Urban Street and Road Design Guide PDF

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Calle urbana y carretera

Guía de diseño
Contenido
Introducción 04 Controles de diseño

Mensaje del CEO 5 Velocidad de diseño 112
Configuración de políticas 6 Vehículo de diseño 118
El marco de carreteras y calles 8 Hora de diseño 122
¿Qué es el Manual de diseño de transporte? 10
Cómo utilizar el Manual de diseño de transporte 12
05 Tipos de calles
01 Principios de diseño El marco de carreteras y calles 126
Tipos de calles y clasificación 127
¿Por qué el diseño de la calle? 16
Audiencia 17 Características de diseño para tipos de calles 128
Vision Zero & urban street design 18 Guía de carriles de viaje 130
Diseño integrado - el arte del diseño de calles 26 Las calles pueden cambiar en toda la ciudad 132
Diseño del sistema: Movimiento a través de lugares 28 Zonas de diseño de calles fl área urbana 134
Práctica emergente 30 Zonas de diseño de calles fl área suburbana 136
Principios de Te Aranga 33 Ejemplos de subtipos de calle 138
Principios rectores 34
06 Intersecciones
02 Diseño de barrio
Principios de intersección 148
Principios 38
Geometría de intersección 160
Diseño de lugares opcionales para automóviles 40
Elementos de intersección 162
Redes callejeras 42
Señalización 164
Cuencas de transporte 48
Estructura vecinal 50 Disposición para peatones 170
Composición vecinal 51 Disposición ciclista 172

Arboles de calle 54 Disposición de transporte público 182
Entorno natural 57 Orientación de intersección 184
Tipos de calles en el contexto de los barrios 60
Recursos
03 Usuarios callejeros Glosario de términos 199
Comparación de usuarios callejeros 64 Referencias 204
Gente a pie 66
Gente en bicicleta 76
Personas en transporte público 86
Personas en vehículos privados 102
Carga 106
Servicio y entrega 118
2 MANUAL DE DISPOSITIVO DE TRANSPORTE ?GUÍA DE DISEÑO DE CALLES Y CAMINOS URBANOS

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Introducción Shane Ellison

CHIEF EXECUTIVE
Me complace presentar la nueva Guía de diseño El objetivo visionzero de Auckland Transport para
de calles urbanas y carreteras de Auckland Transport.la ciudad es que nuestras calles y carreteras no
causen daños. Vision Zero dice que no se acepta
Esta guía proporciona un enfoque del siglo XI
ninguna muerte por tráfico o lesiones graves.
para diseñar calles urbanas para que sean más
seguras, saludables, más verdes y más La guía proporciona herramientas y ejemplos para
agradables para todos. Proporciona ayudar a re-imaginar nuestras calles de la ciudad
herramientas significativas para cumplir los para satisfacer las crecientes demandas de
objetivos establecidos en el Marco de servicios de transporte y espacio en la calle, y
Sostenibilidad recientemente adoptado de diseñar calles para ser lugares verdaderamente
Auckland Transport y el Marco de Carreteras y Calles. para dary prioridad
seguros saludables. a Proporciona
los modos de transporte
consejos y métodos claros
La Guía de Diseño de Calles y Carreteras
activos y al transporte público que desbloqueen
Urbanas apoya las clasificaciones de red del
el espacio en la calle, aumenten la accesibilidad
Marco de Carreteras y Calles que apoya un crecimiento rápido, diverso y cambiante
segura y proporcionen una multitud de
beneficios económicos, medioambientales y sociales más amplios.
Ciudad. Las clasificaciones de red responden Insto a los líderes, a los profesionales y al público
y apoyan la visión de una ciudad segura, en general a explorar los diseños aquí y comenzar a
compacta y de calidad, y proporcionan imaginar las oportunidades posibles a través de un mejor diseño de
herramientas para avanzar en la transformación La Guía de Diseño de Calles Urbanas y Carreteras
cambios descritos en el Plan Auckland. establece una nueva visión y enfoque de las calles
La guía adopta un enfoque de primera persona, urbanas, que se centra en las personas, la
en reconocimiento del hecho de que el seguridad y el aumento de las opciones y
diseño de nuestras calles se trata de oportunidades de Aucklanders. La Guía es una
herramienta
maximizar el acceso de las personas a las oportunidades disponiblespráctica para ayudar a transformar
en la ciudad. La elección de caminar o las calles de Auckland en espacios más eficientes
utilizar el transporte público está y acogedores que acomodan a todos los
relacionada tanto con la estructura de los usuarios y satisfagan las demandas de una ciudad en crecimiento.
barrios como con el diseño de nuestras
calles. Es importante destacar que los
barrios y calles seguros y transitables
tienen una influencia positiva en nuestros
niveles de actividad, salud y bienestar mental.
Shane Ellison CHIEF EXECUTIVE
4 MANUAL DE DISPOSITIVO DE TRANSPORTE ?GUÍA DE DISEÑO DE CALLES Y CAMINOS URBANOS

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Introduction
Policy setting AUCKLAND REGIONAL REGIONAL PUBLIC TRANSPORT PLAN

LAND TRANSPORT PLAN
The Regional Public Transport Plan (RPTP) is a statutory document
The Regional Land Transport that sets out Auckland Transport’s vision for public transport within
Auckland is projected to grow by over one million new residents by 2040. In November 2010, Plan (RLTP) is a statutory Auckland, and includes objectives and policies which detail how we
Auckland Council became a unitary authority through the amalgamation of one regional council document that sets out intend to achieve it.
and several territorial authorities. This amalgamation has enabled the development of Auckland’s transport The RPTP’s vision is for Auckland’s public transport system to have
integrated region-wide Plans. These plans support integrated transport and land use challenges, and the strategic seamless end-to-end customer journeys that are safe, accessible and
development through co-ordinated planning, timing, funding. This integrated approach is to be responses to those challenges. reliable. In order to realise this, the RPTP includes several key focus
used to achieve the outcome of an accessible transport system. It specifies the investment areas. One focus is on the expansion and prioritisation of the rapid and
programmes for Auckland over frequent network of services, which are the core of the public
the next ten years, including transport system. In order for these services to operate reliably so that
the capital programmes customers can depend on them, they must have appropriate priority
for Auckland Transport, to ensure they are not caught in congestion. Another key focus is on
the New Zealand Transport access to public transport. The RPTP acknowledges that every public
AUCKLAND PLAN 2050 AUCKLAND UNITARY PLAN
Agency (NZTA) and for rail transport journey involves ‘first and last leg’ components, of getting to
The Auckland Unitary Plan is the key statutory document for infrastructure. As such, it also and from the service. The transport network must also ensure these
The Auckland Plan sets the
developing and managing activities in the Auckland Region guides funding and is aligned legs are safe, convenient, and accessible to everyone.
direction for how Auckland
and for implementing Auckland Plan's development strategy. to Auckland Council’s Long These focuses flow through to the standards for the design of public
will grow and develop over
The Unitary Plan Term Plan and feeds into the transport infrastructure as an integrated part of the wider transport
the next 30 years. It responds
National Land Transport Plan. network, to ensure that this vision for public transport can be achieved.
to key challenges that are • describes how people and communities will manage Auckland’s
faced today – high population natural and physical resources while enabling growth and OTHER RELEVANT DOCUMENTS: Auckland Long-Term Plan
growth, sharing prosperity development and protecting the things they value;
among all Aucklanders, and
• provides the regulatory framework to help make Auckland a
reducing environmental quality place to live, attractive to people and businesses and a GOVERNMENT FUNDING THIRD PARTY
damage. It provides a growth place where environmental standards are respected and upheld. AND PRIORITISATION DEVELOPMENT
and development strategy
that sets out how Auckland It provides for appropriate development, controls the adverse effects
THE GOVERNMENT
will grow and change of activities and manages the use of natural and physical resources. AUCKLAND PLAN POLICY AUCKLAND UNITARY PLAN
The following are aspects of the plan that are relevant to the STATEMENT TRANSPORT DESIGN FRAMEWORK
over the next 30 years.
provision of infrastructure such as the transport network. Objectives
•and policies
Provides wider context,
Auckland 2050 sets out six key – These identify the outcomes sought REGIONAL LAND
ROADS AND STR EETS including place and
Transport and
such as an integrated, safe and efficient transport system and TRANSPORT PLAN land use planning
outcome areas: FR AMEWORK modal priorities
policies for how to achieve them at the local (site) level
1. Belonging and participation and regional scale.
2. Māori identity and wellbeing TR ANSPORT DE SIG N MAN UAL
Describes the principles of
Land use
• Zones – Zoning is used to manage the types, location and scale design, user requirements
3. Homes and places PROJECT BUSINESS CASE and subdivision
of activity provided for in different areas, such as residential and design controls for
resource consents
D e sig n G u id e s safe environments
4. Transport and access and business. These activities create a range of transport needs
and can have an impact on the operation, development and
5. Environment and
management of the transport network.
cultural heritage Comprehensive standards
• Rules / Standards – Along with those relevant to development DETAILED DESIGN E n g i n e e r i n g D e s i g n Co d e for developing assets Engineering
6. Opportunity and prosperity. sites, the Unitary Plan includes provisions relating to the plan approval
& DELIVERY to meet the user
transport network and transport-related activities such as: requirements
Standard Drawings
Construction
oo and operation of the road network
oo Requiring transport assessments for development proposals
Vehicle access to and from public roads servicing Detailed engineering
oo
specifications to Vesting
development sites enable consistency of assets
Specifcations in construction
oo New or upgraded transport infrastructure
required to support land development and subdivision
oo Parking, walking and cycling facilities
Better incorporation of high-level policy and strategic guidance from central government and Auckland Council,
oo Managing stormwater runoff and quality on roads applied through the RASF, enables greater realisation of the vision for the city as set out in the Auckland Plan.
oo Managing environmental effects of transport infrastructure
• Designations – Designations for public works such as transport GPS Government Policy Statement RASF Roads and Streets Framework
projects or facilities are identified in the Unitary Plan. NLTP National Land Transport Programme TDM Transport Design Manual
RLTP Regional Land Transport Plan OPS Operations
6 TDM | URBAN STREETS AND ROADS DESIGN GUIDE 7

Introduction
Who undertakes
the assessments?
It has provision for the diversity of the strategic functions: A Roads and Streets
Framework assessment can
be undertaken by Auckland
Transport or a private entity
who intends to produce
Living Unlocking Moving Functioning Protecting Sustaining infrastructure that interfaces
with the public road network.
It also sets future modal priorities and service priorities and has a
toolbox of local and strategic measures to help resolve conflicts Auckland Transport is
between the functions. responsible for any assessment
The framework is applied at both the regional and local levels. At of the existing network and
the regional level, the framework assesses key strategic corridors, the assessment will be led by
typically arterials or collectors within a defined network, to Planning & Investment. This
determine how a road or street can function optimally. At the local assessment will ensure that the
level, the framework identifies issues and opportunities, unique current and future strategic
aspects of place (environmental, cultural, social and economic) needs of the network are
and the desired mode priorities and operational regimes that considered and that the right
collectively support balanced place and movement outcomes. modal priorities are selected
that are aligned to the long-
The result of a Roads and Streets Framework assessment is a term direction of the transport
strategic planning mandate of the functional requirements for network. This assessment
street design, whether looking at an arterial network or a single
can then be used to define
local street.
project mandates for new or
The Roads alterations to existing roads
and streets that Auckland
ROADS AND STREETS FAMILY
and Streets Transport will deliver.
Private entities looking to

Local Neighbourhood District Sub-regional City National
The Roads and Streets

Framework connect in to the existing
STRATEGIC
road network, either through
Single Use Mixed Use Main Street
(Out of Centre) Arterial subdivision or the connection
Arterial
Framework transforms the Arterial of private accesses, must
conventional road classification undertake a Roads and Streets
system, recognising that roads Framework assessment for
and streets fulfil a variety of Rural their developing networks
functions. The framework moves Arterial early on in the land use
MOVEMENT
DISTRICT
beyond the simple functional Mixed Use Main Street stages. Assessments of the
classification system of arterial, Collector Collector networks being connected
Neighbourhood
collector and local roads and to can be sought from
Collector
re-imagines what they can and Rural Auckland Transport to
should be, looking at both Collector aid in understanding the
current context and desired boundary conditions and
LOCAL ROADS
future outcomes. what connections should

Local Centre - Centre Plaza/
Street Local Street Square/Shared
be appropriate. These
The Roads and Streets Framework Rural will be reviewed in the
includes a family of street types. Local Road consent process.
Note: The Roads and Streets

Framework is under review by Local Neighbourhood District Sub-regional City National
Auckland Transport and this Guide For a more detailed account of the framework, please refer to the
PLACE
will be amended in due course. Roads and Street Framework Strategy (2018).

Introduction
Design Guides Design Tools

The purpose of the Design This section contains web-published CAD tools,
Guides is to outline the guiding calculators, figures and design charts that will
principles that all designs enable designers to produce design solutions in compliance with the Engineer
should use; who the expected users of the space are and
how the various activities

in a transport corridor can Quality of service
fit together . It defines the Once the assessment of place and movement has occurred and
design vehicles for each user, a quality of service (QoS) rating for the route established (if
the elements necessary for applicable), the next piece is to use a design guide relevant to
them to function and design the area of work, e.g. urban areas should use the Urban Street
considerations for matching them together.
and In some
Road Design Guide, to understand the following: • Safe design principles
cases, not everything will be

utilised as financial or planning • Appropriate guiding principles
decisions may limit elements in the guides from being
• Network used.considerations in relation to the strategic network functions
design
What is the Transport Design Manual? Ultimately, they explain • User requirements (based on RASF mode functions)
how to design a transport • Design controls to meet functional and QoS requirements
The
Transport
Design
Manual
set
Guides,
of
aisCodes
and
Specifications
that
are
specifically THE
SYSTEM
CONSISTS
FOLLOWING
OF
THE ELEMENTS: corridor from the perspective
of the most vulnerable user Until other QoS tools are available, designers should define a
quality
first and the design controls used to achieve or level of service objective derived from the design
that.
created for the Auckland region based on • Design Guides guides. Network Operating Plans may include Level of Service evaluation that
international best practice and robust common engineering theory.
• Engineering Design Code
For cycling projects, the Cycle QoS tool can then be used to
Its purpose is to show how transport infrastructure
• Specifications for Infrastructure Works Engineering determine the road quality as a direct relationship to the modal
should be designed and constructed, to manage change toEach
introduce international
part of the system best
acts practice
in an overlapping Design Code priority, e.g. a high cycle priority would generally indicate that a
manner, cascading from the top down to ensure route QoS score of 1 is required. Other QoS tools are being developed to suppo
for
Auckland,
and
assist
to with
transforming
outcomes
within
the
Auckland
Region. consistency of approach and outcome throughout the planning and design process. The
code
laid
is out
series
in
a of
documents
that
describe
the engineering parameters and

minimum standards for Speciffcations for
compliance. The various code
Infrastructure Works
documents are components that
1 2 3 4 5
fit together to achieve the The Specifications are the engineering requirements
STRATEGIC STRATEGIC DESIGN / FEASIBILIT
CONCEPT DETAILED CONSTRUCTION
PLANNING PHASE / INVESTIGATION PHASE DESIGN PHASE overall vision for the transport environment thatsupply
for the is defined
of materials and products, as well as any specific
PHASE PHASE construction methods required to deliver them. These
by the Roads and Streets specifications form the basis of Auckland Transport’s
Framework street typologies and construction contracts and are mandatory for all public road
RASF Design Engineering Design Code Specificaions reserve
the considerations of street or road design works constructed by Auckland Transport or vested in
represented
Guides
Chck documnt Auckland Council for management by Auckland Transport. The
Chck documnt by the Design Guides. specifications are aligned with the Auckland Transport method of measureme
Chck documnt
The code consists of the
minimum dimensions and This allows for a seamless experience when designing,
requirements to achieve the correct design for eachscheduling,
specifying, user. constructing, measuring and finally paying for the cons

Introduction
How to use the Transport Design Manual

How to use this Guide
This section deals with how the Transport Design Manual (TDM) works as a system and how it responds
to the direction of the Roads and Streets Framework, as well as the other policies defined earlier.
The system responds to the planning requirements of the RASF by establishing the design principles;
UNDERSTAND PRINCIPLES
understanding the place context; which users are present, and their requirements, before considering
the design controls needed. Each user has a specific Engineering Design Code chapter associated with
them which details further the engineering requirements to achieve the outcomes sought. CHAPTER 1
It is commonplace to find that the constraints of a site, whether topographical features of a greenfield, Design Principles
or land constraints of a developed area, limit the measures that can be taken to deliver the planning
outcomes set through RASF. Also, constraints on expenditure may affect what facilities can be provided All designers must understand
at any one time, with others staged. these principles as the basis for
decisions, and the approach to
Once the preferred elements and street types have been chosen, constraints may be identified that be taken in the design process.
require planning and funding decisions. The RASF iteration process will help to determined revised or In particular, this sets out how
staged outcomes that can be achieved by alternative designs. safety must be incorporated in
all design work.
RASF PLANNING HOW THE RASF FEEDS THE TDM
The start of the design process begins with an The RASF is used to define the functions of a street, IDENTIFY SYSTEM ELEMENTS
understanding of the transport network in relation both as a place and for movement through it. It
to the importance of place. This assessment is done defines the network significance for each user type, CHAPTER 2 CHAPTER 3 CHAPTER 4
using the principles and process defined in the RASF provides indications of the measures that can be
Neighbourhood Design Street Users Design Controls
and should include capacity analysis of both the applied to the street in the future, and may include
required intersections and the streets between them. a timeline for progressive changes to the street. It focuses on design aspects takes each user group in turn, deals with the issues of
This includes use identifying the quality of service indicates the characteristics of the street type. It of planned networks, either and describes their needs, geometric design that need to
required for each user type. provides the means for planning what capacities, as a means of designing the specific design principles be considered to ensure that
Once all of the above have been understood, the especially at intersections, are required for each user. relationship between land use and the features that can be drivers of vehicles in particular
development of the street/road plan layout can The TDM provides the means for translating and movement, or for evaluating provided for them. Having are guided to behave reliably
occur, noting the requirements of the place and these planning requirements through design the local design context for a understood principles and in the way planned for them,
surrounding land use activities. into physical features that deliver the desired specific street or place within a context, this chapter guides safely and efficiently.
At a first concept design level, this will not define outcomes. Design guides set principles and neighbourhood. It also includes the choice of elements
dimensions, but show what types of features need allow selection of elements, and how they can guidance on environmental for each user to meet the
to be present, in which locations, to meet the be assembled together. Engineering Design design within a neighbourhood. planned function.
defined requirements. Codes enable preliminary and detailed design to
be carried out. Initially, they will identify the
PUT ELEMENTS TOGETHER
RASF/TDM ITERATION PROCESS limits of size and shape that will determine how
If it is necessary to reduce outcomes for some elements can fit into the constraints of a site.
CHAPTER 5 CHAPTER 6
functions in a street below the objectives set, it
becomes necessary to review the objectives. RASF RASF/TDM AND THE BUSINESS CASE PROCESS Street Types Intersections
then provides the means to look at wider networks to The business Case Process is used for Auckland can then be used to put the elements together can then be used to put the elements together
identify changes elsewhere that allow changes to the Transport initiated projects predominately once a in accordance with the design principles in accordance with the design principles
requirements at the project site. For example, capacity planning decision has been made and a project has
for one mode (freight, public transport, private to deliver street and intersection layouts to deliver street and intersection layouts that
commenced. The process ensures that a decision that will effectively deliver the planned will effectively deliver the planned
vehicles) might be transferred onto other streets to maker receives consistent information about the
enable a design solution for the project site. RASF is outcomes. Typical layouts are shown, not as outcomes. Typical layouts are shown, not as
project and is able to assist in refining a solution finished designs, but to illustrate the design finished designs, but to illustrate the design
then used to understand the impact of such a transfer, to the problem. It is important to note that while
and ensure that the streets affected can accommodate considerations required to fit elements considerations required to fit elements
the network planning elements of the Roads and together into the design of a whole place. together into the design of a whole place.
the transfer and still meet their own planned functions. Streets Framework are generally undertaken prior
Iterations of planning with RASF and design with TDM to the business case process, the identification and
will ensure that decisions on what to construct are evolution of the solution using either the Roads and
based on sound planning and design principles to Streets Framework or the Transport Design Manual at Resources
produce acceptable outcomes for people and places. the project level will be subject to the Business Case
Note: The Roads and Streets Framework is under review Process and the solution subject to the standard are cited at the end of the Guide, as definitions, sources, design tools
by AT and this Guide will be amended in due course. business case approvals and funding requirements. and case studies from around the world, to support use of this Guide.

1
Design principles
CHAPTER
Auckland is rapidly emerging as a

global-scale city, with a growing
reputation for its urban amenities and
its spectacular physical setting. The region is experi
and urbanisation at an unprecedented rate,

placing new challenges on our existing
infrastructure as well as requiring significant
additional infrastructure. Addressing the
physical, social, and spatial challenges of this
population growth requires a closer look at the
city’s urban roads and streets, which make up
both the largest component of the transport
system as well as the places where we live and
conduct business. Re-imagining our streets
through street design provides a solution by
unlocking street space to provide for more
spatially efficient modes of transport.
This chapter sets out principles founded on safety,

design for people and Te Aranga Māori Design.
IN THIS CHAPTER These are summarised in twelve guiding principles.
These principles must be understood by all
Why street design? 16 designers as the basis for decisions, and the
approach to be taken in the design process.
Audience 17
Vision Zero & urban street design 18
Integrated design – the art of street design 26
System design: Movement through places 28
Emerging practice 30
Te Aranga principles 33
Guiding principles 34
14 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 15

CHAPTER
Design principles 1
Why street design? Audience
The words road and street are to move people and goods Where both movement and The Transport Design Manual city’s and region's streets are The Transport Design Manual
often both used in urban areas. efficiently. For short trip place are of high importance, aims to support policy by experienced on an everyday may equally be of interest
“Road” has a specific definition lengths, active modes may offer the design task is difficult, providing design guidance basis. This includes a wide to community groups and
in the Local Government Act the greatest productivity. For but a good result can offer and engineering standards to range of professionals who are Auckland residents who are
1974, but “street” no longer has longer trips, priority for public the greatest economic and governmental organisations, involved in shaping Auckland’s interested in the way their
a legal definition. In common transport and freight may be social benefits. Streets also developers, community groups future, including planners, streets are designed and
language, the words refer to more economically productive have an environmental and consultants on the design. engineers, (landscape) functioning, and who expect
slightly different functions: than private car use. Roads with function, where rainwater Therefore, the Transport architects, developers, and more from their streets.
roads convey people, goods a dominant movement function management, air quality and Design Manual is intended policymakers. Public officials,
and services while streets join such as expressways may be noise must be considered. primarily for Auckland- opinion leaders and influencers,
together land uses within urban similar to rural roads and Progressive street design based professionals who advocacy groups and public
centres and areas of living. highways, but still have an recognises the urban street are concerned with the built health practitioners might also
Road and street design to effect on adjoining urban land as a complex phenomenon environment, our transport find elements of the Transport
support the complex life of and movement across the line that is distinct from a road. system, and with the way our Design Manual useful.
of the street. Streets with a high It is in this domain of urban
a city must enable safe and
place streets that perform multiple
effective transport of people
and goods and the delivery value may generate economic functions where state-of-the
of services. For roads with a and social benefits by a art guidance is required.
high movement focus, this focus on active modes
will mean considering the and access to land uses
priority of modes of transport alongside the street, whether
and the allocation of space commercial or residential.
DEVELOPERS
Private
Public
GOVERNMENT PROFESSIONALS
Local Engineers, Planners

National Architects, Sponsors Policymakers
COMMUNITY
Local
Advocates Business
O’Connell Street, after being converted to a shared space Quay Street

CHAPTER
Design principles 1
No death or serious injury

is acceptable
Vision Zero &

urban street design People make
mistakes
People are
vulnerable
Shared
responsibility
All system
response
Safe transport is vital to our city’s success and is a primary

objective in street design. Creating streets that protect and VZ
improve conditions for walking, cycling and public transport
can lead to a more vibrant healthy city and better street Throughout this document
design can also contribute significantly to the prevention of Evidence / Science driven Systematic approach
you will see a Vision Zero
deaths and serious injuries for all road users. A multi-modal icon highlighting key areas
Vision Zero approach responds to the increasingly ambitious for understanding Vision
goals for a transport system free of death and serious injury Zero in design.
in the Government Policy Statement on Land Transport 2018 Vison Zero and urban road safety
and the Auckland Plan 2050. Auckland is part of a global
In urban areas, the road Auckland's fatal and serious in future. Urban roads through
community of cities (such as OECD Safer City Streets group)
environment is complex. The injuries occur in urban areas. Of commercial and other centres
working to improve the design of roads and streets through
safety context includes the ever- these urban injuries two thirds should emphasise design for
a Vision Zero approach. Urban Street and Road Design Guide
growing diversity of mode types are happening on main urban people and opportunities to
outlines international best practice to reduce actual harm. An ethical and moral of various mass and speed; the arterials. These streets often engage with place. Busy roads
Humans are vulnerable and make mistakes and we must design imperative for street and road high number of people of diverse next to schools, public transport
our streets with that in mind. We need to create an environment design: "EVERYONE SHOULD agility and mobility moving stops, stations, local stores or
which is survivable for all road users, including those who are HAVE THE RIGHT TO USE ROADS about every day other neighbourhood features
most vulnerable. Reducing speeds, reducing conflict points, and AND STREETS WITHOUT THREAT
and the necessity of vibrant also require more thought to
changing the geometry of our streets are all proven to provide TO LIFE OR HEALTH" Tylösand reach new safety goals.
street activity. Recognition
safe urban streets. By emphasising an integrated and holistic Declaration
of the importance of Place has Safety applies regardless
approach to safety, risk of injury and death will be reduced and
a strong influence on enabling of street type and must be
the vibrancy of our streets can be restored.
safety. It is not just the people considered in terms of likely
travelling who are effected by conflicts, especially for the more
Origins of Vision Zero traffic, residents and people vulnerable users who will be
Vision Zero was first launched in Sweden more than twenty years going about their day in a present at all urban destinations.
ago. Since establishing this goal, Sweden has continually reduced place also stand to benefit
Perceptions of safety affect the
its road trauma. Critical insights for designers can be gained from from calmer street
liveability of places, and can
Sweden’s experience, and also the Sustainable Safety programme in environments.
add to traffic stress or comfort,
the Netherlands. More recently, many cities have picked up the Vision Urban arterials are some of provide mixed messages about but note that perceptions
Zero mind-set, including New York City, London and Edmonton. our most dangerous roads in hazards and are not built for are not enough to achieve
VISION ZERO IS IN SWEDEN, Auckland. While rural crashes survivable impact speeds. Traffic Vision Zero design goals, the
The Vision Zero aim to eliminate transport death and serious
NETHERLANDS, NEW YORK AND MANY OTHER CITIES are notable for being severe, management features will be underlying safety principles
injury is similar to health and safety approaches in other
sectors. It is a return to first principles for harm minimisation. the large majority (4/5) of more common on arterial roads must also be applied.

CHAPTER
Design principles 1
A shift in thinking SAFE, HEALTHY AND SUSTAINABLE MODELS GO TOGETHER
There has been a shift in thinking in the transport From knowledge of behavioural and biomechanical AVOID SHIFT IMPROVE
sector, starting with designing streets for people. science, crashes and mistakes are inevitable.
This thinking has evolved to using everything we However, fatal and serious outcomes of crashes are
know about human behaviour, our choices and avoidable even where humans are frequently in
mistakes, and about human bodies and what they
can recover from. We know more about how to
eliminate risk of fatal forces and create different
control of fast and heavy machines. Most serious
crashes are not a result of extreme behaviour but of issues within the whole system. 1 2 3
outcomes for crashes to avoid whole families
There is a growing body of evidence around
losing someone unnecessarily or suffering pain and
designing for human psychology specifically LAND USE PLANNING MODE SHIFT DESIGN SAFE MOBILITY
lost ability for years. Blaming the user for making
related to road safety. For instance, people think about things other than their driving task 90%
predictable mistakes does not stop crashes.
Instead, we look at the whole transport system in terms of design for human use. • Avoid the need for trips • • Public transport is the safest vehicle
• Use
modethe safe
of the time on familiar trips, a common activity that Less vehicle numbers reduces risk for all system approach to
does not always lead to crashes, but is an important
improve
• Walking and cycling causes the least harm safety of all remaining trips
to others
System wide action addresses the inherent risk of aspect to remember in design to prevent injury.
exposure to impact forces (from vehicle speed and Design that acknowledges real human behaviour can
mass) and treats these as a hazards to be eliminated address it, and prevent lapses, slips and mistaken
30
or managed. For busy urban streets, unsafe options interpretations from leading to serious outcomes. (See diagram below.)
that create or ignore this risk are no longer
acceptable. Design for place influences safety Biomechanics or the human capacity for Addressing human fallibility and fragility requires a broad approach,
outcomes in a broad way, via mode choice and absorbing crash forces is another area of detailed MAXIMISE SAFE, HEALTHY,
the diagram above shows three scales of action for Vision Zero. Safety
reduced vehicle trips, as well as design for research. Crash studies are increasingly is a result of all the environmental, vehicle and behaviour aspects of the wholeSUSTAINABLE TRIPS, AND
system.
awareness, attention and recovering from lapses and sophisticated. Vision Zero does not focus only on CREATE NO MORE MOBILITY
mistakes. Environment, vehicle and user behaviour all death,
contribute to safe outcomes.
but instead sets a conservative goal to reduce serious life-changing injury as well. THAN CAN BE TAKEN UP SAFELY
For more on land use planning and mode shift, see the Auckland
Design Manual and Roads and Streets Framework, and see TDM section on neighbourhood design in Chapter 2.
TAXONOMY OF DANGEROUS ACTIONS Unintentional errors
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Intended based behaviour
action
Intentional
violation

CHAPTER
Design principles 1
Vison Zero design principles DESIGN TO REDUCE THE LIKELIHOOD OF SERIOUS INJURY IN A CRASH
Design features vary from treatments that convey risk instinctively, to symbolic and cognitive messages
Design needs to consider severity, likelihood and exposure to avoid (e.g. picture and text signs). The Safe System Assessment Framework is a tool for calculating risk
death or serious injury as a result of a crash of death or serious injury, and includes practical treatment options, from 'Primary Treatments' to
less preferred options that still have some effect in constrained sites.
RISK = SEVERITY X EXPOSURE X LIKELIHOOD How design features create safe streets
For vision zero, if elimination or separation from non-survivable forces is not a complete option, the primary
IMPACT SPEED NUMBERS OF PEOPLE = DESIGN LAYOUT details of a street need to first address the instinctive response of human beings to space and movement.
(delta V) risk of event, number of vehicles Primary focus is on
The speed and instinctive design that Control impact forces and attention
= hazards nudges drivers at key
mass of each road • Instinctive design creates physical “nudges” for
user changes the TIME AND DISTANCE points for alertness or attention in complex urban environments and
force of impact not separated from harmful forces frequently for slower alertness near conflict points. Properly designed
speeds (vertical and vertical and horizontal shifts in the vehicle path also
Survivable speeds horizontal shifts of the driving path) slow vehicles down to survivable speeds for people
= #1 goal
outside and inside the vehicle at conflict points, so
that if attention is lacking, the risk is still low.
• If vulnerable user safety is not the constraint, review
SURVIVABLE SPEEDS EXPOSURE review impact angles for vehicle safety, as vehicle
Exposure is simply about occupants are most vulnerable from right angle side gle
Reducing severity or ensuring survivable impact speeds is a key e an
impact forces. The survivable speed for vehicle-to- a c ut
goal for Vision Zero design. There is more on this under design the numbers of people at
risk, but can also be expressed vehicle crashes changes with the angle of impact.
speed in Chapter 4. Modern roundabouts and on-ramps make use of this
in terms of the number of
Survivable speed is to be used as a design objective in all situations life-saving feature. This is important for intersections in
hazards, the time exposed
or a strong justification must be given. areas that are 50
or the distance. Exposure
km/h or higher. Note that this side impact risk is the
can be a high-level measure
Humans are not very good at judging the risk of speed. main reason why vehicle users are still not safe from serious injury in urban areas.
across a network or corridor,
Impact forces are more readily understood in terms of falls
or specific to a particular site Communicating the risk
from a height, e.g. 30km/h impact is similar to falling from
of conflicting movements. GIVE
the first floor of a building, whereas 50km/h impact is similar • Care should be taken to make safe behaviour the WAY
to falling from the third floor. As a result, we often don’t Reducing the number of easy choice. Use devices and appropriate street
notice that the speeds we travel at regularly are as hazardous as they are.vehicle trips reduces typology to give advance warning of a risk to self
exposure. Maximise safe or other people. The microseconds needed for
people movement, e.g. thinking tasks are important when travelling faster
increase walking, cycling and than a human can naturally run, and with heavy
SURVIVABLE IMPACT SPEEDS
public transport and masses. Design to make the most of well-known
decrease or separate private car use. safety rules, habits and symbols where these
already support safety and create new instinctive
or self-explaining urban road types where existing
30 50 70 rules are not enough to prevent serious injury.
• Environmental cues or context is another form of 30 50
30
communicating risk, not quite as strong as safe
habits or deflection. Visible movement and flashing
lights can attract attention to influence behaviour.
Risk of crash with Risk of crash Risk of
vulnerable road users at intersections head-on crash
Communicate the general urban context (mixing
and variety). Speed limits are fully effective only
where they match the messages coming from the
rest of the road environment. Many of our existing
streets give conflicting messages about appropriate
30 + or or or
travel speed, or do not give adequate warning of
potential hazards or risk – aim to avoid surprises.

CHAPTER
Design principles 1
A SAFE SYSTEM HAS LAYERS OF REDUNDANCY Old and new – what is the difference?
A crash that leads to serious injury or death is a system failure, not a road user failure, as humanity is
Self-aware system Quality assurance Human capabilities Actions in traffic Road & vehicle defence
a given design constraint. Fatal crashes still happen even when users are in full compliance with the road
Vision Zero goal Engineering and Psychology of Intentional and Safety of the rules. Often multiple factors fail - the user, the vehicle, or non-survivable speeds. However, road design is
applied, coordination design that does not driving errors and unintentional errors environment when very common as something that could have saved a life but didn’t. Studies in New Zealand and
of design, laws and compromise safety mistakes, and and safe behaviour errors occur elsewhere indicate that fatal crashes involve a number of failures across the four safe system pillars. With
road rules biomechanical risk in context strong, safe road design that includes speed management, there are only two pillars to potentially fail,
reducing the likelihood of severe outcomes.
Latent errors Dangerous actions and reactions
(danger built into the system) (for each situation)
Key Question Traditional approach Vision Zero approach
What is the problem? Crashes Fatalities and serious injuries

SYSTEM OUTCOMES
(death and serious injury, or low consequence) What causes the problem? Humans should know better, be Humans make mistakes, humans are fragile
infallible, and defer to machines
Design works with other parts of the is common in our high numbers of serious What is the public demand People don’t want safety People want safety
for road safety?
system to defend people in a dangerous injuries. Vision Zero design acknowledges that
moment. Injury outcomes in a particular humans are prone to distraction, fatigue and What is the appropriate goal? Optimise the number of fatalities Eliminate fatalities and serious injuries
context result from all parts of the system misreading of a situation, as well as having and serious injuries
supporting or undermining each other. fragile bodies, and creates layers of support so
What is the system approach? Parts of the system considered Consider how all parts of the
The aim is to have design that prevents that if one thing goes wrong it will not lead to
in isolation, with limited system work together to control
errors and is forgiving - design that increases fatal or traumatic results. Redundancy across
responsibility for safety outcomes harmful energy to eliminate risk
user awareness of risk and the likelihood of design, speed limits and laws, user knowledge
successful safe actions, but also creates a fail- and skill, and vehicle design is necessary. A Who is responsible? Individual road users System designers have ultimate responsibility
safe system so people are able to walk away system approach is similar to any other for the systems, design, maintenance and use,
modern industry or transport sector. This is and are ultimately liable for the level of safety
when mistakes happen. Unintentional errors in the entire system.
and failure of the system to provide protection also known as cognitive ergonomics.
Road users should continue to be under
obligation to show respect, good judgement
Ongoing reffnement, same components, new outcomes and follow rules.
But, if injury still occurs because of lack of
While we have a number of examples of safe knowledge, acceptance or ability then system
system design here and overseas, it is important designers must take further action to prevent
to note that there is no cookie cutter solution for people being killed or seriously injured.
all situations. Design details need to be worked
out in context – including the local culture and
diversity within that. There is strong evidence The idea of separate system pillars can lead to a fractured approach to safety. Vision Zero has a much
that applying the principles for Vision Zero save stronger moral anchor to the overarching goal of zero deaths and serious injury and increased responsibility.
lives, but designers have the opportunity to apply
0
the principles in innovative ways. Designs that Typical unsafe road environment New decisions for safe road environment
can show how Vision Zero principles have been
applied and assessed via a safe system • zebra crossings without Auckland Transport is making new • zebra crossings with
assessment framework are more likely to be a raised table (high risk) decisions about what provides a raised table
approved than something taken out of context. safe movement on our streets • close angle approaches to
• right angle approaches to
intersections for vehicles These can look different to how intersections for vehicles over
As this is a paradigm shift, there is a need for This process will require greater coordination
over 50 km/h (high risk) our streets are currently. 50 km/h, or slower speed design
monitoring of safety indicators and fine-tuning across all decision makers to make the most
of lessons from research, demonstrations and • new speed limits of Our focus is on highest risk • speed limits of 80 km/h on
of design examples locally. There is a need to unseparated roads, 100 km/h
trials. Monitoring is not just about waiting to see 100 km/h on unseparated areas and situations, with
build on what has been demonstrated already. prioritisation of investment, on separated roads
if injury occurs, although that is the final test. rural roads (high risk)
Vision Zero design features are not new, but the resources and speed of delivery.
There are several interim measures that indicate • local street design with mixed • local street and town
ethical priority is. Road and street design needs centre design with 30 km/h
to step up to the challenge of Vision Zero, and no reduced risk, such as operating speed, mode traffic and activities at 50 km/h
design speed
longer trade off people’s health and wellbeing choice, exposure numbers and infrastructure
safety ratings, etc. • more separation of cyclists
for other goals.

