Manukau City Council Plan Change 20

Transcription

Manukau City Council
Plan Change 20 Flatbush Stage 2
Integrated Transport
Assessment (ITA)
October 2010
Flatbush Stage 2 Integrated Transport Assessment
51/28971/01/Flatbush ITA_V01.doc
Contents
1.
2.
3.
4.
5.
Introduction
1
1.1
Overview
1
1.2
Background
2
1.3
Flat Bush Structure Plan and Staging of Land Release
2
1.4
Purpose of Plan Change 20
3
1.5
Flat Bush Transport Design Guide
3
1.6
Format, Scope and Exclusions of this ITA
5
Process and Consultation
7
2.1
Process
7
2.2
Consultation
7
Proposed Plan Change 20 and Transport Aspects
9
3.1
General Content of Proposed Plan Change 20
9
3.2
Transport Aspects in Plan Change 20
10
3.3
Summary
21
Improvements to Influence Travel
23
4.1
Travel Characteristics
23
4.2
Integration between land use and transport
23
4.3
Passenger Transport
24
4.4
Flat Bush Sustainable Transport Plan
25
4.5
Flat Bush Road Network Upgrade Package
26
4.6
Flat Bush Transport Design Guide (TDG)
26
Mode Share
27
5.1
Current Modal Split
27
5.2
Proposed Modal Split
27
6.
Appraisal of Impacts
29
7.
Mitigating Impacts
33
8.
Implementation of Transport Infrastructure
35
8.1
Arterial Road Network
35
8.2
Collector and Local Network
35
8.3
Passenger Transport
38
8.4
9.
Off-road walking and cycling network
38
Planning and Policy Framework
39
9.1
Manukau City Council District Plan
39
9.2
Land Transport Management Act
40
9.3
Regional Policy Statement
40
9.4
Regional Land Transport Strategy
40
9.5
Regional Land Transport Programme
41
10. Summary and Conclusions
43
Table Index
Table 2.1
Transport aspects contained in Proposed Plan
Change 20 and location in PC20
11
Table 2.1
Continued
12
Table 5.1
Current Modal Split – Flat Bush
27
Table 5.2
Current Modal Split – Manukau City
27
Table 5.3
Expected Modal Split – Flat Bush
27
Table 6.1
29
Table 9.1
Section 17.10.3 from MCC District Plan
39
Figure Index
Figure 1.1
The Flat Bush area within the Auckland Region
1
Figure 1.2
Flat Bush Structure Plan
4
Figure 1.3
Flat Bush Land Release Staging Plan
5
Figure 1.4
Current and Proposed Flat Bush Structure Plan
6
Figure 3.1
Sub-catchments for altnerative local road layotus
and key local road connections to be maintained
14
Figure 3.2
Flat Bush Road Hierarchy
15
Figure 4.1
Proposed QTN and LCN Bus Network for Flat Bush
24
Figure 4.2
Revised Proposed Bus Network for Flat Bush
25
Figure 4.3
Proposed Cycling and Walking Network for Flat
Bush
26
Figure 8.1
East of Murphy’s Road Catchmetn Area
36
Figure 8.2
Financial contribution strategy for Collector Road
with development on one side only
37
Appendices
A
1.
Introduction
1.1
Overview
All plan changes in the Auckland Region must be accompanied by an Integrated Transport
Assessment or ITA. GHD have been commissioned by Manukau City Council to assist in the
preparation of this ITA which has been developed in support of Proposed Plan Change No.20
(PC 20) to the Manukau District Plan (Operative 2002). The Proposed Plan Change 20 relates
to a portion of the greenfield development area of Flat Bush.
The purpose of this ITA is to demonstrate how transport and land use have been integrated in
the development of Stage 2 of Flat Bush and to illustrate how the plan change affects transport.
A location map of the Flat Bush area within the wider Auckland Region context is provided in
Figure 1.1 below.
Figure 1.1 The Flat Bush area within the Auckland Region
1
1.2
Background
Flat Bush is New Zealand’s largest and most comprehensively planned new town project. It is
located on approximately 1730 hectares of land in the south east of Manukau and is expected
to reach a population of at least 40,000 people by 2020 - a similar population to Nelson.
It is one of seven Greenfield areas earmarked to accommodate significant future growth in the
Auckland Region, which together with the planned intensification of a number of existing town
centres, will provide for the growth planned in the Auckland Regional Growth Strategy – 20501.
Flat Bush will provide a mixture of housing densities serviced by five smaller neighbourhood x
centres (mixed use commercial centres), seven new state schools, a large community library,
combined with an art, aquatic and recreation centre in a newly created Barry Curtis Park. The
park encompasses 94 hectares and will be a regionally significant park. A second large green
space is proposed encompassing the existing Murphy’s Bush further south. The heart and soul
of Flat Bush is a new 20 hectare town centre, which will have a wide diversity of shops, cafes,
offices and community facilities, as well as some residential units within it.
Flat Bush has been developed with a unique focus on environmental sustainability. A key
feature of this has been the retention of the natural waterways and gullies creating a 45km
‘green finger’ or park network throughout Flat Bush.
The original vision for the Flat Bush area was developed as part of extensive community
consultation undertaken in 1997. This led to the adoption of the Development East Tamaki
Concept Plan in 1999, which was then used as the basis to develop Variation 13 to the
Manukau City Council District Plan and a Comprehensive Catchment Management Plan. The
latter was used to obtain a Comprehensive Stormwater Discharge Consent from Auckland
Regional Council. Variation 13 was notified in 2001 and was made operative in 2006 following
the resolution of 30 appeals to the Environment Court.
While most of Flat Bush is being developed by the private sector, Manukau City Council is
playing a strong role in planning and creating the town; ensuring an integrated approach, a
focus on sustainable development and putting the community's needs as a high priority. This
approach saw the council's work on Flat Bush win the Gold award for Environmentally
Sustainable Project at the 2007 International Awards for Liveable Communities.
1.3
Flat Bush Structure Plan and Staging of Land Release
The Manukau City Council District Plan identifies a broad structure plan for the development of
the Flat Bush area, however, the land is being released for development in a staged manner.
This staged release was deliberate to enable Council to undertake a review of those areas
already developed before releasing further land and to consider whether the spatial structure
and built form of the development to date has met the original objectives. It also allowed
development to be sequenced to allow infrastructure to be progressively extended at the
release of each stage.
The release of land was divided up into three stages. The first release of land consisted of
approximately 590ha of land - 35% of the overall Flat Bush Structure Plan area. Most of the
area released as part of Stage 1 has now been developed.
1
Produced by the Auckland Regional Council (ARC), November 1999.
2
There are currently approximately 8,600 people living in Stage 1. This is estimated to rise to
15,800 when development of the area is fully complete.
Stage two of Flat Bush covers approximately 350 hectares, in an area south of Flat Bush School
Road and east of Murphys Road, as well as vacant land around Barry Curtis Park. The
projected population for Stage 2 is 14,400.
The projected population for Stage 3 is 6,300. The remainder projected population will be living
either in the Town Centre or Countryside zone (along the eastern edge of the area).
The Flat Bush Structure Plan (as proposed by PC20) and a schematic figure illustrating the
staging plan for Flat Bush is shown in Figure 1.2 and 1.3 overleaf
1.4
Purpose of Plan Change 20
With more than 70% of Stage 1 committed to development, there is a need to finalise planning
and release land for Stage 2 to enable the uninterrupted progress of development in Flat Bush.
Prior to releasing additional land, a review was undertaken of the built form of Stage 1. This
review made a number of recommendations to improve outcomes for the remaining
development of Flat Bush. A key recommendation was the need to develop a more detailed
Structure Plan to give better guidance to development. This led Council to begin preparation of
a proposed Masterplan for the further development of Flat Bush in September 2009.
Following community and stakeholder input, the proposed Masterplan was finalised and along
with a new Flat Bush Transport Design Guide was adopted by Council on 7 September 2010.
The main purpose of proposed Plan Change 20 is to release the Stage 2 area of Flat Bush for
development. In addition, the Plan Change introduces some proposed additions and
amendments to the existing District Plan provisions for subdivision and development. These
changes are intended to address shortcomings in the development of Stage 1 and better
achieve good quality built outcomes that are more in line with the original vision for Flat Bush.
1.5
The Flat Bush Transport Design Guide is a non-statutory supporting document to Plan Change
20. Its purpose is to provide guidance to the provisions of the District Plan with regard to street
design and intersection control to cater for all modes of transport from pedestrians to cycling,
motor vehicles and buses. The objective is to facilitate good and safe accessibility for residents
while maintaining a sense of neighbourhood and having streets with good living amenity. The
guide will be used by Council as a tool to assess development applications in Flat Bush.
Reference to this guideline is made throughout this report. The Flat Bush Transport Design
Guide is included in Appendix A.
3
Figure 1.2 Flat Bush Structure Plan (as xproposed by PC20)
4
Figure 1.3 Flat Bush Land Release Staging Plan
1.6
Format, Scope and Exclusions of this ITA
This report has been produced in accordance with ARTA’s guidelines for ITA’s - the ‘Integrated
Transport Assessment Guidelines & Supplementary Documents, October 2007’. Manukau City
Council also undertook early consultation with the Auckland Regional Transport Agency (ARTA)
in developing the structure, content and appropriate scope of this report.
The main purpose of this ITA is to provide information on how transport and land use have been
integrated in the development of Stage 2 and to illustrate how the plan change affects transport.
In determining the scope for this ITA it is important to note that the Structure Plan to develop the
greenfield area into an urban area for 40,000 people is already approved. The key change
presented by Stage 2 of most relevance to this ITA is that a more finely-grained road network
has been determined, via the Masterplan, and which is now incorporated in the proposed new
Structure Plan. This is illustrated in Figure 1.4 overleaf. Therefore, Plan Change 20 does not
affect the total approved provision for a population of 40,000 people, land-use mixes or
expected traffic generation.
5
Based on this, areas in which this ITA has focussed on are:

