25.14.4 Rules - General Standards

​​​25​​​​​​.14.4.1 Vehicle Crossings and Internal Vehicle Access

​​Separation Distances
a) Distance between vehicle crossings on the same transport corridor frontage
The distance between vehicle crossings shall be either:
i. Less than 2m; or
ii. Meet the relevant separation requirements in Table 15-1a of Appendix 15-1, Volume 2
b) Minimum distance between any vehicle crossing and a railway level crossing
Vehicle crossings shall be:
i. At least 30m from any railway level crossing, measured in accordance with Figure 15-1b of Appendix 15-1, Volume 2, except where this is not viable, in which case the vehicle crossing shall be:
ii. Located as close as reasonably practicable to the furthest site boundary from the railway level crossing
Note
1. Examples of exceptions can include where the property boundary frontage is less than 30m and there is no other available access point, or the topography would make it impractical to construct an access
c) Minimum distance between any vehicle crossing and a transport corridor intersection
Vehicle crossings shall meet the relevant separation requirements in Tables 15-1c and 15-1d measured in accordance with Figure 15-1e of Appendix 15-1, Volume 2
d) Minimum distance from a dedicated pedestrian crossing facility (e.g. pedestrian crossing, mid-block pedestrian signals, refuge islands, kea crossings)
The closest edge of the vehicle crossing shall be at least 7m from the centre of the pedestrian crossing facility measured in accordance with Figure 15-1f of Appendix 15-1, Volume 2
Sigh​tlines
e) Minimum sight distance from any vehicle crossing​
Vehicle crossings shall meet the relevant sight distance requirements in Table 15-1g measured in accordance with Figure 15-1h of Appendix 15-1, Volume 2
Quantity
f) Maximum number of vehicle crossings for any site within a Residential or Special Character Zone
One
g) Maximum number of vehicle crossings for any site, not within a Residential or Special Character Zone
i. One per frontage that is equal to or less than 20m wide
ii. Two per frontage that is more than 20m wide (excluding frontages to the strategic network or arterial transport corridor
iii. One per frontage to a strategic network or arterial transport corridor
​ ​​Design and Access Widths
h) Vehicle crossing and internal vehicle access dimensions shall:​
i.​ Comply with the relevant dimensions identified in Tables 15-1i and 15-1j of Appendix 15-1, Volume 2, and ​
ii.​ Be formed and drained with a permanent sealed or paved all weather, dust-free surface and in a manner suitable for the type and quantity of vehicles using the site.​
Note
1. Acceptable means of compliance for the design and construction of vehicle crossings is contained within the Hamilton City Infrastructure Technical Specifications.
2. Council will apply the Local Government Act 1974 to require action to prevent damage to the berm from crossings being of inadequate width or construction.​
i)​ Any internal vehicle access shall be provided with sufficient clearance from the edge of the formation to buildings, fences and other structures to enable the safe and unobstructed operation of the vehicle access.​
j)​ Passing bays shall be provided along an internal vehicle access which serves more than one allotment or more than five car parking spaces, in cases where:​
i.​ The access is less than 5.5m wide and has a length greater than 70m, or​
ii.​ Unrestricted visibility is not available over its full length.​

25.14.4.2 Parking, Loading Spaces and Manoeuvring Areas


​ ​Qua​ntity
​a​) ​ ​ Where:
    •   a new building is constructed on previously vacant land, or
    •   a new use establishes on previously vacant land or within a vacant building, or
    •   an existing building is altered in a way that increases the gross floor area, or
    •   an existing use increases in scale (e.g. increased gross floor area), or
    •   the use of land or buildings changes to a use with a higher traffic generation level, ​
then parking facilities shall be provided on that site for the increased parking demand in accordance with the levels set out in Tables 15-2a to 15-2f of Volume 2, Appendix 15-2, as applicable to the zone and activity, with the following exceptions:​
i.​ If the activity is required to operate under an approved Concept Plan or Concept Development Consent that includes parking requirements, the levels set out in the Concept Plan or Concept Development Consent shall be applicable and the levels set out in Tables 15-2a to 15-2f of Volume 2, Appendix 15-2 shall not apply.