CHAPTER
Design principles 1
Integrated design –
the art of street design DESIGN FLEXIBILITY MULTI-MODAL
The Guide is intended to help designers consider the trade- Most major streets should have
It is impossible to design streets well using only standardised offs and compromises to reach the desired outcomes. In many enough space to accommodate
templates or metrics. Street design requires the consideration of cases, the final designs require solutions that do not meet the a form of public transport
many factors that often span various levels of spatial scale. prevailing design orthodoxy (which is primarily concerned such as buses or light rail, in
with standardisation, vehicle flow, larger street geometry, and addition to offering vehicle
Understanding the relationships between users, site conditions,
nominal safety). It is here where the Street and Road Design Guide access. Space for pedestrians
transport systems and the urban context is critical to developing
recommends a principles-based approach that is focused on must always be provided, in
appropriate context-sensitive designs. Considering the various
levels of spatial scale means that transport design must extend outcomes rather than focusing on one particular design element. the form of a footpath or a
beyond the project itself. Holistic solutions require looking at wider Design flexibility is a fundamental tenet of the Guide, as street shared street. Most streets
transport networks, the surrounding community and civic systems. design requires new tools to achieve the city's priorities. should also be able to provide
for cyclists. If one street cannot
This integrated design approach also recognises that a combination Implementing designs that depart from convention, however,
provide fully for all modes,
of characteristics can work together, sometimes counter-intuitively, requires justification and duty of care. In practice it is easier to do
then other nearby streets may
to achieve the desired outcome. While it is important to understand business as usual then it is to develop designs that challenge norms.
provide the network functions
the relevant user elements and geometric design, the art of street Delivering better street design requires a proactive culture of for some modes with it. When
design is the practice of putting everything together. This is innovation, testing and documentation. Not only should street the various modes of transport
particularly important, as street design occurs in physically design be based upon extensive observation and benchmarking, work together in interconnected
constrained space where a combination of minimum standards is neither possible nor, but it should also be evidence-based, using the variety of datasets networks, access to many
in many cases, desirable. Only by first understanding the context can and metrics available. destinations is provided.
design for movement be integrated into design of the place. Context
includes topography, hydrology, ecology, land use and transport
networks. These should be determined from planning objectives,
including multi-modal networks. Integrated design will then show
how best to lay out streets to meet all functional objectives.
DESIGN FOR PEOPLE

TYPICAL MIXED-USE ARTERIAL
The street network is the
fundamental framework for
safe, liveable communities,
where the human scale of
the individual and the act of
walking represents the basic
unit of design. Everyone is a
pedestrian, even the motorist
who walks to and from their
24m
car. Because streets also are
public spaces, designing them
with people in mind is key. This
goes beyond merely providing
a footpath, it means that
careful attention must be given
to providing a comfortable, TYPICAL SINGLE-USE ARTERIAL
safe, interesting and engaging
experience to those who use
the street on foot, and making
sure the most vulnerable people
(children, the elderly and people
with disabilities) can travel
safely within the road reserve.
24m

CHAPTER
Design principles 1
ENVIRONM
E NT
System design: Movement through places
System design requires the designer to understand the components of a system and how they interact to
result in an outcome.
Conventionally, design has focused on places and the constraints of vehicles operating within them. This
does not lead designers to consider the whole human system, which is what this guide seeks to address.
The designer should think of the choices people can make – how they will use a place, where and when SYSTEM INTERACTIONS
they will travel and how long their journey will be. This should determine what constraints to set on how • People with their vehicle
various vehicles may be directed within the place, and how the place should be laid out to provide for • People in vehicles with the place
people's actions.
• People in vehicles with the environment
CHOOSING SAFE ACTIONS

PLACES
People should be clearly presented with one
People need to recognise each street type hazard at a time, to enable observation, decision
PEOPLE VEHICLES PLACES easily, and understand the behaviour that is and action. (An exception may be in busy
looking, deciding & acting to carry out their actions that they act within right for them. This includes seeing where they pedestrian areas, where all people move slowly
want to go. Each streets type should be distinct, and mix together.)
People vary, and their Vehicles are chosen by People Places provide and consistent with streets of the same type,
actions depend on what – train, bus truck, car, bike, opportunities and so that people will choose similar behaviours Safe path
they want to do, where scooter, wheelchair. constraints for what that are safe and appropriate. "Self-explaining Guide people to choose a safe route and speed
they want to go. Design We include shoes as People may do, and how streets" is one way of describing this. to move though the environment.
must consider the full range "vehicles", for people their chosen vehicle Safe to go
of people and behaviour on foot – slips, trips and may operate. OBSERVE, DECIDE AND ACT Allow people to make a good choice when to
that can be expected. surface water are important move into a space that may conflict with other
design considerations. People need to be given enough time to look people in their vehicles.
around, see where they should go, see what
other people are likely to do, decide what Safe avoidance
ENVIRONMENT they should do, and act. Speed affects the Allow people to see unexpected stationary or
For any one of the people, the environment includes all the other people, their vehicles and the place distance that people move while observing, moving hazards that may be in their path, or about
that they share. How they see and understand the environment affects how they decide to act. deciding and acting and is a key factor in to cross their path, in sufficient time to respond
designing a place for safe movement. and avoid collision.
SAFE ACTIONS COME FROM A WELL-BALANCED SYSTEM
People have enough time Their vehicles can respond The place can guide The design of place, and the system as a whole, must provide for the range of mistakes that can be
to observe, decide and act to their actions their actions expected by rendering the consequence of mistakes harmless. Choosing a safe speed is a final means
of avoiding harm.

CHAPTER
Design principles 1
Emerging practice
Good streets are those that In cities around the world, a
achieve a good balance transition is underway. After HOW STREETS SHAPE THE
between their function as a transportdecades of designing streets CITY AND OUR LIVES REDEFINING The emerging understanding that a single focus on design for
primarily with the automobile STREETS private car use is unfit for all of a city’s streets has coincided
link and as a public space, as a Streets are the realm where
in mind, streets are being with the global shift to re-make our cities, towns,
place to linger and to interact, public life is played out.
redefined as public spaces, neighbourhoods and streets as places for people. Wherever
a place to see and be seen. They are places where streets are re-made, evaluation is key. It measures a project’s
These two functions require a and as transport links for all we share a common impact, and helps determine whether an investment is having
very different design treatment. modes. Gradually, planners and experience with our the envisioned economic and social outcomes. It also informs
Depending on which one of the engineers are abandoning the neighbours and fellow decision makers and communities on a project’s impact on
two is prioritised, streets end paradigm of designing for a citizens. Where the public the local community. Take care to ensure that metrics that
up looking and feeling very maximised vehicle throughput, realm is diminished, the are used are directly relatable to the street or its function.
differently. For decades, street and are catering instead to common good is equally
design in Auckland has leaned people walking, improved diminished. Opportunities
towards the transport function public transport, and people to connect with one
of streets, which why so many on bikes. Emerging practice another are lost. This leads
of our streets cater primarily for does more than just redefine to isolation, decreased
vehicles. This has come at the the street, it also incorporates social capital, decreased
expense of the other function of street stakeholders and walking and cycling and STREET Many people have an interest in street reconstruction
streets, namely as public spaces. technology into the process. associated negative effects STAKEHOLDERS projects. Stakeholders that could be involved in such
At the same time, transport on public health. projects include government agencies (particularly the
modes other than driving have road controlling authority), residents, local community
been largely disregarded. groups, emergency services, local businesses, advocacy
groups and transport professionals.
TECHNOLOGY Technology is dramatically altering the way we travel and our

relationship with streets. Mobile phone applications can facilitate
the access to transport services and they can also provide
users with better information about their travel choices through
real-time technology.
Transport service companies are becoming part of a diversifying
multi-modal transport system that includes car-sharing and bike-
sharing. Parking management technologies can contribute to the
economic and social success of streets by increasing kerbside
efficiency and ease of use.
Multi-modal access and interchange will increasingly require

consideration in kerbside management and street design.
Technology should optimise the functionality of a street, while
remaining sensitive to the character of the street. Technology should
facilitate the desired urban outcomes of the streets, not define them.
INNOVATION Street design often requires designers to think outside the box. This
guide contains elements and design suggestions that are labeled as
innovative and require trial and approval for use by the New Zealand
Transport Agency (NZTA). These elements should not be ignored,
but actively pursued with the support of Auckland Transport.

CHAPTER
Design principles 1
Māori values and the Treaty of Waitangi Te Aranga principles
While Auckland is home to The Treaty of Waitangi mana whenua will provide
many cultures, Auckland's gives rise to obligations opportunity to better reflect the
distinctive Māori identity to Māori and statutory Māori world view in a practical MANA RANGATIRATANGA AUTHORITY
and the special relationship provisions such as decision- way by ensuring that resources
Māori have to the region is are protected, enhanced and
The status of iwi and hapū as mana whenua
making and participation
what makes us unique. in statutory processes. sustained across our business. is recognised and respected
Mana whenua of Tāmaki Transport projects can impact on Te Aranga Māori Design, a
Makaurau (Auckland) have a the ability of kaitiaki to undertake Māori design philosophy
ā
unique relationship with the their responsibilities. We can process based on Māori WHAKAPAPA NAMES AND NAMING
region and as kaitiaki play pro-actively mitigate these Values provides guidance to
a leading role in shaping it. effects in a tangible all, reflecting the unique Māori names are celebrated
This responsibility is inter- way by using innovative Māori identity of Auckland in
generational, based on design and technology. The our roads, streets and across
tikanga Māori and embodied Sustainability Framework the public network.
in the Treaty of Waitangi. and work programme with TE TAIAO THE NATURAL ENVIRONMENT
The natural environment is protected, restored

and/or enhanced
MAURI TU ENVIRONMENTAL HEALTH
Environmental health is protected, maintained

and/or enhanced
MAHI TOI CREATIVE EXPRESSION
Iwi/hapū narratives are captured and expressed

creatively and appropriately
NGĀ TOHU THE WIDER CULTURAL LANDSCAPE
Mana whenua significant sites and cultural

landmarks are acknowledged
AHI KĀ THE LIVING PRESENCE
Iwi/hapū have a living and enduring presence

and are secure and valued within their rohe.

CHAPTER
Design principles 1
Guiding principles
VZ
30
DESIGN FOR PEOPLE DESIGN FOR SAFETY DESIGN FOR CONTEXT STREETS ARE PUBLIC SPACE BETTER STREETS ARE GREAT STREETS IMPACT OUR QUALITY
FOR BUSINESS OF LIFE
People are the basic design The safety of all street users, For several decades, streets had Street design should encourage
unit for cities and liveable especially the most vulnerable been defined by their functional and enable recreation, social Streets serve as the key Streets influence our ability
streets. Designing for people users (children, the elderly, classification, which relates interaction and business activity. platform for economic to move around, connect to
requires the understanding and disabled) and modes primarily to car flow. Today, Designs should maximise the exchange in cities. Improved wider transport networks and
of how fast people move, (pedestrians and cyclists) streets are expected to reflect road reserve space that will accessibility and a more access the opportunities of
how far they can see, and should be paramount in any and support adjacent land uses. be used for social, economic welcoming street environment the city. Streets also shape
how they feel in different street design. The safety of Well-designed streets promote and environmental purposes. attract more people and more our local environment and
environments. In addition streets can be dramatically appropriate speeds, modes and Streets should be designed activity, thus strengthening neighbourhoods. Streets should
to transport considerations, improved through appropriate footpath activities. This context- to create an attractive, communities, the businesses support wider accessibility as
designing for people takes into geometric design, facility sensitive approach considers comfortable, pedestrian-scale that serve them and the overall well as local activities and social
consideration the spatial scale, design and transport and enhances the existing environment with a range of city economy. interaction.
activities and interesting things operations. Safe System built, natural and heritage amenities, including street
that make places Assessment Framework elements, seeking to reveal and trees and other vegetation.
safe, attractive and lively. must be used in design. celebrate a place’s identity.
STREETS INFLUENCE STREETS AS ECOSYSTEMS STREETS ARE MULTI-MODAL STREETS CAN CHANGE
TE ARANGA PRINCIPLES STREETS CARRY PEOPLE
OUR HEALTH
Street design, including Streets design must support Many streets today reflect the AND GOODS
Te Aranga Māori Design safe, comfortable and attractive priorities and practices from
Aucklanders suffer from a deficit street trees and other green
Principles are founded on multi-modal transport for the time they were first built. As Productivity of movement of
of physical activity, which plays infrastructure, can improve
intrinsic Māori cultural values. Auckland changes and adopts people should be ensured.
a part in growing levels of water quality and improve ll users, including elderly,
They have arisen from a widely different priorities, the street Consider the length of the
chronic disease and obesity. watershed health. Green children and mobility-impaired
held desire by Māori to enhance designs should reflect these new various end-to-end journeys
Street designs can help people infrastructure can retain and users. Every mode should be
their presence, visibility and conditions and priorities. Streets any street is intended to
make healthy decisions by reduce stormwater, which integrated, as appropriate,
participation in the design can change through major carry. Modes that support these
supporting walking, cycling and extends the life of the aging across the transport network.
public transport. Street sewer system and makes it of the physical realm. Any particular street may interventions and capital outcomes should be enabled, to
and neighbourhood design operate more efficiently. Green improvement projects, and they give appropriate performance.
have a different mix of
play a role in how people infrastructure brings nature into can also change systematically Movement of freight and
modes to achieve these
move around safely, in their the city, which can improve both through road renewals and servicing land uses must be
network objectives.
exercise and activity levels, mental and physical health, ongoing maintenance. Street balanced with the ways people
and personal wellbeing. increase amenity, improve air designs can also be strategically move in the street.
quality, conserve energy, and implemented through quick,
enhance habitat in urban areas low-cost interventions that
that are increasingly intensified. can serve as interim stages
to more long-term visions.
2
Neighbourhood design
CHAPTER
Streets cannot be
designed in isolation. Street design
at varying scales and

includes multiple systems
that have interactions and influence
one another.
This Chapter looks at the
neighbourhood level of street
IN THIS CHAPTER design, where the level of design is
set from a high altitude. It includes
Principles 38
consideration of how streets
Designing car-optional places 40 connect to form neighbourhoods;
how street networks support
Street networks 44 access to transport options
and local communities; and
Major streets 45
how network design influences
Block size 46 street level characteristics and
informs street type choices.
Transport catchments 48
Neighbourhood structure 50
Neighbourhood composition 51
Land use composition 52
Building edges and street activity 52
Parking location and supply 53
Street trees 54
Natural environment 57
Stormwater integration 58
Street types in neighbourhood context 60

CHAPTER
Neighbourhood design 2
Principles
The shape of the network within a neighbourhood or
town centre can increase or decrease walking, cycling or
public transport use, which affects the efficiency of the
whole network. The goal in neighbourhood planning
should be to create a network that makes walking,
cycling and public transport the easiest and most
appealing choices. The following principles should be
considered when designing at a neighbourhood scale.
VZ VZ
CREATE A STREET NETWORK PRIORITISE WALKING AS MAXIMISE INTEGRATE INTEGRATE THE STREET RESPECT THE EXISTING
THAT SUPPORTS COMMUNITIES AND PLACES
THE FUNDAMENTAL UNIT OF MOVEMENT
TRANSPORT CHOICE TRANSPORT NETWORKS NETWORK WITH NATURAL SYSTEMS AT
NATURAL
ALL SCALES
AND BUILT ENVIRONMENT
A well designed street The street network is a

A collection of streets form Our most valued urban places network supports a choice of foundation for the design and A sustainable street network The scale and orientation
and define the structure of are those principally designed transport modes and routes. evolution of other transport protects and enhances of streets in the network
neighbourhoods and places. for the use and enjoyment of People can walk, bicycle, take systems. An effective street the natural features and reinforces the unique local
They set and influence people on foot. This requires public transport, or use a network integrates these ecological systems of its and regional characteristics
the long-term patterns of a closely spaced network of private vehicle. Each mode is multiple transport systems, urban environment, creating of the natural and built
development. They connect streets and blocks that offer integrated, as appropriate, including other non-street a balanced and symbiotic environment. These include
people to each other and to direct, safe, varied pedestrian within each street. based transport networks community. It integrates cultural features, architectural
destinations. Street networks routes made interesting such as rail. It provides stormwater treatment into street features, climate, geography,
are not just about transport through careful design. flexible mobility, easy and design and incorporates topography and history. New
and infrastructure, but also legible movement between stormwater flow and detention. street connections need to
about the movement of modes, and helps to turn The sustainable street network integrate with the existing (and
people, goods, ideas, and public transport meeting responds to natural features, planned) transport network.
wealth. They foster economic points into attractive and resources and systems by
activity and provide public valuable civic places. adjusting street density and
space for human interaction. connectivity. It considers a broad
spectrum of relationships, from
the human system
where low energy and low
emission transport options are
encouraged, to natural systems,
including those that are site
specific and regional. It also
considers its global impact on
climate change through the use
of sustainable materials, water
efficiency and transport choice.

CHAPTER
Designing car-optional places
Transport structure
This neighbourhood design guidance is based on the
VZ
need to create walkable neighbourhoods. Cars do the
most harm to people, so enabling people to move Enabling people to get around Together with the population straight streets, in particular
without a car requires a density, the street network through the middle of residential
around without the need to use a car solves many
street network that supports structure determines the viability areas, allow public transport
environmental, health, economic, social and equity transport, and a suitable size of providing public transport. vehicles to reach more people
challenges facing Auckland. and density of population The integrated planning and per kilometre travelled, as
and mixture of land uses. It is location of appropriate land illustrated in the diagram below.
also important to consider the uses for good access to the A fine grid should be made
CIRCULAR RADIUS OF A BUS STOP public transport network
wider regional public transport up of small block sizes to
network and how local can further enhance this. support a variety of building
neighbourhood design can A fine grid of streets allows and housing types, as well as
leverage existing and future more users to access public a variety of land uses and a
public transport networks. transport stops/stations and walkable public realm.
Green represents 8 minutes walking distance
ABOVE: MOST EFFICIENT GEOMETRY FOR TRANSPORT STRUCTURES
ABOVE: INEFFICIENT AND COSTLY GEOMETRY

FOR TRANSPORTATION STRUCTURES

CHAPTER
NETWORK TYPES Street layouts should feature a rich array of street and route types.
This diversity of streets determines a community’s character, and
whether it functions as a coherent whole. Street layouts can take a
variety of forms, but in terms of shape and configuration, the two
main network typologies tend to be either gridded or dendritic
(branched form resembling a tree).
A dendritic or suburban hierarchy is designed where local streets

only flow to collectors and collectors only flow to arterials. This
approach tends to concentrate vehicles onto the congested
arterial system and encourages high speeds throughout, and
should generally be avoided.
The desired gridded street network connects all types of streets

with one another. Individual streets can be more diverse, vehicle
speeds can be reduced, and the network can function more
efficiently, supporting a range of transport modes. Good patterns
of urban street networks support a diverse set of street types and a
dense pattern of streets and intersections, facilitating the efficient
use of land.
Street networks NETWORK The layout of any neighbourhood or unit of development should
STRUCTURE contribute to an urban structure of interconnected neighbourhoods
and centres. The urban structure of new developments should
Planning and designing effective street networks may be
enhance the structure and connectivity of existing networks.
the most important part of urban design, as it has a large The connected street structure should support several scales of
influence on people’s quality of life and the opportunity to movement – from accommodating pedestrian movements along
provide active transportation systems. Unlike buildings, and across a street to connecting to the local destinations and
which can be adapted and replaced, street networks centres. It should also enable and support the viability of local
are difficult to change or improve once in place. Street and regional public transport systems. The length of each leg
networks also nest into wider networks, influencing the of a journey, on different street types, and the concentration or
dispersion of vehicle numbers on each street, can affect driver
viability and success of adjacent neighbourhoods. behaviour. The safety of the network must be considered, by the
design of streets and by encouraging safe behaviour.
COMMON NETWORK TYPES
INTEGRATION Permeable and connected movement networks provide choices for

people walking and cycling, reduce land consumption, and improve
overall network efficiency.
Public spaces such as parks and plazas should be integrated into
these networks, further encouraging walking and community
activity. Where networks overlap for a variety of uses and users,
places become better used, safer, encourage shorter distance
and multi-purpose trips and are more appealing.
Designing streets both as valuable public realm and as the structure

of the movement network requires that car use is balanced
Orthogonal grid Organic grid Dendritic
with other modes and priorities. This results in a street space
that accommodates all users and treats the street as a positive,
pleasant space.

CHAPTER
Major streets
Major streets can be “Great Spacing and aligning major should reflect and support
Streets”, not only facilitating streets is a critical consideration the local context, including
transport, but also creating of neighbourhood design. Major frequent safe crossing options
welcoming public places.. streets should be contiguous to retain local connectivity.
Many of Auckland’s most through the neighbourhood and
Major streets need to be properly
loved streets are classified as connect up to other logical main
spaced about 800 m apart. When
arterials which are multimodal routes. Where new
major streets are spaced too far
and serve established adjacent major streets meet adjoining
apart, they are required to have
neighbourhoods. These streets streets, they should meet in a
additional lanes to carry higher
have the greatest potential + (cross) intersection, as close
levels of traffic. Inadequate street
for large-scale placemaking to 90 degrees as possible.
spacing
and for improving the physical By the nature of the catchments also causes traffic to encroach
space for social, civic, and they serve and the various on neighbourhood routes
commercial activity. Major modal requirements, some designed only for lower traffic
streets also provide the major streets will be wider volumes. This compromises
greatest opportunity to than others. It is important that their potential for pedestrian
accommodate multimodal these streets do not divide and cycling use and severely
transport options. neighbourhoods. Major streets erodes their place quality.
800 m
800 m
MAJOR STREETS AND LOCAL NETWORK

CHAPTER
Block size
Block sizes have a large and a walkable public realm. higher density housing types Permeability vs. connectivity
influence on the walkability Permeability for pedestrians and other types of land uses.
of neighbourhoods. Small can be made higher than for
Smaller block sizes and rear Street networks with a high Strategies can be developed that public transport routes with
blocks offer more route cars by having mid-block
lanes may require a larger intersection density and prioritise desired modes along more direct journeys.
choices and greater ability to alleys or covered arcades
investment in linear roadway. short block lengths have high direct routes. For instance, Local
filter through built-up areas. specifically for people on foot. The Local Path Design Guide
This increased length of streets levels of connectivity, as there Paths (also known as Greenways
Block sizes should be small describes how neighbourhood
(and associated paths and are many route options. As or Bicycle Boulevards) can
and designed to absorb a Blocks that are longer north- street networks can be
lanes) can be offset in overall street connectivity increases, prioritise walking and cycling
variety of building and housing south than east-west may retrofitted to prioritise walking
provide better for solar access. road reserve area by utilising there are more opportunities by having walking- and cycling-
types. Block sizes in centres and cycling. These same
Mid-block rear lanes may be a diversity of street types, to manage permeability only links or by restricting vehicle strategies can be applied to
and commercial areas should
particularly useful in supporting including narrow streets. differently for various traffic by filtering. Similar greenfield neighbourhoods.
support a variety of land uses
transport modes. Filtered techniques can be deployed for
permeability can retain high public transport routes, where The diagram below illustrates
connectivity, while creating new or designated routes allow how multiple networks overlap,
environments that achieve their for public transport vehicles only. creating corridors with focuses
strategic objectives. These designs favour the on different modes.
Pedestrian options for different block sizes
Intersections and intersection density

Intersection density (which is related to block Cross (+) type, or four-way intersections, are
size) may be the most important predictor also associated with high levels of walkability.
of walkable neighbourhoods and increased Four-way intersections are associated with
public transport use. Intersection density grid-shaped street networks and their utility
reflects the ease of moving around and the reflects the ease for pedestrians to cross the
options that people have for doing so. street, and the likelihood (if associated with
short blocks) for lower vehicles speeds.
Walking network
Cycling network
Public transport network
Private vehicle network
1500 Intersections/2.6 km2 150 Intersections/2.6 km2 15 Intersections/2.6 km2

CHAPTER
Transport catchments
The movement economy
Interesting and successful places accommodate multiple modes across multiple scales of movement PUBLIC TRANSPORT CATCHMENT PARK AND RIDE
without introducing burdens or displacing local activities. Utilising this movement for various activities Public transport catchments are the extent to which people can In low-density rural areas,
is known as the ‘movement economy’. Designers can use strategies to maximise the advantage of this comfortably and safely walk to services. Catchment analysis public transport catchments
movement economy by understanding the various scales of movement and how they can contribute to can reveal optimal locations of stops and identify the paths can be enhanced by Park
urban outcomes. used by users. and Ride access to the rapid
In planning for access, the first consideration should be Transport Network.
Strategies to strengthen centres that serve their
surrounding catchments include accommodating pedestrians crossing the street at the immediate stop location. This can also occur informally,
and improving access for a range of local Should preferably be located close to intersections where where on-street parking in
formal pedestrian crossings can be provided. Locating stops low-density neighbourhoods
users and for people travelling through. Where
near intersections also extends the catchment reach. Stop close to stops can be managed
dense population areas and movement
locations will vary, however, according to intersection spacing. safely. Provision of formal Park
networks overlap, there is an opportunity to
Where stops need to be located away from intersections, and Ride facilities is determined
reinforce the economic role of centres and
controlled or uncontrolled crossing can be provided. on a case-by-case basis in
support the viability of a range of commercial
activities and activated public places. Key paths leading to stops should provide for access for accordance with Auckland
people of varying ages and physical abilities. Paths should be Transport's strategic guidance.
It is also important to consider the effects of universally accessible, direct, and well-lit. Particular attention
VZ
different modes. Public transport is the safest should be focused on areas that may be deemed unsafe by a
way of making long trips. Walking has the least range of users, particularly at night.
risk of harm to others, followed by cycling.
Centre While evidence shows that people are willing to walk up to 1 km
Private vehicles have the highest risk of harm,
Catchment for high-quality public transport services, access improvements
and the worst environmental impacts per person.
may be most beneficial close to the stop/stations and along
main paths and routes.
PEDESTRIAN CATCHMENT BIKE RIDING CATCHMENT PEOPLE MOVEMENT PRIVATE VEHICLE CATCHMENT
Pedestrian catchments People on bikes have a larger range of travel than people on Private vehicle catchments
While traditional methods of measuring a street's performance
represent the range that foot. Planning and designing for people who cycle for daily can contribute to the vitality of
have focused primarily on vehicle volumes, this fails to capture
people can walk over a given activities such as commuting and recreational purposes is centres, but their impacts must
the movement potential of other modes in constrained
time period. Common barriers important for public transport connections and centre vitality. be managed. If places can only
environments. Measuring the number of people moving
to range include busy streets be accessed safely by car, car
Bike riding catchments can be increased with the introduction through a street provides a more complete picture of how
with difficult pedestrian parking and vehicle circulation
of cycleways and low-speed, low volume local streets. The people get around a city and the efficiency and productivity
crossings and paths in areas can dominate and compromise
Local Path Guide aims to create conditions where walking and of the transport network. As street space becomes scarce
that feel unsafe. Maximising the success and vitality of
cycling is safe and attractive by slowing and limiting vehicle and more is expected of streets as places, shifting to spatially
pedestrian accessibility is a key a centre.
traffic in neighbourhoods. efficient transport modes can unlock street space. Public
strategy to supporting local
businesses, public transport transport has the highest people-moving capacity in a Surface car parking should be
Separated cycle paths can be provided along busy streets
services and other destinations. constrained corridor, followed by walking and cycling. While an minimised. Kerbside parking
where vehicle volumes and speed warrant separation to reduce
Designing for access requires urban traffic lane may only move 600 to 1,600 people an hour, should be carefully allocated
people’s interaction with and exposure to traffic.
the consideration of the a dedicated bus lane can carry up to 8,000 passengers an hour. and managed across the
movement network structure On-site cycle parking is a requirement for office and retail different times of the day.
and the barriers that limit activities in the Auckland Unitary Plan. Bike parking should be Adjacent to public transport
movement. Strategies to located in prominent places in centres, major public transport stops/stations in particular,
improve the walkability of stops, local shops and large commercial destinations. Bike kerbside space should be made
neighbourhoods includes parking can be incorporated into the furniture zone along the available for pick-up and drop-
introducing more connections footpath, or in bays on the carriageway. off (‘kiss and ride’) trips.
and links in the network, as
well as removing barriers.

CHAPTER
Neighbourhood structure Neighbourhood composition
Connecting streets Density
While internal permeability is important, neighbourhoods must also Designing streets and transport stations/stops can where they are a short walk or
be connected with adjacent street networks. A development with neighbourhoods to support reduce car dependency, help bike ride away from shopping,
poor links to the surrounding area creates an enclave which density is critical to deliver to create local businesses parks, schools and cafés, and
encourages movement to and from it by car. New neighbourhoods upon the goal of creating and help to support busy, take public transport or drive to
and alterations to existing street networks should be designed with places that are walkable and interesting centres. work and regional destinations.
multiple access points that connect with, and complement, existing support public transport. Density allows for more options
Density (and a diversity of for more people.
street patterns. Density provides a population
housing choices) gives people
base to support local services
the opportunity to live in Prioritising investment in
and nearby centres, so that
neighbourhoods that meet frequent, high-capacity public
a larger proportion of daily their lifestyle preferences and transport to support density is
Organising strategies
activities can be conducted economic means. The goal a mutually supportive strategy
Larger scale neighbourhood development can make positive closer to home. Higher should be to provide residents that can rapidly shift people
contributions to the existing street networks and transport systems. density development within with the choice to live in from private cars to public
walking distance of public amenity-rich neighbourhoods transport and active modes.
Destinations ACCEPTABLE TRAVEL TIMES
VZ While block size and

connectivity create a
network structure for
Medical services
walkability, destinations are
a critical component of Distance
neighbourhood design. Local Primary school/ to bike route with
destinations allow people to Kindergarten/ regional connection
10 mins
Day care centre
access community services,
retail offerings and even jobs
s
1 0
in
CONSOLIDATING EXTENDING INFILLING
m
m
without the need for a
2
in
s
New development contributes New development contributes New development is based long-distance trip. Ensuring
the viability of
Intermediate/ 20 min
s 20 mins Train or
to existing urban areas by the to existing urban areas by on existing transport systems High school bus rapid
provision of new amenities and creating wider connected and street structure. local destinations should be 10
transit
ns
new transport structure. catchment to support improved considered during the mi mi
ns
20
in s
10 m
(existing) transport structure. neighbourhood planning
10 m
and design phases.
in s
Frequent
Increased accessibility by Town centre
bus service
active modes and public
Local park
transport reduces the Neighbourhood
number of private car trips, centre shops
reducing the risk of harm.
It also provides economic

and social benefits.

CHAPTER
Land use composition ACTIVE STREET FRONTAGES BLOCK LAYOUT
The block, building and street layout

Encouraging an appropriate mix of land uses can help enliven should provide active street frontages.
streets with activity, keep streets in centres active and safer after This helps to create a positive, engaging
business hours, keep commute distance and times shorter and and safe public street environment.
provide opportunities to access key destinations within walking
Mixed Use
distances of home or work places. Blocks should
Terraced residential
In greenfield development, it is important to plan and design for a Urban residential • Have clearly defined public ‘fronts’ and
Suburban residential private ‘backs’
mix of land uses. Land use informs who uses a street and when, the
Open Space Business or Education Private
width of sidewalk or footpath needed for the volume of pedestrians, • Have limited vehicle access and crossings
and decisions on the geometry and elements within the street. • Maximise continuous building frontages
• Locate car parking to the rear.
HOMOGENEOUS LAND USE PATTERN VARIED LAND USE PATTERN
Building should
Active edge
• Front and positively address the public street
• Have clearly identifiable entrances with direct
pedestrian access from the street
• Have glazing at ground floor to enable
views into and out of the building
• Incorporate active land uses fronting
the street, or habitable rooms in
residential environs.
PRIVACY VS SURVEILLANCE
Active street frontages facilitate passive

surveillance of public spaces and streets.
This can help make them be safe and feel
safe. However, it can be difficult to maintain
a degree of privacy in some cases, where
Building edges and street activity buildings front directly onto the street.
One possible solution is to incorporate a slight
STREET ENCLOSURE 1:1 – Strong enclosure difference in height between the street and
the ground floor of the building. This changes
Designers should seek the field of vision and means people in the
to promote a sense of building have more privacy, while maintaining
street enclosure. eyes on the street. Where accessibility is
Enclosing streets with buildings an issue, ramps could possibly be used.
and trees helps define them Level changes can promote surveillance,
as urban public places and 1:2 – Moderate enclosure A strong sense of enclosure while retaining privacy
promotes them as pedestrian should be promoted in Parking location and supply
friendly spaces. A sense of larger centres where an ideal
enclosure can also have a traffic ratio is greater than 1:2. Where a new street network is being created, streets should be designed with an overall
calming effect, as it can help the
concept for on-street parking, taking into account adjacent land uses and off-street parking
street to look narrower than it
provided as part of new development. The design of streets should include strategies
actually is. Street enclosure A good sense of enclosure can
1:3 – Generally effective ratio but such as providing parking bays, space for car sharing, loading spaces, mobility spaces,
is generally described as a also be achieved with a ratio of
trees can help space for motorcycles, cycles and terminals for electric vehicle charging stations.
ratio where the height of a 1:3, provided there are frequent
building is measured against large trees planted along the New developments fronting streets should minimise vehicle access ways, using rear laneways
the width of the street. Ratios street, as this can make up for for services and access functions. If parking is not provided on the street, entrances to buildings
can be context specific. the lack of building height. should still be from the street (with secondary access from private parking if necessary).

CHAPTER
Reinforces
Encourages sense of place
and city identity Calms
outdoor
drivers
activiy
Reduces
Intercepts Improve Improve perceived
rainwater mental community journey time
Improves wellbeing cohesion Improves
air quality walkability
Reduces
Provides
surface water
habitat and Sequesters Slows runoff &
increases carbon traffic damage to
biodiversity
infrastructure
Provides Enables
Reduces shade and energy
savings Enables
flows and cooling
health
nutrients in
savings
stormwater
Enhances Generates
the mauri carbon
of the forest revenue
URBAN FOREST BENEFITS
Auckland Transport supports the principles outlined in Auckland's Urban Ngahere (Forest) Strategy. We are
aiming for canopy cover of 30% across the region. The road corridor is an important area for tree planting to
take place to help deliver longer term improvements and an increase to regional tree canopy cover.
Street trees PRINCIPLES FOR DELIVERING TREES IN AUCKLAND’S ROADS AND STREETS
All public roads and streets Native trees should be the Trees should be regularly
1 2 3
should have trees, except first choice. New Zealand’s spaced along roads and
Street trees fulfil multiple functions in street design and are an indispensable component of in specific circumstances. Trees native flora is unique. 80 per streets A continuous row of
neighbourhood design. They give definition and shape to the public realm, and when executed properly, contribute to a high-quality cent of the country’s trees, trees provides a regular rhythm
give the street the feeling of an outdoor room. Trees create a pleasant environment for pedestrians and urban environment, benefitting ferns and flowering plants are to the street. It also has a visual
provide physical separation and buffering from moving traffic. They can break down the scale of tall all road users. The larger the endemic. Native trees contribute narrowing effect, which has
buildings along the street and be a useful tool in resolving transitions between private and public space. trees, the greater the benefits to our sense of place. When the been shown to reduce traffic
They can provide order and legibility to a neighbourhood, which can assist with both orientation and that they provide. Roads and opportunity exists to plant more speeds while calming drivers’
neighbourhood identity. streets are the largest category trees, natives are preferred. behaviour. Where existing
Street trees should be regularly and closely spaced, ideally not more widely spaced than 15 - 20 m. of public space in Auckland. Species should be appropriate to tree planting is sporadic, new
To maintain a visual connection across the street and maintain the integrity of the street as a whole, trees Trees should therefore be the location and function; trees can be added to fill the
should not have dense foliage below the eye level. Among the urban forest benefits shown, it is important to included in street designs as the right tree in the right place. gaps. This delivers continuous
understand that the leaves of trees and shrubs capture particulates, to improve air quality, intercept Large mature trees should canopy cover, providing shade
a matter of course. Every new
be preserved. If native trees and shelter. Exceptions include
rainwater and reduce air temperature. road should retain mature trees
are not suitable and/or exotic
of value and scale, plant new clustered planting or single
trees are better, clear reasons
trees where appropriate and specimen trees suitable for
should be provided. In some
introduce green infrastructure. the design context. Plazas,
situations, exotic trees may give
Exceptions to this principle small squares and non-linear
better outcomes for winter solar
should be clearly justified. spaces are examples of this.
access, heritage landscapes,
or providing a better
environmental service. Reasons
for their use should be given.