Noting the transport-related areas identified in the Flat Bush Stage 1 review in need for
improvement and the initiatives in Plan Change 20 to address this;

The measures taken to encourage access by all modes of transport, including passenger
transport, walking and cycling;

Anticipating mode share;

Outlining how transport infrastructure will be implemented, e.g. whether any financial or
other contributions are required; and

How well the development meets general and specific policy objectives for the area.
Areas in which this ITA does not deal with as it was not considered necessary are:

Traffic generation forecasts. No specific transport modelling has been undertaken for
Stage 2 as the area was modelled as part of the whole Flat Bush development Plan
Change in 2005. Also because Stage 2 does not affect the total population prediction of
40,000 people, land-use mixes or expected traffic generation. Further, no significant
changes to the travel patterns are expected as there are no changes to the connections
between the internal and external roading networks, only internal layout changes.

CO2 emissions and noise as these matters have been addressed in the Structure Plan and
Plan Change 13.
Figure 1.4 Current and Proposed Flat Bush Structure Plan
Current Flat Bush Structure Plan contained in the
District Plan
Proposed new Flat Bush Structure Plan. The
figure highlights the revised and more detailed
required road network within Stage 2.
6
2.
Process and Consultation
2.1
Process
Detailed work on the Masterplan commenced in September 2009. Development of the
Masterplan was lead by the Council’s Urban Design and Planning Team however was guided
by a multi disciplinary team within the Council including representatives from Transport
Planning, Transport Infrastructure Delivery, Parks, Stormwater and Resource Consents.
2.2
Consultation
Informal consultation on the draft Masterplan for Stage 2 was undertaken by way of posting out
a summary of the Draft Masterplan document with comment return forms to all residents within
the immediate environs of Flat Bush and identified key stakeholders. Closing for public
comment was on 21st May 2010.
In terms of transport, positive feedback from both the New Zealand Transport Agency (NZTA)
and ARTA was received. ARTA provided an indicative bus route network plan for the area
which has been incorporated into the Flat Bush Transport Design Guide.
Public open days were also held during April and May 2010. This feedback was supplemented
by dialogue with key stakeholders, the Flat Bush Sounding Board and the Community Boards
Otara and Botany-Clevedon for incorporation into the final Masterplan, Plan Change 20 – Flat
Bush and supporting Flat Bush Transport Design Guide. In addition, residents and key
stakeholders were invited to participate in a workshop on the 10th June 2010 to discuss the key
issues raised in the feedback.
Some of the key transport-related feedback given included:

Support for the grid road network for the many benefits it offers all road users;

Whilst there was support for the grid road network, there was some concern that the longer
straighter roads would encourage greater levels of speeding by drivers;

Need to provide developers and landowners with some flexibility on final local road layout.
All of these points have been addressed in the final PC20 and via the Flat Bush Transport
Design Guide.
7
8
3.
Proposed Plan Change 20 and Transport Aspects
3.1
General Content of Proposed Plan Change 20
The proposed Plan Change 20 will amend the Flat Bush Structure Plan to reflect the proposed
road layout and zones contained in the Masterplan for Stage 2. Chapter 17 in the District Plan
will also be amended through insertions and changes to the provisions and rules relating to
subdivision and development to improve the quality of built outcomes and better deliver on the
original vision for Flat Bush.
Key aspects of proposed Plan Change 20 include:

The introduction of two new zones Residential 3 and Residential 4;

The release of approximately 208 hectares of land in stage 2A with a further 134 hectares
of land to be rezoned in Stage 2B on 1 January 2013;

A regular grid road network with a clear hierarchy of roads;

A rectangular development block format that is flexible and easy to develop for a variety of
housing types;

Continuation of the ‘Greenfinger’ corridors through Stage 2 linking Barry Curtis Park and
the future Town Centre in Stage 1 to two new proposed public open spaces at ‘Murphy’s
Park’ and ‘Eastern Park’ with walkways and cycleways;

The integration of the ‘Greenfingers’, with a more formal public park system and Park Edge
roads to provide a high quality public domain for residents;

A neighbourhood centre east of the cross-roads of Murphy’s Road with Flat Bush School
Road; including a proposed primary school nearby;

Improved private amenity through back to back housing, the inclusion of backyards (with
9m rear yards) and avoidance of rear lots in the Residential 3 zone;

Minimum standards for private outdoor living courts have been increased to a minimum of
6m by 6m;

Minimum sizes for apartments and improved assessment criteria to ensure quality
outcomes; and

Requirement to install fibre optic.
9
3.2
Transport Aspects in Plan Change 20
There are essentially sixteen transport-related aspects or changes contained in proposed Plan
Change 20. These are:

A greater focus on improving the pedestrian environment, specifically increasing the
footpath width requirement;

New local and collector road network for Stage 2;

Allowance for alternative local road layouts on a sub-catchment basis;

Guidance on Local Road treatment;

A new local road type has been identified for Stage 2;

A requirement for passive traffic calming measures on Collector Roads in Stage 2 in the
form of tree build out pairs spaced at regular intervals along the road;

Three new types of collector roads have been identified in Stage 2;

Additional guidance provided on how Murphy’s Road is to be developed;

Identifying roads with sensitive or special land uses, specifically Neighbourhood Centres.
Roads around and near to schools are also considered to fall into this category although
reference to these are only made in the Flat Bush Transport Design Guide;

Increasing width of cul-de-sac carriageways from 5.4m to 6m and requiring footpaths to be
provided on both sides;

Various rules and assessment criteria to improve intersection layout and design;

Requirement to provide for bus stops at time of development in accordance with an
indicative bus stop location map;

Requirement for certain activities to develop Travel Plans;

Requirement for certain activities to provide bicycle parking;

Requirement for development either side of an arterial route within the Flat Bush area to
meet current noise standards; and