Note
1. Concept Plans or Concept Development Consents are generally a requirement for use and development within the Major Facilities Zone and the University of Waikato (Knowledge Zone). Activities that are required to operate under an approved Concept Plan or Concept Development Consent use the rates in Tables 15-2a to 15-2f of Volume 2, Appendix 15-2, for guidance only. It is expected that site specific parking rates based on actual parking demand and site surveys may be more appropriate.
ii.​ Staff cycle spaces required by Table 15-2a of Volume 2, Appendix 15-2 shall not be required to exceed one per ten Full Time Equivalent staff.​
iii.​ Cycle parking spaces shall not be required where:
  • The building setback is 0m for the entire frontage of the subject site.
  • A publicly available cluster of cycle spaces is located within 50m of the public entrance of the activity and in sufficient quantities to meet the levels otherwise required by Table 15-2a of Volume 2, Appendix 15-2.​
b)​ In the Central City Zone and Business 1 to 7 Zones, where 10 or more staff cycle spaces are required by Rule 25.14.4.2(a), end-of-journey cycle facilities for staff shall be provided in accordance with Table 15-2g of Volume 2, Appendix 15-2.​
c)​ For car parking required by Rule 25.14.4.2(a), for non-residential uses.​
i.​ Accessible car park spaces for people with a disability shall be allocated and provided for in accordance with Table 15-2d of Volume 2, Appendix 15-2.​
ii.​ Where 50 or more car park spaces are provided, accessible car park spaces for less mobile users shall be allocated and provided for in accordance with Table 15-2e of Volume 2, Appendix 15-2.​
d)​ In Business 1 to 7 Zones, where 10 or more on-site car parking spaces are provided, the total number of spaces shall not exceed the required car parking levels identified in Table 15-2a of Volume 2, Appendix 15-2 by more than 25%. Car parks leased to or shared with other activities to meet required parking levels for the other activities are excluded from this assessment. Any lease or sharing arrangements must be ongoing, for the duration of the activity and formalised by a legally binding mechanism.​
e)​ Where the assessment of the number of parking spaces (of any type) results in a fractional space, any fraction under one-half shall be disregarded and fractions of one-half or greater shall be considered as one space.​
​ ​​Desi​gn
​​f) Parking spaces, loading spaces and manoeuvring areas shall: ​
i.​ Comply with the relevant dimensions and layouts in Table 15-2h of Volume 2, Appendix 15-2 and are suitably designed for the vehicles and their occupants.

Note
1. Acceptable means of compliance for the design of parking spaces (including accessible parking spaces), loading spaces and manoeuvring areas is contained within AS/NZS 2890.1:2004 Parking Facilities – Part 1: Off-Street Car-Parking. Examples of acceptable configurations are also contained in Figure 15-2i of Volume 2, Appendix 15-2.
The Hamilton City Infrastructure Technical Specifications contains acceptable manoeuvring curves to ensure on-site layouts suitably provide for vehicle dimensions and turning radii.
ii.​ Be formed and drained with a permanent sealed or paved all weather, dust-free surface in a manner suitable for the type and quantity of vehicles using the site.