CHAPTER
In the plan view,
the traffic signals
Natural environment
appear to be
blocked by the
tree canopy...
...but an elevation
reveals how
signals can still
be visible, if large
trees are used.
LARGE AND FAST-GROWING TREES FOR ROAD VISIBILITY AND AN ACTIVE BUILDING FRONTAGE
At signalised junctions, street trees need to provide adequate visibility of traffic signals. This can be
managed by using large, fast-growing trees that can be limbed up to have a high canopy. This provides
NATURAL SYSTEMS TOPOGRAPHY, ASPECT, GREEN AREAS AND CORRIDORS
clearance for vehicles below, good road lighting, and visibility for motorists, pedestrians and cyclists.
VIEWS AND VISTAS
Smaller trees obscure shopfronts, signage and lighting. A larger street tree is generally a better choice Neighbourhood design should Open space is an important
start with the understanding of Working with the grain of part of neighbourhood design.
existing natural systems such the landscape in topology, Green areas and corridors
as mature vegetation, soils, hydrology and solar aspect, can enhance the legibility of a
aquifers, watercourses and can have economic benefits place and they can contribute
wetlands. The intrinsic and reinforce the individuality to ecology and public amenity.
landscape and natural systems of a place. Design blocks, Open space networks can be
should be incorporated streets, and building footprints part of the public or private
positively into the overall to follow slope contours. This realm and can provide an
neighbourhood design. minimises cut and fill and additional layer in the wider
An established tree can enables natural gravity-flow movement network for people,
provide instant prominence drainage. reducing the need to duplicate
in a park or plaza. Creeks footpaths and cycleway links.
Site design, including blocks
and watercourses can inform
and street layout, should take Giving people access to green
street orientation and block
advantage of existing views. space and allowing movement
patterns. Visual links between a
min 4.2 m Building size and arrangement along green corridors allows
landscape feature and key
can be organised to reveal them to gain benefits to
buildings can be used to create
or frame views as vistas. health and wellbeing.
view corridors, in which open
MAINTAINING VISIBILITY AS TREES GROW
space uses, pedestrian routes,
When the trees are young, As the trees grow, the lower Once the tree canopy reaches target heigh or a new street can run.
the canopy spread is narrow: branches are removed - keeping (min 4.2 m), removal of the lower branches
visibility to signals is maintained. the spread of the tree narrow. ceases and the canopy is allowed to spread. A cohesive landscape structure
can shape neighbourhood
design on multiple scales and
make a positive contribution to
With a fast-growing tree species, the height of the tree’s lower canopy can be raised relatively quickly the sense of place. Adjustment
by canopy lifting or removal of lower branches. In streets with close-spaced trees, a narrow tree species and iterations between the
may be a good choice. When planting street trees, building frontages should remain visible to help natural features and movement
street-level business. Safe and vibrant street life fundamentally depends on the interactions possible structures can shape block
between the buildings and the street. The most important principle is to choose the right type of tree for structure, development
the right place. For further advice, please contact Auckland Council’s Urban Forest Advisor and/or the forms and types, and the
urban designers at the Auckland Design Office. wider movement network.

CHAPTER
Stormwater integration 1
From a regional perspective, the surface-level stormwater designs design process. Stormwater
best way to reduce stormwater may be inappropriate in areas management should be integrated
impacts is to create well- where there is a high level of into the street design, open
designed neighbourhoods with pedestrian or public realm use.
space, and landscape design of
compact centres and streets. This
Larger developments may have subdivisions and neighbourhoods.
is based on the reality that much
of the city’s impervious coverage more opportunities for stormwater
is used to provide space for cars; solutions that span property
parking lots, driveways, roads boundaries or even streets. To
and motorways. save space, it may be beneficial to
seek off-site mitigation solutions.
Centre streets
Main swales and streams
Stormwater systems should Stormwater management
Local treatment and collection
reflect and support the should be considered as early
Overland flow paths 2
desired urban context. Some as possible in the planning and
1 Centre streets
2 Green streets, rain gardens
3 Swale street
INTEGRATED STORMWATER MANAGEMENT ELEMENTS 4 Green alley
Green streets, rain gardens
3
2
3
Swale street
Green alley

CHAPTER
Street types in a
neighbourhood context
A variety of street types must not operate in isolation. For with bikes to shared streets. A
work together to create a lively instance, a public transport thriving neighbourhood
and thriving neighbourhood, street may become a public provides examples of many
balancing the needs of transport mall for a few blocks where types
the context
of streets
requires
serving the
movement and place in close multitude of needs of the
proximity to each other. a strong through-movement neighbourhood. For further
Chapter 5 will outline the necessaryand
design responses
place amenity. A public explanation on Street Types, see Chapter 5.
transport street may then
to
these
street
types,
but
important
is
it to
note
that do intersect with a variety of streets, from a main street
they
5 3
4
7
1
2
1 Mixed Use Arterial 5 Centre - Local Street

Public transport street Residential street - high density
2 Main Street Arterial 6 Centre Plaza/Square/Shared

1:5,000 0
Public
0.05
transport
0.1
mall
0.2 Kilometers 0 25 50 100 Meters
Shared streets
3 Main Street Collector 7 Centre Plaza/Square/Shared

Main street with cycling provision Shared streets
4 Local Street 8 Neighbourhood Collector

Home zone Neighbourhood collector

3
Street users
CHAPTER
All types of people use

streets. These include
people on foot or small
wheels such as scooters
and skateboards, people
on cycles, people using
public transport, people in
cars, as well as city services and fre
A user’s spatial requirements

greatly impact street design.
In order to create a successful
street, it is imperative to ensure
that the human scale forms the
starting point for all street design.
This chapter provides an overview
of the types of facilities that form
the network, as well as information
on the guiding principles of
network design and geometries for
each of the facility types.
IN THIS CHAPTER
Comparing street users 64
People on foot 66
People on bicycles 76
People on public transport 86
People in private vehicles 102
Freight 106
Service and delivery 108

Space occupied by 50 people queuing
CHAPTER
Street users 3
50m 2
50
People on
FOOT
100 m2
50
BICYCLES
45 m2
01
BUS
600 m2
33
CARS
Comparing street users CARS

Lane capacity by
street user (people/hour)
1,800/H
Most streets must accommodate several different result

As
a having
of different
spatial
requirements,
there
is
MIXED
types of a street users at any given time. The needs CARS AND
a large disparity between the
and spatial requirements between different street users BUSES
capacity per hour for each mode. In
differ greatly. This chapter discusses these different requirements in depth. Comparing these users brings 2,800/H addition, the spatial benefits of
certain modes are only achieved by
to light the significant advantages prioritising spatially CYCLE LANES having dedicated road space, such
as bus lanes or transit ways. This
efficient modes in constrained environments. For instance,
figure shows peak capacities of similar lane widths
while a bus needs three times as much space as a car, its 7,50 0/H
capacity over longer distances is unrivalled, as demonstrated
in the diagrams opposite. It is important to note that, as land BUS LANES
becomes increasingly scarce, the road space must serve the most amount of people.
8000/H
VZ
When
considering
safety,
33
private
cars
have
much
more
risk
causing
of harm than
one
bus.
People
on
FOOTPATHS
foot or bike have negligible risk of causing harm.

9000/H
ON STREET
TRANSIT
WAY, BUS
OR TRAIN
25,000/H

CHAPTER
Street users 3
Dimensions and speed
There
variety
are
a people
of on
foot,
each
with
different
needs,
and
traveling
different
at speeds.
Walking
speeds
depend
on
a person’s age, ability, their purpose for walking (or jogging)

and the length of their route. Furthermore, site conditions such
as topography, pedestrian engagement and accessibility also influence
walking speeds. Ideally, each type of pedestrian will be catered for in a
street’s design, allowing for a wide range of walking speeds. Designing
to allow for a range of activities, whether undertaken alone or as part of a group, is key to accommodate
a variety of pedestrian experiences in the city. Three groups of

people have higher requirements, and should be given careful
attention in street design: the elderly, children and the disabled and/or injured. The following illustrates user dimension
2
People on foot VZ
Walking is the most accessible, destinations along it, and the simply walking for shorter trips
affordable and equitable form time of day. In turn, the amount of space
and available
combining towalking
people with public transport for longer trips.
of transport. This implies
that people on foot are given and the overall attractiveness
Walking has the least external
consideration first in street design. of a street, together affect how
Priority must be placed on environmental
people choose to use the street: do they rush through impacts of
it trying
designing with the city’s most all
formsof
travel.
Themost
effectiveway
of
curtailing
.65 m .8 m .8 m
vulnerable users in mind; the to
get
somewhere, or
do
they
stroll
along
and
enjoy
the
street?
elderly, the young and people with mobility impairments. the impact of travel on the
environment is to cut down on
Walking has the capacity to the number of motorised vehicle trips. Short, local trips of up to
That is the core principle of
promote equality and reduce social
universal access: every street
exclusion. As a free means of
must be accessible by people of any age and any ability. 2 km disproportionately add to air
transport, walking can provide
pollution. In a diverse, mixed
access to a range of facilities, and socio-economic status
Walkable cities are places that urban environment such as
are easily and safely navigable on does not limit opportunity. In Auckland, there is great potential
foot, and offer a sense of equity to create more walkable
addition to equity, walking has
and independence. A person environments, with good local pedestrian connections and
public health benefits as well as environmental benefits. .75-.8 m 1.2-1.5 m 1.8 m
walking with crutches, a person in a wheelchair and
links to public transport.
a young mother with a pram all From a public health
perspective, walking can contribute to Street design should enable
a healthier
have an equal right to reach any
many trips, especially shorter ones, up to 10 or
destination that is served by public streets in a city.
society. Physicians recommend that
SPEED RANGES
adults take up moderate physical 20 minutes,be
to
made
walking
by rather than
vehicle.
The numbers and types of activity for at least 150 minutes per
people walking along any urban week. This could be 30 minutes per
street will differ depending on day for at least five times a week (it
several factors. These include the land uses andeffective
is equally densitieswhen spread out For more technical
over three ten-minute sessions)¹. guidance, please refer to
the Engineering Design Code:
found along the street, the Most people can attain this through Footpaths and the Public Realm
number of crowd-drawing 0 km/h 5 km/h 10 km/h > 15 km/h
1
World Health Organization, Global Recommendations on Physical Activity for Health 18-64 years old, 2011 2
All dimensions are taken from the Global Street Design Guide

CHAPTER
Street users 3
Network principles
VZ
30
Urban streets have two primary functions: as corridors of
movement and as places. To design a network of connections
for people on foot as well as places, it is imperative to look at
the smallest scale of the urban fabric. People who are walking
experience the street most intensely because they move the
slowest of all modes and are able to have all senses engaged due
to the absence of an enclosing vehicle. People on foot also have a SAFETY PEOPLE MOVING HUMAN SCALE
DESIGN FOR PEOPLE
smaller range than other forms of transport. Responding to THROUGH STREETS
Pedestrian connections should Streets should be safe for all Streets should be designed
the pedestrian experience by allowing for social interaction, with
have clearly defined and users and at all times of the day. Footpaths on main streets and according to the scale of the
spaces to sit, wait, meet and spend time, will determine the place
engaging edges. Clear through Key contributors to safety are near major destinations and human body and to function
function of a street. The amount of time people spend on a street
paths should be easy to follow protection from high-speed interchanges need ample width according to the senses. Scale
directly relates to the safety, level of activity, attractiveness and
by all ages and abilities, with traffic, appropriate lighting and to cater for peak hour volumes is determined by spatial design
amenity of the space. These and other considerations present a
a gentle gradient and places passive surveillance. A low risk of pedestrians to pass each and detailing, including building
number of general principles which should be regularly referred
to wait or rest at intervals. of collisions with vehicles can be other comfortably, including in massing, street furniture design
to when designing streets for people on foot.
Colours, light, patterning and designed by encouraging low groups. Footpaths in residential and wayfinding. Streetscapes
furniture should be chosen vehicle speeds, visual contact areas can have a narrower should be comfortable
between street users and clear path and be surrounded
to guide movement and rather than intimidating.
appropriate infrastructure. by landscape amenity that is
avoid confusion or anxiety.
Survivable impact speeds more fitting for this context.
are essential for reducing Streets with a focus on
the severity of any crash and movement of people or goods
lowers the risk of road trauma. by vehicles may provide for
Survivable speeds of 30 km/h less people on foot, but those
are especially valid around who need to walk along them
schools, town centres, bus must be able to do so safely.
services and neighbourhoods.
CONNECTIVITY
To provide a feasible and

attractive alternative to other STREET VEGETATION AND
modes of transport, pedestrian GREEN INFRASTRUCTURE
connections need to offer DESIGN FOR CONTEXT
Street trees and low planting
clear, continuous, direct paths Main streets near employment
provide amenity to city streets.
and maximised route choice. and interchanges need a focus
Street trees visually define PERSONAL SECURITY
Pedestrians use more energy on movement at peak times.
the continuous path, slow
per kilometre travelled than Footpaths are safe especially ACTIVE FRONTAGES Centre streets that see lower
traffic down, form a barrier
other modes of transport, so where there are sufficient volumes of pedestrians can
between vulnerable users Visual interest makes walking
people on foot will always ‘eyes on the street’ to provide QUALITY accommodate more activity
and moving vehicles, and a more enjoyable experience,
seek out the shortest path passive surveillance, including
provide shade. All vegetation Consistency of quality is and buildings along a route on the street, such as outdoor
possible. Street networks having active building frontages
provides oxygen, filters air important - the network is only should feature a level of detail seating and food carts. In
should minimise block sizes facing the street, and having
pollution, reduces rain run- as good as its weakest link and ornamentation that is popular tourist centres,
and maximise pedestrian a sufficiently lively street and people will avoid routes
off, cools the air and visually appropriate to the low speed of separate spaces for people to
connections. The attractiveness atmosphere. For example, where footpaths are uneven,
softens the public realm. walking, which allows people linger and congregate outside
of walking versus other modes closely spaced doors and obstructed or end abruptly, to absorb their surroundings. In of the direct walking paths of
of transport increases over Street vegetation should be windows along a street allow even if the interruption is for addition to architectural other users could be provided.
short trips and where quality considered as an integral part physical and visual exterior a short stretch. Route choice
detailing, varying building In residential streets, school
pedestrian connections of the design of pedestrian to interior connections; allows flexibility for different
are provided, particularly and outdoor seating at height and entrance spacing, zones and in areas surrounding
connections. Vegetation can users, for example where
where a more direct path restaurants, kiosks and food window and landscape interest playgrounds and parks,
be accommodated in berms, in some streets are steep, other
is provided for people on kerb build-outs between trucks encourage people to continuous, low-gradient routes and signage make for a more space should be designed for
foot than for other modes. carparks or in raised planters. spend time on the street. can provide an alternative. engaging walking experience. children moving and playing.

Network infrastructure types
CHAPTER
Street users 3
A city-wide network of infrastructure for people on foot
encompasses two groups of linear facility types: footpaths and
shared spaces or pedestrian zones. These vary in form according
to their specific function and context, but are distinguished based
on the level of exclusivity for use by pedestrians.
FOOTPATHS SHARED STREETS/PEDESTRIAN MALL
Footpaths are linear paved surfaces within the street

VZ The pedestrian through route must provide a clear Shared streets and pedestrian malls are streets mode compels road users to carefully negotiate
corridor separated from and parallel to the accessible path of travel for all footpath users. where pedestrians share the entire width of the shared spaces, and rely on eye contact to
carriageway. Footpaths and crossings form the core street corridor with other street users or have determine who yields to whom. For pedestrians,
The street furniture zone and the frontage zone
of the pedestrian network, facilitating access to lots priority within it. These spaces are important shared streets provide an inviting walking
may be paved continuously with the pedestrian
and connecting to standalone off-street pedestrian parts of the pedestrian network, functioning as experience, where they can use the full width
through route, but street furniture or uses must not
and shared paths. They allow universal access for corridors of movement as well as places in their of the street and are yielded to by motorists.
obscure or obstruct the pedestrian through route.
pedestrians when designed to best practice own right. Well-designed shared spaces and
Pedestrian malls are streets that closely
standards. Footpaths provide a dedicated space for The full pedestrian network includes footpaths, pedestrian malls are rich and diverse in public
resemble shared streets, though they are
people to move on foot and using a variety of small walkways and stairs, and open public space life, encouraging people to stroll, pause and
wheeled, low-speed vehicles including mobility spend time and engage in a range of passive more restrictive to vehicular access. Regular
such as parks. Frequent safe crossings are a
scooters and kick scooters. Pedestrians have legal private vehicles are prohibited, though access
vital part of the pedestrian network. For more and active social interactions. They mostly exist
right of way on footpaths, including over driveway to emergency and maintenance vehicles is
on crossings, see Chapter 6 Intersections. in town centres and inner-city areas where
crossings. maintained, as well as limited access to delivery
pedestrian volumes are sufficiently high to justify
vehicles. Pedestrian malls must be declared
shared or exclusive use of the whole street.
Footpath design varies according to the land use under the Local Government Act Special
type, residential densities and adjacent traffic Shared streets are designed to be recognisable Consultative Process. Design parameters
conditions, particularly with regard to width and as pedestrian-priority streets, where vehicles for shared streets and pedestrian malls are
surface materials. Within Auckland’s urban area, are treated as guests. The design of the street less well defined. These spaces should be
footpaths are required on both sides of the must ensure very low vehicle speed, even when designed according to the context.
street almost everywhere. Depending few pedestrians are present. The street is level
on context the roadside is divided into zones from building to building without a grade-
as shown in Chapter 5: Street Types. separated footpath. The lack of separation by

Geometry
CHAPTER
Street users 3
The geometry of streets and of footpaths and other kinds of pedestrian facilities, depends on the physical GRADIENT
dimensions of people and path users. Hence it is important to take note of the average dimensions of a
person, to ensure that pedestrian facilities remain human-scaled. The average pedestrian is about 0.65 m Footpaths should have a crossfall of 2% and
wide, and will generally require a 0.8 m-long space to manoeuvre when walking. In order to walk safely, a a mean longitudinal gradient of no more than
diameter of 0.8 m around the pedestrian is seen as the minimum space needed. 5%. Maximum grade is 8% for no more than
Crossfall Longitudinal gradient
9 m. Many footpaths in Auckland have been
These dimensions are different for people in wheelchairs, who require slightly more space. constructed to a historical standard of 1.2 m
Wheelchair users require a space of around 1.2 to 1.5 m long to manoeuvre while moving forward. The wide or less. Best practice now requires a 5% av
e
recommended space around a wheelchair user is at least 1.8 m. When designing streets for people, the clear path width of 1.8 to 3.0 m, depending x
requirements of people in wheelchairs should always be seen as the minimum dimensions of any facility. ma
on the context, to allow different types of 8%
2%
footpath users to pass one another easily.
RESIDENTIAL STREET FOOTPATHS NEIGHBOURHOOD MAIN STREET FOOTPATHS COMMERCIAL/RETAIL STREET FOOTPATHS SHARED STREETS AND PEDESTRIAN ONLY ZONES
Footpaths in residential neighbourhoods vary For neighbourhood main streets, various On busy commercial streets it is important It is difficult to provide geometry guidelines for
in width, depending on their context. A clear configurations are possible. Where the clear path to allow for on-street commercial activities, a shared streets and pedestrian-only zones. On
path width of at least 1.8 m must be provided. sits directly adjacent to the building edge, a width wider clear path width, and a more solidified both types of streets, the entire realm between
Footpaths may feature a berm or strip of planting of at least 2.4 m is suggested. Commercial activity buffer between pedestrians and traffic. A buildings on both sides of the street effectively
on either side of the clear path. For these streets, (such as outdoor seating), which should be allowed width of 3.0 m is recommended for commercial becomes the footpath, as it is level throughout.
a strip of 1 metre between the footpath and for on neighbourhood main streets, may take up activity, which can be situated adjacent to the Pedestrians can walk freely anywhere on the
property boundary is recommended. A planting at least 2.1 m. On narrower streets, where it might building’s edge, to allow ground floor uses to street, only needing to circumnavigate street
strip between the footpath and the kerb can not be possible to provide tree pits, the buffer spill out onto the footpath in a dedicated area. furniture and street trees. The geometry of
accommodate a tree pit (1.5 m minimum width). In strip adjacent to the kerb might be used to provide Depending on the total width of the footpath shared streets and pedestrian-only zones
denser areas, where the footpath directly borders planters or other landscaping features and should and the street, a clear path of at least 3.0 m is depends greatly on the total width of the street.
a building, a clear path width of 2.4 m be at least 1 metre wide. Where the clear path is not suggested, with 4.2 m being more appropriate It is recommended that shared streets and
should be provided. An absolute minimum of 1.8 m situated directly adjacent to the building’s edge, a for city centre streets that carry higher volumes pedestrian-only zones are designed on a case-
should only be considered for narrow streets. A small zone (1.5 metre) of commercial activity might of pedestrians. A buffer from traffic of at least by-case basis. However in all cases, the footpath
buffer of a minimum of 0.6 m should be provided be situated directly in front of the building. On busier 1.5 m is suggested, allowing for tree pits. These spatial zones still exist and it is important to
between the kerb and the clear path, which can neighbourhood main streets, a clear path width of at could be expanded to 1.8 m on wider streets, to provide a clear and accessible path of travel that
accommodate small-footprint street furniture such least 3 m is suggested, as are street trees to provide allow for public transport stops and additional is safe and protected from vehicles.
as lighting posts. Where the buffer zone can be a buffer between higher pedestrian volumes and street furniture such as benches in the buffer
about 2.1 m wide, street trees and larger footprint traffic. This furniture zone might be widened to 2.4 m between the clear path and the kerb.
street furniture, such as seating, can be provided. to provide for bus stops, seating and other uses.

Elements
CHAPTER
Street users 3
FOOTPATHS VISION IMPAIRED GUIDANCE
Footpaths make up the majority of the network of pedestrian facilities. The clear Street facilities that assist people with impaired vision are an essential part of
through route on any footpath should never be less than 1.8 m wide. Footpaths providing for universal accessibility. They function by communicating changes
should have hard, even paving and crossfall of 2% (not more than 3%). Footpaths in the street environment at decision points, using tactile and aural means. Two
should include a buffer between the clear path and traffic; presenting a good elements are used in streetscapes. Tactile ground surface indicators denote
place for street furniture, utilities and service covers and tree pits. Space for hazards such as changes in level and street crossings and provide directional
commercial activity should be provided in commercial, retail and mixed-use areas. indication where other tactile or environmental cues are insufficient. Audible tactile
traffic signals allow people who have impaired vision to activate and use signalised
pedestrian crossings, using a combination of push buttons and audio indications.
KERBS
WAYFINDING SIGNAGE
VZ Kerbs provide vertical separation from the roadway, protecting pedestrians from
vehicle encroachment. Kerb height should be 150 mm from channel to top of kerb. Wayfinding signs help pedestrians to navigate around the city. They should use
Kerb alignment and design has implications for use by pedestrians, notably with a consistent, easily understood visual language, and ideally include the walking
regard to kerb crossings and kerb extensions. Kerb crossings mediate the transition distances measured both in walking time and absolute distance. Best practice
from the footpath to the carriageway at pedestrian crossings. They are critical for wayfinding also provides information on where to switch modes, aiding those who
people in wheelchairs and people with prams or trolleys. Any ramps should be at are using public transport.
a 90-degree angle to the kerb, aligned with the crossing facility. Kerb extensions
can be used as traffic calming devices, as they physically and visually narrow the LIGHTING
carriageway, increase driver awareness and encourage reduced vehicle speeds. Pedestrian connections should be sufficiently lit to ensure safety, deter crime and
They shorten the crossing distance and increase the visibility of waiting pedestrians. create inviting spaces. Lighting should be scaled to the pedestrian, with lighting
fixtures placed on all streets at appropriate intervals. Separate fittings will often
be required for pedestrians and vehicle traffic. Commercial areas will be lit more
CONTROLLED PEDESTRIAN CROSSINGS
intensely, whereas lighting in residential areas should be subtler. Lighting fixtures
VZ Controlled crossings provide pedestrian priority at specific points, either mid-block or at should not obstruct walking paths.
street intersections. Controlled crossings are a critical part of the walking network, as
they allow universally accessible opportunities for pedestrians to cross streets that may STREET TREES
otherwise present a barrier to movement. Approaching vehicles should be managed to Street trees are a fundamental component of street design. Trees improve the street
limit them to survivable speeds at the crossing point. Two types of controlled crossings environment for all street users by improving air and stormwater quality and can
are used. Zebra crossings should be on raised tables and give pedestrians the right of contribute to enhanced biodiversity. They give definition to the public realm, break
way at any time and are denoted by a combination of carriageway markings, signage, down the perceived scale of the street, provide shade and a reassuring physical
kerb extensions, pedestrian refuges and/or lights. Signalised crossings are also denoted barrier for footpath users. Street trees also slow down traffic, contributing to overall
by carriageway markings and give pedestrians the right of way in dedicated signal street safety.
phases. The frequency and length of pedestrian crossing phases determine pedestrian
LOW STREET PLANTING
delay and have a major influence on the level of service for people travelling on foot.
Like street trees, low planting and lawns areas offer numerous benefits to street users
UNCONTROLLED PEDESTRIAN CROSSINGS as well as the ecology. Low street planting provides oxygen, filters out air pollution
and helps to manage the quantity and quality of stormwater runoff. Areas of planting
VZ Pedestrian crossings allow movement across streets where no controlled facility can be designed to contribute biodiversity, visually soften and add to the sense of
is provided. As pedestrians do not have right of way, they rely on a greater level place the street corridor. Planting should be designed so that it does not grow to
of pedestrian awareness and care, making them unsuitable for some street users. obscure people, especially children, where they may step into the road to cross it.
Crossings occur in two forms. Pedestrian refuges provide a protected place for STREET FURNITURE
people to wait halfway across the street and allow pedestrians to look for traffic
in one direction at a time. Pedestrian platforms can be used at intersections, in Street furniture contributes to public life by facilitating social interaction and
low-speed streets and in town centres to indicate suitable places for pedestrians catering to the convenience and comfort of pedestrians. Seating should be
to cross. They may take the form of raised tables or changes in materials across a provided at regular intervals and should be a mix of shaded and non-shaded seats. It
street to encourage slower vehicle speeds. is recommended that half of the provided seating has comfortable backrests,
and armrests to assist people in standing up. Movable chairs are desirable in public
Uncontrolled pedestrian crossing points allow people to cross at unsignalised spaces, as they allow people to customise seating arrangements. Water fountains
intersections, roundabouts or mid-block. As no protection is provided, pedestrians should be provided at suitable locations on walking and cycling routes. Strategically
must be able to judge when to cross the street, which may not be safe for all street placed litter bins are convenient for pedestrians and help maintain a clean and
users in all traffic conditions. The pedestrian experience is improved by traffic pleasant public realm. Other amenities may be considered for inclusion in the street
calming devices such as kerb extensions, narrow vehicle lanes and street trees. corridor, including opportunities for play, public toilets and kiosks. These elements
Approaching vehicles should be managed to limit them to survivable speeds at improve the vitality and encourage people to spend time and interact socially on
any point where people are encouraged to cross a road. the street. All street furniture should be located outside the pedestrian clear path.

CHAPTER
Street users 3
The geometry of cycling facilities depends primarily on Electric-assisted e-bikes can
two factors: the available space or the spatial constraints be faster than unpowered
on a street, and the dimensions of cyclists. Most bicycles bikes, and can accelerate
are about 1.7 to 1.8 m in length, and about 70 cm wide, with quickly and maintain speed
the height of the cyclist generally varying from 1.8 to 2.2 uphill. This is significant in
m. Larger bikes such as cargo bikes tend to be wider (up to 1 considering the range of
m) and longer, varying from 2 to 2.5 m. Tricycles can be cycling behaviour, and risks of
wider. Recumbent bikes, cycles for disabled users and for conflict with other user types.
children can be lower. This has implications in all People on e-scooters may also
infrastructure where a person on a bicycle is present, from mix with people on bikes, at
refuges and pram ramps to shared paths and separated cycle paths. speeds up to 15 km/h or more.
1.8-2.2 m
People on bicycles
.05 m
Riding a bike is an affordable, efficient transport modes like People on bikes can be seriously
environmentally friendly and cycling. Cycling can increase the injured in even a minor collision .75 m 1.7-1.8 m 1.7-1.8 m
healthy mode of transport catchment of town centres and with motorised traffic. In general, 1.0 m
that is enjoying a resurgence local centres, helping to support new cycling facilities should
in cities worldwide. The local economies and advance the be separated from motorised
benefits to public health desire for a compact urban form. traffic where travel speeds
and local economies are Cycling allows access exceed 30 km/h, as cycling
tremendous. E-bikes are also to wider opportunities in the near fast-moving traffic is
1.8-2.2 m
extending the range and city that contribute to people’s uncomfortable for most cyclists.
speed of cycling, increasing quality of life. People use bikes Shared facilities are most fitting
accessible travel choices. for journeys to work, to study on quieter streets with lower
or to shops, or for recreation. speeds and traffic volumes.
From the 2013 Census 1.2 Where people on bikes have
percent of morning peak Two types of cycling facilities
to mix with busier traffic, the .75- 1 m 2-2.5 m 2-2.5 m
time journeys to work were are discussed in this guide:
competition for space may lead
made by bicycle. There still 1.3 m
• Separated cycle paths to unsafe behaviour. Conflicts
is ample opportunity for the Minimum envelope for bike users is 1.0 m wide, allowing for some weaving for stability, especially uphill.
Space is allocated for with pedestrians may also arise
mode share to grow.
exclusive cycling use, where people resort to riding on
Encouraging cycling has separated from tra1c the footpath, in the absence of a
numerous benefits in Auckland. cycleway. Adequately designed
by bu2ers, medians or parked vehicles;
cycling infrastructure can SPEED RANGES
The best way to make cycling
safer is to increase the number reduce these conflicts, creating
of cyclists. Cycling provides • On-street facilities safer environments for the most
Including cycle lanes and vulnerable modes.
a cost effective and often
mixed-tra1c streets,
quicker transport choice as an
these are facilities where cyclists ride inForormore
nexttechnical
alternative to driving. As the
city grows, there is increasing guidance, please refer to
justification for unlocking to motorised traffic. the Engineering Design Code: Cycle infrastructure
0 km/h 10 km/h 20 km/h > 30 km/h
city space for more spatially

CHAPTER
Street users 3
Network principles Cycle facility choice VZ
VZ
30
Creating a safe, city-wide
Determining the appropriate cycle facility type requires an analysis of with fast traffic to provide a
cycling network encourages
street conditions, including traffic volume and speed. To attract a safe system facility. In some
people to get on a bicycle
broad range of users, a cycle facility needs to be appropriate for the constrained cases, facilities
to meet their transport needs.
street conditions. The facility type (whether a buffered cycle lane, providing a limited Quality of
A cycling infrastructure protected cycle path or facility in mixed traffic) has a major impact Service may be accepted. This
system adhering to the on safety and attractiveness. While protected cycle paths are not may be as interim investment
following network principles SAFE
always the appropriate treatment, they are required on busy streets as a connected network
will provide optimal People on bikes can be is developed over time, or
conditions for inducing high levels of cycling. seriously injured in even minor where a network provides
GUIDE TO FACILITIES FOR TRAFFIC CONDITIONSffif7Ā
collisions. Perceived safety affects travel alternative desirable routes.
choice and therefore the success of
two way vehicle volumes (1,000 veh/day or 100 veh/hour)

Mixed traffic facilities will only
the cycling network. Cycling close
10.5 be appropriate on low-speed
DESIGN FOR PEOPLE to fast-moving traffic is unsafe for
streets with low traffic volume.
people on bikes due to the large
People on bikes may be of Cycle paths may provide an
mass and speed differential from 9.0
all ages and abilities. A acceptable level of quality on
vehicles. Separation of traffic from
cycle network should have streets with slightly higher
people on bikes, or reduction of 7.5
facilities and routes for all. traffic speeds and volumes. On
traffic speed, are needed for safe system design.
People making longer trips streets where average daily
may want to travel faster Safety is particularly important 6.0 traffic volumes are greater
than those making shorter, where people on bikes cross the than 5,000 vehicles and
COMFORTABLE path of other
local trips. The mix of users must be understood users. Separation
in context to 4.5 speeds are more than 30
make good design choices. from people on foot is also important km/h, protected cycle paths
Cycling infrastructure should
for their safety, especially where 3.0 are considered the most
allow its users to feel at ease
speed and number of people on appropriate facility type.
through careful attention to
bikes will lead to conflicts. Buffered cycle lanes should
topography, geometry, the 1.5
only be used with caution, as
riding surface, the street
they may not provide adequate safety where v
environment and provision of amenities. 0 is more than 30 km/h.
0 10 20 30 40 50 60 70 80
Avoid steep hills while
85 %ile motor vehicle speed (km/h)
maintaining directness th
where possible. Cycleways Protected cycleway (wide separator) Protected cycleway Shared street or buffered lane Shared street
should provide generous
space for moving along a DIRECT
street corridor by bicycle, QUALITY FACILITIES EVALUATING QUALITY OF
including through intersections. Cycling is a people-powered SERVICE TOOL
The facility choices and guidance presented here are based on
transport mode, meaning CONNECTED
The surface should be paved the desire to provide a comfortable experience that is attractive Evaluating Quality of Service
that physical effort required
with smooth, slip-resistant A functional cycle network is to someone choosing cycling as a means of transport. For for Auckland Cycle Facilities:
is proportional to distance
materials, avoiding uneven connected, and consistent, most people the key barrier to cycling is interacting with traffic A Practitioner's Guide
travelled. A good cycling
surfaces, utility covers and and provides access to a which is perceived as threatening due to mass and speed. should be used as varied
network will afford users the
drains which can cause cyclists variety of destinations, making cycling Removing the stress of cycling in traffic is the basis for in the Engineering Design
most direct route between
to swerve and lose balance. an attractive option. Key the infrastructure guidance and its suitability in Code - Cycling
key destinations and likely
destinations should be located varying contexts and conditions. Evidence shows that infrastructure. The tool
Natural landscape elements origins throughout the city,
with good network access. consists
cities with high-quality, low-stress cycle facilities have higher cycling mode of a range of criteria and standards th
share.
enhance the cycling keeping detours to a
Continuity of design of cycling is used to score or compare
experience, such as street minimum. Delays at Where balance is required in facility choice or
facilities along the length of a proposed or existing
trees which provide shelter intersections and crossings dimensions, the requirement for removing traffic
a route is also important, as cycleway facility. The tool
from wind, shade and beauty. should be kept to a minimum. This is important, because stress should be of paramount concern. For example, while a cycle path reveals
width the key
it helps cyclists identify the
Supporting amenity should some people will opt for a route easily. Facilities should of 2.5 m enables people to ride side-by-side, this considerations required to
be included along the different means of be accessible from local streets dimension may be reduced in constrained locations as design a high- quality cycle
network, including bicycle transport when a cycling and land uses on both sides of crash severity (and cyclist discomfort) of riding with facility that is useful and
parking, drinking water and toilets. facility is less direct than other modes.
busier roads. traffic is of much higher importance than not being able to ride side-by-side.
attractive to the widest range of people.

CHAPTER
Street users 3
Network infrastructure types Local paths
The Local Path Design Guide sets out the network philosophy,
design principles, and performance standards for the
implementation of local paths.
Local paths are quiet streets, routes through parks and short
connections that improve walking and cycling connectivity. They
form the local catchment areas of the wider cycleway network.
Streets that form part of a local path network must meet the
performance standards for low-stress cycling: low traffic volumes
(< 2,000 average daily traffic) and slow speeds (< 30 km/h). In
some cases, interventions are required to create streets that are
suitable for mixed traffic cycling.
PROTECTED CYCLE PATHS CYCLE LANES
Cycle paths provide a cycling facility that is Cycle lanes provide a facility for people on bikes
physically separated from motorised traffic. on streets and roads where physical separation is
They are designed for exclusive use by people on either not possible (due to space constraints) or
bikes. The enhanced separation offers a safer and not warranted (due to low traffic volumes or low
more comfortable experience of cycling on urban travel speeds, for instance). Using paint, lines and
streets. Cycle paths can be one- or bi-directional, symbols, bicycle lanes are identified on the
with one-directional cycle paths typically roadway. They are not protected from traffic by
provided on both sides of a two-way street, while physical barriers. Cycle lanes are intended for
bi-directional cycle paths are commonly used one-way travel only, and are typically featured on
on one side of a one-way street, in constrained both directions on two-way streets and in one
corridors, or along long stretches of continuous direction on one-way streets. Contraflow paths or
land uses such as parks or water bodies. lanes should be provided where possible on
one-way streets.
Local path performance standards
VZ
MIXED TRAFFIC
Many streets can be enabled for safe and 30

comfortable cycling where they share the
carriageway with vehicles. For example, two-
way cycle travel is accommodated on Auckland’s
shared streets. Designing shared streets for VEHICLE VOLUMES VEHICLE SPEEDS ARTERIAL ROAD CROSSINGS
cycling is not limited to kerb-less shared streets or Local paths should Local paths should be At intersections with arterial or
one-way travel patterns. The critical conditions are be designed, built designed, built and collector roads, local paths should
low vehicle speeds (<30 km/h), low traffic and maintained for a maintained for a vehicle be designed, built and maintained
volumes, and a relatively dense urban context. maximum average of speed of 30 km/h at most to provide a minimum of 50
2,000 vehicles per day. (85th percentile speed). crossing opportunities per hour.