Cross reference made to the Flat Bush Transport Design Guide (TDG) where relevant.
The location of these changes in the Plan Change 20 document is outlined in Table 2 overleaf.
Further description of these changes and how they are aimed at influencing travel is provided in
the following sub-sections.
10
Table 2.1
Transport aspects contained in Proposed Plan Change 20 and location in PC20
Transport aspects in PC20
Location in Proposed PC 20
1
Increase in footpath
width requirement
17.10.11.1 (iii), pg 103.
2
New road network for
Stage 2
Figure 16.11.A - Flat Bush Structure Plan, pg 28.
Figure 16.11.C – Required Roads and Road Types
Subject to Specific Design, pg 30.
3
Allowance for
alternative local road
layouts on a subcatchment basis
4
5
6
Collector Roads – passive
traffic calming requirements
in the form of tree build outs
at regularly spaced intervals.
17.10.11.1 (a), Table 2, pg 101.
17.10.11.1 (c), (i) – cross section, pg 103
17.10.11.1 (c), (ii) – outlining required provision
of tree build outs by block length, pg 103.
Figure 17.10.13 – Collector Road with Tree
Build Outs, pg 112;
Figure 17.10.14 – Collector Road Tree Build
Outs Minimum Distance from Corner, pg 113.
17.10.15.1.1 – Rules – Additional Assessment
Criteria, (b) Road Standards for Traffic Calming
on Collector Roads, pg 167.
17.10.11.1.1 – Movement Network – Alternative
Local Road Layout, pg 115-118.
Figure 17.10.16 – Sub-Catchments for Alternative
Local Road Layouts, pg 116.
Figure 17.10.16 – Key Local Road Connections to
be maintained between Sub-Catchments, pg 117.
17.10.16.5 – Movement Network – Alternative Local
Road Layout in Flat Bush Residential 3 Zone, pg
203 – 205.
7
Three new types of collector
roads have been identified in
Stage 2
17.10.11.1 (a), Table 2, pg 101-102.
17.10.11.1 (c), (i) – cross section, 103
Figures 17.10.6, 17.10.7 and 17.10.8, pg 107 –
108.
Guidance on Local
Road treatment
17.10.15.1.1 – Rules – Additional Assessment
Criteria, (a) Road Standards for Local Roads, pg 166167.
8
Additional guidance provided
on how Murphy’s Road is to
be developed
Amend Chapter 8 – Transportation Appendix 1, by
inserting: 8A1.4.2.2.15 – Murphy’s Road, pg 12 –
14.
A new local road type
has been identified for
Stage 2
17.10.11.1 (a), Table 2, pg 102
17.10.11.1 (c), (i) – cross section, 103
Figure 17.10.11, pg 110.
9
Identifying roads with
sensitive or special land
uses: Neighbourhood
Centres.
Roads near schools also fall
into this category although
reference to these is only
made in the Flat Bush T.
Requirement for a Comprehensive Development
Plan (CDP) for Flat Bush School Road / Murphy’s
Road Neighbourhood Centre:
17.10.12.25, pg 154.
17.10.14.8, pg 165.
17.10.15.1.2 – Rules – Assessment Criteria for
CDP, pg 174 – 175.
11
Table 2.1 Continued
Transport aspects contained in Proposed Plan Change 20 and location in PC20
10
Increasing width of culde-sac carriageways
from 5.4m to 6m and
requiring footpaths to
be provided on both
sides.
17.10.11.1 (a), Table 2, pg 101-102.
17.10.11.1 (c), (i) – cross section, 103
Figure 17.10.12, pg 110.
14
Requirement for certain
activities to provide
bicycle parking
17.10.14.4 – Rules: General Matters for
Discretion: Restricted Discretionary Activities,
(b) Site Layout, including cycle parking, pg 158
– 159.
Also covered in CDP and Travel Plan
requirements.
11
Improvements to
intersection layout and
design
17.10.11.1 (c), (iv) corner radius requirement of 7m on
local to local and collector roads, pg 103.
17.10.11.1 (c), (v) deceleration lanes not permitted, pg
103.
Figure 17.10.15- 7m Corner Radius and Pram Crossing
Position, pg 114.
17.10.15.1.1 – Rules – Additional Assessment Criteria,
(c) Intersections and free left slip lanes, pg 167.
15
Requirement for
development either side
of an arterial route within
the Flat Bush area to
meet current noise
standards
17.10.12.23.4 – Noise, (v) ‘On Future High
Noise Routes the following standards shall be
met ….’, pg 152.
Figure 17.10.26 – Future High Noise Routes, pg
153.
12
Requirement to provide
for bus stops at time of
development in
accordance with an
indicative bus stop
location map.
17.10.15.1.1 – Rules – Additional Assessment Criteria,
(h) – Bus Stops, pg 171 – 172.
Figure 17.10.29 - Indicative Bus Stop Locations, pg
173.
16
Cross reference made to
the Flat Bush Transport
Design Guideline where
relevant
13
Requirement for certain
activities to develop
Travel Plans
17.10.12.26 – Travel Plans, pg 156.
17.10.14.4 – Rules: General Matters for Discretion:
Restricted Discretionary Activities, (i) ‘For activities
requiring the provision of travel plans… and to provide
for alternative sustainable modes of transport’, pg 159.
17.10.15.2 – Rules: General Assessment Criteria for
Restricted Discretionary Activities, (i) Travel Plans, pg
181.
Reference to the Flat Bush Transport Design
Guideline is made throughout the above locations
in PC20 where relevant.
The reference is made as follows: “In addressing
the requirements described above design
solutions in accordance with the Council’s
Engineering Quality Standards and the Flat Bush
Transport Design Guideline will be considered
generally acceptable”.
12
3.2.1
Pedestrian Focus
Stage 2 will provide a better environment for pedestrians to make Flat Bush more pedestrian
friendly and encourage greater levels of walking.
A range of measures have been incorporated in PC20, however, a key feature is that footpath
widths have been increased from the absolute minimum of 1.5m to 1.8m on all local and
collector roads. Wider footpath widths will be required on arterial roads and roads adjacent to
sensitive or special land-uses such as neighbourhood centres or schools.
The other improvements are discussed in the following sub-sections; however include the new
grid network, locating crossing points on pedestrian desire lines and tighter corner radii on local
road intersections to shorten the pedestrian crossing distances. There will also be a focus on
better interface between the extensive off road path network and the footpaths on the road
network through use of appropriate pedestrian crossing facilities.
3.2.2
Road Network
The largest transport related change for Stage 2 is the change from the irregularly shaped
development blocks to using an orthogonal network of collector and local streets to create a grid
road network and more rectangular spatial structure.
The previous Structure Plan for Flat Bush outlined a rather high-level required road network,
providing no or little guidance to landowners and developers on how the area should be
subdivided and thus form the more finely grained local and collector road network. This has
resulted in some poor built form outcomes which were identified in the Stage 1 Transurban
Review. This included:

Various issues to do with how blocks were subdivided and creation of narrow or square lot
sizes resulting in poor local road connections and many rear lots. Rear lots do not address
the street, thus reducing the amenity and quality of the street amenity area.

Many streets that kink / curve in their alignment, thus preventing clear slight line to the
‘green fingers’ or open spaces located at the end of the street. Curved streets give the
appearance of a higher density than actually exists due to the visibility of buildings. Curved
streets on collector roads was identified as a particular issue as it negatively impacted on
the perception of connectivity and apparent density, legibility and clarity on what is a key
road within the network.
A key recommendation was the need to develop a more detailed Structure Plan, providing a
hierarchy of streets, to give better guidance to development. This recommendation has been
incorporated in the proposed new Structure Plan.
The finely grained grid network and rectangular block structure presents the greatest benefit for
transport. A well connected or ‘permeable’ street network results in a high degree of
accessibility and a choice of routes for people, which encourages greater levels of walking,
cycling and passenger transport use. The straighter roads will also make the area more legible
and easier to navigate through, with long vistas along roads making travelling through the area
more pleasant. For example, people would be able to see a park at the end of the road, rather
than just houses.
13
Good connectivity and a strong collector road network also leads to a more even spread of
traffic throughout the area, with short trips not necessarily requiring access to the main road
network. This dispersal of traffic helps to alleviate traffic flow pressure on the arterial roads and
their intersections. This in turn reduces the need to continually have to widen arterial roads,
which is often at the detriment of the adjoining land-uses and non-motorised user’s needs.
The new road network for Stage 2 will therefore contribute towards a more sustainable
development in Flat Bush.
3.2.3
Option to Propose an Alternative Local Road Layout
While the arterial, collector and local road park edge network can not be changed allowance
has been made for developers to present alternative local road layouts for a defined sub
catchment area - subject to the whole sub-catchment area being considered and not just a small
part of it. This is outlined in greater detail in the relevant sections of PC20 as outlined in Table
2.1 of this report and in Section 3.2 of the Flat Bush TDG.
This allowance was included in PC20 in recognition that some flexibility on how the local road
network is constructed can be provided to developers without compromising the overall
outcome sought from the road network, so long as the general outcomes sought from a grid
network is maintained in the proposed new layout. To ensure this is achieved, a proposed
alternative local road layout will only be accepted subject to it meeting certain assessment
criteria. These are listed in the District Plan in sections 17.10.11 and 17.10.16
All alternative local road layouts must maintain the position of specified key local road
connections between sub-catchment areas. Figure 3.1 below outlines the defined subcatchment areas and location of the key local road connections.
Figure 3.1 Sub-catchments for alternative local road layouts and key local road
connections to be maintained
14
3.2.4
Road Typologies
One of the issues identified by the Stage 1 review was that there was a lack of street design to
help identify a neighbourhood precinct. It was recommended that guidance on how a street
should look and feel is provided in a design code - in addition to providing a more detailed road
hierarchy in the Structure Plan.
The review also identified a poor relationship between buildings and the primary (arterial) road
network e.g. multi-storey buildings were located too close to the footpath/berm and footpath
widths too narrow for the wider road environment, both aspects reducing the amenity and
desirability for people to use the road. It recommended that the general environment of the
primary road network needed to be improved, particularly for pedestrians.
These issues have now been addressed through the production of the Flat Bush TDG and
incorporation of key aspects into PC20.
There are nine types of roads in Flat Bush, seven of which are found in Stage 2. The road
hierarchy in Flat Bush is illustrated in Figure 3.2 below.
Figure 3.2 Flat Bush Road Hierarchy
15
Each road type performs different functions and Section 4 of the Flat Bush TDG provides a
detailed outline of the main functions and purposes of these roads, aspects of which have been
incorporated into PC20. These are summarised below, starting from the highest road hierarchy
- district arterial, down to the lowest - cul-de-sacs.
District Arterial Road
Murphy’s Road is the only arterial found in Stage 2. It is currently a two-lane rural a District
Arterial Road which will be upgraded into a four-lane urban District Arterial Road by the Council
in line with development.
Taking on board the lessons learnt from Stage 1 and in view of the strategic importance of
Murphy’s Road in the Primary Road Network and for the Flat Bush community, high design
standards have been set for its development.
PC 20 inserts an amendment to Chapter 8 – Transportation Appendix 1 (8A1.4.2.2.15 –
Murphy’s Road, pg 12 – 14) which clearly lists the transport outcomes sought from the Murphy’s
Road upgrade. This should guide the design of the future road up-grade project.
The Flat Bush TDG provides further guidance by outlining a proposed strategy for the
development of Murphy’s Road, which includes proposed intersection treatments and indicative
cross sections. Key features include providing on-street parking where required, limiting local
side road access, limiting or prohibiting direct property access off Murphy’s Road, providing a
quality road edge environment that encourages pedestrian activity and high quality cycle
facilities. As a result of the cross section development the minimum road reserve width required
has been increased from 27.4m to 31m.
Collector Roads in Stage 2
The Council’s collector road cross section assumes that on-street parking occurs as it is one of
the main traffic calming measures relied upon to manage traffic speeds on collector roads.
However, in Flat Bush, it has been found that no or little on-street parking is occurring on
collector roads, especially during the weekday. This created informal 5.4m travel lanes, which
is far too wide and can encourage drivers to travel beyond the speed limit.
The lack of on-street parking and the resultant wide carriageway also results in a low level of
street amenity. The straighter, grid network in the proposed new Structure Plan could
potentially exacerbate these issues. This was also a concern raised by the community during
the informal public consultation exercise undertaken in April and May 2010.
To ameliorate this potential issue, PC20 requires the implementation of tree build out pairs at
regular intervals along Collector Roads in Stage 2 to maintain a maximum vehicle speed
environment of 50kph. This is a passive or ‘soft’ form of traffic calming that aims to manage
traffic speeds by being self-enforcing, i.e. they are measures that aim to naturally influence
driver behaviour and do not require or rely on active enforcement.
The tree build outs will reduce the though lane widths at regular intervals – essentially acting as
parked vehicles - which will help to achieve a slower speed environment over the length of the
road. The build outs will also improve street amenity through the provision of additional trees
and can be converted into kerb extensions to provide pedestrians with shorter distance to cross
the street where required.
16
Collector Road Park Edge
Three new types of Collector Roads have been developed for Stage 2 as their location adjacent
to a park either on one or both sides of the road require a different road cross section than the
standard. These are:

Collector roads with development on one side only;

Collector roads in the form of bridges spanning across the greenfinger park corridors; and

Collector road with public open space on both sides.
Due to a lack of a requirement to cater for on-street parking on the park-side of the road, the
carriageway width requirements have been reduced accordingly and new cross sections
developed. Where there is a demand for parking along the park edge, such as along Murphy’s
Park, it is to be provided within the parks reserve by the Council’s Park’s Department. This was
discussed and agreed with the Council’s Parks Department in the development of the road
cross sections.
The new cross sections for these roads have been included in PC20 and can be found in
Section 4.4 of the Flat Bush TDG.
Local roads and Local Road Park Edge
Where housing can occur on both sides of the road, the road is termed a Local Road. In Flat
Bush, many local roads are also located adjacent to a greenfinger or park area, so development
can only occur on one side of the road. These roads are termed Local Road Park Edge.
Local roads are where people live and play and the desired outcome for local roads is a street
environment that allows and encourages a range of pedestrian or community activity. In line
with this, the desired maximum vehicle speed on local roads is 40kph.
A key part towards achieving the outcomes sought for local roads is to ensure that on-street
parking can occur and that regular spaced trees in the front berm can be planted as, in addition
to a narrow carriageway width, these two features are traffic calming measures assumed to be
in place to manage vehicle speeds on local roads. In Stage 1, this was not able to be achieved
in some parts due to too narrow lot widths and driveway layouts not providing the minimum
required space for on-street parking and/or trees once minimum visibility distance requirements
from driveways and street lighting columns were taken into consideration.
In Stage 2, this issue is mainly addressed through the development of a minimum lot width of
12.5m. No other specific changes are incorporated in PC20 on local roads, except for crossreference being made to the Flat Bush TDG.
The Flat Bush TDG provides further guidance as to what is considered essential and desirable
in the layout of lot and driveway configurations on local roads. It states that for these roads, it is
considered essential that one vehicle can park on-street in front of a property and desirable for
driveways to be off-set so that the on-street parking creates a chicane effect which also helps to
slow vehicle speeds. It is also important to ensure that lot subdivisions and driveway
configurations allow trees and street lighting to be provided in the front berm.
17
Special local road park edge
A new local road has been developed called Flat Bush Special Local Park Edge Road. The
road is adjacent to a proposed new primary school as well as the sports fields in Murphy’s Park,
so a high level of activity is expected to occur. The road width allows for two way travel lanes at
all times whilst still maintaining a slow speed environment and providing for on-street parking on
the development side.
Cul-de-sacs
The road network laid out in the Structure Plan no longer allows for cul-de-sacs unless there is a
strong reason for providing them. The only area this is anticipated to occur will be in the south
eastern parts of Stage 2, due to the areas steep topography and adjoining land ownership not
permitting a local road connection.
Where they are provided, PC20 has increased the carriageway width from 5.4m to 6m and
requires footpaths to be provided on both sides of the road. The latter is to better provide for
pedestrians, especially where there is development on both sides of the cul-de-sac.
The reason for the carriageway increase is simply an operation one. The original 5.4m included
the drainage channel on either side of the carriageway. It has been found throughout Manukau
City that people tend to not park their cars right up against the kerb, due to the drainage
channel, and therefore the width of the through travel lane was narrower than it should be
causing issues with vehicles having difficulty passing parked vehicles.
Widening the
carriageway to 6m simply incorporates the drainage channel width either side of the
carriageway to address this issue.
Roads with Sensitive or Special Land Uses
It is recognised that there may be occasions where departures from the standard road layouts
may be required in locations where sensitive or special land-uses occur and where specific
treatments more appropriate to the land-uses should be applied. Examples of where this may
apply are around higher pedestrian activity generators, such as neighbourhood centres or
schools. This category is not identified specifically in the Road Hierarchy Map.
PC20 requires the development of Neighbourhood Centres to be subject to a Comprehensive
Development Plan (CPD). The development of the plan will be led by the Council in partnership
with the land owners. Various transport requirements and assessment criteria for the CPD are
included in PC20, including:

Consideration of street locations and cross sections, car and cycle parking, manoeuvring
areas, vehicle access points including rear lanes and servicing areas;

Consideration of a Travel Plan;

Whether it achieves a compact pedestrian friendly neighbourhood centre;

Whether a high level of pedestrian amenity and provision for cycling and passenger
transport is incorporated into the neighbourhood centre;

Whether car parking areas and vehicle access have been integrated into the development
to ensure car parking is safe and convenient; and
18

Whether the level of car parking is appropriate having regard to the size and function of the
neighbourhood centre and in terms of encouraging alternative transport options.
PC20 also includes a cross reference to the Flat Bush TDG. Section 4.6 of the Flat Bush TDG
outlines the transport outcomes sought for neighbourhood centres to help guide the
development of the CPD.
Roads directly around and near to schools are also considered to fall into this category,
however, no specific reference to these is made in PC20. It was not considered necessary as
all schools are Restricted Discretionary Activities and specific requirements can be addressed at
time of development through the Resource Consent process. The Flat Bush TDG outlines
some key outcomes for roads surrounding schools including the need to provide a 3m path (or
wider) near schools to cater for school children and their parents converging at the school and
to allow for shared pedestrian and cyclists use on the path.
3.2.5
Intersection treatments
The introduction of the grid network in Stage 2 means there will be longer straighter roads which
if not treated appropriately, can lead to higher vehicles speeds. How intersections are treated
can help to manage vehicles speeds. It is therefore important to apply appropriate treatments to
intersections in Flat Bush.
Key aspects contained in PC20 on intersection treatments for Flat Bush are:

Requirement to use a 7m corner radius on local to local and local to collector road
intersections.

Requirement to locating pedestrian pram crossings on pedestrian desire lines (the
application of the 7m corner radius helps to achieve this).

Use of left-in and left-out only treatment on access to/from a local side road and Murphy’s
Road.

Use of slip or decelerating lanes from an arterial to a collector or local road not permitted.

Use of free left slip lanes not permitted, except in exceptional cases where it is
demonstrated to be justified.
Key aspects contained in the Flat Bush TDG on intersection treatments are:

Use of roundabouts at specific locations on local and collector roads where there is a need
to break up significantly long stretches of straight road.