Note
1. Acceptable means of compliance for the formation and drainage of parking spaces, loading spaces and manoeuvring areas is contained within the Hamilton City Infrastructure Technical Specifications.​
g) No part of any parking space, cycle space, loading space or manoeuvring area shall be located on any outdoor living area or service area. ​
h)​ Design and layout shall meet any requirements for landscaping and screening in the applicable zones and Chapter 25.5: City-wide – Landscaping and Screening.​
i)​ All parking space, cycle space, loading spaces or manoeuvring areas, (excluding those for residential activities), which are used during the hours of darkness shall be illuminated in accordance with NZS1158.3.1 Lighting of Pedestrian Areas (P11), during the hours of operation of the activity that the areas serve.​
j)​ Sufficient on-site manoeuvring areas shall be provided to avoid the reversing of vehicles off a site:​
i.​ Where any car park has vehicle access to any arterial transport corridor.​
ii.​ Where any car parking areas with vehicle access to any transport corridor contains: ​
A.​ More than five parking spaces, or​
B.​ Is located more than 30m from the boundary with the transport corridor.​
k)​ Vehicles occupying any parking or loading space shall have ready access to a transport corridor at all times, without needing to move any other vehicle occupying other parking or loading spaces.
This rule does not apply to: ​
i.​ ​ ​Residential units, where instead only one car parking space per unit needs to have access at all times,
ii.​ ​ ​Loading spaces for offices less than 100m2 gross floor area,
iii​ Staff parking areas, or
iv.​ ​ ​Where an automated parking stacking system is used.
l)​ Where an automated parking stacking system is used, ready access from the system’s entrance or exit to a transport corridor and sufficient queuing and manoeuvring area must be maintained at all times, without needing to move any other vehicle occupying other parking or loading spaces.
Note
1. For the purpose of the standards above “automated parking stacking system” means parking facilities that are controlled by a machine that moves and organises the vehicles into an arrangement for storage by means of mechanical stacking or similar method, and where drivers are only required to manoeuvre vehicles on to a pad or into a specific position.​
m) Sufficient on-site manoeuvring areas shall be provided for loading spaces to avoid:​
i.​ ​Vehicles needing to reverse off site on to an arterial transport corridor.
ii.​ Vehicles projecting on to the transport corridor whilst loading or unloading.​
n)​ Where on-site parking is provided, sufficient space shall be provided for vehicle queuing as follows.​
i.​ ​​For up to and including 30 parking spaces, a minimum on-site queuing length of 6m.
ii.​ For more than 30 parking spaces, the vehicle capacity of the queuing length shall be calculated as (0.03) x (number of parking spaces). The required vehicle capacity calculated shall be rounded up to the next whole number (i.e. the next whole vehicle) and a queuing length of 6m provided per vehicle.​
iii.​ The required queuing length shall be measured from the transport corridor boundary at the vehicle entrance of the site, to the nearest vehicle control point on the site.​
iv.​ For the purpose of assessment, where more than one vehicle crossing is provided to a site, the required queuing length may be assessed for each access point individually, with each parking space allocated to the nearest usable entry vehicle crossing. ​
​Provided that Rule 24.14.4.2 n) shall not apply to Residential Activities and Structures in the Residential or Special Character Zones. 
o)​ Visitor cycle parking spaces shall be located within 30m of public entrances for the activity​
p)​ Staff cycle parking spaces shall be located so it may be easily accessed by regular users of the activity and may be provided off-site.​
q)​ The design of cycle parking spaces shall meet the following requirements.​
i.​ ​ ​All cycle parking is adequately spaced to allow a cyclist to manoeuvre and attach a cycle to each stand.
ii.​ ​ ​Visitor cycle parking shall consist of stands that:
A.​ Are securely attached to an immoveable object such as a wall or ground.​
B.​ Support the bicycle frame.​
C.​ Are clearly visible or signposted to cyclists entering the site.​
D.​ Are able to be detected by the visually impaired when in publicly accessible areas so as to not create a safety hazard.​
iii.​ ​ ​Staff cycle parking shall consist of a stand or enclosed space that:
A.​ Allows the bicycle to be secured.​
B.​ Is undercover or otherwise protected from inclement weather.​
Note
1. Acceptable means of compliance for the design of cycle parking spaces is contained within the Hamilton City Infrastructure Technical Specifications.

25.14.4.3 Integrated Transport Assessment Requirements

Any activity that requires an ITA under this rule is also subject to Rule 25.14.3a).

​Trip Gener​ation Triggers

​a) A​​ Simple or Broad Integrated Transport Assessment (ITA) shall be prepared for activities as required by this rule, in accordance with the following trigger thresholds.​
​​Activity
Trip Generation of Activity (vpd = vehicles per day)1
All areas other than Sensitive Transport Network
Sensitive Transport Network
All Areas
LOW
<100 vpd
 MEDIUM
100 - 499 
vpd
HIGH
500 - 1499
vpd
LOW <100 vpd
MEDIUM
100 - 249 vpd
HIGH
250 - 1499 vpd
SIGNIFICANT
>1500 vpd
Any permitted activity in the relevant zone
-
-
Simple ITA required
-
-
Simple ITA required
Broad ITA required
Any restricted discretionary activity in the relevant zone
-
Simple ITA required
Broad ITA required
-
Simple ITA required
Broad ITA required
Broad ITA required
​Any activity in the Central City Zone, excluding the Downtown Precinct​-​-​-​-​-​-​Broad ITA required
​Any activity in the Downtown Precinct of the Central City Zone​Downtown Precinct ITA required​
1 Table 15-3d of Volume 2, Appendix 15-3 contains guidance for converting vehicles per day into other units of measures. This can be used for screening proposals to identify whether an ITA is required or not. 