Geometry
CHAPTER
Street users 3
The geometry of cycling facilities is designed according to the dimensions of moving and stationary
cyclists and the nature of the corridor in which they occur. When designing a street with cycling
priority, infrastructure should be selected from the following types, based on existing street conditions,
its cycling network function, expected volume and type of use and spatial constraints. CYCLE LANE
Where vehicle travel speeds are 50 km/h or less, cycle lanes may
VZ PROTECTED CYCLE PATHS be a suitable on-street cycling facility type. The painted cycle lane
Where vehicle travel speeds are 50 km/h or higher, protected cycle does not provide physical protection for cyclists. Painted buffers
paths become the appropriate on-street cycling facility. The cycle should be used.
path can be protected from the vehicle travel lane by a raised buffer
and/or parked cars where parking is required. Alternatively, the cycle
path can be raised to footpath level or to an intermediate height.
CONVENTIONAL CYCLE LANE BUFFERED CYCLE LANE CONTRAFLOW CYCLE LANE
Painted cycle lanes indicate On wider streets, conventional On one-way streets

an allocation of road space cycle lanes can have a marked characterised by low volumes
SEPARATED CYCLE PATH BI-DIRECTIONAL CYCLE PATH RAISED CYCLE PATH
to cyclists. Due to the lack of buffer on one side. Where a of vehicle traffic and low
Cyclist movements are Due to their spatial efficiency, Cyclist movements are protected physical separation from the kerbside parking lane in the vehicle travel speeds, cyclists
protected from vehicle bi-directional cycle paths from vehicle movements using vehicle travel lane, they are not cycle lane is required, the can comfortably ride with
movements by a built kerb- are sometimes used where grade separation. The cycle path an accepted choice for new buffer between the cycle lane traffic. Opening up these
height buffer, which may be spatial constraints prevent the is raised to the footpath level infrastructure in Auckland. To and the parking bay should streets to cyclists who are
paved or contain street trees or provision of one-directional and distinguished through use allow for cyclists to overtake traveling in the opposite
be included in the cycle lane
low planting. This facility type cycle paths. They are most of different materials or raised one another, cycle lanes direction can increase the
width and not be hatched.
provides the highest degree appropriate along stretches to an intermediate level between overall connectivity of the
should be at least 1.8 m wide. Alternatively, the parking lane
of segregation of pedestrian, with minimal driveways and footpath level and the vehicle cycling network. This is
Maintaining the minimum width and the cycling lane can be
cyclist and vehicle movements. intersections, such as parks and travel lane level. The degree particularly fitting where
is of particular importance switched, placing the cycle lane
Buffer width is 0.6 m or more, water bodies, as this minimises of separation of movements is cyclist volumes are high and
where kerbside parking is adjacent to the kerb and using
allowing it to be used to pause interaction with turning traffic. less pronounced than separated blocks are long. To avoid
unavoidable. Where space is the parking lane as a buffer.
by crossing pedestrians where Careful consideration must be cycle paths, which may lead to conflicts between oncoming
available, however, a much safer
it is paved. Where the cycle given to potential for inter- parking compliance issues. The cyclists and other road users,
cycling facility can be provided
path is separated using a modal conflicts, as drivers of raised cycle path can be used in it is critical that a dedicated
by switching the parking lane
parking lane, the buffer will entering or exiting vehicles and spatially constrained conditions, contraflow lane is provided.
and the cycling lane, placing
allow vehicle passengers to crossing pedestrians may not as no horizontal buffer is The contraflow lane can use
expect, or look out for, cyclists the cycle lane adjacent to the (inverted) bicycle symbols and
alight while minimising the risk required unless kerbside parking
coming from two directions. kerb and using the parking lane directional arrows and should
of having the door of a parked is accommodated adjacent. A
Design considerations include as a buffer. This configuration be buffered where possible. A
car opened in the cyclist's path. width of at least 2.1 m is advised.
potentially complex signal requires an additional buffer contraflow lane should at least
phasing and safe access to space of at least 1.0 m to protect be 1.5 m wide with 1.0 m buffer.
destinations on the opposite cyclists against open car doors.
side of the street to the facility.

Elements
CHAPTER
Street users 3
CONCRETE DIVIDER SIGNAGE AND WAYFINDING
VZ
Concrete dividers can occupy the buffer space to offer a significant form of Signs advise cyclists of their routing options to districts and major destinations.
physical separation. The dividers can be segmented to allow for stormwater They should always be posted at decision points, and must include information,
movement and driveway access. These should generally be intended as interim including distance and/or cycling time, on the next destinations along a route.
measures until the road is reconstructed. Dividers can be widened to allow for Sharrows are bicycle/arrow stencils stamped on the road surface which can be
crossing pedestrians to pause, to provide space for entering and alighting from used to indicate a cycle route.
parked vehicles and to accommodate bus stops.
QUEUE SPACES (AND BIKE BAYS)

PLANTED DIVIDER
VZ Queue spaces, including bike bays, are places for cyclists to wait outside of the
The buffer space is ideally used for the placement of vertical elements that travel paths of vehicles and other cyclists to perform a turning movement in a
provide additional physical protection from vehicle traffic as well as visual direct, guided fashion. They can be painted, demarcated by pavement
distinction and improved legibility when compared to concrete dividers patterns, or defined by raised kerbs. Queue spaces can help cyclists make
or at-grade marked buffers. Where possible, the use of planting should be right turns mid- block, and diagonal and two-stage crossings at intersections.
considered to achieve the same goal, as they provide robust separation and
additional amenity. Moveable planters can be used for trials.
MEDIAN REFUGE ISLAND
VZ
A median refuge island allows cyclists to cross in stages when gaps in traffic
AT-GRADE MARKED BUFFER
allow. They can also be used in combination with pedestrian crossings. Median
The flush buffer zone painted on the road between the cycle lane and a travel refuge islands should be long enough to safely accommodate a person on a
lane is called an at-grade marked buffer. An at-grade buffer consists of two solid bike (2.0 m or 2.5 m for cargo bikes) and wide enough to accommodate more
white lines with diagonal markings and should be 0.6 - 1.0 m wide. They can also than one cyclist. Raised tables should be used for crossings where approaching
be provided between cycle lanes and parking lanes, to help keep cyclists out of vehicles may exceed survivable speeds.
the door zone.
CYCLE RACK
TRAFFIC DIVERTERS
Parking facilities along cycling routes and streets are critical to the success of
Being of particular use along neighbourhood greenways and bicycle streets, the network of cycling routes. A cycle rack is the most basic and most prevalent
traffic diverters block vehicle entry to a street by closing one lane of traffic or type of parking facility for bicycles. Cycle racks within the street corridor are
both. A traffic diverter extends out to the centreline of the road from the kerb, suitable for short-term parking (a few minutes to a few hours) in areas with
or simply across the full width of the road, with a gap in the diverter to low to moderate demand for cycle parking, such as in front of shops and
permit bicycle entry. community facilities.
CYCLE SIGNALS
CYCLE PARKING BAY
Cycle signals facilitate crossings and make crossing the intersection safer. Signals
Cycle parking bays are can be placed along cycling routes to provide storage for
reduce conflicting vehicle movements. They are placed at standard signalised
numerous bicycles, while taking up relatively little space. They are appropriate for
intersections, and at mid-block crossings where both pedestrians and cyclists can
destinations that require medium term parking (a few hours to a whole day) at
cross. Signage, pavement markings and push buttons may be employed to
locations that attract high demand, such as universities or offices. Car parking
differentiate signal facilities for cyclists.
spaces can be retrofitted for these purposes.
BICYCLE DETECTION
CYCLE LANES AT PUBLIC TRANSPORT STOPS
Sensors can be embedded within the asphalt to detect people on bicycles and
trigger a green signal phase. Cyclists ride over the sensors as they position Streets that accommodate both frequent public transport routes and cycling
themselves to cross an intersection. To maximise their efficiency, the signal routes require special design consideration. A conventional way of managing the
phasing can be configured to start a green signal phase for cyclists only public transport stop/cycle lane conflict is for the cycle lane to pass behind the
moments after the cyclist detection takes place. stop.

CHAPTER
Street users 3
Dimensions and speed VZ
Public transport can take many forms and sizes. Where public
transport is present, streets must accommodate the needs of vehicles
that are larger than most others on the street. However, design
responses must balance the large spatial needs of public transport
vehicles, while minimising the impacts to urban space and activities.
All users of public transport are pedestrians first, with journeys on foot
that extend past the stop. Maintaining a pedestrian friendly street in
stop areas is as important as spatial accommodation between stops.
Limiting bus speed to 30 km/h or less in centres and where there are
many people on foot should be considered in route and service
design, to ensure survivable speeds where risk is significant.
People on public transport 2.8 m
Public transport has times, and can also increase the different on a busy shopping
3m
experienced a resurgence number of people for whom street compared with a corridor
in recent years, following vehicle ownership is optional. through an industrial area.
investments in rail, busways,
Improved environmental Well-designed public transport
bus priority measures, the new 2.55 m 10.5-13.5 m
outcomes are another benefit facilities contribute to the life of
bus network and improved
of public transport. Public the street and the economic
ferry services. This increased
transport offers much reduced success of commercial
investment is set to continue
carbon emissions compared corridors, while poorly designed
with the expansion of the rapid
with private vehicles. facilities can have negative
transit network. This improved
4.25 m
impacts, including severance,
public transport provision has In urban areas, efficient use
displacement
enabled a significant growth of limited street space is
of urban activities, and
in access to the city centre and essential. A medium sized
compromised land uses.
centres such as Manukau, New bus takes up the space of
Lynn and Newmarket, without a three cars but can carry 50 Planning of services can also 2.55 m
12.1 m
corresponding increase in peak people. This efficiency helps have an important role to play.
traffic volumes or road capacity. to ensure that urban areas Services that consistently
are vibrant by allowing large operate at high frequencies all
A properly functioning numbers of people to arrive day attract customers, as they
5.5 m
public transport system while not using much space. are easy to understand. The
is a key component of This is why public transport high frequency (and thus short
successful, accessible cities. stops are often described as waiting time) allows people
Public transport services and “people fountains”. This helps to connect easily between 33 m
design can contribute improve vitality of streets and services at well-designed 3m
significantly to improving also benefits local business by interchanges. The service
outcomes for residents and increasing foot traffic. simplicity also helps minimise the
the urban environment. spatial footprint by reducing the SPEED RANGES
Public transport facilities
Public transport can improve need for large infrastructure such
need to be carefully designed
access to the city for a wide as indented bus stops.
to integrate and support
variety of residents, and other functions of the street.
therefore increase access to Local routes LRT on-street Frequent routes LRT off-street, Busway
Designs must take into account
employment, services and pedestrian volumes, the nature
other opportunities. This of, and vision for the street, For more technical
improved access especially guidance, please refer to 0 km/h 10 km/h 20 km/h 30 km/h 40 km/h 50 km/h
passenger usage and public the Engineering Design Code:
benefits those who do not transport vehicle volume. The Public Transport - Bus
have access to a vehicle at all solution required will be very

CHAPTER
Street users 3
Network principles
Public transport services should be seen as a network, along
with walking and cycling trips at either end. Public transport
planning needs to look at the entirety of the journey undertaken
by users, from door to door, not just where services are running.
Permeable street grids and small block sizes around public
transport stops can help contribute significantly to patronage,
while poor pedestrian linkages can substantially reduce walk-up
catchment. Services need to be well integrated with the local area.
VZ
FREQUENT
Hrs MON TO FRI

Minutes
06 05 35 56
07 11 26 41 56
08 11 26 41 56
SUPPORT WALKING ACCESS TO DESTINATIONS LEGIBILITY CONNECTED NETWORK RELIABILITY LINK WITH CYCLING
The catchment of every stop A good public transport Public transport must be Auckland’s bus services have Reliability is the most Cycling can be used in several
should be as walkable as network will provide service to easy for users to find and been redesigned to form important factor for buses. different ways to enhance
possible to support public key destinations. Relocating understand. Many factors a connected network. This Unreliability results in the the public transport system.
transport. Public transport public transport entirely to contribute to this, including network significantly simplifies next trip having a delayed Cycling can significantly
must be easily accessible facilitate place-based aims is route numbering and naming, the number of routes, and start, or adding time to the increase the catchment of
by people on foot if it is to be counter-productive, as this is timetabling, stop allocation, focuses on providing for scheduled service and thus public transport stops, to
successful. This means likely to reduce usage of the street selection for public transfers at interchanges to increased passenger waiting around a 4 km radius, rather
providing safe crossing public transport and make the transport routes, and stop increase people’s access to time, increased vehicle than a 1 km radius. This
opportunities at each bus place less accessible. Public location. Bus information needs all parts of the city. These requirements and cost for amounts to a catchment of
stop, and ensuring that there transport also needs to be to be easy to understand, major stops and interchanges the route. Busy services on 50 km², versus one of less
is a safe and direct walking accessible to all citizens, and with services that share need to be clearly designed local and urban streets do not than 4km². This is especially
route to all potential origins bus stops and surrounding common destinations being and well located near major need to run at high speeds, effective for stops on the
and destinations. facilities need to be carefully identifiable and sharing route destinations to be successful. as they are slowed often by Rapid Network. This can be
designed to allow this. and stop patterns if possible. Stops that allow transfers stops, traffic signals and other encouraged by providing safe
to other routes as part of vehicles crossing their path. and undercover bike parking at
a journey must be planned Journey times can be kept major stops and interchanges.
and designed to have short, consistent by implementing Bike share to expand the
unobstructed transfer routes measures such as dedicated catchment at key destinations
that are easy enough to follow. bus lanes. Reliable arrival can also be a good strategy.
times at transfer points is Allowing bikes on public
most significant, as this transport vehicles is another
can allow the planned way to expand the catchment
delay between legs of a of public transport, however
journey to be reduced. this comes with operational
challenges on busy routes.

CHAPTER
Street users 3
Network service types
Public transport covers a large range of A significant factor for services is the overall
variations with differing effects, impacts journey time, which is composed of dwell time
and considerations. The following are at stops, travel time between stops, recovery
the facilities that make up a successful time for incidents and other delays, and
public transport network. Streets that standing time for welfare and shift changes.
carry public transport services must be Street design, especially stops and intersections,
designed so that they meet the operating must take account of effects on overall journey
standards for each type of service. time for the services using the street.
LOCAL SERVICES CONNECTOR SERVICES FREQUENT NETWORK SERVICES RAPID TRANSIT NETWORK SERVICES CORRIDORS
Local services through rural, suburban residential Connector services can be run by medium or large Frequent services operate at least every 15 minutes, Rapid transit corridors are run with large buses
or employment areas with low traffic volumes can sized buses upto 60 minute intervals, 7am – 7pm, 7am – 7pm, 7 days a week, with lower frequencies at a frequency of at least 15 minute headways.
be run by small or medium sized buses at low 7 days a week. Lower frequencies early morning and early morning and evenings. Convergence of They generally have a dedicated right of way and
frequency. They generally act as coverage routes evening join local centres and major destinations and frequent bus routes add up to a frequency of sometimes are grade separated from street level.
to ensure that most of the population provide links to Frequent and Rapid routes. They more than 1 per minute in the busiest areas. These Stops are widely spaced, generally between 1 and
has access to a public transport route. They operate largely on arterial and collector streets. frequencies may cause difficulties with stop 2 km. They are often run either underground,
are likely to stop often and speeds should Stops should be spaced at medium lengths of around capacity and sizing. These corridors pass through alongside highways or along major arterial roads.
be appropriate to their street context. 400m and to maximise accessibility. built-up urban areas with high pedestrian volumes.
Public transport streets provide dedicated
JOURNEY TIME – MANAGING SPEED bus lanes and other measures to carry high
Bus travel speed makes up only a small fraction of the overall journey time, which consists of traffic capacity without congestion of buses.
and signal delay, boarding delay and travelling time.
JOURNEY TIME – MANAGING DELAY
The desired speed of public transport vehicles must balance the need to operate a service that is
The most effective strategy for improving public transport journey times is to focus on reducing delays.
attractive for passengers and appropriate for the context of the street. Public transport journey
Traffic and signal delay can be improved via infrastructural improvements such as bus lanes, transit
times need to be competitive with private vehicles to attract patronage. Public transport services
lanes, bus priority traffic signals and changing traffic signal phasing to favour major bus routes. It
on local and urban streets do not need to run at high top speeds where they are slowed by stops,
can also be improved by location and design of stops, allowing buses to start quickly after boarding.
traffic signals and other vehicles crossing their path. Buses travelling at high speeds are not desirable
Boarding delay can be minimised by operational strategies.
in town centre and main street contexts where street safety, land use activity and passenger access
(e.g. crossing the street) are the greatest concerns. On motorway or busway and where stops are Removing public transport delay benefits users as it shortens the journey time for users. It also reduces
infrequent, higher speeds can be achieved, but comfort of the ride and steady flow are important. the time and operating costs of each run, making the services more efficient. This efficiency of service
allows additional vehicles to be deployed, creating higher frequencies. Higher frequencies reduce
passenger waiting time which is considered 2.5 times as significant as time spent in motion. Efficient,
high-frequency services create an environment where public transport is reliable and resilient.

CHAPTER
Street users 3
Geometry
The geometry of public transport facilities depends on the street's
spatial constraints and the type of public transport. The following
infrastructure types should be considered when designing a street
with public transport priority. Edge treatments are important,
and may take up width in addition to the lane widths given here.
BUS OR TRANSIT LANE URBAN BUSWAY RAPID TRANSIT BUSWAY PUBLIC TRANSPORT MALL
Bus lanes should be provided along frequent routes where buses On urban corridors with high Fully segregated busways On main urban streets with high pedestrian volumes where
are delayed by regular traffic congestion. Lane widths of 3.2 m are volumes, ordinary bus lanes with limited access provide property access is limited and vehicle through traffic can be
preferred, as they provide enough space for safe bus operations. may not have enough insulation the highest standard in bus diverted, a public transport mall can be an option to integrate
Bus lanes are most effective when provided on continuous, long from general traffic congestion. performance, travel time, buses effectively into the public realm. Public transport malls
stretches along major corridors. They can operate all day, or at peak However, a fully separated busway reliability and capacity. They are are suitable for a low to medium frequency of buses. Public
times only. Take care to ensure loading and servicing can still take may not be practicable, because of appropriate for high-frequency transport vehicles should operate at low speeds (less than
place at appropriate times. On 24/7 bus lanes, loading and servicing corridor widths, the need for bus corridors serving a large 30 km/h), so pedestrians can freely and safely cross the street.
will need to be off the bus route and on nearby side streets. frequent pedestrian access and catchment where passengers Public transport malls generally need to allow local access for
crossing, building access and are using the bus for long deliveries, though this will generally be restricted to certain
Kerbside bus lanes are the most common, however they can activity density. This creates a need cross-city trips. However, they appropriate loading times outside of peak hours.
have negative amenity effects. Creation of wider footpaths for special urban busways. These must be designed to suit the
with street furniture zone buffering can overcome this. busways are characterised by: 30 local context. Fully segregated
Services may also be assisted by bus lanes where frequencies km/h average operating speeds busways work best alongside
are lower, but reliability is needed. Transit lanes may be where stopping is frequent; motorways or multi-lane
used where peak bus services are not impeded. They can separation between modes using arterials with limited access.
be T2 or T3, based in the number of expected vehicles. raised buffers or separators, with Busways in areas with a higher
breaks for vehicle crossings (as few level of pedestrian activity risk
as possible); buffer or separator adding severance to a street.
LOCAL STREET between Common operating speeds
bus lane and cycle or pedestrian
Lane widths of 3.2 m are generally preferable. However, on through routes. Urban busway on busways outside urban
routes that operate infrequently (i.e. once every 30 minutes or design supports urban land uses centres are 50 - 80 km/h.
less), on streets with very low traffic volumes, buses can operate and pedestrian access. Safety and
in a 6.0 compliance can be better than
m, two-lane carriageway, where encounters with large vehicles are rare. conventional bus lanes.

CHAPTER
Street users 3
Design of bus stops
VZ
WHOLE OF FOOTPATH WIDTH PEDESTRIAN FACILITIES FOR CONSISTENCY LOCATIONAL INTERCHANGE STEP HEIGHT AND TYPE OF BUS OPERATIONS
JOURNEY CROSSINGS CUSTOMERS CONTEXT HORIZONTAL GAP PASSENGERS
Bus stop Bus stop designs Interchanges Stops must be
The location and infrastructure For bus stops The number should be The location between public Platform height Stop facilities designed so
design of the such as shelters to serve the of boardings consistent to should influence transport services and width must need to take buses can pull
stop needs to and poles should community at the stop will ensures drivers the style of the bus are a key part meet requirements potential users in and out of the
ensure the stop not block the effectively, influence the type and customers stop, including of the network of users in into account. For stop efficiently,
is easy to access footpath, and a pedestrians must and capacity of are familiar with graphics on the structure. Stops wheelchairs. example, stops and stop close
by any potential minimum width be able to cross facilities provided the layout. glass. Wayfinding that have an near housing to and parallel
users in the area, of 1.8 m needs the road safely at each stop. may be included to interchange for the elderly with the kerb.
and the walking to be retained to close to each highlighted local function need have a greater
catchment should allow unimpeded stop. Pedestrian destinations. to be designed requirement for
be maximised. movement for crossings should to ensure this seating. Stops near
pedestrians be provided on interchange shopping areas
streets where should be well
not waiting is as legible,
safe crossing located for major
for the bus. protected and
would otherwise destinations for
direct as possible.
be difficult. shoppers.

CHAPTER
Street users 3
Stop considerations Stop functions
BUS STOP SPACING BUS STOP LOCATIONS
Characteristics of the service, route, location and Factors influencing stop location:
passenger type need to be weighed up to find the
• Trip generators. Stops should be located close
appropriate bus stop spacing.
to major patronage generators.
• Service frequency and capacity. Dwell time
• Walking catchment. Stops should be
at stops can add up to be a considerable
positioned to increase the walking catchment.
portion of overall public transport journey
time. On routes with high frequency, placing • Street environment. Consider the ability to
stops farther apart helps to lower overall walk safely to the stop from surrounding areas. MAJOR INTERMEDIATE MINOR
journey time. This should be balanced Major stops have high passenger Intermediate stops are Minor stops are located in
• Likelihood of traffic delay. Stops should avoid
with catchment. locations or layouts that mean the bus cannot volumes, high-frequency services generally located in and suburban areas and some
and are likely to be served by around urban town centres. town centres. They have
• Topography. In hilly areas, stops may enter or exit the stop readily, especially in
multiple bus routes. Usually They have moderate to high moderate passenger volumes
need to be spaced closer than usual, busy traffic. space will need to be provided passenger volumes with with services running every 30
as some passengers are likely to be • Road safety. Stops need to provide safe sight for multiple buses to stop at services generally running minutes or less and generally
put off by walks up steep hills. lines for bus and other vehicle drivers. once. They provide a high level of every 15 minutes or less. The consist of one bus route.
passenger amenity, often having shelters should provide a
• Social safety. Stops are best located in easily They must be provided with
the largest shelters, wayfinding good level of passenger
visible and well-lit areas. basic amenities, including
and larger area route maps. Major amenity, such as local shelters, rubbish bins and
• Connections. Bus stops should be located stops will also often function wayfinding and route maps.
as interchange points between real-time information signs.
to make transfers between services as
services. For interchanges located
comfortable and as legible as possible.
on cross-roads, multiple stops on
• Mobility. Stops should be located close to perpendicular streets must provide
facilities or destinations likely to be used by a highly legible interchange facility.
elderly or mobility impaired people.
BUS STOP CAPACITY BUS STOP ACCESS AND LEGIBILITY
At bus stops where multiple routes converge, In addition to the spatial capacity of the bus stop,
where interchanges take place or where services passenger access must be considered. At stops
terminate, stop capacity may become an issue. that can be served by more than one bus, it is
Stops are over capacity if buses regularly fail to fit essential that customers can identify the bus that
in their dedicated stop spaces. Occasional failures they want to catch. Stops should not exceed three
are inevitable on busy streets, where bus stop buses in length, in particular where passengers
length must be balanced against footpath width are expected to identify unique services. Long BUS STOP WITHOUT A SHELTER
and other kerbside activities, but traffic flow stops create a stressful and potentially unsafe
Bus stops without shelters are
consequences and safety must be considered. situation where passengers have to hurry to catch
located throughout the region at
the last bus arriving at the stop.
Understanding capacity of stops requires a stops that have low passenger
careful analysis of a number of factors: For system legibility and improved passenger boarding volumes. However,
they may be placed on local or
access on busy corridors, bus stops should
• Number of buses using the stop during frequent networks where people
be organised by the common destination(s)
peak hours seldom board, or where the shelter
of corridor services. It is useful to brand the
is provided by a building veranda
• Dwell time of buses stop by the core destination that it serves, e.g.
or canopy. Seating, lighting and
“Takapuna” stop. It may also be appropriate
• Traffic signal location and cycle time timetable information must be
to brand or communicate other key (common)
provided, but further stop
• Route groupings. destinations that the stop serves, e.g. “hospital”.
amenities are optional.

CHAPTER
Street users 3
Stop layout Bus stop placement
Good bus stop layouts should be designed to achieve the
following objectives: DEPARTURE SIDE
• The bus is able to enter and exit the stop easily
Departure side stops are located on the
• Bus delay when entering the traffic flow is minimised exit side of a signal controlled intersection.
• Bus can stop parallel to the kerb. They are generally seen as the preferred
• General vehicles are dissuaded from parking in the bus stop. location for a bus stop. The key advantages
P P P P P P include the ability to use bus prioritisation
The key elements of this are the bus box, marking “no-stopping at of the signal cycle by detection on
all times” (NSAAT) lines and the design of the bus layout in relation approach. It also removes the risk that
to the street. P P P P
a bus will miss the first green of a cycle
while loading or unloading passengers
upstream of the signals, and will always
be able to depart as soon as loading is
complete. On routes where time headway
between buses is small, there may be need
for the stop to have enough space for two
or more buses, to avoid a following bus
being unable to clear the intersection.
APPROACH SIDE
Approach side bus stops are located

on the entry to a signal controlled
intersection. Approach stops often result
in excessive delay, as buses may have
KERBSIDE BUS BOARDERS INDENTED STOPS to stop more than once. Queuing traffic
P P P P P P
often blocks bus access to stops located
Kerbside stops are the most Bus boarders involve building Indented stops allow a bus to
on the approach side of an intersection.
common form of bus stop out the footpath to meet the stop clear of the nearside traffic
P P P P P P This traffic only clears on the green phase,
layout across Auckland, and traffic lane. This allows buses lane. They can be important on
however the bus needs to stop, so misses
are suitable for a range of to stop in the traffic lane, which high-frequency bus routes with
this green phase and has to wait another
situations and bus frequencies. further reduces bus delays bus lanes to enable buses to pass
full cycle. Over the course of a route, this
In-lane kerbside bus stops compared with other stop each other unhindered. However,
adds up to significant delay. Approach
allow buses to stop and designs, and also makes it much where general traffic is permitted
sides stops may be preferred in some
re-enter traffic flow easily. easier for the bus to park to use the kerbside lane, indented
locations where major trip generators are
Other vehicles can often pass parallel to the stop. They have stops lead to significant delays to
located on the approach side of the
the bus (especially on lower the added benefit of providing a buses when attempting to re-join
intersection, especially
volume roads), however the wider bus passenger waiting the flow of traffic. They should
where crossing the road offers a poor
traffic will need to slow down area clear of the footpath. only be used where special
experience to pedestrians, or where
to do so safely. Kerbside stops circumstances call for their use:
Bus boarders should be bus routes diverge at the intersection.
need to be marked clearly • Safety reasons, such as limited
considered in town centres
to ensure cars do not park in on high-frequency bus routes visibility for general traffic
MID-BLOCK STOPS
them, or park too close, where both bus passengers attempting to pass; or
• The signposted speed is Mid-block stops are common on routes
making entry to or exit from and shoppers will benefit from
80 with long distances between major
the stop difficult. Kerbside the added space. This type P P P P
intersections. Mid-block stops should
stops also work well where of stop layout occupies the • Places where the bus is always be located tail to tail, with a
bus lanes are provided, shortest possible length of expected to stop for long
P P P P pedestrian crossing in the centre, so bus
so long as the stopped kerb, which can be useful in periods of time, such as at passengers can easily and safely access
bus does not significantly areas with significant demand timing points; or stops. The tail-to-tail layout reduces
delay following buses on for kerbside space such as • At start or end stops especially, issues from pedestrians walking out in
high-frequency routes. loading bays and parking. at schools. front of a bus which may be pulling out.

Elements
CHAPTER
Street users 3
SHELTERS Park and Ride
Shelters at public transport stops provide a much improved passenger experience
and help improve public transport patronage. They should be provided at all stops Park and Ride can be used to However, it can come at a high users that are diverted from
over time, except near ends of routes where passengers seldom board. Take care expand the catchment of rapid cost per new rider, so must be accessing public transport via
that they do not block the footpath. Waiting passengers must have a clear view of and frequent public transport carefully compared against active modes, on-street parks,
approaching buses, not obscured by the shelter or any street furniture near it. services. Park and Ride is best other schemes to increase feeder buses or drop offs. Park
used to serve areas where it patronage, such as walking and and Ride can work against
SEATING is not feasible to provide a cycling access, feeder buses, walkability, increase localised
regular feeder bus service, land use development and fare congestion and compete for
Seating improves the experience of waiting passengers. Seating should be especially rural areas and policies. In some cases it only space on land that could be
provided at most stops, especially where a reasonable proportion of elderly developing fringe suburbs. It provides a minimal increase used for transport-oriented
users are expected. can also be used when starting development, so it is generally
to public transport use, as
up a new service to provide a high proportion of users not appropriate in town centres
INFORMATION an initial level of patronage. are existing public transport and urban areas.
Public transport stops should always contain clear and concise information about
the timetable and destinations reachable by public transport. At larger stops with BIKE AND RIDE
shelters, maps should be provided of the public transport network, as well as local
Much like Park and Ride, Bike and Rides expand the catchment
area maps to help people access their destinations. Interchange stops and other
of public transport in areas with limited services. They are often
significant stops should be provided with passenger information displays.
coupled with Park and Ride, but at a less expensive rate, as they are
far more spatially efficient. These facilities often provide secure
ACCESSIBLE BOARDING AREA long-term cycle parking and racks near stations. Any charges for
parking are promoted through integrated fares with the public
Every stop should have a level and smooth hardstand area at the appropriate
transport system.
height to allow easy access on and off the public transport vehicle. This platform
should be continuously linked to the adjacent footpath, preferably at a flush level.
LIGHTING
Lighting is essential both to provide a better sense of security for those waiting, as
well as helping bus drivers see passengers waiting when it is dark. Obstructions to
lighting should be avoided.
KERBS
Kerbs must be high enough to provide the minimal step heights desired to allow
for safe deployment of wheelchair ramps. Kassel Kerbs® should be used to
improve accessibility by reducing step heights and gaps. This kerb has a shaped
face that guides the bus tyre as the bus comes into the stop.
BUS PADS
Concrete bus pads should be used at bus stops with a high volume of buses
(especially inner-city streets with bus lanes) where asphalt pavement regularly
deforms. Ruts cause multiple issues, including increasing bus wear and tear, poor
ride quality for passengers, and dangers to cyclists.
PUBLIC TRANSPORT PRIORITY SIGNALS
Public transport priority signals should be used on well-patronised bus routes or

when buses experience a high level of delay at a localised points or intersection.
There are different ways of using signal priority: active priority, passive priority,
B
and signal pre-emption.
CHAPTER
Street users 3
The geometry of travel lanes, Traffic delays might occur when a provided for vehicles, the more
motorways, roads and streets, control vehicle accesses the oversized vehicles will become
and parking facilities dictate street, but are acceptable, as commonplace. By keeping
the maximum feasible size of a control vehicles will only very street, road, highway, and
personal vehicle. Two types of intermittently access the street. parking geometry compact,
vehicles are considered in the it is made more attractive for
The design vehicle, a standard
design of streets and roads: the prospective vehicle buyers
car or average private vehicle,
design vehicle and the control to opt for smaller and more
commonly has a length of
vehicle. (See also the section compact vehicles, which
4 to 5 m and a width of 1.8
on Design Vehicle in Chapter 4, generally have fewer emissions
m. Vehicles usually are no
Design Controls.) Essentially, than their larger counterparts.
higher than 1.5 m. Private
the design vehicle is the
default vehicle across a road or vehicles vary from smaller, In addition to the conventional
street, which is a standard car more compact cars such as private vehicle, recent years
or private vehicle. This is the hatchbacks, to large utility have seen a growth in the
vehicle that a street’s design vehicles. Large oversized number of electric vehicles
will be based around. Then utility vehicles originated in on our streets. Often used for
there is the control vehicle, countries where more space taxi and ridesharing services,
which is the largest vehicle that is provided for vehicles (in they indicate a cultural shift
uses a street on a regular basis, the form of wide motorways, away from private ownership
typically a mid-sized truck such roads and lanes, and ample towards a system where
as a rubbish truck or a moving parking); whereas the micro- having access to a vehicle
sized personal vehicles are a is more important than
People in private vehicles truck. Because the control
vehicle will typically only use product of countries where
roads and parking space is at
owning one. The popularity
of on-demand car services,
a street once or a few times
per week, it should not form a premium, streets are narrow often ordered via an app on a
While the private vehicle in physical injuries and even Vehicles have a place in the city, the base of a street’s design. and parking spaces are tighter. smartphone, further illustrates
affords people with a deaths that result from crashes. but the amount of space that is Rather, the street should be The assumption here is that the this shift. A consequence of this
convenient method of assigned to them needs to be designed to accommodate kind of vehicle that is common development is that the amount
While the private vehicle has
getting around and provides balanced with the needs of other it, so that the control vehicle in any given country or city of space dedicated to parking
for decades been the main
an independent form of transport modes, particularly in is able to access the street, can be influenced through might be much smaller in the
parameter around which our
transport on-demand, but urban contexts, where speeds albeit at a low operating speed. street design: the more space is future than it is today.
cities and streets have been
the widespread adoption of are preferably kept low. Conflict
designed, cities are increasingly
(private) vehicles has come at areas such as intersections must
shifting to reduce auto-
a great cost to society. While be carefully designed and
dependency, for instance by
countless public resources managed, so that various users
scaling back the number of
are required for roadway of the street can safely navigate
streets accessible to (private)
construction and upkeep, around the city.
vehicles, creating car-free zones,
only a relatively limited improving public transport, and
1.5 m
Design decisions should
number of motorists use enabling people to walk and balance the vehicular
them. Then there are further cycle by redesigning streets. requirements with the need to
negative external costs that At a larger scale, vehicle- enhance people’s experience 1.7 - 2 m 4.5 - 5.4 m
are associated with driving, oriented urban development of streets as public spaces.
including a deteriorating air SPEED RANGES
has relatively high infrastructure
quality, increasing carbon costs, which results from the
emissions, as well as the public need to build and maintain
health impact of vehicles. The roads, sewers, and roadside
latter manifests itself both storm water management For more technical
devices. Conversely, compact guidance, please refer to
in increased occurrence of
diseases such as obesity (due development requires less public Urban & rural roadway design
to physical inactivity) and resources for infrastructure. 0 km/h 10 km/h 30 km/h 40 km/h 50 km/h
CHAPTER
Street users 3
Elements and strategies
SPEED LIMITS LIGHTING

