15-7 Criteria for the Form of Transport Corridors

​​​​​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

 
Berm requirements5
Transport corridor type1​
Land use environmen​t 2
Design speed environment (max desirable)
Legal road width (min desirable)4, 5, 14
Carriageway width3
Movement lane width15
Berm requirements5
On street parking requirements (min desirable)
Passenger transport requirements (min desirable)11
Footpath requirements (min desirable)12
Cyclepath requirements (min desirable)
Service corridor (min desirable)6
Residential Land Use Environment
Private Way
Residential (serving ≤ 6  units)
10km/h
3.6m or 4.5m
3m
2 way flow, not marked
One side
None
None
Shared zone
Shared zone – no dedicated facility
One side
Private Way or Local (low volume)
Residential (serving >7 and ≤20 units)
10 to 20km/h
9m
5.5m
2 way flow, not marked
1.5m both sides
None
None
Shared zone
Shared zone – no dedicated facility
1.5m both sides
Local
Residential
40km/h
20m
6m
2 way flow, not marked
7m both sides
Recessed parallel parking bays (2m) on both sides
None
1.5m wide footpath, both sides
Cycling on road shared in movement lane
1.5m both sides
Collector
Residential
40 to 50km/h
23m
9m
2 @ 3m, marked
7m both sides
Recessed parallel parking bays (2m) on both sides
All bus stops to be kerbside11
2m wide footpath, both sides
1.5m on road marked cycle lane, both sides
2m both sides
Minor Arterial
Residential (Managed or limited direct access)10
60km/h
Specific design8
Specific design8
2 @ 3.5m, marked, plus 3m flush median
Specific design8
Recessed parallel parking bays (2m) on both sides
All bus stops to be kerbside. Potential for bus priority at intersections
3m shared off road footpath and cyclepath on both sides
2.5m both sides
Major Arterial
Residential (Limited or no direct access)10
80km/h
Specific design8
Specific design8
4 @ 3.5m, marked, plus 3m solid median
Specific design8
None
All bus stops to be recessed. Potential for bus priority at intersections
3m shared off road footpath and cyclepath on one side
Specific design8
Industrial Land Use Environment
Local
Industrial
40km/h
20m
9m
2 @ 4.5m, not marked
5.5m both sides
Recessed parallel parking bays (2m) on both sides
None
1.5m wide footpath, both sides
Cycling on road shared in movement lane
1.5m both sides
Collector
Industrial
40km/h
23m
11m
2 @ 4.5m, marked, plus 2m flush median
6m both sides
Recessed parallel parking bays (2m) on both sides
All bus stops to be kerbside
1.5m wide footpath, both sides
Cycling on road shared in movement lane
2m both sides
Minor Arterial
Industrial
60km/h
Specific design8
12m
Specific design8
2 @ 4.5m, marked, plus 3m flush median
Specific design8
Recessed parallel parking bays (2m) on both sides
All bus stops to be kerbside
3m shared off road footpath and cyclepath on one side and a 1.5m footpath on the other
2.5m both sides
Major Arterial
Industrial
80km/h
Specific design8
Specific design8
4 @ 3.5m, marked, plus 3m solid median
Specific design8
None
All bus stops to be recessed
3m shared off road footpath and cyclepath on one side
Both sides (subject to specific design8)
Business Centres Land Use Environment
Service Lane
Business Centres
10km/h
9m
5m
2 way flow, not marked
Specific design8
None
None
Shared zone
Shared zone – no dedicated facility
1.5m both sides
Local
Business Centres
40km/h7
Specific design8
12m
(subject to specific design8)
2 @ 3m
Specific design8
Parking one side only. May be recessed, parallel or angled
All bus stops to be kerbside
2 @ 3.5m (subject to specific design8)
Cycling on road shared in movement lane (subject to specific design8)
1.5m both sides (subject to specific design8)
Collector
Business Centres
40km/h7
Specific design8
Specific design8
2 @ 3.5m plus median
Specific design8
Specific design8.
Parking and loading spaces recessed. Parking may be parallel or angled on both sides
All bus stops to be kerbside
2 @ 3.5m (subject to specific design8)
Cycling on road shared in movement lane (subject to specific design8)
2m both sides (subject to specific design8)
Minor Arterial
Business Centres
60km/h7
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8.
Typically recessed parallel parking bays (2m) on both sides
All bus stops to be kerbside
2 @ 3.5m (subject to specific design8)
Cycling lanes both sides (subject to specific design8)
2.5m both sides (subject to specific design8)
Major Arterial
Business Centres
60km/h7
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8.
Typically no on street parking provided
All bus stops to be kerbside.
Potential for bus priority at intersections
3m, shared off road footpath and cyclepath, both sides
Both sides (subject to specific design8)
Future Urban Land Use Environment
Local
Future Urban9
40km/h
Specific design8
(no less than 20m)
8m
2 @ 3m plus 2 @ 1m shoulder
Specific design8
None
None
1.5m wide footpath, both sides
Cycling on road shared in movement lane
Both sides
Collector
Future Urban9
60 or 80km/h
Specific design8
(no less than 23m)
9m
2 @ 3m plus 2 @ 1m shoulder
Specific design8
None
All bus stops to be recessed
2.5m, shared off road footpath and cyclepath, both sides
Both sides
Minor Arterial
Future Urban9
60km/h
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Major Arterial
Future Urban9
80km/h
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Central City Land Use Environment
Central City
Central City
30km/h
Specific design8
Specific design8
Specific design8
Specific design8
Parking and loading spaces to be separate and recessed
All bus stops to be kerbside
 
2 @ 4m (subject to specific design8)
Cycling on road shared in movement lane
Both sides
Pedestrian Focus Area
Central City
30km/h
Specific design8
Specific design8
Specific design8
Specific design8
Parking and loading spaces to be separate and recessed
Specific design8
All bus stops to be kerbside
2 @ 4m (subject to specific design8)
Cycling on road shared in movement lane
Both sides
Strategic Network and Pedestrian Focus Area (Anglesea St)
Central City
40km/h
Specific design8
Specific design8
Specific design8
Specific design8
Parking and loading spaces to be separate and recessed
Specific design8
Potential for bus lanes and priority at intersections
Specific design8
Specific design8
Both sides
Strategic Network (Tristram St [Mill St to Bridge St] and Mill St)
Central City
60km/h
Specific design8
Specific design8
Specific design8
Specific design8
None
Potential for bus priority at intersections
Specific design8
Specific design8
Both sides
 
 
 
 
 
Strategic Network Overlay
Strategic Network
All
60 or 80km/h
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Specific design8
Potential for bus priority at intersections
Specific design8
Specific design8
Specific design8

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.
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.
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.

Figure 15-7b

 

Design Speed Environment

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 Austroads Guide to Road Design – Part 3:  Geometric
  • The Manual for streets (UK Department for Transport 2007)

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.

Figure 15-7c: Design speed environment – relationship between carriageway width and forward visibility

Source: Adapted from figure 7.16 of UK Department for Transport ‘Manual for streets' and 'TRL661 - The manual for streets: evidence and research'
Page reviewed: 12 Mar 2018 8:27am