Existing Vehicle Acc​ess Triggers

​b) For existing vehicle accesses to a s​trategic network or major arterial transport corridor, or where it takes access across an existing railway level crossing:​
i.​ A Broad ITA shall be prepared for any restricted discretionary activity in the relevant zone (including subdivision), or​
ii.​ A Simple ITA shall be prepared for any permitted activity in the relevant zone, ​
that increases the use of the vehicle access by more than 100 vehicles per day.

This standard shall not apply if the relevant road controlling authority or Kiwirail (in the case of railway level crossings) provides written confirmation that an ITA is unnecessary.​
 

Specific Acti​vity Triggers

c)A Broad ITA shall be ​prepared for new:
i.​Schools
ii.​Hospitals
​iii.​Transport depots (goods)
​iv.​Drive-through services
​v.​Emergency vehicle facilities (with traffic control signals controlling access)
​vi.​Transport corridor.
​d)​ ​A simple ITA shall be prepared for new:
​i.​Emergency service facilities (without traffic control signals controlling access).
 

Area Specific Trigge​​rs

e) i) A Broad ITA shall be prepared for any new activity within the ‘Area A’ identified in Volume 2, Appendix 15-8, Figure 15-8a, which exceeds the following traffic generation rate based on gross site area.​
i.​ 14.1 trips/hectare/morning peak hour, or​
ii.​ 15 trips/hectare/afternoon peak hour​
Note
1.  Every inward or outward movement from the site shall be counted as an individual trip.
2.  The trip rates specified are those as they related to the peak hour of the road network, between the hours of 0700-0900 and 1600-1800 Monday to Friday and 1100-1300 on Saturday.
3.  Gross site area includes any land to be vested as public road, open space, or other public purpose; any entrance strip with a width of 6m or less, any right of way, any private way or access lot; or any other land that is unable to be developed as part of an industrial site on a permanent basis.
​e) ii)​​A Broad ITA shall be prepared for subdivision creating any additional lots, and/or any new development which generates greater than 100vpd, within ‘Area B’ identified in Volume 2, Appendix 15-8, Figure 15-8a.

In addition to the Broad ITA content specified in 25.14.4.3k) the assessment shall include but not be limited to, specific consideration of demand, levels of service, and options for mitigation at the following intersections as identified on Figure 15-8b in Volume 2, Appendix 15-8:
​1.​Te Kowhai Road/Te Rapa Road
​2.​Base Parade/Te Rapa Road
​3.​Wairere Drive/Te Rapa Road
​4.​Te Wetini Drive/Arthur Porter Drive/Wairere Drive/ramps to and from Mangaharakeke Drive
​5.​Foreman Road/Mangaharakeke Drive
​6.​Crawford Street/Mangaharakeke Drive/Avalon Drive roundabout
​7.​Avalon Drive (through road)/Avalon Drive (Connection to Rotokauri Road)
​​The purpose of mitigation is to ensure the safe and efficient operation of the transport network, and to maintain the desirable levels of service as follows:
i)An average delay per vehicle during peak hours on the approaches to intersections of no greater than:
a.​55 seconds for the strategic network, major and minor arterial transport corridors;
​b.​80 seconds for all other transport corridors.
ii)​​On the strategic network, major and minor arterial transport corridors during peak hours:
​a.​Average vehicle speeds between intersections restricted to no less than 90 percent of the posted speed limit;
​b.​Average vehicle speeds, including intersections, constrained to no less than 18km/h;
​iii)​​Unless demonstrated otherwise with site specific data, peak periods are taken to be 7am to 9am and 4pm to 6pm Monday to Friday.​​
​f)​A Broad ITA shall be prepared for any new managed care facilities; retirement villages; rest homes; and visitor accommodation activity on the defined site shown on Figure 15-8c in Volume 2, Appendix 15-8, where the traffic generation from all activities on the defined site exceed:
​i.​989 trips in the morning peak hour, or
​ii.​1,386 trips in the afternoon peak hour.
Note
1. Every inward or outward movement from the site shall be counted as an individual trip.
2. The trip rates specified are those as they related to the peak hour of the road network, between the hours of 1600-1800 Monday to Friday.
 