Not providing continuous priority on local roads by alternating give way priorities
approximately every three or more blocks.

A proposed intersection treatment strategy for the Stage 1 area.
The above additions addresses one of the issues identified in the Stage 1 review which listed
the large corner radii at local road intersections as a key issue as well as the pram crossing
position having to be located away from pedestrian desire lines.
19
3.2.6
Bus Stops
A key part of the Flat Bush vision is to enable the community to use passenger transport for
many of their journeys thereby reducing dependency on car use. As bus is the only practical
mode for passenger transport in the area, providing an attractive bus route network and
supporting infrastructure such as bus stops is extremely important in Flat Bush.
In Stage 1, it was found that bus stops were often being considered after subdivision plans and
lot layouts had been finalised. This resulted in bus stops having to be placed at whichever
location was available rather than where they were actually required. This is because it is often
difficult to implement a new bus stop once development has already taken place due to
adjoining landowner objections or the layout of neighbouring driveways prohibiting the ability to
fit a bus stop in between them.
It is therefore important to factor in bus stop locations when drawing up a subdivision or lot
layout proposal so that bus stops can be accommodated right from the start.
It is for this reason that a key change incorporated in PC20 is a requirement for bus stops to be
provided for at time of development in accordance with an indicative bus stop location map.
The map only provides an indicative location, so the final location and layout of proposed new
bus stops is to be determined through discussion with the Council’s appropriate Transport Team
when the subdivision plans for an area are being initiated.
The Flat Bush TDG includes a cross reference to the ARTA Bus Stop Infrastructure Design
Guideline for more detailed guidelines on optimum bus stop location and other design
considerations.
3.2.7
Travel plans
PC20 includes a requirement that all activities in Flat Bush with 40 or more employees on the
premises at any one time and any education facility with a roll greater than 50 to develop a
Travel Plan.
The Flat Bush TDG provides additional explanation as to what a Travel Plan aims to do and
what types of measures might be included in one. It also recommends that developers /
organisations initiate early discussion with the Council and relevant Transport Department when
about to develop a Travel Plan. Use of the Auckland regional travel plan programme
TravelWise is also recommended as it provides a process for developing a Travel Plan.
3.2.8
Bicycle parking
It is important to provide appropriate cycle parking facilities to support the extensive off-road and
on-road cycling network being developed in Flat Bush and allow people to park their bicycles at
the start or end of their trip.
There are various measures within the current District Plan and in PC20 that requires key
activities in Flat Bush to provide bicycle parking:

Flat Bush Town Centre – cycle parking provision to be identified via the town centre
masterplan process;

Employment Centres - cycle parking provision to be identified via their Travel Plans;
20

Schools - cycle parking provision to be identified via their Travel Plans

Neighbourhood Centres - cycle parking provision to be identified in their Comprehensive
Development Plan (as outlined in Section 4.61).
The Flat Bush TDG includes a cross reference to the ARTA document “Integrated Transport
Assessment (ITA) Guidelines and Supplementary Document E – Guidance Note for Cycle
Parking, October 2007” for guidelines on cycle parking provision ratios and other design
considerations.
3.2.9
High noise on arterial roads
A new Standard for measuring, predicting, assessing and, where required, determining
appropriate mitigation for road-traffic noise was published by Standards New Zealand on 30
April 2010. This Standard is referred to as ‘NZS 6806’ and its full title is: NZS 6806:2010
Acoustics – Road-traffic noise – New and altered roads.
PC20 has incorporated a requirement for new development located directly on arterial roads in
Flat Bush to meet certain internal noise standards, in accordance with this new Standard.
3.2.10
Walking and cycling network
Once fully developed, Flat Bush will have an extensive off-road cycling and walking path
network. It is important to ensure there is good interface between the off-road path network and
the road network where they meet.
One of the key issues identified in the Stage 1 review was the poor interface between the park /
open space areas and development in terms of poor or limited pedestrians crossing facilities
across roads, particularly busy main roads.
Whilst no specific provision is contained in PC20 on this matter, Section 7 of the Flat Bush TDG
outlines the need to have good interface between the on and off road walking and cycling
network. The guideline recommends providing some form of informal or formal crossing facility
for pedestrians and cyclists where the off-road walking and cycling network intersects or
connects with the road network. It also provides examples of crossing facilities and where they
may be used on the road network.
3.3
Summary
Overall, it is considered that the general land-use as well as transport-specific additions
contained in PC20 will contribute towards ensuring Flat Bush Stage 2 is a highly accessible
development by all modes of transport and where land use and transport are well integrated to
create a sustainable outcome.
21
22
4.
Improvements to Influence Travel
4.1
Travel Characteristics
It is envisaged that over time a significant number of employment opportunities will be realised
within the Flat Bush area, negating the need for employees to travel long distances to and from
work. Currently the main employment areas are Auckland to the north, East Tamaki to the East
and Manukau/Wiri to the south. Access to these areas is and will be available via the district
arterial roading network of Murphy’s Road and Chapel Road. The passenger transport network
is continuing to be upgraded to allow for faster and more direct connections between residential
and employment areas.
There is no change proposed to the roading network connections identified in the original
Structure Plan for Flat Bush for the areas beyond Flat Bush. All changes proposed are internal
and will not affect the traffic volumes anticipated to access the wider roading network at
strategic locations, but will effect how vehicles move within the Flat Bush area on short
journeys.
The original Flat Bush Development proposed as part of Variation 13 includes many
improvements to influence travel. All of these aspects still apply to PC20. These include:

Good integration between land use and transport;

Development of a passenger transport network plan for the area;

Development of a Flat Bush Sustainable Transport package, which covers the extensive
walking and cycling network proposed for the area;

Development of a Flat Bush Road Network Upgrade Package; and

Development of a Transport Design Guide.
These are discussed further in the following sections.
4.2
Integration between land use and transport
The integration of land use and transportation in has been achieved in the following ways:

The town centre provides a focal point for the new community providing both recreational
and employment opportunities.

Neighbourhood centres and schools have been provided to service the Flat Bush
catchment area.

Through a series of ‘greenfingers’ people have opportunities to walk and cycle to the town
centre as well as connecting other service areas.

