Greater Wellington Regional Council endorsed a Wellington Rail Programme Business case for a 30-year programme for regional rail system which included increased rail services as follows, but apparently depends on further government investment., and was to go to Waka Kotahi for endorsement; according to a statement of 1 July 2022: For several years the Greater Wellington Regional Council has put forward proposals to replace the diesel-hauled Capital Connection to Palmerston North and the Wairarapa Connection to Masterton with Dual or Bi-mode trains which would operate on overhead electric power to Waikanae and Upper Hutt respectively, and then on diesel or battery power.

[43] In 2022 the GWRC was progressing a business case with the government for $3-$4 billion electric regional trains to tackle population growth.

[44] In 2023 the GWRC again proposed "railcars" for the Wairarapa and Palmerston North services at a capital cost of $874 million, including station upgrades and service/maintenance depots.

[45] In an April 2023 it was announced that 18 four-car trains will be ordered to replace the Wairarapa Connection and Capital Connection rolling stock on passenger services from Wellington to Masterton and Palmerston North with 18 tri-mode consists, following a request for 22 tri-mode consists from the GWRC.

Two ferry routes are operated by East by West, a private company: daily between central Wellington and Days Bay on the eastern coast, near Eastbourne, serving Seatoun at peak times from 3 April 2008; and the Harbour Explorer Excursion at weekends, also serving Seatoun.

After the 2016 Kaikōura earthquake, weekend services to Petone temporarily ceased due to wharf damage.

[52] There are also larger road and rail ferries that cross Cook Strait to Picton in the South Island; See Interislander.

The trams were replaced by buses or trolleybuses, although occasional calls are made for light rail to be reintroduced.

[56] After the 2023 Elections, The 54th New Zealand Parliament and regional councils decided to scrap the Lets Get Wellington Moving plan,[57] which included light rail.