VZ
Set appropriate speed limits, and ensure by design that traffic complies with the
limit. 50 km/h limit reduces the risk of harm to car occupants where there are Lighting is provided on urban streets to improve safety at night and allow street
30 turning movements. 30 km/h limit reduces risk of harm to other street users.
These limits are not likely to increase journey times significantly, especially on
users to be clearly seen. Street lights are commonly installed on poles along
the edge of the road. Their power is supplied via an underground connection
congested routes. to the power grid, or by solar panels attached to the poles. Street lighting for
vehicles is ideally coordinated with street lighting for pedestrians, as the groups
have different needs in terms of lighting. All lighting should be directed and only
TRAFFIC SIGNALS
illuminate the required area of the street, not emit light up or out.
Conventionally placed at intersections, traffic signals regulate the use of road
space by separating different users by time. Users approaching from different PARKING METERS
directions are requested to stop, and allowed to proceed when the traffic control Parking meters are used where on-street parking is priced, and are installations
signals tell them to. Traffic signals assist in reducing movements by managing
P where drivers pay for the use of their parking spots, often located at the edge of
traffic flow and directions. However, they introduce delays on streets with low the footpath. They display the time a vehicle is authorised to be parked in a parking
off-peak traffic volumes. spot, and typically accept payment by cash or cards, though it’s a growing trend
worldwide to pay for parking with a text message or an app for smartphones. One
VERTICAL SIGNAGE parking meter will typically serve multiple parking spots. Parking meters can be
Roadside signs are typically used to convey regulatory information to people in retrofitted to be reused for a different purpose when parking is removed.
Auckland
vehicles. This includes information relating to speed limits, allowed access, and
Albany TRAFFIC CALMING ELEMENTS
turning movements. In addition, information on upcoming destinations, place
names and street names inform motorists of the context they are driving in. A spectrum of design treatments exist for slowing down traffic, varying from
physically altering the roadway, to changing the way drivers perceive a street.
ROAD MARKINGS Traffic is slowed down by physical treatments such as speed tables, kerb build-
outs, pinch-points and chicanes. Streets can be narrowed down visually by
Markings on the road surface inform drivers on required and expected driving
on-street parking, street trees and the absence of centre lines. This helps to
behaviour. Surface markings typically are comprised of travel lane dividers,
maintain safe traffic speeds with low traffic volumes.
directional arrows (for through traffic and turning traffic) and speed limits. Using
a consistent visual language and applying markings with uniformity throughout
VEHICLE CROSSINGS
a road network help to reduce any potential uncertainty on their meaning.
Vehicle crossings are interruptions of footpaths and cycle paths, and connect streets
LIMIT LINES
with (private) driveways. Their use is best minimised, as they occupy roadside space
that could otherwise be used for street trees and on-street parking, and facilitate
At stop signs and traffic signals, limit lines must be installed. Limit lines are inactive ground floor building edges, such as parking garages. Vehicles crossing foot
typically 200 mm wide, and must be set back between 1.5 m and 6 m from the and bike paths, especially if reversing, are a risk to path users, and can be unsafe in
crossing, to mark where drivers should stop and to allow them to see the busy streets. Vehicle access to lots could be provided around the back, so that active
STOP pedestrians crossing in front of them. ground floor uses can be maintained along a street’s edge. Where their use is
unavoidable, they ought to be placed strategically.
KERBSIDE MANAGEMENT
Kerbside management can optimise the use of valuable street space. Pricing and DYNAMIC LANE CONTROL
time restrictions for on-street parking helps to create a higher turnover of parking Where arterial streets carry flows which are tidal (mostly one way in mornings
P spaces. Conversely, not using either of these two controls invites people to leave and the opposite way in afternoons) lanes can be controlled by variable signs,
60 their vehicles parked for extended periods, thereby limiting the use of a valuable supported by markings and LED studs. Typically, three lanes can be used to
Mon-Fri
resource. Cities have often based their pricing regime on the goal of having an provide a capacity that would conventionally require four lanes.
occupancy of 85%, thereby generating some income and maintaining a degree
of availability that allows people to find a spot relatively easily. Maintaining a SAFETY OR TRAFFIC ENFORCEMENT CAMERAS
VZ
10-minute grace period allows people and delivery services to quickly do drop Safety cameras are installed above or beside the roadway for detection of road
offs. Refer to the Auckland Transport parking strategy for more information. rule violations. Their most common use is for the automated ticketing for speed
and red light safety compliance, or for bus lane compliance. Cameras used to
monitor traffic conditions at intersections can also be used to analyse compliance,
though not at present for enforcement.
CHAPTER
Street users 3
Network discussion
Networks of roads for goods which are at times defined significantly higher occurrence
delivery and services should as roads with at least 5% of diseases such as asthma
seek to respond to a number multiple-unit truck traffic.
Within urban centres, bulk
of key concerns, the foremost
A freight network should seek deliveries can be restricted to
of which is the safety of all
to minimise the impact on early morning with only smaller
street users. Reliable goods
local neighbourhood streets. loads and courier deliveries
delivery, and minimisation of
Where freight routes cannot through the day, when most
congestion on urban streets
be routed to avoid residential people need safe access to
are other key concerns.
areas, buffers and walls that streets and businesses.
filter noise and air pollution
Freight routes should be planned Transfer stations and
VZ must be considered.
to support the economy of warehousing could offer a
industrial land uses. Design It is recommended that freight solution to goods delivery that is
speed on freight routes routes are strategically planned more appropriate for cities. They
is related to the safety of all road around residential areas, and should be located at the edge of
users. Low speeds are needed not through them. Where urban centres, and allow larger
close to freight destinations possible, cycle routes should be vehicles to transfer to smaller
where many others use the separated from freight routes ones, or to switch
streets. Speeds also need to be in order to minimise possible to different modes entirely for
Freight managed at intersections,

where risk of harm is high with
conflicts between users.
Trucks emit higher volumes
the delivery of goods.
Alternative delivery methods
HCVs present in numbers, by such as cargo bikes are a way
of carbon emissions. On
using safe system designs. of delivering goods that is
The delivery of freight into, out interaction between trucks be used. However, in suburban intensively-used access
more fitting for urban centres.
of and around our cities is an and active modes (especially areas, where pedestrians The objective of a network of corridors, air quality can
essential part of keeping our people riding bikes) can are more common, different roads for freight movement, be substantially degraded, Consult with AT to determine
economy moving. However, use create serious safety issues. design methods are required. is providing access for large which can have serious health whether new Over Dimension
of streets for freight can also Allowing large vehicles to and over-sized vehicles. Some impacts. In major cities where routes should be created
Accommodating these transport authorities maintain access corridors are adjacent as new road networks are
have significant effects such use multiple lanes achieves
turning movements requires GIS layers of freight routes, to residential areas, there is a developed for greenfield areas.
as noise, emissions, increased significant reduction in lane
significant changes to
general vehicle speeds and width, compared to traditional
urban street design, such as
increased risk for people designs. Mountable kerbs with
increased curve radii and wider
walking and riding bikes. a dedicated truck track area
lanes. The effect of this is to
raised above the road surface
To carry freight around the encourage general vehicle
and separate from the footpath
metropolitan area, large trucks traffic to travel faster, as they
can allow trucks to take tight
are required. These trucks serve have a wider space to travel.
turns without encouraging
industrial areas, warehouses, Some industries and activities cars to travel at high speeds.
ports, railheads and large scale require use of trucks larger
retail centres such as than standard vehicles. Designating certain streets
supermarkets, big box stores Over-dimension routes are as freight routes can help
and petrol stations. Large defined as a network across ensure that roads are designed
trucks require a large spatial the country, and special appropriately. In many cases,
footprint, especially when design rules apply to these. using the same streets as bus
turning. This is because the routes in suburban areas can
trailer takes a much wider track In industrial areas and major make sense, as these streets will
around corners than arterial roads, where truck already have allowance for
the driver's cab. Large trucks movements are frequent and larger vehicles. Strategic freight
require much longer stopping pedestrian volumes are very routes may need to make use
distances than general low, designing for freight trucks of Special Vehicle Lanes to
vehicles, as they can weigh up does not pose any challenges provide priority at key points
to 50 tonnes. Trucks also have and traditional design methods of congestion, to maintain
heavily restricted visibility, so of accommodating trucks can economic productivity.
CHAPTER
Street users 3
Goods deliveries frequently use a combination of Larger trucks are often required to service
large trucks and other utility vehicles, with hand retail parks, and supermarkets in suburban
or push carts for the last metres of a delivery. neighbourhoods. These land uses should be
Vehicles used by city services are typically not located where they are accessible from freight
much larger than trucks used for goods delivery, routes, to avoid introducing large trucks to
but vary greatly in size. Waste collection vehicles residential streets.
are the largest vehicles employed by city services,
Where efficient delivery and waste collection
with vehicles used for street cleaning often being
routes can be organised, smaller vehicles
the smaller ones. Urban streets do not have to
can become economical for tight city-centre
be designed to allow the largest of vehicles to
streets, reducing the geometric size of
negotiate turning movements in the same way as
infrastructure. However, emergency service
frequent private vehicles. Instead, assume that
vehicles must always be given suitable
these vehicles can make use of multiple lanes when
access where road space is reduced.
making a turn. Vehicles used for goods delivery are
control vehicles; they access streets only relatively City streets must be able to provide for
infrequently (waste collection rucks, for instance, emergency vehicle access, including the length
require access twice per week), and are not the and width of stands for firefighting. Special
vehicle around which streets are designed. guidance exists for this.
Service and delivery

TYPICAL SERVICE TRUCKS
A large volume of traffic on retractable street elements should allow trucks to park
city streets consists of larger such as bollards to provide without causing too much
3m
vehicles used for supplying access to large vehicles at congestion, or adverse noise
goods to local retail and an on-demand basis. or smells associated with
businesses. Trucks are most servicing. These places can
It can be beneficial to encourage be used for other purposes 2.5 m 6.4 m
often used for these deliveries,
the use of cleaner vehicles (such during the day, where truck
and are significantly larger
as electric vehicles) to minimise access is limited to the early
than the typical private vehicle. 9.0 – 11.5 m
the carbon emissions emitted by mornings and late nights.
They have a need for routes
trucks
through the city, so that they For the last few metres of
can reach their destination, and larger utility vehicles.
3.5 m
a delivery, hand and cart
and require space to park, so This also helps to reduce the
movements are more suitable
they can unload their goods impact of trucks on air quality.
for denser urban areas than
and deliver them to their The hours during which trucks trucks. Small electric trolleys,
customers. These spatial can access some streets in the electric cargo cycles and
requirements must be balanced city centres for bulk deliveries bicycle couriers can assist 2.55 m 5.3 - 7.5 m
with the needs of other street can be restricted. Loading fast, small-scale deliveries Urban streets
users. While the expedient on streets in the city centre, across busy centres. It is best SPEED RANGES
and dependable delivery of especially larger businesses, to avoid vehicle crossings
goods is important to the urban Loading vehicles
typically only takes place on where possible and restrict
economy, it is important not early mornings and/or late the number of loading
to over-design streets with evenings. This way, other bays. Neither of these are
only this category of users street users can be prioritised appropriate in the context of
in mind. When cities design during the day, and conflicts a commercial or mixed use
streets with the only the largest with other traffic are avoided. corridor with high volumes of
users in mind, the human scale pedestrians. Instead, side and
is often overlooked and the Particularly in areas with a rear alleys can accommodate
experience of other users is concentration of retail, hotels loading spaces, taking the 0 km/h 10 km/h 20 km/h > 30 km/h
negatively impacted. It is often and businesses, strategically pressure off the streets with
possible to use flexible and located places for loading commercial frontage.
4
Design controls
CHAPTER
Designing streets
to achieve the core
principles set out in Chapter 1 requi
new starting point.

Design controls, from
design vehicle to design speeds, se
for street design.

Establishing new design controls
refocuses the priority of street
design on the diversity of street
users and activities on a street. The
design controls set the foundation
for creating and retro/tting safe, accessible, and h
streets and intersections.
IN THIS CHAPTER
Design speed 112
Design vehicle 118
Design hour 122
CHAPTER
Design controls 4
30
LESS SPEED = MORE ABLE TO STOP
25m 7m
40 33m 13m
50 42m 21m
VZ
Design speed 60 50m 32m
Perception and Reaction distance - Braking distance

Designing for appropriate vehicle speeds constant speed (3s) (d=0.49 at 30 k, 0.48 at 40 k, 0.47 at 50 k, 0.45 at 60 k)
is critical to the safety of street users and
significantly contributes to the overall
functioning and operation of city streets.
Speed should be proactively managed to
give clear expectations for drivers, using a
range of design, operational and legal tools.
30 VZ IMPACT SPEED LESS SPEED = MORE LIKELY TO SAVE A LIFE People walking and cycling are
particularly vulnerable in the
Streets should operate at speeds that
create comfortable environments for
pedestrians and cyclists, as well as
20 event of a crash. The severity of
a pedestrian injury in the event
4% 5% of a crash is exponentially related
motor vehicles. Street designs should
aim to limit excessive speeding and to the speed of the vehicle at the
design speeds must be appropriate
for the Street Type and the degree to 30 point of impact. For example, a
pedestrian who is hit by a motor
10% 15%
40
which modes are separated or mixed. vehicle traveling at
New streets should be designed to feel 30 KM/H = 25% CHANCE of

uncomfortable at speeds above the
design speed. This is consistent with
40 death or serious injury whereas a pedestrian hit
32% 26%
the design philosophy of self-enforcing
streets. On existing streets with excessive a motor vehicle traveling at
speeds, traffic calming measures should
be used to reduce speeds to improve
50 60 KM/H = 95% CHANCE
80% 3% of death or serious injury
safety and comfort for all users.
50
VZ LESS SPEED = MORE AWARENESS
Speed is a primary factor in crash severity

60
95% 3%
and the likelihood of a crash occurring.
As speeds increase, our brains process Death Serious injury Slight or no injury
less of what is seen in our peripheral
vision, resulting in longer driver reaction † Source: Towards Safe System Infrastructure: A Compendium of Current Knowledge (2018) Austroads
times and longer stopping distances,
while providing less time for other street
users to react. As speed increases, drivers 60 LESS SPEED = MORE AWARENESS = MORE ABLE TO STOP = MORE LIKELY TO SAVE A LIFE
must scan further ahead for hazards. View of pedestrian crossing from stopping distance for speed shown
CHAPTER
Design controls 4
Desired speed VZ Factors that influence speeds
Streets must be designed with a maximum cross movements and whether they are spread Several factors outside of the posted speed limit influence driver
design speed, the speed that designers intend along the street or at defined points affects the behaviour. These factors can be broken into physical features and
drivers to go. This design speed should be survivable speeds to be considered at possible psychological and perceived features.
selected to suit all users of the street, the points of conflict. Speed along the street may be
land use context and the degree that modes reduced at points of conflict by measures such as
are mixing. The design features of the street roundabouts or raised table crossings, where the
design must ensure that the actual operating general design speed is more than the survivable
speed does not exceed the design speed. speed for a predictable conflict. Appropriate VZ PHYSICAL FEATURES
Appropriate speeds must reflect the activities design speed will take account of the network
expected within the street, including the function of the street, the users and the physical Physical features to slow vehicle movement include roadway
movement of people across the street. The environment. The following desired speeds are geometry – block length, lane width and corner radii as well as
degree of protection for head-on, passing or recommended for different network functions. features associated with traffic calming. Corner radii and driveway
ramps are used to influence vehicle turning speeds and transitions
between streets. Conventional traffic calming slows drivers by
Desired speed Appropriate location physically limiting vehicle speeds with vertical changes to the
roadway (vertical deflection) and horizontal shifts in the vehicle
10 km/h Shared spaces path (horizontal deflection). These affect the comfort of users, and
so affect the speed at which they choose to travel. Physical features
Main street Arterial or Collector. Local Streets. Some Mixed-Use Arterials in centres. such as raised table crossings and ramped intersection approaches
30 km/h Also any type near schools or other major pedestrian destinations.
can also be used on arterial and collector roads where many people
Points of conflict with vulnerable people (crossings, intersections). will cross traffic lanes on foot, bike or in vehicles.
Neighbourhood or Mixed-Use Collectors. Some Mixed-Use Arterials in centres.
40 km/h* Any School Zones that have not been reduced to 30 km/h.
*Prefer 30 km/h for safety, unless protected crossings provide good accessibility.
PSYCHOLOGICAL AND PERCEIVED FEATURES
Single Use Arterials. Mixed-Use Arterials with extended urban lengths. These streets
50 km/h
must be provided with suitable safe crossing points with speed reduced locally. Psychological and perceived features add cognitive complexity
and difficulty for drivers. Examples of these features include the
Single use arterials with limited access, Urban expressways and motorways. Safe use of different materials, visual narrowing and edge friction. Using
>50 km/h
crossings should be grade-separated or at intersections with speed reduced locally.
different materials and colours creates visual interest and signals
to drivers that something is different about the street. Visual
SPEED LIMITS narrowing makes the street look narrower than it is. Visually
narrowing can be achieved through slight grade changes, different
While simply lowering posted speed limits can play a role in surface materials, drainage channels, and lighting. Edge friction
reducing and enforcing lower speeds, the overall effectiveness is relates to the amount of activity and information that the driver
30
limited if the appearance of the road does not match it. Physical must absorb from their peripheral vision. Edge friction can be
design cues have proven more effective than posted speed limits potential roadway conflicts such as fixed objects (street furniture,
in lowering overall operating speeds. A combination of design to trees), other vehicles, or human activity. Edge friction urges drivers
affect drivers' recognition of safe speed, with setting appropriate to slow down and drive through streets with care.
speed limits, is most effective.
Technological changes may increase the effectiveness of lowering

speed limits where vehicles' systems can regulate speeds, or record
speeding with GPS monitoring.
CONVENTIONAL HIGHWAY DESIGN
Operating
speed
Design
> speed
Posted
> speed
PROACTIVE
URBAN
STREET
DESIGN
For more technical
guidance, please refer to
Traffic calming Desired speed > Design speed > Posted speed
CHAPTER
Design controls 4
Tools to reduce speed and volume
VZ
There are a variety of methods to slow vehicle speeds on a
street, both when designing new streets and when retrofitting
existing streets. The combination of physical and psychological
devices enable street designers to proactively design their
environment and encourage desired behaviour. The use and
suitability of these measures will often depend on a multitude
of factors. The effectiveness of devices to maintain the design
speed along a street is affected by the spacing of devices,
BLOCK LENGTHS DIVERTERS ACTIVE STREET EDGES
as well as the design of the devices. It is important to design
the combination of devices to produce a safe speed. In addition to improved Diverters break up traffic and Active shop frontage with no
pedestrian connectivity, limit access to cars, while significant setbacks not only limits
shorter block lengths maintaining permeability for sight lines, but alerts drivers to a
limit the time cars can pedestrians and cyclists. change in environment
accelerate between stops. and the likelihood of pedestrians
crossing the street.
VZ VZ VZ
SPEED HUMPS CHICANES/LANE SHIFTS KERB EXTENSIONS FORWARD VISIBILITY TWO-WAY STREETS STREET TREES
Speed humps or tables Chicanes require drivers to Kerb extensions narrow Reducing forward visibility With the added risk of Among many other benefits,
can be added to a street to shift laterally by alternating down the carriageway and is an effective way to slow conflicting traffic flow, drivers street trees narrow the
vertically deflect traffic. either parking or kerb increase awareness of drivers, speeds and increase driver tend to slow down. driver's line of sight and
extensions along the street. while shortening crossing attention. Forward visibility
provide rhythm to a street.
distance for pedestrians. can be reduced with plantings
and street alignments.
VZ VZ VZ
MINI ROUNDABOUTS PINCHPOINTS LANE WIDTHS ON-STREET PARKING MATERIALS SIGNAL PROGRESSION
Mini roundabouts slow Also known as chokers, Narrower lanes correlate with On-street parking provides The visual perception and Signals can be timed
speeds by requiring pinchpoints narrow the slower speeds. Lane widths side friction and narrows the physical characteristics to achieve the street's
additional attention from street, restricting drivers from should be determined based the carriageway, resulting in of different materials can target speed.
drivers at conflict points. operating at high speeds. on the Design and Control slower vehicle speeds. This denote a slower or guest
Vehicle for any given street. only works where parking is environment for cars.
consistently occupied.
CHAPTER
Design controls 4
Design vehicle
The default vehicle for most local street types is the standard
Auckland Transport car and trailer (85th percentile car). This requires
space similar to a trade van, and would be driven in a way similar to private cars generally.
Abusor8.3mtruckislikelytobetheDesignVehicleforcollectorstreets.
Most
arterial
streets
are
expected
carry
to freight
large
or service
and
delivery
trucks,
with
19.45
semi-trailer
m the
as
Design
Vehicle.
Collector
and
local
streets
serving
industrial
and
commercial
uses
land
may
need
other
truck
sizes
Design
as Vehicles.
It is critical to
85TH PERCENTILE VEHICLE select the smallest
possible motorised
4888 328 2440 design vehicle
that is reasonably
expected to use
the street.
Design vehicle 907 2854 2800 1240 1874
The choice of Design Vehicle They may not be able to remain DESIGN VEHICLE TURNING
affects the size and design of the within a traffic lane at all times, Check vehicle
street, as well as how safely it but encounters between them
operates and supports the desired land and uses
Design
andVehicles
activities.
must take The
rear-steered
10.3
rubbish
m truck can
be
expected
occasionally
on
most
city
streets.
However,
must
it be
noted An intersection
place in a predictable and safe
may need to be
manner. A Check Vehicle should be identified that is based on that on most city streets, this vehicle can be expected only a few
Designing streets for rare large designed for more
vehicle movements creates times per week. Accommodating this vehicle means designing so it
an emergency vehicle, than lanes,
one Check
overly wide streets, inducing high speeds. They cost more or other can operate at very low speeds, and occasionally tracking into adjacent and opposing unless a very high volume
infrequent larger vehicle. Check Vehicle, to cover
Vehicles use the street rarely (up of opposing traffic is expected. Traffic delays to, or caused by, different space
to build and operate and
to a few times per week). These vehicles may make occasional vehicle movements are acceptable. Checking for this vehicle will meeteach
most takes
emergency access requirement
compromise urban amenity, to turn.
certain land use activities and transport modes.
turns by using multiple lanes,
Some
streets
mayalso
need
other
Check
Vehicles
for
specific
service
and
delivery
or
freight
access.
including adjacent or opposing lanes in some types of street.
The Design Vehicle is the largest CHECK VEHICLE TURNING
vehicle that frequently uses a
street. They are expected to be Common Design Vehicles and
HPMV SEMI-TRAILER REAR-STEERED RUBBISH TRUCK
able to remain within their allotted Check Vehicles are described
traffic lane. Depending on the opposite. Choice will vary with the function of the street type. 19380
10300
context and type of street, the
Design Vehicle could be person on
foot, a person on a bike, a car or a truck.
Further guidance on
design controls is given in
Check Vehicles are larger
vehicles that may be expected to use aUrban
roadand
from time
rural to time.
roadway design
950 12150 1330 3720 5330 1250
CHAPTER
Design controls 4
Strategies for regular large vehicle movements Bus routes
On frequent bus routes and routes with significant freight or truck On bus routes, a bus will It is a useful reminder that of large trucks (>10%, or slightly
movements, street geometry may need to be adapted for regular large usually become the Design public transport passengers are lower if traffic volumes are very
vehicle movements. Designers must carefully weigh up the design Vehicle. However, the size also pedestrians that have to high), a bus/large rigid truck will
implications of designing for large vehicles as opposed to simply and treatment for this design navigate city streets before and be more appropriate for
accommodating them. Providing larger roadway geometrics may vehicle should depend on the after their trips. use as the design vehicle.
compromise the safety and accessibility of other road users. In practice, route frequency as well as the
there are many places across Auckland where large vehicles, including local traffic conditions. Designers should still weigh It may be appropriate to
buses and high-capacity trucks carefully navigate narrow city streets. up the peak frequency and accommodate an articulated
On the frequent bus network, opposing vehicle volumes to bus or semi-trailer control
Their movements are accommodated by the techniques listed below.
larger vehicles and higher understand if significant delays vehicle on an arterial road,
Before increasing intersection dimensions to design for a Large frequencies are expected will result from tighter turns however such a large vehicle
Design Vehicle, the following strategies should be considered to (no less than four per hour being used. Other strategies should not be used as a design
maintain compact intersections: all day, and often more at such as bus pockets and bus vehicle unless exceptional
COMPOUND CORNER
peak times). For these routes, advance lights can be used to circumstances exist.
tracking should be generally allow buses to make tight turns
be done using the 12.6m rigid on these frequent routes. Regardless, broader goals for
RECESSED STOP LINES TIME OF DAY
urban bus, and checked with the street must remain the
Recessed stop lines on Time of day restrictions can 13.5 At intersections where multiple primary design consideration.
the destination street can be used for large vehicles. m bus with a rear-steer axle. public transport routes
increase the space available converge
However, take care not to widen streets ornecessary.
unless with a high number
for large vehicles to make SPOTTING
a turn by enabling them to Require larger
swing into opposing lanes on vehicles to
the destination street while employ on-road
opposing traffic is stopped.
personnel to
spot for vehicles
COMPOUND CORNERS
through difficult turns.
A compound corner changes
the kerb radius over the length RESTRICTED ACCESS
of the turn. This technique Where there is a desire to keep
may be considered where kerb radii small, restrictions
there are high pedestrian on large vehicles making the
volumes, or a desire to make turn may be considered. This
pedestrians visible, but a need to should be considered in light
accommodate frequent large of the overall network.
turning vehicles such as left-
turning buses. Because they
allow more sweeping turns, they
do not slow turning vehicles, and
may not be appropriate.
PAVING TREATMENTS AND

MOUNTABLE KERBS
To accommodate semi-regular
large vehicles, consider a corner
design in which a raised over-run
area between kerb and traffic
lane is used,
to discourage high-speed
turns, but allow low-speed
use by larger vehicles.
A day in the life of Karangahape Road
CHAPTER
Design controls 4
MORNING PEAK MID-DAY EVENING

Signals should maximise Pedestrian volumes reach their Traffic volumes decrease, while
people movement. peak during lunch hour. pedestrian volumes tend to
increase.
12am 6am 12pm 6pm 12pm
1,500
Vehicles per hour

1,000
500
Highest daily hourly vehicle volume
Design hour Measuring the street

Transport vehicle capacity should be evaluated as person-trips. This provides a more
A street’s uses, demands, streets with excess capacity of costly infrastructure. By pro-
comprehensive picture of the transport efficiency of the street. Additionally, more encompassing
and activities can change for the rest of the day. This has actively setting vehicle capacity
quantitative evaluation metrics can be used to measure the city’s and community’s goals.
dramatically over the day. For a very high spatial footprint, targets, traffic growth can be
example, Karangahape Road and reduces the amenity of contained, while shifting to MOBILITY AND ACCESS PUBLIC HEALTH AND SAFETY
undergoes a remarkable shift the street. This encourages highly space-efficient modes.
This set of metrics includes the traditional traffic Important health and safety metrics include
from peak hour to lunchtime, high vehicle speeds during the This enables a greater portion of
engineering metrics applied to other modes. fatality rates for all street users, severity
and during the day to the late remaining 23 hours of the day, space to be given to land
Metrics under mobility and access include public rates for all traffic injuries and coverage of
night hours. Street designers and makes pedestrian crossings use activity. transport to private vehicle time ratio and width street lighting. Others include coverage of
should consider how streets difficult and/or dangerous. It
Additionally, it is recommended of pedestrian spaces. Other metrics include pedestrian-scale lighting, extent of internally-
operate across all hours of may fail to provide a safe and
that the design hour accounts person delay, walking kilometres/day, time lit windows at street level, and traffic noise.
the day, for all users. While attractive environment during needed for people to cross the street and
for the various peaks
understanding the demands of the rest of the day. number of pedestrian crossings per kilometre. ENVIRONMENT
throughout the week for all
peak hours is valuable, streets users. All users of the street Particulate matter is identified as the most
Vehicle capacity metrics should
should be designed for the should be accounted for across PUBLIC SPACE QUALITY AND SOCIAL INTERACTIONS critical environmental metric, while shade cover,
be established that seek to
needs of users and functions of the day and the week. This Critical metrics around the quality of urban spaces and human interactions
connectivity include
of green spaces and amount of
provide comfortable capacity
the rest of the day. includes peak hour commuters, greenery are other environmental metrics.
during the typical hours of the
day. Designing for peak hour weekend markets, special the number of women and children using
Designing streets for two
events, evening strollers, a facility. In addition, active storefronts, ECONOMY
30-minute peaks of each vehicle capacity requires the
construction and maintenance shoppers and city servicing. number of neighbours known and the ratio Retail sales along the street are considered
weekday leads to very wide
of people staying versus passing through the most important economic metric, while
a place are other non-critical metrics. commercial vacancy rates, foot traffic, property
values and retail customer mode share are other
indicators of an economically successful street.
5
Street types
CHAPTER
To guide both future

development and road
design projects, Auckland
Transport has developed a
new set of Street Types that
classify Auckland’s streets
based on the adjacent land
uses (place) and transport function (mo
The new street types support the wider

objectives of Auckland Council and
Auckland Transport and provide guidance
for the desired future conditions of
Auckland’s roads and streets. Street types
are determined through the Roads and
Street Framework. This chapter shows how
the strategic direction of the street types
outlined in the Roads and Street Framework
can be translated into design solutions that
meet the aim of the street. The illustrations
are not prescriptive or to be used as
templates, but are used to guide design
IN THIS CHAPTER
thinking and discuss particular aspects. Many
The Roads and Streets Framework 126 streets will vary from commonplace
functions. Some special cases are described
Street types and classification 127 in the sub-types included in this chapter,
with discussion of design issues. Where
Design features for street types 128 street space is limited by
Travel lane guidance 130
Streets can change across the city 132 existing development or other fixed
features, the design will have to respond
Street design zones – urban area 134 to these constraints. However, the design
considerations included in this chapter
Street design zones – suburban area 136 must be used to address all the
requirements of the street type. If design
Street sub-type examples 138
objectives cannot be met, the Roads
and Streets Framework may need to be
used to alter the network objectives.
CHAPTER
Street types 5
Design of streets by street type Street types and classification
ROADS AND STREETS FAMILY There are nine street types

in the Roads and Streets
Framework. The street family

establishes the roles and
STRATEGIC
priorities of the street types.
(Out of Centre)
The function priorities change,
Arterial Arterial
Arterial depending on the type of
road or street. This simple
categorisation aims to make
Rural it practical to apply and help
Arterial developers, community groups
MOVEMENT
DISTRICT
Mixed Use Main Street and other stakeholders by
Collector Collector providing a framework to assist
Neighbourhood with balancing competing
Collector
Rural demands. Ideally, major public
Collector realm and streetscape schemes
can succeed in delivering
LOCAL ROADS
improvements for many
Local Centre - Centre Plaza/ different users at the same time.
Street Local Street Square/Shared
In some cases, this will not be
Rural
possible, but it is important to
Local Road
work through the balances that
can be accepted.
PLACE
PUTTING THE ELEMENTS TOGETHER MOVING PEOPLE NETWORK CAPACITY PARAMETERS FOR DESIGN
The following pages in this chapter show the and arrange them to build suitable whole-street While street performance is conventionally The Roads and Streets Framework should be
design considerations for assembling the designs for all the required functions. measured based on vehicle throughput and used to determine what network functions are
elements into street designs. speed, these fail to account for the range of required for each mode in a street. Modelling
Different options can be compared to find
functions of the street, including social, cultural, or counts of existing use should be used to
We recommend starting with the outer edges of the best fit of elements for the functions. If
and economic activity. When balancing determine the capacities appropriate for each
the street, by considering adjoining land use constraints mean that a satisfactory design
movement and place requirements of streets, mode. Network operating plans provide a means
(existing buildings, development opportunities, cannot be found to meet all planned network
it is critical to understand the movement of balancing capacities across all modes in the
topographical constraints). How these land uses requirements, it will be necessary to use the
quantum and dynamics. Measuring the number network, understanding throughput and delays
connect with the street, and how the street Roads and Streets Framework to change the
of people moving through a street provides in the context of end-to-end journeys made.
design zones can be laid out for the various use functions to be provided in any one street,
modes, can be worked through from the outer while meeting the needs of all users in other a more complete picture of the how people
Quality of Service tools should be used along
edge to the centre of the street. streets across the wider local network. get around a city and the efficiency and
with these to ensure each street contributes to
productivity of the transport network. As street
a balanced and consistent network.
Characteristics of the particular street type Intersections have a significant effect on the space becomes scarce and more is expected of
should be used to identify safe desired speed streets that they join together. Design of the streets as places, shifting to spatially efficient These capacities can be used to determine the
and to set an appropriate speed limit. The street should be carried out in conjunction transport modes can unlock street space. Public size of elements required in design of the street.
general appearance should allow the type of with design of intersections, to ensure that the transport has the highest people-moving
street to be easily recognised so that people elements in them all work together. Intersections capacity in a constrained corridor, followed by
can behave consistently. This Design Guide can and crossings should be designed with walking and cycling. A dedicated bus lane can
then be used to select appropriate elements survivable speeds. See Chapter 6: Intersections. carry up to 8,000 passengers an hour.
Note: The Roads and Streets Framework is under review by Auckland Transport and this Guide will be amended in due course.
Design features for street types
CHAPTER
Street types 5
This summary shows the general characteristics distinguishing each principal street type. Features will Note: The Roads and Streets Framework is under review by
vary according to specific network requirements, however the distinct character of each street should be Auckland Transport and this Guide will be amended in due course.
expressed so that the type is easily recognised by users.
This chapter shows several sub-types that discuss how particular variations in network requirements can
be included in street designs.
SUGGESTED DESIGN FEATURES Main Street Arterial Mixed Use Collector

SUGGESTED DESIGN FEATURES
• Equal emphasis on public realm • Medium speed environment
and through movement Main street arterials are characterised by a high traffic volumes, as ( 40 km/h)
Mixed use collectors serve residential, commercial and civic uses,
• Strong public transport well as a high density of on-street destinations. They support a high • Separated cycleways
with a mix of traffic and buses providing access. Pedestrian and
and pedestrian focus with concentration of commercial, retail, cultural and residential activity. • Ample pedestrian facilities
cycling amenity should increase as the mixed use connector
frequent crossings They also act as civic spaces for people. Pedestrian activity is very around bus stops and centres
approaches centres and bus stops. There will be bus priority on
• Active street use throughout high on these streets. As such, the footpath must accommodate large • On-street parking
frequent transport network routes.
the day volumes of footfall and crossings must be frequent. Cycle access is around centres.
• Limited or prohibited important, as these streets are destinations. Parking should be priced
general traffic if present at all. Due to the spatial constraints of the street and the
• Lower speed zone ( 30 km/h). high focus on through movement, public transport is prioritised. Centre – Local Street SUGGESTED DESIGN FEATURES
• Slow speeds
Centre – local streets are higher density local streets that • Private-public space interaction •
support a variety of land uses, including offices and residential Ample public amenities (parks,
Main Street Collector towers. They tend not to be locations for destinations. footpaths, etc.)
SUGGESTED DESIGN FEATURES Pedestrians play an important role on this street and the road • Parking is on street.
• Travel lanes as compact Similar to main street arterials, main street collectors are reserve sees a mix of all types of traffic.
as possible significant destinations in their own right. However, movement
• Continuous street frontage plays a less important role on main street collectors. These streets SUGGESTED DESIGN FEATURES
• Strong pedestrian focus have a variety of land uses, including commercial, residential, and Single Use Arterial • Highest speed environment
with large clear paths and retail activity. The public realm should reflect these uses through (50, 60-80 km/h in peri-urban
frequent crossings large clear paths for pedestrians. Frequent public transport will be Single use arterials are defined by low-density urban land uses, areas with no accesses)
• Separated cycleways present. Depending on general traffic volumes, they may be able lower pedestrian activity and high levels of through movement. • Good parallel routes for local
to mix with traffic. In areas that experience high levels of traffic, Of all the street types, this has the highest movement and lowest traffic and cycling
• Lower speed zone ( 30 km/h).
bus priority strategies can be used. place values, thus intersections are less frequent. Pedestrian • No parking
crossings should be placed near public transport stations
• Keep high amounts of visibility •
and stops. Lower intersection density.
SUGGESTED DESIGN FEATURES Centre Plaza/Square/Shared Space

• Very low speed ( 15 km/h) Centre plaza/square/shared spaces are where walking and Neighbourhood Collector SUGGESTED DESIGN FEATURES
" Restricted vehicle access • Medium speed environment
cycling are prioritised. Speeds are typically between 10 and 15
• At grade streets km/h if vehicles are present at all. In these areas, commercial Though not experiencing as much traffic as single use arterials, ( 40 km/h).
activity is particularly important. There are often many desire traffic volumes along neighbourhood collectors are still very high. • On-street parking near centres •
• Street furniture
lines on these streets and thus crossing opportunities must be They have a low intensity land-use context and have a mix of all Separated cycle facilities and
• Temporal delivery regimes traffic types. Pedestrians and cyclists have separated routes that
ample. These streets play a key role in civic function with events pedestrian routes to bus stops
• Strong pedestrian focus.
and fairs. Public transport is accessed at the edges. are well lit and have ample space for moderate volumes. and centres.
Local Street SUGGESTED DESIGN PRINCIPLES

SUGGESTED DESIGN FEATURES Mixed Use Arterial Local streets have low traffic volumes, as well as travel speeds of
• Low speeds
• Higher speed environment (10 to 30 km/h)
(30-40 km/h in centres and with The mixed-use arterial is characterised by high traffic volumes, 10 to 30 km/h. They are largely residential streets with occasional
• Distinctly marked entry
access limited , 50 km/h in with some limited destination types such as offices, shops and commercial and industrial uses. These streets have friction (trees, treatments
other urban areas without accesses) residences. There is low to medium density of uses. Large volumes green infrastructure, parking, etc.) on either side of the street to
• Fine-grained street design
• Separated cycle facilities of mixed traffic are present, including frequent transport provision. slow speeds and allow for mixed-traffic cycling. Local streets are
• Controlled parking
• Bus priority Thus public transport should get priority. Safety of vulnerable users some of the most important street types, as this is where people
live and play. • Short blocks.
• Pedestrian crossings near bus stops. moving along and across the road is to be ensured.
CHAPTER
Street types 5
VZ
Travel lane guidance
Continuous vs flexible geometries
Travel lane width has a significant In a street design context, Inside lanes should continue to
influence on traffic speeds and carriageway width can be designed at the minimum
roadway space allocation. often be a more instructive possible width. For freight Designing streets should not is expected, space needs to elements that meet the need
Narrower lanes help to reduce concept than lane width. routes, where multiple lanes may be limited to one or even be allocated between the of the particular location.
speeds, which in turn increases This recognises that on slow, be occupied by trucks, lane several sections of a street, kerb and the building edge.
In some cases, continuous
safety, and reduces the severity of lower traffic streets opposing widths of 3.5 m may be needed, but must include plans One way to allocate space is to geometry can be also be
crashes. On single or multi-lane vehicles can, and routinely where the speed of trucks along the entire length. As denote whether the geometry adapted to best reflect
streets, reducing lane width do, negotiate for space and and the numbers that may the context, land uses, and is flexible or continuous. the needs of the street.
shortens crossing distances, and passing opportunities. encounter each other require user requirements change, the Travel lanes, cycleways and For example, after peak
opens up space for cycling facilities additional width for safety. composition and spatial pedestrian clear paths need to
It is recommended that the hours, bus lanes can be
and wider footpaths. Narrow properties must be reflected be continuous and connected
standard lane width for Parking lane widths reconfigured for kerbside
carriageways also reduce the in the design. As pedestrian in order to function effectively.
low-speed city streets with between 2.1 - 2.7 m are loading, drop-off/pick-up
amount of volumes increase, more space Flexible geometry is the space
some bus traffic is 3.0 m. generally recommended. space, and/or paid parking.
is required in the footpath. If that is adaptable that can be
storm water management (as
For multi-lane roadways with On two-way streets with café seating/outdoor dining configured with a range of
there are reduced impervious
surfaces), and are less expensive bus lanes or high frequency lower volumes of traffic, it is
to build and maintain. of freight movements, a wider recommended that centrelines
lane of 3.2 is appropriate. are removed. This has a positive
Lane width should be Wider lanes for buses and influence on traffic speeds and
considered within the overall larger design vehicles should provides better sharing across
assemblage of the street. be located on the outside lane. the roadway for multiple users.
Vehicle widths, buffers, and adjacent uses VZ
In assembling a street cross Vehicles have both a clearly • Wider vehicles can be
section that improves road defined space (the size of the accommodated in narrower
safety and lowers traffic vehicle) as well as an operating lanes on an infrequent basis
speeds, it is useful to consider space or buffer space that • Vehicles may on occasion
vehicle widths and operating the vehicle needs to operate use part of an adjacent lane
buffers. When determining comfortably at moderate
• Vulnerable users such as
lane width, first consider speeds. Understanding the
cyclists of all ages and
the design vehicle, the most physical spatial requirements
abilities should always
common vehicle type, and the of vehicles is critical to
allocating street space in be given sufficient space
check vehicle, the infrequent to operate safely at a
but largest vehicle. In most constrained spaces, which
is the crux of street design. comfortable distance from
cases, the design vehicle will fast-moving vehicles
use one lane, while the check Predictable, low-speed
environments enable the use • While buses in constrained
vehicle may intermittently
of overlapping buffer zones. spaces are sometimes
use multiple lanes. See also subject to mirror strikes,
For instance, the following
Chapter 4 on Design Controls wider mixed traffic lanes can
considerations may be helpful
for more on this subject. increase the number and
when allocating street space
in constrained environments: severity of total crashes.
CHAPTER
Street types 5
Streets can change across the city
CONTEXT 1: MIXED USE ARTERIAL
Longer streets that pass passes through the commercial have different functions at
through multiple areas of a city centre of a community. Different different points along the street.
can change along their length, A mode networks merge and Dominion Road is a good
single street may change street diverge, so an arterial may split example of a street that has
types as the surrounding land into collector and local types as it reaches
different requirements along its
uses or as movement functions length Understanding how
change. For example, a street its strategic destination. streets change through the city in response to
may transition from a Neighbourhood Collector
Because to nature of
of the
Auckland’s street network, there arecontext
many streets that
is fundamental to the
a Main Street Collector as it practice of street design.
CONTEXT 2: MAIN STREET ARTERIAL

