25.14.2 Objectives and Policies: Transportation

​​​​​Objective Policies​
Integrated Transport Network
An integrated multi-modal transport network that meets national, regional and local transport needs and is:
  • Responsive 
  • Efficient 
  • Affordable 
  • Safe 
  • Accessible 
  • Sustainable​
  • Integrated with land use
​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​
Land ​​Use Integration
The transportation network and related infrastructure is planned, designed, constructed and managed in a manner that:​
i.​ Is consistent with and supports the land-use spatial framework for the City (Figure 2.1a in Chapter 2).​
ii.​ Promotes vibrant business centres.​
iii.​ Contributes to safe and efficient multi-modal transport corridors serving the Central City, business centres and other key destinations.​
iv.​ Contributes to a transportation network that:​
A.​ Is accessible to all users, including transport disadvantaged and mobility impaired.​
B.​ Maximises opportunities for walking, cycling and passenger transport.​
C.​ Creates good connections between residential areas, passenger transport services, schools, employment nodes, recreation areas, shops and other destinations.​
D.​ Provides a choice of routes and transport modes for travelling.​
v.​ ​ ​Recognises the need for effective long-term solutions that are affordable and practicable.
Transport Network
The transportation network and related infrastructure is planned, designed, constructed and managed in a manner that:​
i.​ ​Recognises the affordability of providing new public infrastructure and other actions to increase the capacity of the transport network to accommodate growth.​
ii.​ ​Enables flexible management of transport corridors to allow them to perform their function within the City’s transport corridor hierarchy.​
iii.​ ​Promotes energy conservation and efficiency.​
iv.​ ​Promotes a safe and efficient transport network.​
v.​ ​Allows for network utility infrastructure, and streetscape amenity.​
vi. Provides access to and has regard for the safety and needs of the mobility impaired, transport disadvantaged, cyclists, pedestrians, passenger transport users, and others using the transport corridor to move from place to place.​
vii.​ ​Contributes to the social, economic, cultural and environmental needs of current and future users of the transport network.​
viii. ​Takes account of the whole of life operational and maintenance costs of the transport network.​
Adverse Effects of the Transport Network
Adverse effects of new transport infrastructure and changes to the existing transport network are minimised while recognising:​
i.​ Amenity values of adjacent activities,​
ii.​ ​Cultural and heritage values, biodiversity, and​
iii.​ Safety, access and mobility of all users​.
iv.​ ​The function and the location that that part of the transport network has within the transport corridor hierarchy.​
v.​ The character and purpose of the zone in which it is located.​
The design, location and quantity of parking infrastructure is managed in a way that:​
i.​ ​Provides for special design requirements of transport network users.​
ii.​ ​Minimises adverse effects arising from an over- or under-supply of parking.​
iii.​ ​Minimises adverse safety and efficiency effects on the transport network.​
iv.​ ​Maximises opportunities for the efficient use of existing parking infrastructure.​
v.​ ​Trips by active modes and passenger transport are encouraged through integration with travel demand management and passenger transport options.​
Adverse Effects on the Transport Network
Adverse effects of subdivision, use and development activities on the transport network are avoided or minimised with particular regard to:​
i.​ ​Connections to, and integration with, the transport network.​
ii.​ ​Reverse-sensitivity effects of land uses sensitive to adverse transport effects (e.g. noise).​
iii.​ ​Promoting streetscape amenity.​
iv.​ ​Ensuring performance, condition, safety, efficiency and long-term sustainability and affordability of the transport network.​
v.​ ​Ensuring trips by active modes and passenger transport are encouraged through integration with travel demand management and passenger transport options.​
vi.​ ​Protection of strategic and arterial transport networks, including associated intersections.​
Integrated Transport Assessments shall be required for new subdivision, use or development of a nature, scale or location that has the potential to generate significant adverse transportation effects.​
Buildings, structures and trees shall not create a potential hazard to the flight paths of aircraft or any other operations associated with Hamilton Airport by intruding within the airport’s airspace.​


Transport networks are complex systems that influence and are in turn influenced by subdivision, use and development. The overarching objective of creating an integrated multi-modal transport network to meet the needs of the City recognises several qualities that need to be considered and balanced when planning for, constructing and managing the transport network and in the integration of transport and land use. The policies recognise that different land use environments and parts of the transport network have different tolerances to change. For example, changes to the transport network can have a more significant effect on the amenity values of a residential environment, yet the same change in an industrial environment may not create the same impact.

The policies are grouped to recognise and respond to key transport issues: integration with land use; planning, construction and maintenance of the transport network; and adverse effects of and on the transport network.

Integrated Transport Assessments are a key method by which the transportation effects of proposals are identified and assessed. Thresholds for requiring an Integrated Transport Assessment and resource consent are set based on the location, nature and scale of activities. This provides a consistent, city-wide framework within which proposals are considered, and means by which to address adverse transportation effects, including cumulative effects, are established.

Buildings, structures and trees in certain parts of the city could protrude into the flight path of planes departing and approaching Hamilton Airport. This increases the risks to public safety both on the ground and in the air.

The policies recognise that the hierarchy of the adjacent transport corridor can influence the nature and level of impacts. For example, parking over-spill onto a major arterial transport corridor is likely to have a more significant adverse effect on the primary movement function of the corridor when compared to the effects of over-spill onto a local transport corridor, whose primary function is property access. 

Page reviewed: 25 Jan 2019 2:19pm