New Vehicle Access Tr​iggers

g) A Broad ITA shall be prepared for any activities requiring a new vehicle access to a transport corridor.​
i.​ That is part of the strategic network,​
ii.​ That is identified as a major arterial transport corridor,​
iii. From any site within the Major Facilities Zone (excluding the Thoroughbred Business Park),​
iv.​ From the University of Waikato (Knowledge Zone),​
v.​ That is identified as an active frontage in the Central City Zone (refer to Volume 2, Appendix 5, Figure 5-7 Active Frontages Overlay Plan), or​
vi.​ From any site within the Central City Zone, other than from dedicated service lanes or public parking buildings or lots.​
​The assessment required by this rule may be reduced to a Simple ITA or removed if there is no internal connection possible to other entrances and the relevant Road Controlling Authority provides written confirmation that a Broad ITA is not appropriate. The trigger thresholds in Rule 25.14.4.3a) can provide guidance on the level of assessment necessary based on location and intensity of use.
h) A Broad ITA shall be prepared for any subdivision, use or development requiring a new railway level crossing access.​
 

Exceptio​​ns

i) Rules 25.14.4.3 a) to e) do not apply to: ​
i.​ Events and Temporary Activities (see Chapter 25.3: City-wide – Events and Temporary Activities) where a Transport Management Plan is required.​
ii.​ New activities in a Major Facilities Zone or the University of Waikato (Knowledge Zone) when in accordance with an approved Concept Development Consent (Volume 2, Appendix 1.2.2.16).​
iii.​ New activities in accordance with an approved Comprehensive Development Plan (Volume 2, Appendix 1.2.2.8).​
​iv.​New activities in the Te Rapa North Industrial Zone when in accordance with an approved Concept Development Consent ​(Volume 2, Appendix 1.3.2D).
​v.​New activities at the Ruakura Research Centre (Knowledge Zone) and Waikato Innovation Park (Knowledge Zone) when in accordance with an approved Concept Plan.
j)​Rule 25.14.4.3 a) does not apply to activities within an approved Structure Plan Area (Refer Chapter 3 and Appendix 2), except that a Broad ITA shall be prepared for significant (>1,500vpd) traffic generating activities. This exception does not apply to those activities covered by Rule 25.14.4.3h) or Rule 25.14.4.3e) ii)​ above.
 ​

Conte​​​nt

k) All ITAs shall be completed by suitably qualified professionals and should generally follow the approach and guidelines of New Zealand Transport Agency’s “Research Report 422: Integrated Transport Assessment Guidelines, November 2010”. Requirements and report format for ITAs are included in Tables 15-3a Simple ITA and 15-3b Broad ITA of Volume 2, Appendix 15-3.​

25.14.4.4 Minimum Sight Distances at Railway Level Crossings

a​) New buildings, structures and activities that would obstruct drivers seeing approaching trains shall not be located within the Approach Sight Triangles and Restart Sight Triangles of any Railway Level Crossing.​
b)​ Approach Sight Triangles shall be measured using the vehicle approach speeds and distances identified in Table 15-4a measured in accordance with Figure 15-4b of Volume 2, Appendix 15-4.​
c)​ Restart Sight Triangles shall be measured using the distances identified in Table 15-4c measured in accordance with Figure 15-4d of Volume 2, Appendix 15-4.​
d)​ Rule 25.14.4.4 does not apply to transport infrastructure or signage required to manage traffic at the Railway Level Crossing.​
Note
1. Approach Sight Triangle controls ensure sight distances are maintained to ensure transport corridor users are able to see a train and stop before the crossing or to continue at the approach speed and cross the level crossing safely.
2. Restart Sight Triangle controls ensure transport corridor users stopped at level crossing are able to see far enough along the railway line to be able to start off, cross and clear the level crossing safely before the arrival of any previously unseen train.

25.14.4.5 Height of Structures – Horizontal and Conical Obstacle Limitation Surfaces

​​a) No building, mast, tree or other object shall penetrate any of the horizontal and conical obstacle limitation surfaces surrounding Hamilton Airport as shown in Volume 2, Appendix 15-10.​
Note
1. The Horizontal Obstacle Limitation Surface is located in a horizontal plane above the main runway with an elevation of 102m Moturiki Datum having its outer limit at a locus of 4000m measured from the periphery of the main strip.
2. The Conical Obstacle Limitation Surface slopes upwards and outwards from the periphery of the Horizontal Surface at a gradient of 1 vertical to 20 horizontal to an elevation of 207m above Moturiki Datum.
3. Where any Resource Consent is required as a result of non-compliance with this rule then consultation with the operator of Hamilton Airport is advised. Evidence of any consultation with and support or comments from the operator of Hamilton Airport should be included in the resource consent application.
Page reviewed: 20 Oct 2016 9:39am