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For designations and new transport corridors the design elements in this table will be used as guidance.
For changes to existing transport corridors the design elements in this table are used to create a baseline within which new works are considered to be a permitted activity (refer to Chapter 18: Transport Corridor Zone).
The criteria on the following pages are based on the guidance contained in the Hamilton City Infrastructure Technical Specifications which can be referred to if necessary for clarification and interpretation.
Table 15-7a: Criteria for the form of Transport Corridors
1 New Major and Minor Arterial transport corridors are likely to be designated with the final design undertaken on a case by case basis. For work involving significant changes to existing transport corridors, local constraints, land use environment and network function requirements may require design compromises whereby the minimum desirable design criteria may not be able to be met. Refer to Figures 15-5b to 15-5f to identify the relevant transport corridor type.2 Refer to Table 15-5a for which zones form land use environments.3 Measured from the face of the kerb to the face of the opposite kerb (excluding any recessed parking).4 Full transport corridor width.5 Measured from the property boundary to the face of the kerb. Berm width will vary in order to accommodate features as required, including: lighting, noise attenuation, landscaping, street trees, swale drains, footpaths, cyclepaths, recessed parking. Landscaping or street trees will require a minimum width of 2m and be incorporated into the legal road width (typically replacing indented parking or medians).6 Location of services will be dependent upon the location of the footpath. The Hamilton City Infrastructure Technical Specifications contains relevant guidance on locating services.7 If high pedestrian activity is expected then a 30km/h (or lower) design speed environment will be required. An Integrated Transport Assessment and safety audits will be necessary to ensure that the safety of vulnerable transport corridor users is achieved.8 Specific design requires case by case consideration of the design elements in the local context. This must be undertaken with input from Council’s City Infrastructure engineers.9 The design of transport corridors in the Future Urban land use environments should be flexible enough to enable retrofitting to a lower design speed environment should zoning of the adjacent land use change.10 The level of direct access (none, limited, managed) may vary along a corridor depending on network function requirements, topography and the availability of alternative access.11 For guidance on bus stop types refer to the Hamilton City Infrastructure Technical Specifications. The design of kerbside bus stops will result in the positioning of a stopped bus partially or fully within the cycle or movement lane. This may require kerb extensions to achieve. Bus stops are only necessary if part of a bus route.12 For guidance on pedestrian crossing facilities refer to the Hamilton City Infrastructure Technical Specifications.13 Refer to ‘Design Speed Environment’ below for further guidance. 14 Stormwater management solutions may require additional legal road width and alter the arrangement of elements in this table (e.g. swales or space for treatment devices).15 Excluding shoulders.
Traffic management will need to be included in transport corridor designs to ensure that the design speed environment shown in Table 15-7a is achieved.
Speeds can be managed by physical and psychological devices such as narrowed movement lanes, reduced forward visibility, parking, slow points, build outs, leg lengths, chicanes, planting and landscaping, and street furniture and public art works.
Suitable guidance for designing to a design speed environment can be found in:
The two key geometric factors that contribute to achieving the target operating speed are carriageway width and forward visibility. Figure 15-7c can be used to give an indication of the speed at which traffic will travel for a given carriageway width/forward visibility combination.