Context 1 CONTEXT 1: MIXED USE ARTERIAL
Context 2 CONTEXT 2: MAIN STREET ARTERIAL
CONTEXT 3: MAIN STREET COLLECTOR
Context 3 CONTEXT 3: MAIN STREET COLLECTOR
Example of how types

may change along a street
CHAPTER
Street types 5
Street design zones – urban area
Different zones can be

identiffed across the
road reserve in high-
density urban areas. From the building
to the travelled way,

they include:
• Adjacent lands
• Frontage zone
• Pedestrian clear path
• Street furniture zone 1
• Ancillary zone
• Carriageway
The following zones

are considered when
2
setting out a street cross section.
6 3
5
7
4
1 ADJACENT LANDS 2 FRONTAGE ZONE 3 PEDESTRIAN THROUGH ROUTE 4 STREET FURNITURE ZONE 5 ANCILLARY ZONE 6 CARRIAGEWAY
The adjacent lands often The frontage zone is the space The pedestrian through route The street furniture zone is The ancillary zone sits between The carriageway provides
contain active land uses, adjacent to the building edge (also referred to as pedestrian the designated area for a the street furniture zone and space for travelling through
including places to eat and where ground-floor uses spill through zone) provides a variety of features. It provides the carriageway, and offers the street for vehicles, public
drink and ground-floor retail. out onto the footpath. It can be movement zone for pedestrians space for signs, light and opportunities to provide transport and for the delivery of
The adjacent lands host the an extension of the active land that is clear of any obstacles, signal poles, street trees, temporary pedestrian uses goods. In off-peak hours, this
types of active land use that uses found along a street. The facilitating through access for public transport stops, rubbish such as kerb build-outs, patios space may be partially used
draws people to the street, frontage zone is where the people walking along a street, bins, and any additional and parklets. Other uses for parking and loading. On
and also serves as the point features found along the edge regardless of age and abilities. underground infrastructure. include cycle and car parking, occasions, access to vehicles
of origin for many pedestrians of a street interact with the Frequent safe crossings provide loading zones, taxi stands, might be restricted to provide
using the footpath. street use. continuity for people on foot. pick-up/drop-off zones and space for events and festivals.
public transport stops.
CHAPTER
Street types 5
Street design zones – suburban area
Different zones can

be identiffed across the road reserve
in a low-density
residential setting. From the building
to the travelled way,

they are:
• Adjacent lands
• Building setback 1
• Frontage zone
• Pedestrian clear path
• Street furniture zone 6 ANCILLARY ZONE
• Ancillary zone 2 The ancillary zone is located
• Carriageway. 4 5 6 between the berm and
3
the carriageway. It offers
The following zones opportunities to provide kerb
are considered when 7 build-outs to accommodate
setting out a street cross section. street trees, other soft
landscaping, public transport
stops and rubbish bin collection
areas. Kerb build-outs can be
used as one component of
traffic calming measures to
narrow the effective width of
the carriageway. Between kerb
build-outs, raised, paved bays
can be used to accommodate
bicycle and parallel car parking.
1 ADJACENT LANDS 2 BUILDING SETBACK 3 FRONTAGE ZONE 4 PEDESTRIAN THROUGH ROUTE 5 BERM 7 CARRIAGEWAY
The adjacent lands contain Building setbacks form the The frontage zone is the The pedestrian through route The berm (or street furniture The carriageway provides space
predominantly detached, single front yards of residential space between the property provides a path for pedestrian zone) is the designated area for travelling along the street for
household dwellings. The properties. The distance that boundary and the footpath. movement that is clear of for soft landscaping such as motor vehicles and people on
residences serve as the point buildings are set back and the It is used for soft landscaping obstacles, facilitating through lawns or low planting and water bicycles. A carriageway kept to
of origin for pedestrians and design of front yards strongly such as lawns or low planting access for people walking along sensitive design infrastructure. the minimum width that allows
cyclists (who may be travelling influence the spatial character and can accommodate a street, regardless of age and It can be used to provide space vehicles frequently using the
to a public transport stop) as of the street and determine underground utilities. In abilities. It must be wide enough for signs, light poles, street street to pass one another and
well as people travelling by the interface between public spatially constrained existing to allow two wheelchair users trees, public transport stops, without a centreline encourages
private car. Small-scale local and private space. Minimum street corridors, the frontage or people pushing prams to rubbish bins and underground low speeds.
retail, schools and community building setbacks are set out in zone can be omitted. pass one another. Safe crossing infrastructure. In spatially
facilities such as playgrounds the Auckland Unitary Plan. locations provide continuity of constrained existing street
serve as local destinations the through route for all users. corridors, the berm can be
within easy distance on foot or omitted if soft landscaping is
on a bicycle. included in the ancillary zone.
CHAPTER
Street types 5
Street sub-type examples

A selection of street sub-types street sub-type, a gridded Canada, the USA, continental SUB-TYPE EXAMPLES
are provided to illustrate notation reflects where the Europe and New Zealand.
how the design principles, sub-type fits into the Roads and
For each street sub-type,
geometry and elements can Streets Framework classification
general guidance relevant for all Single Use Mixed Use Main Street
be combined to create unique, system. The classification system
street types will be discussed. Arterial Arterial Arterial
context-appropriate designs is also repeated in the diagram
This includes guidance on travel Public transport Public transport
that support mobility options opposite.
lane width and vehicle widths street mall
and local business activity. Each The street sub-types are and buffers. Also, the many
street sub-type illustrated in various urban and transport functionally distinct ‘design
this chapter reflects a design design concepts applied to zones’ that can be distinguished
response that is intended for the Neighbourhood Mixed Use Main Street
MOVEMENT
street design. They vary in on footpaths will be introduced.
Auckland context. Even so, these Collector Collector Collector
their focal area (for example,
are not intended as templates, It follows that certain design Neighbourhood Main street with
designing a street primarily for
but examples to show how a elements might be replaced collector cycling provision
buses or for cycling), and will be
design may be developed. with other elements quite
appropriate in different kinds of
flexibly in certain areas across
In some cases, the street urban environments. All street
the street cross section. For
sub-types can be used for sub-types present a unique Local Street Centre - Centre Plaza/
instance, a street tree zone
retrofit designs, while others composition that highlights the Local Street Square/Shared
might be replaced with a bus Home zone
may be more practicable for key design responses.
stop at certain locations; by the cycle street Residential street - Shared street
greenfield development. The The street sub-types are based same token, on-street kerbside high-density
street sub-types sit inside the parking might be used instead shared street
on actual streets built (and used
Roads and Streets Framework successfully) in cities around the for on-street cycle lanes or
classification. In some cases, world. Many of the precedents cycle parking. This concept of PLACE
these street sub-types span for the street sub-types in this flexible geometry can be seen
multiple street types. For every guide can be found in cities in in the following pages.
CHAPTER
Street types 5
Public transport mall
Public transport malls

are designed to
accommodate
high-frequency,
high-quality public
transport services
through areas with
very high pedestrian movements.
By creating a
kerb-less or low-
kerb environment,
pedestrians are
allowed to cross
informally at many
locations, while
formalised signalised
crossing can be 1
provided where
required. Public
transport malls limit
3
general traffic and manage service and delivery vehicles.
An existing public
road will require
2
a legal process to
declare it a Pedestrian
Mall with buses and
any other classes of vehicle exempted.
1 PUBLIC TRANSPORT 2 PUBLIC REALM 3 TIME OF DAY FLEXIBILITY TRAFFIC AND DELIVERY CYCLING
ALIGNMENT & PRIORITY
Street furniture is integrated Ensuring the street is actively General traffic is prohibited or Cycle paths can be located the street, provided that private
Public transport vehicles into the overall street design, used across the day and limited. Allowing traffic after between the transitway and the vehicles are banned from using
VZ
move slowly through providing cues for how users night is critical to providing peak hours, in particular at pedestrian space. Cycle paths the street. Providing cycle
these streets at about 20-30 share the space. Design social safety and a successful night, may improve the feeling can help to buffer pedestrians parking is also recommended,
km/h. The high frequency of elements provide guidance for business environment. Time of safety for pedestrians. This from the public transport as these streets are a major
public transport services the visually impaired. Planting controls for use of space traffic is limited by prohibiting vehicles moving through. At destination and attract people
keep the central alignment clear and furniture can channel should be coordinated with or mandating certain turning stations, the cycle path and who cycle in addition to people
from lingering pedestrians. users into various paths. local businesses. Shared movements. Enforcement of footpath rise to create a level using public transport.
Public transport priority is streets are well configured vehicle restrictions and for boarding platform. The cycle
Frequency of vehicles is critical
provided through intersections for special events. Alternative prevention of cross traffic path should be designed to
to pedestrian safety when
on the lead-in to the shared public transport routes should backing up across intersections minimise conflict between
crossing. Median refuge space
space. Safe crossings are be considered for events that may be required. Delivery can be pedestrians and cyclists. On
can prevent people being
important, especially near stops, require street closure. provided at off-peak times. Space streets with spatial constraints
trapped between two buses.
and movement of buses must allocated for delivery vehicles and/or comparatively low
Crossing opportunities should
not compromise safety. volumes of buses, it might be
be limited within 20 can be used for pedestrians
possible to ride comfortably in
m of formal crossings. during busy periods of the day.
CHAPTER
Street types 5
Public transport street
4 BUS STOP PLACEMENT LEFT-TURN TREATMENT
1 AND SIZE
Typically located Where left-turn volumes are
in urban and town Using in-line stops in high, a dedicated left-turn lane
conjunction with bus lanes has a might be provided. As the
centres, public
range of spatial and accessibility dedicated public transport lane
transport streets have
benefits. In-line boarding will need to be crossed, it needs
high volumes of both
stops require significantly less to be clearly communicated
pedestrians and public 5 to motorists that public
transport vehicles due kerb space and do not require
footpath space, freeing up room transport vehicles have priority
to a concentration of in the mixing zone. Where
6 for alternative uses. The stop
destinations and the lower volumes of leftturns
size and configuration depends
convergence of public transport routes. 1 are prevalent, it can either be
on the overall frequency of
permissible to temporarily drop
the routes, the composition the lane in the approach to
Public transport streets of routes and the destinations the intersection to allow for a
2
have dedicated lanes near the stop. The overall stop combined left-turn and public
3
for public transport footprint should be as small transport lane.
services. This as possible, while providing an
separation from general adequate level of service. PARKING AND
4
traffic is necessary in order Keeping the stop size small FREIGHT DELIVERY
frees up space for other street Short-term parking and freight
to remove delays users, including passengers delivery should be allocated at
from general vehicle walking to access the stop. dedicated kerbside space or bays
congestion and and in conjunction with time-
provide reliable INTERSECTION CONTROL of-day restrictions, or removed
service. Public A signal phasing strategy entirely to adjacent streets.
transport streets that favours public transport 6 CYCLING PROVISION
integrate dedicated vehicles is key to maintain
on-street facilities competitive operating speeds Due to their location in
VZ
with stops, stations, 1 PEDESTRIAN/PASSENGER 2 DESIGN FOR CONTEXT 3 DEDICATED LANES of public transport vehicles. On the network, proximity to
pedestrian and cycle infrastructure and ACCESS
general traffic. centres and concentration of
moderately frequent routes,
While public transport streets Dedicated public transport destinations, providing cycle
Public transport streets
VZ signal priority can be enhanced
are designed to provide lanes are fundamental to facilities on public transport
VZ by fitting public transport
need to be designed so excellent public transport the design of public transport streets is necessary. Because of
vehicles with transponders
Public transport that people of all ages and service, they are likely located streets. The dedicated lanes the size, mass, and frequency of
streets can be great abilities can safely reach stops along streets/corridors that most commonly use the that allow approaching buses, cycle facilities must be
public spaces. Reliable and board comfortably. Because have a high place function. outermost lanes buses to change the signal separated from traffic using a
public transport of the intensity of pedestrians, Street trees, street furniture, . It is recommended that the in their favour, ensuring that full raised kerb or a series of
the design speed of public and cycle paths can provide a dedicated lane be separated/ there is minimal waiting time separator islands. Signal timing
provision is critical to
transport streets should not buffer between moving buses buffered from the pedestrian at intersections. should remove conflicts between
intensively used
exceed 40 km/h. However, in and footpath space, opening clear paths on the footpath by cyclists travelling straight ahead
centres, and can foster
main street environments, up opportunities for business street furniture, street trees, a 5 BUS STOP DESIGN and left-turning vehicles. The
a substantial
speeds should slow to 30 km/h. activity and public spaces. dedicated, protected cycle lane, Bus stops should be an path of cyclists should be
improvement of economic and social life. Furthermore,
Designing for universal access Street crossing opportunities or other elements. This creates a integrated component of the provided behind bus boarding
will benefit all passengers, should be formalised and more comfortable walking streetscape and include shelter, islands, removing conflicts with
regardless of physical or sensory environment and enables places to sit, rubbish bins, buses. The boarding platform can
by prioritising be closely spaced, less than
ability. Considering social safety extend to the intersection to
public transport 100 m apart. Signal timing more streetside activity. cycle parking and shade trees.
and traffic safety is critical for create a pedestrian refuge island
throughput on these should minimise pedestrian Dedicated loading bays, bus Social safety and security can
passengers, and influences the that shortens pedestrian
streets, a higher crossing delay. lane cameras, signal timing be improved through proximity
decision to use the service. Safe, crossings and tightens the kerb
overall capacity is supported city-wide. strategies, turning movement to all-hours activities, human-
direct, and low-delay pedestrian radii. Materials, level changes,
bans, and raised kerbs can help scale lighting, transparent and
crossings are a critical barriers and zebra crossings can
to ensure that dedicated lanes non-enclosed shelters. See
component of every stop design. reduce conflicts between people
remain uncongested. Chapter 3 for further guidance.
on foot and on bikes.
CHAPTER
Street types 5
Main street with cycling provision
6 PUBLIC TRANSPORT
Main streets are vibrant public places and While most main streets
major centres of activity in Auckland’s will have important or even
town centres. They are destinations, frequent public transport services,
well-known locations and places to meet their spatial allocation through the
and enjoy public life. Main streets are most constrained sections may be
also important movement corridors that secondary. Along relatively
tend to be found along long, continuous uncongested main streets, buses
corridors connecting regional destinations. 5 will mix with general traffic.
6
General traffic will wait behind a
Because main streets are located on
bus picking up or setting down people at
logical routes and have a concentration
1 7
of destinations, cycle facilities should
be considered. a stop. In main streets with
regular congestion during peak
Main streets may be no wider than one 4
hours, strategies can be used to
lane in each direction, which presents improve the reliability of buses.
challenges for cycleway provision. This For example, short, lead-in bus
3
street type will also see moderate, slow- lanes and signal advance lights
moving vehicle traffic (30 km/h), and have can be used to give buses a head
7 start before reaching the most constrained sec
a high expectation of kerbside parking.
This street type and its associated

function as an urban living space and
retail destination creates demand for all 7 KERBSIDE MANAGEMENT
transport modes. In turn, its function as 2
AND METERED PARKING
a destination is also supported by its
walking, cycling, public transport and The space adjacent to the
footpath will have a great
vehicular access.
variety of uses, which should
prioritise pedestrians and
cyclists. After kerb build-outs,
bicycle parking and street trees have been acc
1 SCALE AND SETBACKS 2 PEDESTRIANS 3 PUBLIC REALM DESIGN 4 CYCLEWAY PROVISION 5 BUS STOP LOCATION, SIZE
AND DESIGN for, the kerbside space that
Street designs should minimise Main streets should facilitate easy In addition to pedestrian Where traffic volumes
overall road reserve width by
VZ
and safe pedestrian movement. VZ Bus stops should be remains could be used for
clear paths, there is a high exceed 5,000 vehicles a
using narrow lanes, narrow Traffic speed should be strategically located close metered parking and loading
requirement of kerbside space day, or prevailing speed is
geometry and applying minimised (30 zones. Installing priced parking
for exchange and public use. higher than 30 km/h, cycleway to the centre of action. Bus stops
strategies to share space km/h at most) to increase the ensures a consistent, small
Space should be provided for should be as compact as possible
designs should be separated from traffic.
between various users and safety and minimise the negative amount of parking is available.
gathering, dining, sitting, and to minimise displacing other uses
multiple purposes. Buildings impacts on kerbside activity. This is beneficial, as it helps to
browsing of shops. Awnings and activities. Bus stops should
should have zero setback from Controlled crossing should be reduce the number of vehicles
should be provided for shade be integrated into the wider streetscape
the road reserve. Successful closely spaced – no greater than driving around the block in search of a place to
and shelter. Trees and green
main streets have shops that are 100 m apart in centres. Signal infrastructure can increase user
both side to side and close cycles should be short. Because comfort and improve water While it is necessary to provide
together (across the street) with of the concentration of people, a quality. Green infrastructure loading access to businesses,
closely-spaced pedestrian crossing opportunities
pedestrian clear
(bothpath
formal
of a and
minimum
informal).
of 2should
mThis
should
be based on pedestrian the number of loading zones can be limited to
volume and the intensity of use
of the footpath. The cycle path,
few each block, in addition
street furniture and street trees can help to buffer pedestrians from moving traffic.
both increases the number be provided. to limiting loading access to
of destinations available to off-hours. Loading zones can
visitors and increases the local catchment areas. double as pickup/dropoff zones for people usi
CHAPTER
Street types 5
Cycle street VZ
6 PAVED MEDIAN
Cycle streets are streets with low traffic Three types of cycle streets
volumes and slow speeds that are integral are currently built in the
4
to a local cycling network. They tend to be Netherlands and in Belgium.
quiet streets in residential areas, but can There are cycle streets without
also be mixed-use streets in city centres. any median, with a coloured
asphalt surface from kerb to kerb. Then there a
Because the number of cyclists using the street
exceeds the number of vehicles, the design of
the street reflects the street’s primary function with a narrow or a wide
as a Cycle street. The width of the lanes varies, 3 paved median. These work
4 slightly differently. A narrow median provides
with wider lanes in newer areas and more
narrow lanes in older neighbourhoods, but
typically are at least 2 m in each direction. buffer between cyclists (and,
Vehicles are still permitted on the street, though occasionally, vehicles) going in
the design encourages cars to act as careful 5 opposing directions. They also
4 spatially define the cycle lanes.
guests in a cycling prioritised environment.
On cycle streets with a wide
The prevailing speed limit is (up to) 30 km/h.
5 paved median, the median is
Cycle streets provide a fast and comfortable 6 about as wide as either of the
cycling facility on already well-used cycling cycle lanes flanking it. Vehicles use the paved m
routes. They connect various neighbourhoods
and city districts to one another, as well 5 1 at 2 m is just wide enough
as providing easy and fast access to major to hold a passenger vehicle. Only
destinations such as universities. Cycle one vehicle at a time fits in the
streets are not recommended for streets paved median. When vehicles
used by over 2,500 vehicles per day. approach one another from
Additionally, vehicles are encouraged not 2 opposite directions, they must
to to overtake cyclists on Cycle streets. wait until they can safely pass one
another. By partially moving into
the cycle lanes when passing,
vehicles make use of the cycle
1 COLOURED ASPHALT 2 DEFINED ENTRYWAYS 3 30 KM/H SPEED LIMIT 4 REPEATED SPEED HUMPS 5 SIGNAGE lanes when they need to. As such,
CYCLE PATHS the cycle lanes function just like
Entries to Cycle streets On Cycle streets, cyclists are One of the techniques to In addition to all the visual cues advisory cycle lanes at times.
The carriageway consists of resemble the entries to Home Zones. There is to
invited a raised
ride intable
the centre ensure that vehicle speeds do embedded in the cycle street, Vehicles are accommodated in
coloured asphalt, a smooth of the lane and vehicles are not exceed 30 km/h is to place signage at the entry points onto this design, though not prioritised;
surface for cycling, sometimes at every entry point. This not only expected to adapt to cyclists, especially when it comes speed humps approximately it must make it clear that the the emphasis remains very much with cyclists.
combined with a narrow allows pedestrians walking on every 80 m. Together with street ahead is a cycle street, and that vehicles are allowed
dividing strip of paving in the the footpath along the cycle to their speeds. In practice, raised tables at side streets and the psychological effect
middle of the carriageway. street to cross side streets cyclists dictate the pace at to enter, but only as guests
(Footpaths and parking bays at-grade, it also provides vertical deflection, which travel on cycle
which vehicles of the coloured asphalt, in an otherwise cycle-centric
are paved.) Coloured asphalt streets, as vehicles are guests on speed bumps ensure that vehicle speeds environment.
remain low.Sharrows should be
gives cycle streets the look and slows vehicles and adds a clear this street type and are expected to behave as such. used to show the place in the
feel of a cyclepath, which threshold that indicates a street given to people on bikes.
intuitively slows vehicles down. changing street context. Entry Signs showing cycle priority could
Trials with cycle streets in to all or part of the street may be an innovation to be developed with NZTA.
Europe have shown that while be restricted for vehicles to
vehicle speeds go down on reduce their numbers mixing with people on bikes.
cycle streets, cycling speeds
tend to go up, as cyclists are able to take advantage of the smooth riding surface.
CHAPTER
Street types 5
Residential street – high density
4 PARKING
On-street parking is restricted,

Higher density residential streets are 1 as kerbside space is divided
neighbourhood streets that serve as
between cycle parking, car
urban living rooms. They have a higher
sharing/vehicle hire locations,
requirement for public realm amenity,
2 kerb build-outs and pedestrian
kerbside management and pedestrian accommodation.
crossings, and vehicle parking.
Where possible, parking is
4
Public
realm
amenity
can
come
form
the
inadded
of street
seating,
public provided underground, off
3 back lanes or on side streets.
art, street trees, plantings, as well as Parking underground or
public plazas (ideally in combination with civic buildings such as libraries) behind a building is preferably
consolidated at central access
4
and parks. Because vehicle ownership points, where transport
choices should be provided
tends to be lower in denser urban areas,
the need for on-street parking becomes for people to continue their
less pressing. Kerbside space might be journey by cycle, public
used for bike bays (marked cycle parking transport, or on foot.
areas in re-purposed parking spaces), Where kerbside parking exists,
vehicle hire or car share stations, as well as it is managed through pricing
limited on-street parking. Pedestrian or residential parking schemes.
accommodation should cater to the Short-term parking should be
increased volumes of pedestrians that are expected in denser areas, which means that footpaths are wide enough 5 allocated kerbside at strategic
locations for deliveries and
loading. This space can double
to accommodate small groups coming as drop-off and pick-up space.
from opposing directions and passing one another.
5 REDUCE CARRIAGEWAY
MARKINGS
Markings on the carriageway

VZ
are best minimised. Centre
1 SHORT BLOCK LENGTHS 2 ENHANCE THE PRIVATE-PUBLIC 3 QUALITY PUBLIC REALM
lines are not necessary, as
SPACE INTERACTION
Blocks should be short (60-70 m) with kerb extensions and Public spaces are not just plantings. A second planted these invite vehicle drivers to
VZ
mid-block crossings where appropriate. Short blocks Steps, stoops and small garden dedicated plazas and parks, berm is recommended in the speed by providing a
enhance connectivity. Trip lengths are shorter in urban spaces provide a transition from but also include footpaths and frontage zone between the seemingly risk-free, controlled
areas with a high degree of connectivity, making cycling and the public realm to the private other valuable spaces between footpath and private property environment. In general, where
walking more attractive modes of transport. realm. Private living rooms, small buildings. The planning and boundary. Rows of street trees markings are removed, vehicle
decks, and garden spaces should be design of public spaces must be can provide pedestrian and drivers become more attentive
Short blocks also help to keep vehicle speeds low. With streetside amenity, help absorb and rely more on their
located facing the street, regularly, coordinated in order to provide
low vehicle speeds, people on bikes can share the street providing passive surveillance. stormwater runoff, provide observations to inform travel
a comfortable, integrated and
comfortably. Generally, sharing the road is acceptable where cleaner air, and provide shade. speeds.
safe living environment. Wide
vehicle speeds do not exceed 30 km/h. Not all blocks need Seating and play equipment
footpaths connect larger public Travel speeds are, in turn, kept
to provide vehicle intersections. Accessibility for people on spaces and parks, and can be can also be incorporated in
foot or bike enhances economic activity. Vehicle intersections low (20-30 km/h) by a
attractive places themselves. the streetscape. Interruptions narrowed roadway geometry
can restrict accessibility, delay people and impair safety. Providing a planted berm with to the footpath should be and give-way or roundabout
continuous and closely-spaced minimised. Driveways are intersections. The provision of
street trees is key here. Street ideally narrow with a steep street trees and various
tree shape and size helps to ramp to encourage slow kerbside uses, including cycle
define and enclose the street. movement. The footpath level bays, car share stations and
The planted berm should direction should not be on-street parking also visually
be turf, or robust low-level interrupted by the driveway. narrow the street.
CHAPTER
Street types 5
Home zone VZ
7 URBAN CONTEXT
A Home Zone is a quiet, local street in a Houses directly abut the street,
residential area that is characterised by and preferably consist of
paving that looks unlike conventional terrace (row) housing or town
asphalt, street trees and planters, street houses. Conventionally used
seating, play areas separated from the setbacks as well as standalone
carriageway, and an absence of signs and road markings. buildings are less appropriate
5
for home zones, because
they strongly detract from
Vehicles travel at walking speed, and
the sense of spatial enclosure
are
treated
as
guests
an
in
environment
that
invites
people
to
walk
and
cycle
8 that home zones require in
order to achieve low vehicle
to and from their homes. Children and
speeds. Small front yards
neighbours use the street as an extension of
should not be fenced. Side
their living rooms. Home Zones combine
yards may be fenced for child
high-quality public space with the needs of
safety. Furthermore, houses
an efficient, integrated transport system. To must be oriented towards the
be successful as liveable streets, it is streets, with continuous doors
imperative that traffic is slowed down to a 1 and windows overlooking the
maximum of 15 km/h, using horizontal and street. Buildings oriented to the
vertical deflection, and physical barriers, including landscaping and street furniture. 6 side or to the rear side of the
lot are unfit for home zones.
7 4
3 Neighbourhoods with a certain
The focus of the design is to create
degree of density are best
an attractive place for daily life, with suited to host home zones.
attention to how the space will be used for
all activities. A Home Zone must be made a "Shared zone" by traffic resolution.
2 8 PARKING
Controlled parking spaces

are integral to a Home Zone’s
success. It is essential that
1 SPEED REDUCTION 2 DISTINCTLY MARKED 3 FINE-GRAINED STREET 4 HUMAN INTERACTION 5 EMERGENCY VEHICLES parking provision is clearly
ENTRANCES DESIGN defined in the design of streets,
Speed reduction is a critical Home Zones are successful Ensure that a clear path of as opposed to drivers simply
condition to the introduction of Entries into Home Zones need to Home Zones are places that only when they manage to 3.5m is maintained at all times being able to park wherever
home zones. Limits of 10 be clearly defined. In addition to are removed from the overly extend the social realm into the in the carriageway to allow kerbs exist. The addition of a
km/h are appropriate for home a speed table or speed ramp, a regulated world of traffic. In traffic zone. When signs and for emergency vehicles. discreet and simple parking
zones, though in practice, sign is conventionally placed at the use and combination of road markings are removed, plaque, or the letter P marked
drivers will slow in the presence the entrance to a home zone. planting, street furniture, and these spaces become safer, inside parking spaces using
of people. Speed reductions Signage is only located at the surfaces, the street designer as the use of eye contact is 6 CYCLING
a different colour of paving,
can be achieved with ramps at entrance of a home zone; after has freedom to use creativity. encouraged. Encouraging Promoting walking and both provide a solution. It is
the entry of the home zones. the first sign, road users must Lighting should cater to the eye contact is the guiding cycling especially are critical recommended that the parking
Horizontal deflection, by take their cues from the design pedestrian, rather than the car. principle for taming traffic and in the creation of a successful provision is alternately situated
planters or chicanes, is also of the environment to determine Lamp posts can be positioned successfully integrating the home zone. The presence of on opposite sides of the street,
appropriate travel speeds. to define spaces and gateways. use of the private vehicle into cyclists helps to determine
a key way of ensuring that as this supports horizontal
Signs at the entrance depict Different surfaces and textures an environment designed for appropriate travel speeds.
vehicle speeds are kept low and deflection for motorised traffic.
the various users of the home allow for variation, interest people.
drivers' forward view is
shortened to no more than 30 zone: people and a car next to and individuality within Home
m. Shorter streets are better to a house. A 10 km/h speed limit Zones. Steps, building edge
keep speeds low. A maximum sign may be added if authorised variation, and planting can
length of 100 m is suggested. and restrictions on parking be provide a transition between
signed in exceptional cases. the public and private realms.
CHAPTER
Street types 5
Shared street
6 DEFINED ENTRYWAY
Shared streets enable an efficient and equitable There is a ramp at every
use of the street space by reducing the entry to a shared street. This
dominance of motor vehicles, primarily through provides vertical deflection
lower speeds and encouraging drivers to behave more accommodatingly towards pedestrians. which slows vehicles and adds
a clear threshold that indicates
Conventionally, traffic has been separated a changing street context.
from civic spaces and strictly regulated using Other features to define the
signage, vertical and horizontal separators, and traffic signals. Shared streets depart transition include small corner
3
radii and visual narrowing.
1
from established practice by paring back
7 7 CYCLE ACCESS
regulation, signage and visual clutter in low-
speed environments. People on shared streets 5
Because vehicle volumes
instead rely on eye contact and other cues to are low and speeds are slow
safely negotiate for space and safe passage for (10
all, as speeds are slow enough to allow pedestrians to mix with traffic. can be attractive and safe
4
8 routes for cycling. If Shared
Shared streets are usually found where Streets are uni-directional,
2
pedestrians are prioritised and where vehicles allowing (or expecting) cyclists
are treated as guests in an urban environment to travel in both directions
where sustainable transport has a high mode should be considered.
share. In the absence of spearated space and
8 PAVING
predictability, people in vehicles are forced to
rely on informal social protocols and cultural Shared streets extend quality
signals. As a result, speeds drop and people in footpath materials to the entire
vehicles become a part of their social context. Shared streets must be made "shared zones" by traffic resolution. street to intuitively reinforce
6 the primacy of pedestrians in
these spaces. The street surface
on shared streets is more
detailed than conventional
street materials, reflecting that
1 LAND USE AND LEVELS 2 AT-GRADE STREETS 3 STREET FURNITURE 4 ALTERNATIVE 5 TEMPORAL the human scale of the street.
OF PEDESTRIAN TRAFFIC PEDESTRIAN PATH DELIVERY REGIME
A primary identifier of shared Items such as benches, trees, Multiple options can be used for
For successful shared streets is the feature that rubbish bins, urban canopies, Even though shared streets are While shared streets generally pavement, as long as the choice
streets there needs to be an they always are at-grade, cycle parking, bollards and pedestrian-centric streets by are deregulated spaces, it can communicates a distinctive
appropriate level of activities from building to building. water fountains all support a definition, having an be useful to regulate access environment for all users of
on the street edge. Street The absence of a kerb and walking-friendly environment alternative, clear pedestrian for delivery vehicles. Usually, the street. The carriageway
activity is generated by a footpath sends a signal and are essential ingredients path is recommended. Given a brief, three or four-hour is either defined by using a
people visiting shops, cafés, to people in vehicles that for a shared street. Any of the vehicular access that is window in the morning hours different type of paving or by a
public spaces and other the entire street is used by these elements can also be provided, shared spaces can is opened up for delivery continuous line of paving that
destinations. While shared pedestrians, which it typically strategically placed to define experience brief periods of vehicles to access shared stands out from surrounding
streets attract pedestrians, is. Having the entire street edges. Trees and other forms of congestion. The pedestrian streets. The supply needs of paving. It is recommended that
they should also be located at-grade makes for a smoother urban canopy are important in clear path, separated by the retailers and restaurants can the central carriageway is kept
where there are naturally high and more dignified walking providing shade. Street lighting street furniture zone, ensures be balanced with the needs of very narrow to keep vehicle
pedestrian flows. One rule experience. Simultaneously, it should be human scaled, and that pedestrian access is other street users. In addition speeds low. Material selection
of thumb is that successful sends a signal to drivers that where possible, overhead maintained to the ground floor to regulating delivery access, can also create an uneven
shared streets should have a pedestrians and other road lighting is recommended, uses that face the street. A consider restricting access to surface that helps slow drivers
pedestrian to car ratio of 4:1. users are at an equal footing, hanging from cables spanned width of at least 1.5 m private vehicles altogether, down. Demarcation strips
warning people in vehicles to between buildings. is recommended. while maintaining access for
are required for separating
be careful. taxis and commercial vehicles.
the pedestrian accessible
path and carriageway.
CHAPTER
Street types 5
Neighbourhood collector
7 LIMIT SETBACKS
Neighbourhood collectors are long, The de facto speeds on
contiguous streets that have neighbourhood collectors are
higher levels of vehicle traffic. 2
lower when these streets are
These streets connect quiet, local visually narrowed. This can
residential streets with streets that connect neighbourhoods be achieved by maintaining
5
street edges buildings close
to one another, such as
Richmond Road in Grey Lynn. 6 to the footpath. Creating a
7 strong street edge and allowing
Where connector roads ground floor uses to interact
intersect, various shops might 4 with the street contributes to
be clustered together, forming the character of neighbourhood
a small neighbourhood retail collectors as the heart of
7 8
centre. Outside of these residential neighbourhoods. The
3
neighbourhood centres, neighbourhood collectors type of residential
buildings found along this
are lined with apartments street differ from local streets,
buildings, townhouses as there are fewer single-family
and single-family homes. homes, with more building
Neighbourhood collectors types such as townhouses and
typically run through the heart apartment buildings instead.
of residential neighbourhoods.
Because of their function as a 1
local centre, higher densities 8 EFFICIENT STREET DESIGN
are acceptable and preferred along residential connectors.
Neighbourhood collector
roads currently often feature
(angled) parking on either side,
wide lanes, and a flush median.
1 APPROPRIATE 2 MIXED USE 3 PUBLIC TRANSPORT 4 CROSSING POINTS 5 STREET TREES This type of over-designed
SPEED LIMITS PROVISION geometry is unfitting of urban
Though neighbourhood As neighbourhood Street trees should be promoted
VZ areas, and offers a great
Neighbourhood collectors are
VZ
collector roads traverse As integral components of collectors evolve, there is along neighbourhood collectors.
potential to be redesigned in
places where people live, work residential neighbourhoods, Auckland’s street and road a requirement to introduce They help keep vehicle speeds
and sometimes shop. Their they are suitable to host a network, neighbourhood better pedestrian crossing down to appropriate levels by a way that contributes to the
name also conveys their broader range of land uses collector roads will typically points. This enables safe access visually narrowing the street. functioning of neighbourhood
function as a critical link in the rather than just residential. service one or several bus to public transport, supports a Additionally, they contribute collector roads as important
road network, connecting local Their easy accessibility from routes. These bus services diversity of land use activities local destinations. When lane
to the inviting character of
residential streets with the adjacent local residential connect residential areas (as people can safely access widths are reduced, flush
the emerging neighbourhood
wider road and street network. streets makes collector roads both sides of the street) and can medians are removed, and
and local neighbourhood centres along neighbourhood
This movement function should logical places for small-scale help to reinforce a context of angled parking is converted to
centres with the wider city, collector roads.
be balanced with the place neighbourhood retail and slower, safer streets. Crossings parallel parking, space
and connect local residents
function. Speeds above 40 institutional uses such as with jobs and destinations. should be located in places that 6 DRIVEWAY DESIGN is unlocked for extended
km/h are not acceptable for schools, libraries and houses It is advised that bus serve extensive catchments in footpaths, cycleways, and
residential collectors, as this of worship. Mixed uses ensure Where driveways intersect with (planted) buffers, without
services are concentrated on both directions and ideally be
conflicts with the desired and that collectors will be used by collector roads, pedestrian significantly reducing
neighbourhood collector roads, placed at existing or retrofitted
safe speeds that are people throughout the day, safety and low speeds must vehicle capacity.
as bus traffic is less suitable be prioritised. Kerb radii
appropriate for providing social safety.
for the local residential streets cross roads. should ideally be kept tight.
residential areas. that intersect with connectors. Footpaths should continue
at-grade, with driveways onto
off-road parking lots being
designed as speed bumps.
6
Intersections
CHAPTER
Because different users

come together and cross
paths at intersections, this
is where most vehicle
crashes occur.
Intersection design must ensure that
intersections can be seamlessly and
intuitively navigated, safely and easily,
and are predictable to all users passing
through. Safe intersections allow all users
to make eye contact with one another,
and are places where pedestrians, cyclists
and drivers are aware of each other.
They encourage people to approach
with care and at safe speeds, so that
any errors are survivable. Mid-block
crossings are included as intersections
because more of the injuries to people
on foot occur in the middle of the block.
Equally important to intersections being
places where one passes through, is that
intersections are public places where
people meet and linger and conduct
IN THIS CHAPTER business. To tap into a city’s economic and
civic potential, and revive under-utilised
Intersection principles 158
intersections with street life, excellence
Intersection geometry 160
in intersection design is required.
Intersection elements 162 In urban contexts, intersections become
the most complex and challenging part
Signalisation 164
of street design. As pinch points in the
Pedestrian provision 170 roadway network, they are often overbuilt
and tend to prioritise vehicle traffic and
Cycling provision 172 throughput, making them difficult to
negotiate for pedestrians and cyclists. In
Public transport provision 182
order to guarantee safety for all users, a
Intersection guidance 184 number of principles should be considered
when designing intersections, not only to
make them convenient to navigate, but to
make them work well as public places.
CHAPTER
Intersections 6
Intersection principles
Speed, observation and decision VZ

