15-4 Transport Corridor Hierarchy Plan and Definitions

​​​a)​The transport corridor hierarchy classifies current and planned future transport corridors within the City. The transport corridor hierarchy plan contained within Figures 15-4b to 15-4f identifies which classification applies to each transport corridor.
​b)​Various standards within this Plan relate to the classification of transport corridors (e.g. building setbacks from an arterial transport corridor).


​c)​The hierarchy groups transport corridors into five main classifications based on the transportation functions they perform. These classifications are:
​i.​Major arterial.
​ii.​Minor arterial.
​v.​Central City.
​d)​ ​A ‘major arterial’ transport corridor’s principal function is the movement of significant levels of goods and people between parts of the City and beyond. Inter- and intra-city heavy freight and through traffic should generally be directed to these corridors. This classification includes all corridors managed as Motorway or Expressway by the New Zealand Transport Agency. Property access is either non-existent or heavily controlled. Inter-city passenger transport services are expected to use these routes. Intra-city passenger transport services may traverse these routes.
​e)​A ‘minor arterial’ transport corridor’s principal function is the movement of high levels of goods and people between parts of the City. Heavy freight distributing goods to parts of the City may use these corridors. Through-traffic moving between parts of the City may use these corridors. Property access is managed. Intra-city passenger transport services are likely to use these routes.
​f)​A ‘collector’ transport corridor performs both a movement and property access function. These transport corridors often move goods and people between local destinations or to higher order transport corridors for further travel. Property access is provided with few restrictions. Depending on the land use environment heavy freight and through traffic may be limited on these corridors. Intra-city passenger transport services are likely to use these routes.
​g)​A ‘local’ transport corridor’s principal function is the provision of property access. The movement of goods and people is directed to higher-order transport corridors. Property access has few restrictions. The land-use environment dictates whether heavy freight movement is supported. Through-traffic is generally discouraged. Intra-city passenger transport services are unlikely to use these routes where an alternative higher-order transport corridor is available.
​h)​‘Central City’ transport corridors provide for both property access and the distribution of goods and people throughout, into and out of, the Central City. Passenger transport services will use some of these corridors, particularly buses which provide services to and from the Hamilton Transport Centre. These corridors are expected to be used by significant numbers of commuters (vehicle, pedestrian and cyclists) and by service vehicles accessing properties or service lanes. High levels of visitor (e.g. shoppers, students) pedestrian traffic is also expected as people access goods and services and move about the Central City. On-street parking, loading, taxi, and bus stop facilities are common features.
​i)​Two overlays are used to respond to factors that cross over the four classifications. These overlays are:
​i.​Strategic network.
​ii.​Pedestrian-focus areas.
​j)​A strategic network applies to most major arterial transport corridors and generally includes the significant road corridors indentified in the Regional Policy Statement and the Regional Land Transport Strategy. This overlay recognises the significant strategic role that these transport corridors perform for moving goods and people as part of the wider national and regional transport network. Protecting the efficient and effective operation of the strategic network so it can continue to provide its wider transport functions is a critical outcome. 
​k)​A pedestrian-focus area applies to specific transport corridors within the Central City. This reflects and supports the land-use pattern identified for the Central City. It is expected that the form of these transport corridors will evolve to support a complementary integration of the transport corridor function with the adjacent land uses. The design elements of these transport corridors will be more conducive to a vibrant, pedestrian-focused environment, supporting active frontages, on-street dining or retailing activities and the creation of high-quality public spaces.

1. Shared zones (Land Transport (Road User) Rule 2004) or pedestrian malls (Section 336 of Local Government Act 1974) may be used as a means of managing the use of transport corridors in a way to give greater priority to pedestrian and cyclists. These mechanisms are very case specific and not likely to be applied generally to parts of the City. They are also unlikely to be appropriate outside of local transport corridors or Central City transport corridors within pedestrian-focus areas.


l)​​The form and design elements of transport corridors are determined through the balancing of a corridor’s function within the network with the needs and sensitivities of adjacent land uses (see Land-Use Environments below).

Land-Use Environment

​m)​‘Land-use environments’ are groupings of land-use zones that provide for activities that share similar sensitivities to, or demands of, the transport network. These groups are defined in Table 15-4a. The land-use environments tend to affect the form of transport corridors by changing the allocation of space of various design elements (e.g. number of lanes, pedestrians, landscaping and other amenity features) and whether priorities are given to the different transport users or modes (e.g. desirable speed environment, shared spaces).
​n)​The detail of the design elements and criteria for transport corridors is contained within Appendix 15-6. These design elements and the form created by the combination of transport corridor hierarchy classification and land-use environment, reflects a balancing process between the transport function demands and land use values (e.g. slower vehicle speeds and greater pedestrian amenity along local residential transport corridors).

Table 15-4a: Land-use environments by zone
Land-use environment
a)       Reside​​ntial
General Residential Zone
Special Residential Zone
Special Heritage Zone
Special Natural Zone
Temple View Zone
Residential Intensification Zone
Peacocke Character Zone
Rototuna North East Character Zone
Medium Density Residential Zone
Large Lot Residential Zone
b)       Business 
Business 1 to 7 Zones
Knowledge Zone
c)       Industrial
Industrial Zone
Ruakura Logistics Zone
Ruakura Industrial Park Zone
Te Rapa North Industrial Zone
d)       Future Urban
Future Urban Zone
e)       Central City
Central City Zone
f)        Site/Area specific2
Community Facilities Zone
Major Facilities Zone
Neighbourhood Open Space Zone
Sport and Recreation Open Space Zone
Destination Open Space Zone
Natural Open Space Zone
1Refer to the “Purpose of the Zone” of the relevant zone chapters for a statement about the purpose of each zone and the land-use activities they encourage or discourage.
2The location and extent of zones within this land-use environment category mean that transport corridors do not generally run through them. Transport corridors adjoining these land-use environments should reflect the land-use environment directly opposite these zones or be a continuation of the corridor either side. Site access controls may still vary. 


​o)​The form and design elements of transport corridors may alter as they approach intersections. This is particularly the case where different classifications of transport corridors intersect and especially so where arterials meet lower-order transport corridors.
​p)​To reinforce and protect the function of transport corridor classifications, the respective land-use environments, and the legibility of the network, intersections and their approaches may contain transport infrastructure or be managed in a way that would not normally be expected for that classification of transport corridor. For example, where a collector meets a major arterial the collector may: Gain additional lanes; have crossing infrastructure for pedestrians and cyclists; landscaping, public art or signs may be used to reinforce a change in hierarchy; or on-street parking may be restricted.

Routes Transitioning Between Land-Use Environments

​q)​Some transport corridors are lengthy and pass through a range of land-use environments in the City. Along a corridor the classification or land-use environment may change. A logical evolution of the form of the transport corridor should be expected. This may be achieved by a substantial and immediate change at an appropriate intersection along the route, or possibly by gradual, progressive changes over a transitional length of the corridor.

Routes with Different Land-Use Environments on Each Side

​r)​Parts of some transport corridors will have different zones on either side. In this situation the form of the transport corridor will need to be flexible to provide for the needs of both land-use environments.

1. The Strategic Network Overlay is derived from transport corridors identified by:
  • The Regional Policy Statement 2016 – as Significant Transport Corridors
  • The Regional Land Transport Strategy 2011-2041 – as nationally or regionally significant
  • Access Hamilton – as part of the strategic network
2. The use of specific transport corridors for passenger transport (e.g. inter or intra city bus services) is determined by the Waikato Regional Council in collaboration with Council and expressed in the Regional Land Transport Strategy and Regional Public Transport Plan.
3. Some arterial transport corridors may also be limited access roads where access restrictions have been created under s88 of the Government Roading Powers Act 1989 or s346 of the Local Government Act 1974. These restrictions apply over and above any District Plan controls.
4. Access to transport corridors may also be restricted by segregation strips. Segregation strips are essentially small strips of land along the frontage of properties (even just a few centimetres wide) created under the Public Works Act 1981 (or by councils under the Local Government Act 2002) during property negotiations and/or application negotiations. The strips are held in public ownership and are not classed as being road. Properties separated from a transport corridor by a segregation strip lose their direct vehicle access to the transport corridor adjoining the segregation strip but are generally provided with alternative vehicle access.
5. Appendix 15-5 identifies land currently set aside for road but which Council intends to ‘stop’.
Figure 15-4b: Transport corridor hierarchy plan


Figure 15-4c: Transport corridor hierarchy plan

Figure 15-4d: Transport corridor hierarchy plan

Figure 15-4e: Transport corridor hierarchy plan


Figure 15-4​f:
Transport corridor hierarchy plan 

Page reviewed: 25 Jan 2019 2:27pm