VZ
The geometry of an Lower speeds require a shorter The geometry can aid this by
intersection affects the speed distance of observation presenting a user with only a
at which users will choose to for decisions. This makes limited range of observation
pass through it. A safe system judgment easier and safer. A to to be able to decide to
requires that any mistake clearly visible curved path proceed safely. Turning to
by a user should not result will encourage choice of a look in several directions, and
MAKE INTERSECTIONS SAFE DESIGN FOR CONTEXT PART OF A MULTI-MODAL in death or serious injury, so suitable slow speed, as at a
FOR ALL USERS NETWORK looking for an opportunity to
The design of intersections where user paths conflict at roundabout, or other speed go, while also needing to look
Intersections are safer when users should take the existing and Intersections cannot be an intersection, it is vital that reduction elements may be for people on foot or bike, pose
can see each other, are aware projected land uses of the designed in isolation. It is each point of conflict should be used on the approach. a complex task that may lead
of each other, and are able to surrounding area into account. possible to achieve a balance of approached at a speed suitable to mistakes. Separating out
Points of conflict should be
anticipate and respond to each Land use is a key determinant a network’s role in providing for a safe encounter. Mistakes these decisions in time into a
designed to occur where
other’s actions and movements. of pedestrian, cyclist, public traffic capacity, and an can include misjudgment, sequence can reduce the risk
vehicle speeds are lowest.
The goal of the intersection transport and vehicle volumes intersection’s role in providing a distraction or inattention,. They
should be to not strictly reduce and denser, mixed-use areas safe and comfortable crossing may result in failing to give way Observation of other users is of a mistake. Roundabouts are
the number of conflicts, but to for people on foot and on bikes. to other users, including not critical to safe encounters, and well suited to allowing this kind
will generate more trips than
ensure a space where street In order to support complying with red signals. to efficiency of the intersection. of decision sequencing.
lower density single-use areas.
users are visible and predictable
Pedestrian generators located a multi-modal network,
in their actions. Where users'
in the area should inform the intersection design should
paths cross, they should do so at
decisions that are made in look to balance and prioritise
safe, survivable speeds and with
intersection design, and are as spatially efficient modes with
separation in time and space if
important as matters such as vehicular traffic.
needed. Safe System Assessment
Framework must be used in design. vehicle throughput.
VZ
INTEGRATE TIME AND SPACE AS COMPACT AS POSSIBLE PROTECT CROSSINGS

OF RAPID TRANSIT NETWORK
Through signalisation, the use of Compact intersections reduce
an intersection might be altered pedestrian exposure, slow All users are vulnerable where
instantly and temporarily. This traffic where crashes are they cross rapid transit network
allows for the same space to be mostly likely to occur, and routes, which may be heavy rail,
opened up to some users, while increase visibility for all users. light rail or busway. Rapid transit
access is restricted to others, Complicated and over-sized network vehicles are heavy,
alleviating the need to widen intersections deter cyclists fast and quiet, and cannot stop
the intersection to address and pedestrians, because of the quickly. All other users should be
delays and congestion concerns. distance and time that is grade separated or controlled with
Signalisation allows regulation of needed to cross, as well as the signals. Heavy rail crossings are
the time taken to enter and cross number of potential conflicts. governed by Kiwirail statutory
the intersection, and the capacity Oversized intersections take up control. New rail crossings must
of each movement for all users. valuable land, and compromise be negotiated with Kiwirail. Where
But it is still necessary to ensure land economics and street life. existing crossings are affected by
survivable approach speeds in a scheme design, they should be
case of mistakes. upgraded as necessary to current
safe standards.
CHAPTER
Intersections 6
Intersection geometry
EFFECTIVE TURNING RADIUS
The geometry of an intersection can be enhanced by considering a
When designing intersections, turning radius for cars exceeds Rare large-vehicle movements
number of design treatments. The most important techniques are
it is critical to consider the the preferred maximum on neighbourhood and
discussed below.
elements that create the radius, over-run paved narrow streets can be
effective turning radius. The areas can be used for large accommodated by using the
effective radius is the curve vehicles turning to entire carriageway, including
KERB RADII
that vehicles follow when manage speed and user conflicts. adjacent and oncoming lanes.
turning. The effective radius is
The geometry of a kerb radius Minimising kerb radii has adequately respond to each influenced by kerb extensions,
(or corner radius) significantly multiple benefits for both other’s movements and parking, cycle lanes, medians
affects the overall operation pedestrians and cyclists. It actions. Minimised kerb and receiving lanes.
and safety of an intersection. reduces the crossing distance radii also benefit cyclists, as
The shape and dimensions of (thereby decreasing exposure speeds of turning vehicles Many drivers will turn into the
kerb radii vary based on street to conflicts), enhances the are reduced, thus reducing centre-most lane to minimise
type and transport context. visibility of the pedestrian, the risk of a turning motorist centrifugal force. In order to
slows turning vehicles down turning left across the path create the desired conditions
Kerb radii should be designed
significantly, and brings of a cyclist going straight of a street type, e.g. slow
to maximise pedestrian
pedestrian crossings closer across the intersection. turning speeds, the effective
space and shorten pedestrian
turning radius must be
crossing distance. The to the intersection. Because
An appropriate kerb radius considered when establishing
smallest possible kerb traffic on the intersection is
should be designed for every the actual kerb radius.
radius should be used, while slowed by minimised kerb
corner of an intersection,
providing for the appropriate radii, it becomes easier for The effective turning radius is R=4m
based on the range of vehicles
design vehicle. (See Design people on the intersection also a key tool for designing
that are expected to use the
Vehicle, Chapter 4.) to see one another and for streets with regular large-
intersection. It is difficult to
design for each and every type vehicle movements. The
of vehicle that is expected to receiving and the kerbside
elements (parking, cycle R=21m
use the intersection, and the (effective)
occasional difficult turning lanes) defines the effective
COMPATIVE SIZE OF INTERSECTIONS movement is acceptable. turning radius that needs to
be balanced with the desire
For instance, kerb radii at
to keep the actual kerb radius
local neighbourhood streets
and intersection as small as
should not be designed for
possible. Where the effective
18m the occasional moving truck.
Appropriate Design and Check
vehicles must be chosen. (See
Suburban 10m also Design Vehicle, Chapter 4.) LANE MATCHING
Intersection 1,130m
2
Lane matching ensures that introduces turbulence lanes that become right-
3m lanes are allocated in a manner (unconfined, unpredictable turning lanes introduce
intuitive for users and that vehicle movements), rewards unnecessary complexity
Walkable
supports the priorities of the aggressive drivers and and traffic turbulence and
Urban
Intersection street type. The number of compromises the objectives force people driving to make
296m 2 entering lanes entering an of designing a compact, abrupt, unpredictable lane
intersection should align with multi-modal intersection. changes. The right turn
the number of receiving lanes. lane should be as short as
Exclusive right turn lanes
12m possible to accommodate
The introduction of generally should be introduced
the typical queue.
additional, short vehicle to the right of the centre-
lanes (e.g. stacking lanes) most through-moving vehicle
at intersection approaches lane. Through-moving
CHAPTER
Intersections 6
Intersection elements
VZ VZ
PEDESTRIAN CROSSING KERB EXTENSIONS RAISED TABLE RECESSED STOP LINE KERB RAMPS
Pedestrian crossings (zebras) are a common Kerb extensions physically and visually narrow A raised table or raised crossing As road rules are reviewed Kerb ramps are gently sloping
crossing facility in Auckland. The pedestrian down the carriageway, increase general extends the footpath across to give pedestrians priority ramps that mediate the transition
crossing consists of striped roadway driver awareness, and are useful in reducing the intersections and creates at side roads, there is an from the footpath to the
markings running from kerb to kerb. Drivers vehicle speeds. They are a commonly used a ramp to slow down crossing opportunity to provide a carriageway at pedestrian
are required to give way to pedestrians on tool to enhance pedestrian crossings, as vehicles. This design solution simple, low-cost solution crossings. They are especially
both sides of all zebra crossings, unless the they shorten the crossing distance and make makes it easier for pedestrians for pedestrian crossings, critical for people in wheelchairs
crossing is divided by a raised traffic island. pedestrians waiting to cross more visible, and to cross and slows vehicle across most T-intersections. and people pushing prams or
allow pedestrians to see oncoming traffic. movements. Raised tables are In combination with kerb shopping carts. They ought to be
Pedestrian crossings are not recommended on placed at a 90-degree angle to
When applied at both ends of a street, they appropriate in town centre extensions and smaller corner
streets with traffic speed over 50 km/h or the direction of the crossing.
act as effective traffic calming devices. Kerb contexts with high pedestrian geometry to slow left turning
where there are more than two lanes in any
extensions are generally most appropriate for volumes and at local or vehicles, the stop line can be
direction, as the pedestrian may not be able to
streets with on-street parking. collector street intersections. recessed before the pedestrian
determine the appropriate time to cross due VISION IMPAIRED GUIDANCE
They can be used at a speed crossing point, creating a de
to the higher speed and/or traffic volume of
zone threshold. Raised tables facto pedestrian crossing at Placed along footpaths, at kerb
the road; use signals instead. Raised tables
can also be marked with a every intersection. This can ramps and platform edges
should be used to ensure survivable speed at
zebra crossing or used with be further supplemented by at public transport stations,
the crossing.
signal-controlled crossings. materials or colour to enhance tactile paving strips guide the
Consider pedestrian crossings at intersections the pedestrian crossing zone. visually impaired along
or across side roads to increase accessibility This design has the added pedestrian connections and
and safety. benefit of accommodating other urban environments.
rare large vehicle movements, They have a different texture
while maintaining a short from the surrounding paving,
pedestrian crossing. Visibility and have highly visible
from the stop line must be colouring as well.
considered, and how vehicles
may move forward from it and
possibly stop again before
entering the main road.
CHAPTER
Intersections 6
Signalisation
An intersection’s look and feel often mirrors that of the intersecting
streets. When two busy urban arterials meet, the intersection will
experience high volumes of traffic, and will often need signalisation
to guide traffic through and avoid collisions. As a general rule, the VZ
more traffic an intersection sees, the more regulation is warranted to
guide users of various modes through the intersection in a safe way.
STOP
RAISED INTERSECTION ENTRIES COUNTDOWN

PEDESTRIAN DISPLAYS
Operation of traffic signals does not entirely prevent mistakes
CROSSWALK MID-BLOCK CROSSINGS
that lead to conflicts within the controlled intersection. It may be Countdown pedestrian displays
Pedestrian crossings should be designed to offer as much comfort Mid-block pedestrian signals possible to reduce vehicle operating speed on all approaches to inform pedestrians of the
and protection as possible. Current practice utilises designs with are installations that stop a signalised intersection, but often this is not feasible. It is then amount of time in seconds
narrow striping. Most designs use the bare minimum width of 100 traffic, so pedestrians can necessary to ensure that vehicles enter the intersection at a speed that is available to safely cross.
mm, making the pedestrian crossing the narrowest line marking on cross safely and unimpeded. that is survivable in the event of a collision. One method is to provide Pedestrian countdown timers
the street. a raised intersection table, or provide raised crossings on the

The signals are activated by should be used in town centres,
International best practice uses a more prominent road marking pedestrians.Mid-block signals approach arms. These should be designed to achieve a safe speed metropolitan centres and
for pedestrian crossings that take the form of a zebra, ladder, or are important features on through to the last conflict point on the vehicle’s path, which may the city centre, and in other
continental crossing. These are more visible to motorists. Crosswalk busy urban arterials. They be a crosswalk on the exit side. Where there are pedestrian or cycle places with high pedestrian
designs should evolve with the adoption of new road user rules improve safety, accessibility and crossings, the safe speed is 30 km/h or less. For conflicts with other volumes. Currently, countdown
in New Zealand and become more in line with international best permeability of the walking vehicles, the angle of incidence determines the acceptable collision timers are only used in
practice. An interim solution may be to make the typical crosswalk network in town centres. speed. The choice of raised platform intersection, raised crossing mid-block locations and at
stripe much wider, going to the maximum allowed. tables or approach-only (Swedish) ramps depends on local factors, intersections with Barnes
including drainage. Additional measures on approaches may be dance signal phasing.
Mark the crosswalk to be at least as wide as the footpath it extends
needed to ensure that vehicles do not approach a raised intersection
to. The crossing path should be aligned as closely to the
entry at an unsafe speed for the ramp height and gradient.
pedestrian desire line as possible.
Crosswalks with kerb ramps should preferably be located at every leg The design should aim to encourage a steady speed through
of the intersection to provide safe and direct crossing opportunities. the intersection on a green light phase, not high acceleration or
An advance vehicle stop line should be placed at least 2.4 m in deceleration, for both safety and efficiency. Any design should be
advance of the crosswalk. If the street has a cycleway or high levels of evaluated with the Safe System Assessment Framework.
bike traffic, the stop bar should be recessed even further (7.0 m Alternative treatments may be closing intersection arms, grade
before the crosswalk). separation, roundabout or fully managed low-speed approaches.
CHAPTER
Intersections 6
Signal timing Exclusive vs concurrent
DESIGN GOALS TO Signal timing for pedestrians is provided through the use of EXCLUSIVE
pedestrian signal heads. Pedestrian signal heads should be
IMPROVE PEDESTRIAN SAFETY AND COMFORT
provided at all signalised intersections. VZ
Exclusive pedestrian before the intersection. Long For example:
phasing is when wait times are a significant
• Reduce vehicle speeds 1. Where a one-way street
In the absence of pedestrian signals, or when the pedestrian signals pedestrians are able to cross barrier to walking, in particular
approaches an intersection,
• Minimise crossing distance have not been activated, pedestrians' movements are managed when there are no conflicting when the destination is the
pedestrians can always cross
• Minimise wait for by the primary signal heads. While the New Zealand road rules do movements. Exclusive phasing diagonal corner.
that leg while it is stopped.
not provide explicit pedestrian right-of-way at unsignalised is generally considered safer,
WALK indication Best practice guidance
intersections, the road rules imply that pedestrians can cross the since it theoretically removes 2. Introduce concurrent
• Minimise conflicts with suggests that pedestrian wait
street concurrently with a green light at signalised intersections. conflicts. However, evidence pedestrian phases
turning vehicles “(2) While a green signal in the form of a disc is the only signal displayed, times in urban centres should
presents a mixed story of the within signal cycles
pedestrians.… facing the signal may enter the roadway unless a special signal be no longer 30 seconds.
• Provide sufficient signal overall safety record of exclusive that also include an all-
for pedestrians indicates a flashing or steady red standing human figure However, because of road
time to cross the street. phasing schemes. This is largely pedestrian phase
symbol.” related to the occurrence of user rules in New Zealand and
prevailing engineering practice 3. Introduce concurrent
pedestrian non-compliance
in Auckland, it is difficult to pedestrian phases at
(i.e. crossing against the don’t
provide comprehensive signal intersections that have
enter indicator).
phasing and timing guidance. slip lanes and an all-
PEDESTRIAN SIGNAL HEADS DISPLAY THE THREE INTERVALS OF THE PEDESTRIAN PHASE: Exclusive signals make signal In addition to the design goals pedestrian phase
cycles complex and long for all outlined above, the following 4. Use double-phase Barnes
intersection users. The green general strategies should Dance (two pedestrian
pedestrian walk indication is be considered to improve phases each cycle) where
typically short, usually requiring walking conditions. long cycles cause excessive
a pedestrian to be waiting at
• Provide crossings on delays for pedestrians.
the corner and have activated
the pedestrian call button in all intersection legs
order to cross. It is common for wherever possible.
pedestrians to be required to • Vehicular movements
Green figure symbol: Flashing red figure: Steady red figure: wait for as much as 90 seconds should be analysed at
YOU MAY CROSS THE ROAD DON'T START, DON'T CROSS to cross the street. The long wait every intersection in order
BUT YOU MAY FINISH CROSSING time is potentially unsafe, as it to utilise non-conflicting
leads to people crossing against phases to implement
the signals, or mid-block walk intervals.
LEAD-PEDESTRIAN INTERVAL
Where concurrent pedestrian The total time for the flashing red interval plus the buffer interval CONCURRENT
phases are allowed, left is called the pedestrian clearance time, or the time it takes for a
turns should be held by a pedestrian to clear the intersection if they leave at the onset of the A concurrent pedestrian phase is when pedestrians are able to
red arrow aspect rather than DON’T CROSS indication. cross while parallel and non-conflicting vehicular traffic is also
relying on "Give way to moving. Concurrent phasing is often accompanied by signage,
The pedestrian clearance time is calculated using the pedestrian such as turning vehicles give way to pedestrians.
pedestrians crossing" signs.
walking speed and the distance a pedestrian has to cross the street.
This reduces pedestrian-
It is recommended that the walking speed of 1 metre per second
vehicle conflicts that
otherwise might arise when is used in determining the signal timing to account for an aging
vehicles start to infringe population. Pedestrian signals should allocate enough time for
pedestrians of all abilities to safely cross the roadway.
on the crosswalk when
pedestrians are crossing.
Exclusive Concurrent
CHAPTER
Intersections 6
Signal coordination and other strategies
ACTUATED VS AUTOMATED SIGNALS
The practice of synchronising into account the needs of vehicles slowly as a group.
Pedestrian phases can designed to operate only pedestrian phase without
a series of signals that are all road users. Delays for A similar strategy can be
be programmed to be with vehicle detection. having to detour off a straight
situated in close proximity to pedestrians, cyclists and public utilised where the signals
automated at each cycle, walking route to find the
each other, often referred to transport vehicles need to are held in a default red Where signal cycles require
or to be actuated by using button. This allows a vision-
as creating a ”green wave” be minimised. Furthermore, phase unless triggered by pedestrian actuation, it is
push buttons. Generally, impaired person to stay on the
for road users, is called cycle speeds should be vehicles. This should be critical to consider how people
automated pedestrian phases intended travel path up to the
coordinated signal timing or considered when planning considered in very busy urban on bikes will be affected when
are preferred, particularly in kerb crossing, and across the
signal coordination. Traffic signal coordination along areas, in particular during late the pedestrian phase is not
areas where higher volumes intersection without having
signals are planned to allow bicycle routes. Ideally, signal hours of the night, where activated. Independent cycling
of pedestrians create a to reassess the direction
vehicles, traveling steadily at coordination would allow both vehicle speeds need detectors may be necessary
need for a pedestrian phase of travel after finding the
the desired speed, to progress cyclists and motorised traffic to respond to the presence to remove conflicts with left
during every cycle. Vehicles button, so that crossing the
with little delay along a corridor to travel through a series of of vulnerable road users. turning vehicles, for example.
are detected automatically intersection at the right place
by obtaining a sequence of intersections without stopping.
Slow signal progressions have at signalised intersections; Mobile phone technology to in the right direction is more
green lights at signalised pedestrians should be provided
intersections. Traffic moves Signal coordination can also be multiple benefits, providing call the pedestrian phase for likely. This is very useful where
used as a tool to provide safe a green wave for cyclists with the same service. low-vision people is already people cross concurrently
through signals with ease
transitions between high-speed and buses, while slowing Push buttons are most fitting in existence. Mobile phone with traffic, as it is easy to get
and delays are minimised, roads (and motorways) and speeds for private vehicles. Bluetooth technology can
for intersections with infrequent a bit turned around and step
while mid-block speeding is urban streets. This is done by allow people to trigger the
pedestrian use and intersections towards the flow of traffic.
discouraged simultaneously. Placement of bus stops
stopping all vehicles before
needs to be considered
When used, signal coordination they enter an urban area with
along with phasing.
must be optimised to take red lights and platooning
LOW-SPEED SIGNAL PROGRESSION SPEEDS
1.5 km
DISTANCE
1 km
500 m
1:00 2:00 3:00 4:00

TIME IN MINUTES
Low speed signal progressions create amenable environments for both bicycle green waves and bus or
LRT priority streets.
CHAPTER
Intersections 6
Pedestrian provision
VZ
Pedestrian crossings, both formal and informal, are a key
component of urban streets. Busier streets with high volumes
or speeds over 30 km/h require multiple design treatments to
provide safe and effective crossing facilities. Streets designed for
lower vehicle speeds require less intervention and can support
more opportunities for informal crossing.
Determining which type of crossing to use for a particular
intersection or mid-block crossing depends on a variety of
factors. These include traffic speed, average daily traffic (ADT),
anticipated pedestrian volumes, and street geometry. Crossing
locations should enable the desired land use activity of the
street type and support wider transport access (e.g. bus stops)
and pedestrian and cycling networks. Frequent signalised
or zebra crossings are vital to a safe and busy centre.
30
Vehicle speeds are slowed Crossing the street is made Vehicle drivers are made aware
well in advance of the simple and convenient for of the presence of a crossing.
pedestrian crossings. pedestrians in a clearly
visible location.
VZ
CROSSING
AHEAD
Vehicle drivers give way to Concentrating pedestrian There are two types of formal
legally crossing pedestrians movements requires good Controlled crossing: Zebra,
and cyclists. It is legal to attention to desire lines. requiring vehicles to give
cross informally anywhere, Crossings can be wider than way, and signals, requiring
as long as it is not within 20m the minimum or become a vehicles to stop. These should
of a crossing. shared zone if be used whenever safety of
concentration is not natural. people crossing the street
requires formal control.
CHAPTER
Intersections 6
Cycle provision
Principles of cycle provision at intersections
Intersections can be highly stressful for cyclists, forming one of the
main barriers to cycling for the wider population. By far the most
collisions in urban areas involving cyclists occur at intersections.
In New Zealand cities, up to 74% of collisions occur at driveways, VZ
GIVE
VZ
roundabouts, traffic signals and intersections (Cycling Safety Panel, WAY
30
2014). Getting the design of cycling facilities at intersections right,
and creating a safe cycling environment, is therefore of critical
importance to increasing cycling uptake
Observing how cyclists use the street can provide useful cues to
intersection design. Also consider the wider network in intersection
design. Sometimes, solutions for the wider network may be MINIMISE EXPOSURE COMMUNICATE REDUCE SPEEDS
unlocked at nearby intersections. In general, greater separation TO CONFLICTS RIGHT-OF-WAY PRIORITY AT CONFLICT POINTS
between cyclists and other modes reduces the risk of crashes and Lower speeds allow drivers to be
Intersections with cycle facilities Communicating the desired
increases the cyclists’ level of comfort. more observant and aware of
should be designed to minimise right-of-way removes
Because of the importance of intersections in supporting cycling, the area of potential conflict ambiguity and confusion that their immediate environment,
there may be justification to provide intersection improvements points between cyclists and can lead to crashes even with and reduce the severity of
for cyclists in advance of, or even independent of, wider other vulnerable users and clear sight lines. Designs should crashes when they do occur.
vehicles. This can be achieved reinforce normal rules of the Tightening an intersection’s
corridor improvements.
by separating cyclists and other road where turning traffic from geometry through the use of
vulnerable users from road the main street has to give way kerb build-outs, sharp kerb radii,
users with higher speeds and because turning traffic gives narrow lanes, and by limiting the
higher mass, particularly at way to through traffic. Markings number of lanes
CYCLE EXPOSURE AT INTERSECTIONS intersections with high traffic (traffic control devices), all contribute to lower speeds.
volumes. Intersection design warning signs, and physical Roundabouts reduce speeds
HIGH LOW and give time to observe
should provide clearly marked features (e.g. raised crossings)
places for cyclists to traverse the should reinforce the desired each conflict in turn. Raised
intersection. This both guides user behaviour. These signs table crossings and raised
cyclists along the intersection may need special authorization. intersections slow vehicles
and informs them where to at pedestrian crosswalks.
ride, and at times, provides
cyclists with enhanced visibility.
Conventional cycle lanes Separated cycle lanes Separated cycle lanes Protected
and shared lanes with a mixing zone through roundabouts intersections
RAISE AWARENESS MAXIMISE SAFETY & COMFORT PROVIDE ADEQUATE SIGHT
DISTANCE
Visual cues such as sharrows, Design measures include
Potential Vehicle Cycling
a (dashed) painted lane not only the array of safety- Providing an appropriate sight
conflict area movement movement
across the intersection, green enhancing features, but distance is fundamental in
surfacing, and additional also measures to increase making intersections safe.
signage can aid in managing cyclist comfort, such as hand At a minimum, oncoming road
drivers’ awareness of rails and automated cyclist users must be able to see
where to expect cyclists. detection at intersections. others who are approaching
When cycling facilities are both the intersection and who are
safe and offer a degree of already at the intersection.
comfort, cycling becomes an
attractive mode of transport.
CHAPTER
Intersections 6
Signalised intersections – protected VZ
Both protected and unprotected cycleways at intersections must

consider signal operations and phasing in order to avoid conflicts
between turning vehicles and cyclists. It is highly recommended that
separate bicycle signal heads are installed at intersections with cycle
facilities, especially at intersections with higher traffic volumes.
Pedestrian crossings are

situated behind the cycle
crossing. Pedestrians
crossing the intersection
first cross the cycle paths,
where cyclists must give way
to them. Pedestrian safety
islands are provided between
the cycle paths and the
pedestrian crossing, which is
preferably demarcated using a
zebra crossing.
To ensure that cycle crossings

at protected intersections
work properly and remain
safe, crossing cyclists must
have the right of way. This can
be attained by signalising the
intersection and allocating
a dedicated signal phase to
crossing cyclists. Alternatively,
on intersections with low traffic
volumes, a policy of yielding to
crossing cyclists can be chosen,
however this only works where
speeds are low (30 km/h) so
that eye contact becomes
possible. Traffic volumes
must be low enough that an
occupied queue area does not
cause backed-up traffic.
The protected intersection
Protected intersections countries as an approach to the cycle track slightly set back a single vehicle to wait while A forward stop line is situated provides opportunities to
maintain the physical separation define traffic movements at the from from the intersection. yielding to crossing cycle on the cyclepath right before safely cross the intersection
through the intersection, intersection of two separated Situating cycle tracks behind the traffic immediately after having the crossing, between the in any direction, facilitating
thereby eliminating the merging bike lanes. The central design corner safety island enables left- made a turn. Vehicles will have corner safety island and left and right turns as well as
and weaving movements element is the corner safety turning cyclists to turn without significantly slowed down the pedestrian safety island through movements.
inherent in conventional cycle island. They are used to tighten having to mix with traffic. The before they begin to cross (see diagram). The space at
lane and shared lane design. the turning radius for cars to space behind the corner safety the cycle path. This facilitates this line serves as a waiting Where pedestrian volumes
decrease their speeds and island allows cyclists to wait to vehicles coming to a standstill area for cyclists waiting to are high, pedestrian-cyclist
The protected intersection slowly negotiate the turning cross the intersection. conflicts should be considered.
when they need to yield. It also cross. This allows left-turning
design with corner safety islands movement. Additionally, they places crossing pedestrians cyclists to proceed freely,
emerged in the Netherlands are required in order to design The corner safety island also
and cyclists firmly within the unimpeded by cyclists waiting
and other northern European provides a queue space for to cross the intersection.
driver’s view.
Signalised intersections – unprotected
CHAPTER
Intersections 6
travel lanes. This enhances
cyclists’ visibility leading up
to the intersection.
While a bicycle exclusive

signal phase may be used
to segregate conflicting
movements between cyclists
and motorists, it might also
be practical to investigate
the use of a protected, yet
concurrent signal phase. This
phase might be adapted to
allow cyclists a green light a
few seconds before vehicles,
allowing them to largely clear
the intersection before vehicles
get the light. Also see below
under Signal Design for Cycling
for more information.
Two-stage turn queue boxes may

be included in the intersection
design to allow cyclists to make a
safe and comfortable right turn at
multi- lane signalised
intersections. They might be
necessary where conventional
cycleway design prevents
cyclists from merging into traffic
to turn (which is generally best to
avoid). By providing two-stage
turns, this issue is addressed.
Two-stage turn queue boxes are
most appropriate for multi-lane
roads at signalised intersections,
as well as at roads with high traffic
speeds and volumes, and where a
Unprotected intersections are and/or spatial constraints. cyclists' visibility. Pushing back the disadvantage that there is supplemented by coloured high number of cyclists turn right.
intersections where cyclists are A number of alternative the stop line for vehicles and no physical barrier to prevent pavement markings and
more exposed to traffic due to cycleway design treatments allowing cyclists to queue in the vehicles from occupying this shared-use markings or bicycle
a lack of corner safety islands. for intersections are provided lane ahead of vehicles, provides space when cycling volumes stencils. Their purpose is to
Cyclists mix with vehicle traffic below. These include recessed cyclists with a head start and are low. For this reason, think define a safe and direct path
Noted disadvantages of the
on the intersection and with stop lines for vehicles, lets them clear the intersection carefully before implementing through intersections, and to
two-stage turn queue box
pedestrian traffic where they intersection crossing markings, more rapidly. This treatment bicycle boxes. define the boundaries between
include an increase in delay, as
cross the crosswalk. no parking on intersection might be supplemented by the path of through cyclists and
From the stop line, the cyclist cyclists use two signal cycles
approaches, bicycle signal through and turning vehicles in
While it is highly recommended the addition of a bicycle box, to crosses the pedestrian crossing to complete the turn (one for
phasing, and two-stage turn adjoining lanes.
to apply a design treatment provide more queue space for and is subsequently guided the through street and one
queue boxes.
that includes corner safety cyclists where volumes warrant through the intersection by It is recommended to remove for the cross street). Queue
islands as described in the At signalised intersections, it. Even though bicycle boxes intersection crossing markings a number of parking spots boxes must be located clear of
previous section, this may not it is recommended that the use coloured surfaces that indicate the intended path ahead of the intersection moving vehicles and cyclists
always be feasible at signalised stop line for vehicles is further to encourage compliance by for cyclists. These can be short where on-street parking exists and ideally physically protected
intersections, given financial recessed by 3-5 m to increase motorists, bicycle boxes have dashed lines that ideally are between the cycleway and the by a kerb or other barrier.
CHAPTER
Intersections 6
Unsignalised intersections
Avoiding conflicts at unsignalised intersections depends on the
geometric design of junctions to encourage safe interactions
between people using different modes. The behaviour of street users
can be guided by visual and tactile cues, including changes in level
and road marking.
RAISED STREET-LEVEL FACILITIES
Raised cycleways are a preferred solution For conventional, unprotected, on-street

VZ
wherever cycleways cross minor side streets at bike lanes, the treatment of protected and
T and crossroad intersections, as well as at unprotected intersections is similar to some
driveways and entry lanes. They can be used on extent. Street level facilities might feature
approaches to roundabouts. They can be recessed stop lines for vehicles, combined with
stand-alone raised cycleways, or form part of a signage informing motorists to stop.
raised table that accommodates both a Intersection crossing markings are used to
pedestrian and a cycle crossing across the side guide cyclists on safe and direct paths through
street, and acts as a speed bump for traffic intersections, defining the boundary between
turning into the side street. At the same time, the path of the through cyclist and through
raised tables function as a clearly defined entry and/or turning vehicle traffic. Short dashed
point to a street type that is different than the lines are recommended as a continuation
intersecting street, thus acting as a spatial of the bike lane across the intersection;
threshold that informs motorists that different preferably these are filled in with (green-)
speeds and behaviour is expected on the side coloured pavement and shared-use markings.
street. While New Zealand road rules are not
explicit about yielding requirements for vehicles Where there is on-street parking, this
turning into side streets, the design treatment should be suspended on the approaches
of raised tables can be such that good yielding to the intersection, in order to improve
practice is implied. Where it is necessary, the visibility. This is especially critical where the
raised table can be slightly set back from the cycleway is buffered by a parking lane.
intersection, to allow vehicles to wait before
As street-level facilities provide a minimal
crossing the raised table just outside the
level of protection (a horizontal buffer) at
intersection, ahead of the raised table. While
best, it is highly recommended that other
this causes modest deflection from cyclist
types of cycling facilities that offer a greater
desire lines, it is required to provide a vehicle
degree of separation are considered.
queue area where vehicles can wait while
yielding to crossing cyclists, outside the heavy
flow of traffic along some major and medium
streets. It also improves visibility to observe
cyclists. For compact intersections and
mini-roundabouts, the whole intersection can
be raised, provided vehicles cannot gain too
much speed once they have entered the
intersection before reaching a cycleway
crossing their exit lane.
CHAPTER
Intersections 6
Signal design for people on bikes VZ
Signal design plays an integral role in making intersections safe and

usable for cyclists. Signals are used to separate users by time, and
help to make intersections conflict-free places for all modes. There
are many opportunities to improve signal design in order to make it
work better for cyclists. These include phasing strategies, advance
green lights, and minimising delays across corridors.
REMOVE THE COMBINATION PROTECTED, YET CONCURRENT SIGNAL PHASE FOR BICYCLES
LEFT TURN ARROW-
GREEN DISC PHASE The conflict between It is recommended to use One alternative is to permit
VZ
left-turning vehicles and protected, yet concurrent conflicting vehicle turning
A combination left turn arrow
people on bikes is a critical phases instead. Protected movements, using permitted
- green disc (straight through)
design consideration at phasing ensures conflicting phasing. This should be
phase remains a legacy of
intersections. In the New pedestrian-bicyle movements considered acceptable for
superseded road rules where
Zealand context, an all- are not allowed to run pedestrian and bicycle
left turning vehicles had to give
pedestrian phase, also known concurrently. Left-turning crossings only on two
way to oncoming right turning
as a Barnes Dance, or an vehicle traffic is allocated conditions; the geometry
vehicles. This communicates
exclusive bicycle phase is often (turning radius) must force the
to motorists an “all clear” its own phase, usually in its
considered to resolve this turning movement to be made
turning movement. This own lane, directed by turn
conflict. Using an all-pedestrian at a low speed, and the volume
practice should be reviewed arrows. The cyclists’ (and
phase adds delays, as overall of turning vehicles must be
in light of the desire to have pedestrians’) crossing phase
turning cycles increase low. One rule of thumb uses
turning vehicles take care and runs concurrently with parallel
substantially both for vehicles 250 turning vehicles per hour
look for other road users, in through traffic, and conflicts
as well as pedestrians. This is as the maximum for allowing
particular where people on caused by left-turning vehicles
because an additional signal permitted phasing. Because
bikes may be expected to pass is eliminated. The crossing
phase is introduced. As vehicle phase might begin later or
to the left of turning vehicles. of the added traffic stress for
phases have longer red times, earlier, to allow additional time pedestrians and especially
queues grow longer and, in for the conflicting left turn cyclists wherever conflicts
turn, need more time to clear. phase. There is also an option with turning traffic exist, it
THE GREEN WAVE CYCLING BYPASS ALL-WAY PHASE These long cycles also increase to run an additional lagging is highly recommended that
waiting times for pedestrians. phase to allow more people on
Applying advanced (leading) In some locations, it may be Cyclists can be observed this conflict is removed to
Therefore, all-pedestrian bikes through an intersection.
green lights for cyclists and possible to design a short using the pedestrian all-way the greatest extent possible,
phases or exclusive bicycle
pedestrians at most intersections cyclepath to bypass or avoid phase (Barnes Dance) as it and that the protected, yet
phases may limit an
along the key cycling routes creates a low stress crossing A protected, yet concurren concurrent configuration
a signalised intersection, intersection’s capacity.
is important, both in terms of opportunity in particular phasing uses both time and always be considered before
providing cyclists with a direct Dangerous situations might
ensuring cyclist’s safety, and space efficiently. Protected, yet any other treatments.
route that removes conflicts for right turn and U-turn also arise from pedestrian
concurrent phasing requires
in visibly promoting cycling as with traffic. Opportunities movements. This practice non-compliance, with
fewer lanes to serve traffic.
an efficient and fast mode of to provide a bypass may be should be formalised with a pedestrians refusing to wait for
transport. The signals should found at T-intersections caveat that there will be a point their phase and crossing with This contributes to keeping
be synchronised at average and where cyclists turn when the volume of cyclists parallel traffic, or mid-block, an intersection’s geometry
cyclist speeds, about 20 km/h, left from a cyclepath. requires separating them from avoiding the intersection, tight. The protected, yet
assuring a consecutive string pedestrians. The overall signal leading to unanticipated concurrent phases are what
of green lights for cyclists - a cycle times and the delay to conflicts. It is for these reasons is normally used at signalised
"green wave". This speed is also cyclists should be considered. that an all-pedestrian/all- intersections with bicycle
preferable for public transport bicycle phase is virtually facilities in the Netherlands and
operations and pedestrians. non-existent in the Netherlands. are being increasingly used on
(See Chapter 3: Street Users.) cyclepaths in North America. Protected, yet concurrent movement
CHAPTER
Intersections 6
DEDICATED BUS LANE, SHORT APPROACH LANES, QUEUE JUMPS
Continuous bus lanes, short approach lanes and queue jump lanes
provide a by-pass for public transport vehicles to reach the front of
the intersections. These are used in conjunction with active signal
priority (e.g. a white B-phase signal) to give buses a head start
into a receiving public transport lane or a general traffic lane.
PUBLIC TRANSPORT ROUTES PUBLIC TRANSPORT

PRIORITISATION/ SIGNAL TIMING
Public transport routes include service routes as well as routes
vehicles use to and from the depot. At intersections with very Public transport prioritisation at
Public transport provision frequent bus turning movements (>12 buses/hour), streets should intersections can contribute to a
be designed for the 12.6m urban bus. more reliable, more efficient
public transport service. It also
SIGNAL PRIORITY The intersection principles established above are especially relevant
makes it less polluting, as it
The main consideration when accommodating public transport Widely used at prioritised busways to public transport routes, as they are likely to have high levels
leads to less queuing, stopping
vehicles at intersections is to enhance the reliability of the public in many cities, public transport of people on foot, as well as multiple, competing interests in the and starting. Public transport
transport service, and connecting pedestrians to public transport. signal priority allows public road reserve. prioritisation encompasses
Most public transport stops are near intersections, and they are transport vehicles to extend a In order to maintain compact intersections along frequent bus signal coordination, signal
also where most delays are incurred. For instance, in major cities green phase or shorten a red routes (> 12 buses an hour), the techniques to accommodate large priority, dedicated public
globally, over 10% of overall bus trip time and as much as 50% phase, without interfering with vehicle movements should be used. transport-only lanes, as well as
of bus delay is accounted for by waiting at traffic signals. It is the phase sequencing or overall queue jumps or bypass lanes.
estimated that similar percentages apply in Auckland. The following public transport strategies should also
signal timing. The time difference
be considered to maintain compact intersections: Signal coordination and priority
is made up for in the subsequent
Careful attention should be given to the design of cycling facilities • Minimise bus route turning movements strategies are typically used
cycle, when the bus has passed.
and footpaths around public transport stops, as well as how they in conjunction with dedicated
All other signal operations • Consolidate turning movements at one intersection
are integrated with public transport stops. Where space is available, public transport-only lanes and
each mode should be provided with its own space. Where this is remain intact. Using an in-vehicle (instead of at multiple adjacent intersections)
transponder, public transport queue jumps. Where signal
not possible, street and intersection designs should seek to • Consider right turning patterns for bus routes
vehicle drivers can trigger a signal priority and queue jumps are
maximise safety, provide good sight lines, and minimise conflicts. (to minimise intersection geometry).
change on their approach to an provided, the impact on overall
Wherever different users mix together, they must do so with time Other public transport design considerations: signal cycle lengths as well as
to see each other and follow predictable paths at safe, survivable speeds.intersection, ensuring that they the impacts to delay for other
have a green light. This minimises • Consider the mutual benefits of public transport
waiting times at the intersection, priority elements (bus lanes, queue jumps, signal users should be considered.
or eliminates it altogether. This advance, etc.) in intersection design Bus head starts and bypasses
reduction of delays allows public • Consideration should also be given to private transport can be an effective strategy
transport to stay on schedule and operators in areas where large tourist buses and vans are to allocate road space across
it minimises bunching. likely to conduct business on a regular, basis. constrained corridors.
CHAPTER
Intersections 6
Intersection analysis
When considering a redesign of any type of intersection, one should
collect and consider the following features of the intersection:
CONTEXT PEDESTRIAN ACTIVITY SAFETY ANALYSIS

Document gathering places, Note desire lines and where Analyse crash history and
landmarks, transit stations, people linger. Where do assess safety of existing
and other relevant activity. informal crossings occur? Use user conflict points. What
Intersection guidance land use plans, census data and

employment data to assess
may need to be improved
for safe system design?
demand, not just measure
current use. Do older people,
users of mobility aids and
This section presents Roads and streets family children use the intersection?
guidance on a variety of If not, it may indicate
Local Neighborhood District Sub-regional City National
intersection types. suppressed accessibility.
STRATEGIC
The intersection guidance
shows the following (Out of Centre) Arterial Arterial
intersection examples: Arterial
• Roundabout
• Arterial to Arterial
Rural
• Collector to Collector Arterial
DISTRICT
• Collector to Local Street Mixed Use Main Street

• Local to Local Street Collector Collector
Neighborhood
• Laneway/driveway Collector VEHICLE VOLUMES SIGNALISATION
Rural PUBLIC TRANSPORT
• Local network intersection. Collector AND CYCLEWAY ACTIVITY Map and understand Acquire signal plans
The existing conditions, design Calculate the volume of the turning movements (SCATS data) from the
LOCAL ROADS
objectives and recommended Centre Plaza/ people that may move required of the intersection. Auckland Transport
Local Centre -
treatments for each of these Square/ through the intersection. Overlaying vehicle volumes Operations Centre.
Street Local Street
MOVEMENT
intersection types is discussed. Shared gives perspective on the

Rural
Local Road
relative importance of
Guidance focuses on the that link in the network.
desired outcome (design
objectives) and provides a Local Neighborhood District Sub-regional City National Intersection design
roadmap on how to get there, PLACE
by providing recommended After acquiring and analysing the above data, one can begin to make informed decisions on what should
design treatments for each Not all combinations of major and minor roads at intersections be prioritised in the intersection. The following guidance provides illustrated intersection examples
intersection type. Beforehand, are covered, but the design considerations will allow other that show the principles and address the outlined features above. Not all features will be present at all
the existing conditions are to combinations to be understood. Different land use contexts will intersections, especially where existing streets are being altered over time. Network planning will guide
be analysed. require adaptation of the examples to be adapted to the context. what features and considerations are currently required.
Roundabout
CHAPTER
Intersections 6
3 After leaving the roundabout,
Roundabouts are the preferred safe but prior to the pedestrian
intersection type. This is because they and cyclist crossings, drivers
reduce the number of potential conflicts between road users, and lower speed yield to crossing pedestrians
and cyclists in the motorist
and angle where conflicts may occur. yield zone. This zone must
The traffic flow is usually better at provide enough room so that
roundabouts, as approaching drivers only need to wait for a gap in traffic in order the vehicle does not impede
7
the flow of the roundabout,
to enter the roundabout (as opposed to while also ensuring that
having to wait to get a green signal). the vehicle approaches the
Because of this, exhaust emissions and noise levels are lower at roundabouts. crossings perpendicularly
5 to maximise visibility of
pedestrians and cyclists.
Roundabouts take up more corner
space but less approach lane space than 4 A truck apron (a mountable
conventional intersections. Internationally, roundabouts are widely used instead outer portion of the central
4 island) only has a modest
intersections,
of because
their
ofsafety
beneffts.
the
Netherlands
In replacing vertical deflection. This allows
trucks, buses, and emergency
an intersection with a roundabout is vehicles to mount it if needed.
estimated to reduce the number of severe
casualties by around 46%. Where road 5 Similar to protected
1 intersections, corner safety
users face a difficult task at intersections
because of the more complex traffic 3 islands are used to separate
situation (drivers have to make a decision cyclists from conflicting vehicle
about their route, steer their vehicle, and movements on the roundabout
also allow for the unexpected manoeuvres of other road users), roundabouts offer and provide a high degree of
safety and comfort for cyclists.
a simpliffed and straightforward driving
experience that is relatively stress-free. 6
6 Pedestrian crossing islands
ensure that pedestrians only
Traffic flow on roundabouts depends on the
have to cross one direction of
amount of traffic on the approach roads.
traffic at a time, eliminating the
Where traffic on these roads is balanced, a need to look in both directions
good traffic flow on the roundabout is simultaneously, thus reducing
2
ensured. Note that multi- lane roundabouts require specialist design. the stress of crossing.
This
example
discusses
features
that
not
may
be
necessary
roundabouts.
all
at 7 Raised table crossings with
zebra, paired crossing or
signal crossing allow safe
crossings without long delays.
DESIGN OBJECTIVES RECOMMENDED TREATMENTS For high traffic flows, multi-

lane roundabouts may be
By their design, roundabouts pedestrians squarely within of 30 km/h is considered
1 Before entering the 2 Any vehicles approaching required. Additional safety
slow down traffic. The design their view when exiting or appropriate for a roundabout.
roundabout and after passing and leaving the roundabout measures are needed for
must also make drivers yield approaching the roundabout. To ensure this approach speed,
the pedestrian and cyclist must be ready to yield to people on foot or bike, such as
naturally to any crossing At a typical roundabout, the roundabout should meet
crossings, drivers wait in a pedestrians signal-controlled crossings.
pedestrians and cyclists, drivers will sit at a 90-degree certain design requirements, and cyclists. Roundabouts
vehicle storage area for
who must have priority at angle with the crossings for such as featuring consecutive a gap in traffic. The space are designed to reflect this For high or unbalanced flows,
crossings. This is supported cyclists and pedestrians before bends that motor vehicles have must balance the need for priority. entry metering or full signalised
by designing the roundabout proceeding, which ensures to follow when approaching a smooth entrance onto the roundabouts may be safe
in such a way that drivers eye contact between road and driving on a roundabout, or roundabout with the need and efficient, incorporating
have crossing cyclists and users. An approach speed ramped approaches. for low speeds. signal-controlled crossings.
Arterial to arterial
CHAPTER
Intersections 6
Arterial to arterial
intersections exist
wherever arterials 3
intersect. These roads
provide access to the 5
motorway network and
to main street arterials,
and connect to the
wider region. Their main purpose
6
is servicing through
movement. They
are often the most
intensively used by people in vehicles
as places to pass
through, though they
are also destinations in their own right
9
in some places, by
virtue of the land
uses adjacent to these roads.
As the backbone
of the city’s street 4
network, it is 10 8
important to create
adequate facilities for pedestrians
7
and cyclists. This is 2 1
especially important
given that large
intersections can DESIGN OBJECTIVES RECOMMENDED TREATMENTS
become barriers to walking and cycling. 7 Bicycle lanes should lead
The primary function of arterial • Shortened pedestrian It is best to apply design treatments that naturally slow down vehicles and
up to the intersection from
to arterial intersections is crossing distances provide safe methods for pedestrians and cyclists to cross. This can be done
each direction
There is also a to support an exchange of • Accommodated desire lines in a number of ways:
traffic flows where two arterial 8 Pedestrian refuge to allow
unique opportunity • Footpath widths that are
streets intersect. Traffic flows 1 Tightening the kerb radii 4 Corner safety islands pedestrians to focus on one
to redesign these appropriate for retail centres
include and should prioritise will enforces lower speeds prevent cars from turning direction of traffic at a time
arterial streets, which • Safe and attractive facilities for
pedestrian, cycling and public as vehicles are making a into the path of the cyclists as they cross the street and
presently are mostly cyclists and public transport
transport vehicles. turn and provide more and provide more visibility to reduce crossing times.
traffic-dominated places, back into
• Slow down traffic movements pedestrian space. for pedestrians. 9 Direct and visible
These intersections tend to between intersections (40
the urban fabric support retail activity, because 2 Placing the stop line at a 5 Reducing the number of pedestrian and cyclist
km/h for urban areas) slight distance from the single-purpose lanes (and crossings that follow
by supporting the of the great accessibility and
adjacent land uses • Slow down turning vehicles intersection is recommended having multi-purpose lanes desire lines.
visibility of the location.
and minimising the (target turning speed 15 to improve pedestrian and instead) can support a
10 Ramps or raised tables
Providing a safe environment km/h) • Slow down vehicles cyclist visibility. narrower geometry.
number of lanes, on approaches slow
for all street users at these through intersections to
transforming them into better places. 3 Remove slip lanes and add 6 Narrower lanes can save down vehicles, allowing
intersections is achieved by survivable speeds <30 km/h
signalised turn lanes for space and visually narrow safe speeds if drivers fail
the following conditions:
• Public space or vehicles turning across the carriageway, slowing to stop, and protecting
green infrastructure. oncoming traffic. traffic down. people on crossings.
Collector to collector
CHAPTER
Intersections 6
2 Tightening the kerb
'Collector to collector' radii will enforce lower
intersections are speeds as vehicles turn.
common in Auckland and exist wherever
3 Placing the stop line at
the city’s main a slight distance from
streets, mixed-use the pedestrian crossing
and neighbourhood is recommended to
collectors intersect. improve pedestrian
Collector streets visibility. Removing
on-street parking along
provide access to
the roads leading up to
neighbourhoods and residential streets,
4 the intersection is advised
and connect to the 4 as well, as it frees up
wider urban area. further space to keep
They are focal points crossing distances short.
of neighbourhood
activity and retail. They 4 Where capacity allows,
are often the most reducing the number of
intensively used by single-movement lanes
2
pedestrians, both as (and having multi-purpose
places to pass through lanes instead) can support
and destinations. As the a narrower geometry. In
backbone of the city’s addition, understanding
7 the number of through and
walking network, it is important to create adequate facilities
turning vehicles in each lane
3 is important, to optimise
for pedestrians and allocation of lanes and avoid
to provide pedestrian 6 sudden lane change.
amenity in collector to collector Intersections.
5 Narrowing lanes is also
1 highly recommended;
many medium streets
have excessively wide
lanes and some of these
are widened even further
at intersections. Narrower
lanes do not only save
5 space, they also visually
narrow the carriageway,
slowing traffic down.
DESIGN OBJECTIVES RECOMMENDED TREATMENTS
6 Provide protected,
The primary function of collector Providing a safe environment • Safe facilities for cyclists and It is best to apply design 1 By removing excessive
yet concurrent turn
to collector intersections is for all streets users at public transport treatments that intuitively slow markings on the carriageway,
controls to allow cycle
to support an exchange of collector to collector • Slow down traffic movements vehicles down, and make it safer, centre lines in particular,
and pedestrian through
traffic flows where two main intersections is achieved by between intersections and quicker for pedestrians drivers become more
movement priority.
streets intersect. Traffic flows the following conditions: (target 30 and cyclists to cross. This can observant of their
include and should prioritise km/h for local streets, 40 be done in a number of ways: surroundings, and will begin
• Shortened pedestrian 7 Ramps or raised tables
pedestrian, cycling and public km/h for neighbourhood to slow down, as their desired
crossing distances on approaches slow
transport traffic. In most cases, collectors) • Slow down turning vehicles position on the carriageway down vehicles, allowing
these intersections support a • Accommodated desire lines (design turning speed 15 km/h) is less clear. Limit markings safe speeds if drivers fail
wide variety of retail stores. • Footpath widths that are • Public space or to the minimum required for to stop, and protecting
appropriate for retails centres green infrastructure. safe intersection control. people on crossings.
Collector to local street
CHAPTER
Intersections 6
Collector to local 4
intersections 5
are where traffic
transitions from
busier streets, often
characterised by
higher speeds, to the 7
more quiet residential,
commercial, industrial, 4
or urban mixed-use 1
streets; characterised 2
5
by a limited amount of vehicle traffic.
There is a potential
change between the
continuing collector 6
street and the local side street in terms
of prevailing speeds,
traffic volumes,
land uses, public
transport service and pedestrian amenity.
DESIGN OBJECTIVES RECOMMENDED TREATMENTS
Turning speeds from the to achieve simultaneously. In A key set of outcomes 1 Provide pedestrian 3 On-street parking may 5 Provide a threshold to
medium street to minor street these situations, the design that any collector to priority through be reclaimed for other the different street type.
should be slow. Tight kerb radii should clearly reflect the local intersection must uses, or reduced and
a combination of
are advised to help achieve appropriate user hierarchy seek to achieve: balanced with other 6 Introduce kerb
techniques, including
this. for the street, and prioritise • Minimised crossing kerbside functions. extensions in order
a raised crossing in
people walking and cycling. In distances line with pedestrian to reduce pedestrian
These intersections should
light of this, it is important to desire lines. The raised 4 Provide protected cycle crossing distance.
be designed to provide a • Safe (and where
slow speeds on local streets to platform reinforces lanes. The cycle lanes
safe and easy crossing for all possible, level)
no more than 30 km/h (with pedestrian priority and provide a buffer between 7 Remove the splitter
users, including children, the pedestrian crossings
40 km/h being the advised top encourages slow speeds the footpath (including island where it is present.
elderly and people on bikes. • Defined entryways onto
speed for the collector street). for turning vehicles. outdoor seating areas)
This includes crossings across the side street (raised
The intersection must be Platform ramp slope is and the carriageway and 8 Keep kerb radii
the local street, and across crossings or speed bumps
designed for the design vehicle designed to achieve the may help accommodate small to slow down
the collector street. Creating a and not for the control vehicle. may achieve this)
desired turning speed. occasional larger vehicle turning vehicles.
compact and safe intersection (See also Chapter 4 Design • Enforced slower speeds. turns made by the control
for all modes may be difficult Controls.)
2 Traffic lanes are reduced vehicle, as they enlarge
in size to reinforce slower the effective turning
traffic speed. radius.
Local to local street
CHAPTER
Intersections 6
5 Placing the limit line at
Local to local a slight distance from
intersections the pedestrian crossing
make up the bulk is recommended to
of intersections in Auckland. improve pedestrian
visibility. Removing
on-street parking along
They are the quiet the roads leading up to
10
intersections between the local streets the intersection is advised
as well, as it frees up
that make up the 7
further space to keep
fabric of Auckland’s neighbourhoods. 8 crossing distances short.
Whether they are 6 Introduce mini-

situated in residential, roundabouts where
commercial, industrial 3 6 appropriate (best
or mixed-use districts, local streets tend introduced at regular
intervals to help keep
to be characterised speeds low throughout
by comparatively the street network).
low volumes of vehicular traffic. 2
7 Add missing footpaths
where deficiencies exist
They are the places in the footpath network.
where people live, work and socialise. 1 4 Where it is possible,
footpaths must be
5
provided on both sides
of the road.
8 Close redundant links.
9 At T-intersections, align
the side street and
DESIGN OBJECTIVES RECOMMENDED TREATMENTS ongoing street intersect at
a 90-degree angle.
The primary functions of • Slow down traffic • Accommodate pedestrian as public space, or as green 1 Square the intersection
local streets is to support movements along segments desire lines. This is infrastructure such as rain by removing oversized 10 Provide pedestrian
daily activities such as (with a maximum of 30 particularly critical at gardens, bioswales, street kerb radii. facilities along desire lines.
walking to school and km/h for local streets). pedestrian crossings. trees, or berm gardening. These can be distinguished
2 Remove pedestrian splitter using a different form of
nearby destinations, Detours should be avoided
• Slow down turning vehicles • Consider strategies across islands where these exist, pavement material for
encouraging social and pedestrian crossings
(with a maximum turning the wider network (traffic and instead shorten crossing
interaction among should be kept as close to the pedestrian crossing.
speed 15 km/h). calming, local paths). distances by narrowing
neighbours and creating a the intersection as possible.
pleasant living environment. Interventions across a the street’s geometry. 11 Consider adding traffic
• Enable eye contact between
In some cases, these • Re-allocate roadway space network of streets might calming elements that
users where mixing occurs. 3 Shorten pedestrian
intersections support to public space or green work together to bring provide vertical deflection,
crossings with kerb
important local services • Shorten pedestrian crossing infrastructure. Currently, the speeds down across in order to effectively slow
build-outs.
such as dairies and shops. distances. This might roadways on local streets neighbourhoods, and to make traffic. These could be
be achieved by scaling tend to provide communities more liveable. 4 Remove road markings either raised tables that
Creating a safer down the kerb radius except limit lines at
far more space than is span the intersection, or
environment for all street and by implementing • Manage traffic volume crossroads. The removal
required for regular vehicle individual speed bumps
users at local to local kerb build-outs, and by and speed so that people
operations. Excess roadway of centre lines encourages on each of the approaches
intersections is achieved by narrowing travel lanes. on bikes can travel safely
space can be repurposed drivers to reduce their speed. to the intersection.
the following conditions: with other vehicles.
Laneway or driveway Local network intersection
CHAPTER
Intersections 6
5 4 6
3 7
6
Local network
4 Intersections are
integral to ensuring
3 that low traffic
speeds and volumes
7 1 are achieved for a
Laneways and cycling and walking friendly environment
driveways intersection 2
treatments can
Often, this will
drastically improve pedestrian amenity
mean restricting
on city streets. access for private
vehicles. The above diagonal diverter
Simple design
measures can ensure is one example of
1
that the pedestrian safety and priority many types of local
network intersections. For more, refer
is maintained with
both laneways and driveways. to the Local Path
Design Guide.
RECOMMENDED TREATMENTS RECOMMENDED TREATMENTS
1 Install steep ramp profiles 2 Consistently apply very 7 Ensure that the 1 This treatment is 4 Gaps between bollards 7 These intersections can
that slow down vehicles. small corner radii of less driveway ramps are recommended in should be around 1.5 m to provide an opportunity
than 2 m. minimised and do not areas with sufficient provide for bicycles, but for landscaping; native
3 Ensure that the footpath extend into the clear access options in the not motorised vehicles. and low-maintenance
treatment is level and 5 Add a stop line or speed pedestrian travel zone. street network. plants are recommended.
uninterrupted across hump at the exit of the 5 Sharrow markings may be Planting should not
the intersection. laneway or driveway, Overall design treatment 2 No parking should be used for wayfinding and obstruct visibility and
before the footpath. should ensure that these allowed around the warning purposes. should be <1.0 m high
4 Footpath material should intersections between central diverter. in general.
reinforce the continuity 6 Overall laneway width is main roads and laneways 6 Consider alternate
of the path and be distinct minimised by allowing or driveways are clear 3 Use reflective pavement emergency response
from the roadway vehicles to share adjacent entry points or transitions markings and signage to routes.
material. This helps to lanes, or (preferably) into a different type increase visibility at night.
enforce proper yielding by limiting vehicles to of environment.
behaviour by motorists. one direction.
Resources
Glossary of terms a-z

ACCESSIBILITY Ease of access/egress to any location by walking, cycling, public
transport and private vehicles, or for commercial vehicles. In
terms of those with disabilities (including the elderly), the aim is
to provide those pedestrian citizens with greater accessibility to
the outdoors throughout the year.
ACTIVE MODES See Active Transport
ACTIVE TRANSPORT Any mode of transport by which people use their own energy
to power their motion, including walking, running, cycling,
skateboarding, inline skating and use of a manual wheelchair.
ACTIVE STREETS Streets where building edges/frontages are oriented toward,
and are directly accessible from, the street by foot to promote
pedestrian activity.
ARTERIAL ROADS Roads intended to carry large volumes of traffic between
areas (through traffic) with fewer access opportunities
to adjacent developments.
BARRIER-FREE A design characteristic that maximises accessibility for persons
with physical or cognitive difficulties.
CAPACITY (ROADWAY) Maximum hourly rate at which vehicles can reasonably be
expected to pass a given point under prevailing roadway, traffic,
and control conditions.
CARRIAGEWAY The (kerb-to-kerb) section of a street or road that is primarily
used by motor vehicles, but may also be used by pedestrians and
cyclists. It is legally defined as roadway.
COLLECTOR ROADS Roads that provide neighbourhood travel between local and
arterial roads and direct access to adjacent lands. Buses
generally operate on collector roads within neighbourhoods.
COMPLETE COMMUNITY A community that is fully developed and meets the needs of local
residents through an entire lifetime. Complete communities
include a full range of housing, commerce, recreational,
IN THIS CHAPTER institutional and public spaces. They provide a physical and
social environment where residents and visitors can live, learn,
Glossary of terms 199 work and play.
References 204 COMPLETE STREET A street that moves people, by foot, bike, bus and car; provides
places where people can live, work, shop and play; supports the
natural environment; facilitates movement of trucks and service
vehicles, and supports our economy.
RESOURCES
CONNECTIVITY Connectivity entails how easily and directly users can move HOME ZONE A type of shared street in a residential area which may also
through street networks. include items of street furniture that would normally be used
CORNER RADII The measure of how broad or tight corners are at a junction, within areas of open spaces.
measured from the outside of a kerb or the outside of a cycle HORIZONTAL DEFLECTIONS Changes that occur within the horizontal alignment of the
lane (where present). carriageway, such as pinch points, that slow vehicles and require
CYCLE FRIENDLY A street environment designed to allow cyclists to move about in drivers to change direction.
safety and comfort. HUMAN SCALE A person’s perception of the size, scale, height, bulk and/or
DENSITY The number of dwelling units, square metres of floor space, or massing of buildings and other features of the built environment.
people per acre or hectare of land. INTEGRATED Highly connected street networks that support the integration of
DESIGN SPEED Design speed is the speed selected as a basis to establish STREET NETWORKS IMPERVIOUSland
SURFACES
use and transport.
appropriate geometric design elements for a particular section Mainly artificial structures such as building roofs, roadway
of road. Essentially, it is the maximum speed at which it is pavements, footpaths and car parks that cannot be easily
envisaged/intended that the majority of vehicles will travel penetrated by water, thereby resulting in runoff.
under normal conditions.
LEGIBILITY The ease in which a user can navigate a street or street network
DESIRE LINES Normally the shortest route from one place to another, but can
using a series of environmental cues, such as buildings and
also be the most convenient, easy to use or comfortable route
landmarks.
between two places.
ENCLOSURE (SENSE OF) A condition created by providing a continuous line of buildings LEVEL OF SERVICE (LOS) An indicator of the quality of operating conditions for the
and/or street trees that has the effect of calming traffic and transport system that may be applied to cycling or walking
creating a greater perception of safety, especially for pedestrians facilities (to reflect safety, connectivity, convenience and
and cyclists. comfort), transit service (to reflect speed, reliability, frequency
and passenger comfort) or roadways (to reflect the ratio of
FOOTPATHS The area within the road reserve that is generally reserved for vehicle demand to roadway capacity, and resultant delay).
pedestrian use.
LINK The role of the street in serving as a facility for the movement of
FORMAL OR Crossings that require motorised traffic to stop to let people through the corridor.
FORMALISED CROSSINGS pedestrians cross. These can include zebra crossings and
signalised crossings. LOCAL PATHS A road or street designed to slow down traffic, limit traffic
volumes, facilitate cycling and walking, and to reduce
FREQUENCY (TRANSIT) The number of transit units (buses or trains) on a given route or
environmental impacts and discharges to the storm sewer
line, moving in the same direction, that pass a given point, within
system. Local paths provide amenity and are pleasant, slow-
a specified interval of time, usually 1 hour.
traffic roads and streets that are inviting routes for walking and
FUNCTIONAL CLASSIFICATION Functional classification is the process by which streets and cycling. Local paths utilize storm water management strategies
highways are grouped into classes according to the land use, with features such as street trees, landscaped swales and special
service function, traffic volume and speed, flow characteristics, paving materials that allow infiltration and limit runoff. Increased
vehicle type, and connections. vegetation may also improve air quality.
GREEN INFRASTRUCTURE An interconnected network of natural green and engineered LOCAL ROADS Roads that provide direct access to adjacent lands and serve
green elements applicable at multiple scales. Natural green neighbourhood travel.
elements include the conservation and integration of traditional
green elements including trees, wetlands, riparian areas MIXED USE A development, street or broader area that contains a range of
and parks. Engineered green elements include systems and different land uses.
technologies designed to mimic ecological functions, or to MODE (OR MODAL) SPLIT The proportion of total person trips using each of the various
reduce impacts on ecological systems. Examples include green modes of transportation. The proportion using any one mode is
alleys, green buildings and green roadways. its modal share. Together, transit, cycling, and walking trips make
GREENWAYS See local paths. up the non-auto modal share.
GREENFIELD DEVELOPMENT Urban development where there is no need to demolish or MODE SHARE The percentage of person-trips made by one travel mode,
rebuild any existing structures. Typically, this development relative to the total number of person-trips made by all modes
occurs on the periphery of the metropolitan area. MODE SHIFT The shift away from single-occupant vehicle use and
HIGH-OCCUPANCY A vehicle occupied by multiple occupants, usually 2-3 or more dependency to an increased variety of transport mode usage for
VEHICLE (HOV) occupants. Often HOVs are defined by a local regulation or sign, various types of trips.
indicating how many occupants are required for the vehicle to
NODES Major places of convergence and interchange between different
be able to travel in a separate lane for HOVs. Buses are usually
forms of transport.
included by rules and resolutions.
RESOURCES
NEIGHBOURHOOD A residential area with an appropriate mix of housing types with SPEED LIMIT The legally-defined maximum speed of vehicles on a transport
convenience-type commercial facilities and, where appropriate, facility. The speed limit is sometimes referred to as the posted
schools or park facilities. speed, though not all speed limits are posted.
OPERATING SPEED The prevailing speed of traffic on a transport facility. Typically SPEED MANAGEMENT Processes and techniques to preserve neighbourhood liveability
quantified as the 85th percentile speed (i.e. the speed at or by mitigating excessive traffic speeds in neighbourhoods where
below which 85% of vehicles are traveling at or below). traffic volume or short cutting is not the concern.
PASSIVE SURVEILLANCE Overlooking of streets and spaces from adjoining buildings. STOPPING SIGHT DISTANCE The distance ahead a driver needs to see in order to stop safely
should an obstruction enter their path.
PEDESTRIAN-FRIENDLY See Walkable.
STREET In this guide, any public road within an urban area. This is to
PERMEABILITY The degree to which an area has a variety of pleasant,
remind users of the guide of the need to consider all street uses
convenient and safe routes through it.
and activities, physical features and surrounding context, even
PLACE The role of the street in serving as a destination for people to when designing expressways and highways in the urban area.
spend time.
STREET FURNITURE Items placed within the street with the purpose of directing
PLACEMAKING Placemaking is the process of creating spaces, such as squares, movement and/or enhancing its place value, including public art,
plazas, parks, and streets, that will attract people because they lighting, bollards, guardrails, seating and cycle parking.
are pleasurable or interesting.
STREET TYPE Street type defines a street, taking into consideration the land use
PUBLIC REALM The region of a road reserve between buildings and the driving context, the relationship of the buildings to the street and the
lanes used by pedestrians. It can include footpaths, street number of travel lanes, users, volume, type and speed of traffic.
furniture, street trees, signs, street lights and patio space.
STREETSCAPE All elements that make up the physical environment of a street
PUBLIC TRANSPORT Public transport is a shared passenger transport service which is and define its character. This includes paving, trees, lighting,
available for use by the general public, as distinct from modes building type, setback style, pedestrian, cycle and transit
such as taxicab, carpooling or hired buses, which are not shared amenities, street furniture, etc.
by strangers without private arrangement.
SURVIVABLE SPEED Based on research into survivability, means there is less than 10%
ROAD RESERVE Publicly owned land containing carriageway, paths, street chance of a fatal injury in an impact at this speed.
furniture, landscaping and/or utilities.
SUSTAINABLE MODES Transport that has a lower impact on the environment, including
ROAD DIET A technique to reduce the number of lanes on a roadway cross- OF TRANSPORT TRAFFIC CALMING
walking, cycling and public transport.
section. One of the most common applications of a road diet is to
improve space for other users (e.g., pedestrians, cyclists) in the The elements of a streetscape that are designed to slow the
context of two-way streets with two lanes in each direction. speed of traffic.
TRANSIT-ORIENTED A walkable, cycleable, mixed-use form of development typically
SAFE SYSTEM Aims for a more forgiving road system that takes human fallibility
and vulnerability into account. While alert and compliant road DEVELOPMENT (TOD) focused within 600 m of a rail or busway station. Its intent is to
user behaviour is promoted, under a Safe System we design create mobility options for a higher density of transit riders and
the whole transport system to protect people from death and the local community.
serious injury. Vision Zero has a stronger ethical emphasis. TRAVEL MODE The selected method of travel, such as automobile use (driver
SECURITY The real or perceived sense of personal security, including the or passenger), public transport (bus, light rail, trains), or active
condition of being protected from criminal activity such as transport (including walking, wheel chair use, jogging, cycling
assault, theft and vandalism. and in-line skating).
SEGREGATION Streets within which interactions between modes of transport TYPOLOGY Defines the key geographic areas within the urban boundary
are discouraged or prevented through the use of a series of that share common characteristics. Typologies establish the
barriers and other design measures. framework within which more detailed land use designations and
policies can be established. Integral to each typology and the city
SELF-EXPLAINING When road design communicates through layout and as a whole are the Road and Street Palette and public transport
ergonomics or instinctive design techniques. services, which are integrated with land use or typologies.
SHARED USE PATH A facility for active transport modes (including walking, wheel UNIVERSAL DESIGN The design of products and environments to be usable by all
chair use, jogging, cycling, and in-line skating) which is generally people (of all abilities) to the greatest extent possible, without
constructed to a wider, asphalt standard, but may be concrete or the need for adaptation or specialized design.
granular.
URBAN FOREST All the trees and associated vegetative under-story in the city,
SHARED STREETS A street where pedestrians, cyclists and vehicles share the main including trees and shrubs intentionally planted, naturally
carriageway and where pedestrians have priority of movement occurring, or accidentally seeded within the city limits.
over other users.
RESOURCES
UTILITIES Facilities
for
gas,
electricity,
telephone,
cable
television,
water,
storm
and
sanitary
sewer. Best Practices for Complete Streets
SacramentoTransportationandAirQualityCollaborative,
October2005
VERTICAL DEFLECTIONS Changes
that
occur
within
the
vertical
alignment
the
of
carriageway,
such
speed
as bumps,
that
require
drivers
slow
todown.
Do Complete Streets Cost More Than Incomplete Streets?
Shapard, J., and Cole, M., TRB 2013 Annual Meeting, August 2012
VISION ZERO More directly states the zero-harm goal of a safe system and is
ethically based – it is unacceptable that people should die or be seriously injured as a result of a road crash. CYCLEWAY DESIGN Building the Protected Intersection
Alta Planning + Design, December 2015
VULNERABLE USERS Road users who are most at risk—pedestrians and cyclists, Christchurch Cycle Design Guidelines
specifically children, the elderly, and people with mobility, visual and cognitive impairments. Christchurch City Council, 2013
Design manual for bicycle traffic CROW, 2007
WALKABILITY The extent to which the built environment allows people to walk to Cycle Infrastructure Design
get to everyday destinations for work, shopping, education, and Department for Transport (U.K.), October 2008
recreation. Walkability can be affected by street connectivity, mix of land uses, destinations and pedestrian infrastructure.
Bicycle Facility Evaluation
District Department of Transportation, April 2012
WALKABLE An environment designed to make travel on foot convenient,
attractive and comfortable for various ages and abilities. A Summary of Design, Policies, and Operational
Considerations include directness of the route, interest along the Characteristics for Shared Bike/Bus Lanes
route, safety, amount of street activity, separation of pedestrians Florida Department of Transportation, July 2012
and traffic, street furniture, surface material, footpath width, Oslostandarden for sykkeltilrettelegging
prevailing wind direction, intersection treatment, kerb cuts, ramps and landscaping. Oslo Kommune Sykkelprosjektet, 2016 (Oslo Standards for Bicycle
Planning City of Oslo Bicycle Agency, 2016).
DESIGN CONTROLS Street Conflict, Power and Promise: Liveable Streets:
Humanising the Auto-Mobility Paradigm Appleyard, B.S.,
The references are cited in the
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Calle urbana y carretera

Introducción 04 Controles de diseño

Composición vecinal 51 Disposición ciclista 172

2 MANUAL DE DISPOSITIVO DE TRANSPORTE ?GUÍA DE DISEÑO DE CALLES Y CAMINOS URBANOS

Introducción Shane Ellison

4 MANUAL DE DISPOSITIVO DE TRANSPORTE ?GUÍA DE DISEÑO DE CALLES Y CAMINOS URBANOS

Policy setting AUCKLAND REGIONAL REGIONAL PUBLIC TRANSPORT PLAN

6 TDM | URBAN STREETS AND ROADS DESIGN GUIDE 7

Private entities looking to

The Roads and Streets

future outcomes. what connections should

Note: The Roads and Streets

8 TDM | URBAN STREETS AND ROADS DESIGN GUIDE 9

Design Guides Design Tools

how the various activities

cases, not everything will be

the engineering parameters and

10 TDM | URBAN STREETS AND ROADS DESIGN GUIDE 11

How to use the Transport Design Manual

12 TDM | URBAN STREETS AND ROADS DESIGN GUIDE 13

Auckland is rapidly emerging as a

and urbanisation at an unprecedented rate,

This chapter sets out principles founded on safety,

Vision Zero & urban street design 18

Integrated design – the art of street design 26

System design: Movement through places 28

14 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 15

Local Engineers, Planners

O’Connell Street, after being converted to a shared space Quay Street

16 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 17

No death or serious injury

Vision Zero &

Safe transport is vital to our city’s success and is a primary

18 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 19

TAXONOMY OF DANGEROUS ACTIONS Unintentional errors

20 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 21

22 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 23

What is the problem? Crashes Fatalities and serious injuries

24 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 25

DESIGN FOR PEOPLE

26 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 27

CHOOSING SAFE ACTIONS

28 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 29

TECHNOLOGY Technology is dramatically altering the way we travel and our

Multi-modal access and interchange will increasingly require

30 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 31

The natural environment is protected, restored

MAURI TU ENVIRONMENTAL HEALTH

Environmental health is protected, maintained

MAHI TOI CREATIVE EXPRESSION

Iwi/hapū narratives are captured and expressed

NGĀ TOHU THE WIDER CULTURAL LANDSCAPE

Mana whenua significant sites and cultural

AHI KĀ THE LIVING PRESENCE

Iwi/hapū have a living and enduring presence

32 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 33

at varying scales and

Land use composition 52

Building edges and street activity 52

Parking location and supply 53

Street types in neighbourhood context 60

36 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 37