A significant increase in passenger transport services is being introduced as Flat Bush
develops. This will connect with key employment and transport hubs such as East Tamaki,
Manukau City and Botany Town Centre.
23
4.3
Passenger Transport
All arterial and collector roads are designated bus routes and the District Plan requires these
roads to be constructed to cater for their movements. ARTA and the Council have produced an
indicative future bus network for the Flat Bush area.
The overall passenger transport strategy for Flat Bush is for the area to be served by a Quality
Transit Network (QTN) route connecting the Flat Bush Town Centre with Botany Town Centre
(and the Auckland Manukau Transport Initiative or AMETI) in the north; and Manukau City
Centre and the new Manukau Rail/Bus Interchange in the south, via Chapel Road. The QTN
will be supplemented by several Local Connector Networks that penetrate more deeply into the
Flat Bush area.
Figure 4.1 outlines the original proposed passenger transport strategy for the Flat Bush Area.
The LCN bus routes have since been revised to follow the proposed new collector road network
developed as part of PC20 and in consultation with ARTA. This is shown in Figure 4.2.
Once the road network is complete and the bus route network is able to operate as envisaged,
the Flat Bush community will be well served by bus services. This will help to ensure that
passenger transport is a viable alternative to the car for many of the communities travel needs.
Figure 4.1 Proposed QTN and LCN Bus Network and Frequency for the Flat Bush Area
24
Figure 4.2 Revised Proposed Bus Network for Flat Bush Area in line with PC20
4.4
Flat Bush Sustainable Transport Plan
A Flat Bush Cycleway and Walkways Masterplan (2005) was developed as part of the original
Flat Bush Structure Plan. It contained a plan to implement an extensive cycleway and walkway
network in the Flat Bush area utilising for the most part the 45km ‘green finger’ or park network.
The cycleway and walkways masterplan is shown in Figure 4.3 overleaf.
The majority of the walking and cycling facilities will be segregated, providing for commuting and
recreational trips in a more enjoyable environment. The network will enable direct connections
between planned workplaces, town centres and residential areas. It also allows for direct
connections between the Flat Bush Town Centre, Barry Curtis Park and Murphy’s Park, hence
enhanced opportunities for recreational walking and cycling.
25
The cycleway and walkway network is being implemented in line with development and will
continue to be implemented in Stage 2. Once PC20 is operative, the cycleway and walkway
network plan will be updated to take into account the new road network proposed in PC20.
The cycleway and walkway network will provide a quality environment that will both encourage
and support greater levels of walking and cycling in Flat Bush.
Figure 4.3 Proposed cycling and walking network for the Flat Bush Area
4.5
Flat Bush Road Network Upgrade Package
As part of the original Structure Plan, the Council developed a road network upgrade package
which outlines the improvements needed on the arterial and key collector road network to cater
for the new growth. An updated Flat Bush Road Network Upgrade Package was recently resubmitted to NZTA for funding approval and has since been approved. The package covers six
road upgrade projects in the Flat Bush area, which connect to or are required as part of the
infrastructure requirements for Flat Bush Stage 2.
4.6
Flat Bush Transport Design Guide (TDG)
The Flat Bush TDG has already been discussed throughout Section 3 of this report. It is a tool
to help ensure the transport outcomes envisaged by the Council and the community in Flat
Bush transpire on the ground. The successful implementation of the improvements proposed
within the Flat Bush vision will help to influence travel within the area. A copy of the guide is
included in Appendix A.
26
5.
Mode Share
5.1
Current Modal Split
The current modal split for commuters from the previous three census data is as shown in the
tables below for the Flat Bush Area and Manukau City as a whole.
Table 5.1
Current Modal Split – Flat Bush
Passenger
in Car
Drive
Public Bus
Train
Motorcycle
Cycle
Walk
1996
6%
87%
3%
0%
1%
1%
1%
2001
6%
89%
2%
0%
1%
0%
1%
2006
8%
87%
3%
1%
0%
0%
1%
Table 5.2
Current Modal Split – Manukau City
Passenger
in Car
Drive
Public Bus
Train
Motorcycle
Cycle
Walk
1996
8%
80%
5%
1%
1%
1%
3%
2001
7%
84%
4%
1%
0%
1%
3%
2006
7%
85%
3%
1%
0%
1%
3%
The proportion of residents using sustainable forms of transport, such as bus, walking and
cycling, is currently lower than that for the total of the Manukau City region. However, it is
important to bear in mind that the Flat Bush development is currently only half complete. This
means that the bus, walking and cycling network is not yet fully developed so the benefits that
will be derived from them are not fully realised.
The release of Stage 2 for development will bring the envisaged transport network one stage
closer to completion.
Overall, the integration of land use and transport in Flat Bush and the considerable investment
planned for the transport infrastructure in Flat Bush as outlined in Section 4 of this report will
see an increase in patronage and usage of sustainable travel modes in the area.
5.2
Proposed Modal Split
Table 5.3 below outlines the estimated modal split considered to be achievable for Flat Bush.
Table 5.3
Expected Modal Split – Flat Bush
Passenger in Car
Drive
Public Bus
Train
Motorcycle
Cycle
Walk
10%
74%
7%
4%
1%
2%
2%
27
The walking and cycling estimated forecast modal share is based on ARTA’s Sustainable
Transport Plan. The plan includes a cycling action plan which aims to double cycling from 1%
of peak period trips to 2% by 2016. The implementation of the Flat Bush structure plan and the
Flat Bush Cycleway and Walkways Masterplan is seen as making this target very achievable for
the Flat Bush area.
The bus and train estimated forecast modal share is based on ARTA’s Passenger Transport
Network Plan. The Plan is expected to result in an increase in passenger transport patronage
for the region from the current 50 million trips a year to over 100 million trips a year by 2016.
This increase will result in the passenger transport mode share increasing from about 7%
currently to 11% in 2016. Of this it is expected that bus and train will carry about 97% of all
travel on the passenger transport network, with trains carrying 35% and buses 62%.
Car pooling is not currently measured, however the implementation of a requirement for all
developments with 40 or more staff to create and implement a travel management plan should
see the 10% target being achieved.
28
6.
The largest transport related change for Stage 2 is the change from the irregularly shaped
development blocks to using an orthogonal network of collector and local streets to create a grid
road network and more rectangular spatial structure. The impacts of the proposed changes to
the network as well as other PC20 transport-related amendments are discussed below.
Table 6.1
Feature
Comment
Impact
Creates well connected or
permeable road network with a
high degree of accessibility
and choice of routes
Improves accessibility and
integration between transport
modes
Focus on road hierarchy
Good connections and strong
collector road network creates
a more even spread of traffic
and less reliance on arterial
roads
safety with roads used more
appropriately reducing traffic
volumes resulting in travel time
savings
Arterial, collector, local park edge road
locations predetermined
Ensures key routes are
designed and developed to a
high standard appropriate to
their function
Improves the safety and quality
of the surrounding environment
by ensuring fit for purpose
design and development
Specified road formation / cross
sections
Roads are designed to meet
the intended needs of all road
users not just vehicles
modes
Appropriate design for adjacent
land use
Ensures roads are not over or
under designed for their
intended function
Using on street carparking,
build outs located directly
opposite each other and street
trees to slow vehicle speeds
Improves the safety by
reducing through traffic speeds
Road Network
Grid patterned road network
Passive approach to speed control
Creates long straight roads
which can result in higher
traffic speeds.
Creates quality environment
and street amenity
encouraging pedestrian activity
Creates a ‘share with care’
environment encouraging
cycling
Intersection Treatments
Arterial road – Murphy’s Road
Predominantly traffic signal
controlled
Local road connections
proposed to be restricted to left
in and left out
Improves travel times and
journey time reliability,
resulting in vehicle operating
and safety benefits
Ensures an efficient use of the
arterial roads
29
Feature
Comment
Impact
Collector roads
Traffic signal controlled when
connecting with higher roads
Improves travel times and
journey time reliability,
resulting in vehicle operating
and safety benefits
Priority over local roads
Ensures an efficient use of the
collector roads to disperse
traffic
Local roads
Roundabout or priority
controlled
Improves safety by limiting the
length of the straights,
reducing vehicle speeds
safety for pedestrians by
ensuring vehicles use the
roads appropriately for their
intended function
Walking and Cycling Network
Greenfinger network
Segregated facility providing
for commuting and recreational
trips in a more enjoyable
environment
1.8m minimum footpaths increased to
2.4m on streets with greater
pedestrian activity
modes
Encourages greater levels of
walking and cycling
Creates quality environment
and street amenity
encouraging pedestrian activity
Reduced corner radii on local roads
(7m), and build outs
Provides shorter crossing
distances for pedestrians at
key desire lines
Improves pedestrian and
cyclist safety by reducing
vehicle speeds.
Appropriate pedestrian crossing
facilities
Use of zebra crossings,
textured surfaces and dropped
kerbs to highlight pedestrian
crossing points
integration encouraging
pedestrian activity
Bicycle parking
Requirement for provision of
bicycle stands at typical trip
end locations
Improves the accessibility of
cycling enabling it to be a
viable alternative to the private
car.
Increasing the number of
cyclists helps to reduce the
impacts on the environment
from vehicle emissions.
Passenger Transport
Bus routes
An extensive and high quality
bus service and network is
planed for the area.
Improves efficiency and
sustainability of the road
network
Increasing the number of bus
users reduces the impacts on
the environment from vehicle
emissions
30
Feature
Comment
Impact
Clear guidance on bus stop locations
Indicative bus stop locations
ensures good access to the
bus network and appropriate
levels of service can be
provided
integration encouraging
passenger transport use
Requirement for all activities
with more than 40 employees
and all education facilities with
a roll call greater than 50 to
produce travel plans
Improves the environment and
the economy by encouraging
greater use of sustainable
forms of transport, improving
people’s health and reducing
carbon emissions.
Increasing the number of bus
users reduces the impacts on
the environment from vehicle
emissions
Travel Plans
Workplace and School travel plans
31
32
7.
Mitigating Impacts
The original structure plan to develop a new town in Flat Bush to cater for 40,000 people was
approved in 2006. At the time of the Structure Plans development and the creation of Plan
Change 13, the traffic impacts were assessed and supported by a comprehensive traffic impact
assessment and transport modelling.
No changes are proposed to the roading network connections identified in the original Structure
Plan for Flat Bush for the areas beyond Stage 2. All changes proposed are internal to Stage 2
and will not affect the traffic volumes anticipated to access the wider roading network at
strategic locations, but will effect how vehicles move within the Flat Bush area on short
journeys.
No modelling of the traffic impacts of this plan change has been done as the changes are
considered to be at a micro not macro level and no changes have been made to the expected
total populations of 40,000 people or mix of land-use types.
The Flat Bush Transport Design Guide has been developed to provide developers with
guidance and indications of acceptable solutions to ensure that the road network ultimately
delivers the transport function required of them in this stage of Flat Bush. This will ensure that
the road network will be functional, efficient and safe.
In addition, travel plans are now required for all development with more than 40 employees on
site at any one time and all education facilities with a roll call greater than 50.
33
34
8.
Implementation of Transport Infrastructure
8.1
Arterial Road Network
The Council will seek partial funding from NZTA for upgrading of the arterial roads and to
provide key road connections across the greenfinger / park corridors.
The Flat Bush Road Network Upgrade Package has been submitted to NZTA for funding
approval. The package covers six road upgrade projects in the Flat Bush area, which connect
to or are required as part of the infrastructure requirements for Flat Bush Stage 2.
8.2
Collector and Local Network
The current District Plan requires developers to construct and fund all cul-de-sacs, local road,
local road park edges and collector roads that form part of new developments. This is the same
for Flat Bush. Essentially, the new development funds the provision of these new roads.
However, in the Stage 2 area, three new types of Collector Roads have been identified. These
are listed in the Flat Bush Road Hierarchy Map (Figure 16.11c Required Roads and Road
Types Subject to Specific Design) as:

Collector Road with Public Open Space on both sides;

Collector Road with Bridge; and

Collector Road with Development on one side only.
These collector roads will have a greenfinger / park area either on one or both sides of the road.
For these roads, the potential for development to occur is therefore constrained by the park /
green finger corridor, where due to the park edge, development can only occur on one side of
the road or not at all. All of these roads in Stage 2 are located in the south-eastern area.
In these cases, it was considered too onerous to burden the whole cost of implementing these
sections of collector roads to the directly affected landowner only for the following reasons:

In comparison to Local Road Park Edges (where development can also only occur on one
side only but is still fully funded by the landowner / developer), the collector road network
connectivity benefits a much wider catchment than the adjacent local area;

Collector roads are wider than local roads and thus cost more to implement; and

The ability to fund the collector road is reduced as development can occur on one side of
the road only, or not at all if bordered by public open space on both sides.
A strategy to fund these roads has therefore been developed. It encompasses applying a
financial levy/contribution to a defined catchment area. The catchment area has been set by
determining the population area that will benefit from the implementation of these roads. The
financial levy will be applied at subdivision / Resource Consent stage.
The defined catchment area and the location of these park edge Collector Roads is outlined in
Figure 8.1 overleaf.
The area outlined in Figure 8.1 as ‘East of Murphy’s Road Catchment
Area’ will be subject to the Stage 2 collector road connectivity financial contribution. A portion of
this population base is located within the Stage 3 area.
35
Figure 8.1 East of Murphy’s Road Catchment Area
This financial contribution strategy does not form part of PC20 as the Manukau City Council
District Plan already permits for this to occur with the delegated authority given to the Director of
Economic to set the appropriate financial contribution level, although this will need to be
reviewed in the new Council.
36
8.2.1 How the financial contribution will be applied or determined
Firstly, the developer is to supply all land required for the collector road as is currently required
in the District Plan.
For Collector Road with Bridges, the bridge would be constructed by the Council and part
funded by the financial contribution and other means, such as partial funding from NZTA.
A separate funding and implementation strategy has been developed for Collector Roads with
Development on one side only. This is outlined below and schematically illustrated in Figure 8.2
below:

Developers are to provide the total land required for the collector road, a road reserve
width of 19.6m. This is less than the standard collector road reserve width of 21.2m as onstreet parking provision is not considered to be required on the park edge side of the road.
Should on-street parking be required to serve the park’s users, these can be provided
within the park rather than within the road reserve.

The developer is to fund up to Local Park Edge road requirements (as per current District
Plan for park edge roads), this encompasses road construction up to 13m.

Financial contribution for collector road connectivity funds the remainder 6m of collector
road.
Figure 8.2 Funding contribution strategy for Collector Road with development on one
side only
37
8.3
Passenger Transport
Auckland Transport will be responsible for the delivery of the proposed bus services for the
area. Developers are expected to provide for the required bus stops on collector and local
roads.
8.4
Off-road walking and cycling network
As with Stage 1, the Council will implement the off-road walking and cycling network. This will
be funded through a range of measures including the general developer financial contribution
funds. The Council will also seek partial funding from NZTA.
38
9.
Planning and Policy Framework
9.1
The key objectives for Flat Bush as contained in the Manukau City Council District Plan (Section
17.10.3) have not changed with the exception of the introduction of a new 17.10.3.4 as part of
this plan change and are reproduced below:
Table 9.1
Section 17.10.3 from MCC District Plan
17.10.3.1
To create a diversity of living and working environments of high environmental
quality within Flat Bush with an emphasis on the sustainable use of a scarce
regional and district land resource.
17.10.3.2
To facilitate the urbanisation of the area in a manner and at a rate which takes
account of the demand for such urbanisation while ensuring the efficient use of
the diminishing land resource commensurate with the provision of appropriate
levels of amenity for residents in the area.
17.10.3.3
To facilitate the development of an appropriate range of densities of development
and living and working environments of good amenity within Flat Bush.
17.10.3.4
To promote a high quality residential amenity for all types of housing that reflects
and responds to community needs and the physical environment both now and
into the future
17.10.3.5
To achieve a well connected, adaptable, safe, attractive, healthy and pleasant
environment for living and working and travelling with an emphasis on the
importance of the public realm including parks, streets, civic areas, roads and the
natural environment.
17.10.3.6
To achieve a pattern of commerce based on an identifiable community focus
within Flat Bush, supported and supplemented by office or institutional activities,
along with provision for small business activities and mixed use developments
along nominated main roads.
17.10.3.7
To ensure the establishment of an appropriate range of physical and social
infrastructure and facilities required to enhance the resulting urban environment
and address any adverse effects of urbanisation within Flat Bush.
17.10.3.8
To protect, sustain, restore and enhance where practicable the remaining
terrestrial and aquatic ecology of remnant native vegetation and waterways.
17.10.3.9
To achieve a safe, efficient, well connected, and integrated transport system
within and beyond the Flat Bush area that provides a choice of travel modes
including pedestrian, cycling, passenger transport and motor vehicles.
17.10.3.10
To minimise the adverse effects on Auckland International Airport of the
establishment of Activities Sensitive to Aircraft Noise within the Moderate Aircraft
Noise Area in the Flat Bush Structure Plan Area.
39
9.2
Land Transport Management Act
The objectives of the road package associated with Flat Bush are stated in the ‘Flat Bush
Community Plan’ (August 2006). Eight objectives are listed in this plan, several of which clearly
contribute to the LTMA objectives, in particular supporting economic development, assisting
safety and personal security, improving access and mobility and ensuring environmental
sustainability. The relevant objectives are;
Objective 4: To achieve a well connected, adaptable, safe, attractive, healthy and pleasant
environment for living and working and travelling with an emphasis on the importance of the
public realm including parks, streets, civic areas, roads and natural environment;
Objective 5: To achieve a pattern of commerce based on an identifiable community focus within
Flat Bush, supported and supplemented by office or institutional activities, along with provision
foe small business activities and mixed use developments along nominated main roads; and
Objective 8: To achieve a safe, efficient, well connected, and integrated transport system within
and beyond the Flat Bush area that provides a choice of travel modes including pedestrian,
cycling, passenger transport and motor vehicles.
9.3
Regional Policy Statement
The Auckland Regional Policy Statement (RPS) provides the overarching planning framework
for the sustainable and integrated management of the region’s natural and physical resources.
It sets out the major direction of transport policy including managing the effects of transport on
the environment and developing an accessible transport network.
The RPS directs Auckland Councils to identify among other matters, areas of growth and urban
containment and to plan for growth and development that complements infrastructure. Flat
Bush is identified as a Future Urban Area in the Auckland Regional Policy Statement –
Schedule 1 (High Density Centres and Corridors and Future Urban Areas).
The development of the Flat Bush Structure Plan, Plan Change 20 – Flat Bush, Stage 2
Masterplan and Transport Design Guide all contribute to the planning for growth and
development that will complement the existing infrastructure.
9.4
Regional Land Transport Strategy
The Auckland Regional Land Transport Strategy 2010-2040 includes objectives and strategic
priorities to integrate transport and land use supportive of the Auckland Regional Growth
Strategy and Auckland Regional Policy Statement. The RLTS objectives are to:

Assist economic development

Assist safety and personal security

Improve access and mobility

Protect and promote public health

Ensure environmental sustainability

Support the Regional Growth Strategy

Achieve economic efficiency
40
The supporting documents of the original Flat Bush Structure Plan outlined how the Flat Bush
development meets these objectives. PC20 for Stage 2 area continues to meet with these
objectives as has been outlined in this report, particularly Sections 3, 4, 5 and 6.
9.5
Regional Land Transport Programme
The 2009-2012 Auckland Regional Land Transport Programme (RLTP) includes the Flat Bush
road and passenger transport projects that are planned to commence in the next three years.
The Flat Bush Network Upgrade Package comprises of upgrading almost 9 km of existing two
lane rural roads to modern urban arterial and collector road standard, including the replacement
of five bridges and three culverts and the provision of on road cycling facilities. The package
also includes the upgrading of a 6.3km Quality Transit Network connection between Flat Bush
and the Manukau City Centre and the construction of a 38 km network of off road walking and
cycling pathways. To date approximately a quarter of the network upgrades have been
completed or commenced.
ARTA has indicated that this package has a regional priority of 14.
41
42
10. Summary and Conclusions
The original structure plan to develop a new town in Flat Bush to cater for 40,000 people was
approved in 2006. However, the area was to be released for development in three stages. This
was deliberate to enable Council to undertake a review of those areas already developed before
releasing further land.
Most of the Stage 1 area has now been developed and was reviewed in 2008. The review
identified several areas for improvement in both land-use and urban design aspects as well as
transport. The key recommendation was for a Masterplan and design guide to be produced
before further land is released for development.
Now that most of Stage 1 area has been developed, there is a need to release further land.
The main purpose of Plan Change 20 is to release the Stage 2 area of Flat Bush for
development. Taking on board the Stage 1 review recommendation, a Masterplan has been
developed for the Stage 2 area and used to shape the proposed plan change for Stage 2. The
Masterplan process aimed to improve the integration between land use, transport and urban
form and function. The Flat Bush Transport Design Guide was also developed as a key
supporting document to the proposed plan change.
Development of the Masterplan was guided by a multi disciplinary team within the Council. It
was also informed by the Flat Bush Sounding Board, the Community Boards of Otara and
Botany-Clevedon and by the feedback received from the community and key stakeholder
consultation undertaken in April and May 2010.
The proposed Masterplan was subsequently used to develop Plan Change 20. Plan Change
20, along with the Flat Bush Transport Design Guide was adopted by Council on 7 September
2010 and notified on 27 October 2010.
All plan changes in the Auckland Region must be accompanied by an Integrated Transport
Assessment (ITA). The purpose of this ITA is to demonstrate how transport and land use have
been integrated in the development of Stage 2 of Flat Bush and to illustrate how the plan
change affects transport.
The scope of the ITA has mainly focussed on the initiatives in Plan Change 20 that address
some of the transport-related issues identified in Stage 1 and the measures taken to encourage
access by all modes of transport, including passenger transport, walking and cycling.
This ITA has not looked at traffic generation forecasts or CO2 emissions and noise as these
matters were addressed in the original Plan Change 13 for the Flat Bush Structure Plan, which
was supported by a comprehensive traffic impact assessment and transport modelling. Further,
PC20 for Stage 2 does not affect the total population prediction of 40,000 people, land-use
mixes or expected traffic generation. Nor are there any significant changes to the travel
patterns expected as there are no changes to the connections between the internal and external
roading networks, only internal layout changes.
The key change presented by Stage 2 of most relevance to this ITA is that a more finely-grained
local and collector road network has been determined for the Stage 2 area, via the Masterplan,
and which is now incorporated in the proposed new Structure Plan.
43
The grid network also presents the greatest benefit for transport as a well connected street
network results in a high degree of accessibility and choice of routes for people, encouraging
greater levels of walking, cycling and passenger transport use. The straighter roads will also
make the area more legible and easier to navigate through, with long vistas along roads making
travelling through the area more pleasant.
Good connectivity and a strong collector road network also leads to a more even dispersal of
traffic throughout the area, with short trips not necessarily requiring access to the main road
network. This in turn reduces the need to continually have to widen arterial roads, which is
often at the detriment of the adjoining land-uses and non-motorised user’s needs.
The new road network for Stage 2 will therefore contribute towards a more sustainable
development in Flat Bush.
Proposed Plan Change 20 also incorporates many other transport-related improvements. This
includes providing more guidance on how Murphy’s Road should be developed – the only
arterial in Stage 2, a requirement for passive traffic calming measures on collector roads which
will also enhance street amenity, a range of intersection improvements to enhance the
pedestrian environment, increasing footpath widths, a requirement for developments to provide
for bus stops at time of development and a requirement for key activities to develop a Travel
Plan and provide bicycle parking.
The development of the Flat Bush Transport Design Guide is a new feature for the area and is
intended to help guide developers, their consultants and Council staff by explaining more clearly
the transport outcomes that Council is seeking for Flat Bush and reasons for this. The overall
aim is to ensure that the transport outcomes sought by the Council and the community in Flat
Bush do transpire on the ground.
The original Flat Bush Development proposed as part of Variation 13 included many
improvement strategies to influence travel, including development of a high quality and
accessible bus network for the area, upgrading of key road connections and development of an
extensive walking and cycling network. Stage 1 has already delivered on a portion of these
aspects and the completion of Stage 2 in accordance with PC20 will bring the overall transport
network plan for the area a step closer to completion. The benefits of Flat Bush’s integrated
and well planned transport network can then be fully realised.
The vision for Flat Bush was to develop it with a strong focus on sustainable development and
making the community’s needs a high priority. Whilst there were many positive outcomes from
Stage 1, the Council has recognised that some areas could be done better in future
developments of the area. This has been taken on board in the proposed PC20 for Stage 2.
Together with the supporting Flat Bush Transport Design Guide it is considered that the
proposed transport and land-use plans outlined in PC20 for Stage 2 have been well integrated
and that a sustainable development as originally envisaged for the area will be achieved.
44
Appendix A
FLAT BUSH TRANSPORT DESIGN GUIDE
Manukau City Council
October 2010
Final Word / PDF Version
NOTE: This version is currently being published in a more styled format.
Flat Bush … a better way
Contents
Executive Summary
i
1
Introduction
1
2
Pedestrian Focus
4
3
Road Network
5
4
Road Typologies
8
4.1
Local Roads – Standard Local and Local Roads Park Edge
8
4.2
Special Local Road Park Edge
12
4.3
Collector Roads
16
4.4
Collector Roads Park Edge
25
4.5
Arterial Roads – Murphy’s Road
27
4.6
Roads with Sensitive or Special Land Uses (e.g. Neighbourhood Centres and Schools)
35
4.7
Cul-de-Sacs
39
5
40
6
Bus Network
50
7
53
8
Travel Plans
55
9
Bicycle Parking
56
10
References
58
Produced by Manukau City Council with assistance from GHD Ltd.
Manukau City Council Flat Bush Transport Design Guideline
-i-
- ii -
Executive Summary
The main purpose of this guideline is to help ensure the transport outcomes
sought by Council and the community in Flat Bush transpire on the ground.
Road Typologies
There are nine types of roads in Flat Bush, seven of which are found in Stage
2. Key points outlined in this guideline in relation to these roads include:

On-street parking is a key traffic calming feature on Local and Local Road
Park Edge’s. For these roads, it is considered essential that one vehicle
can park on-street in front of a property and desirable for driveways to be
off-set so that the on-street parking creates a chicane effect which also
helps to slow vehicle speeds. It is also important to ensure that lot
subdivisions and driveway configurations allow trees and street lighting to
be provided in the front berm.

A new local road has been developed called Flat Bush Special Local Park
Edge Road. The road is adjacent to a proposed new primary school as
well as the sports fields in Murphy’s Park, so a high level of activity is
expected to occur. The road width allows for two way travel lanes at all
times whilst still maintaining a slow speed environment and providing for
on-street parking on the development side.

The use of tree build out pairs provided at regular intervals along Collector
Roads is now required to act as a passive traffic calming measure to help
maintain a maximum vehicle speed environment of 50kph. The build outs
will also improve street amenity through the provision of additional trees
and can be converted into kerb extensions where required.

Three new types of Collector Roads have been developed for Stage 2 as
their location adjacent to a park either on one or both sides of the road
require a different road cross section than the standard.

Murphy’s Road is currently a two-lane rural road which will be upgraded
into a four-lane urban District Arterial Road by the Council in line with
development. This guideline outlines a proposed strategy for the
development of Murphy’s Road to guide the road up-grade project. This
includes proposed intersection treatments and indicative cross sections.
Key features include providing on-street parking where required, limiting
local side road access, limiting or prohibiting direct property access off
Murphy’s Road, providing a quality road edge environment that
encourages pedestrian activity and high quality cycle facilities.

The guideline outlines key transport outcomes sought from roads
surrounding sensitive or special land uses, specifically around
neighbourhood centres and schools.
It aims to do this by providing additional explanation to some of the transportrelated objectives, rules and assessment criteria contained in the District Plan.
It also contains indications of acceptable solutions on transport matters
related to the Flat Bush development.
This guide sits alongside the District Plan as a non-statutory document and
will be used by Council as a tool to assess development applications in Flat
Bush. It has been developed for Stage 2, however, can also be applied to
areas within Stage 1 which are yet to be developed.
Key points contained in this guideline is summarised below.
Pedestrian Focus
Stage 2 will provide a better environment for pedestrians to make Flat Bush
more pedestrian friendly and encourage greater levels of walking. A range of
measures have been incorporated in the District Plan, however, a key feature
is that footpath widths have been increased from the absolute minimum of
1.5m to 1.8m on all local and collector roads. Wider footpath widths will be
required on arterial roads and roads adjacent to sensitive or special land-uses
such as neighbourhood centres or schools.
Road Network
The largest component of transport related changes for Stage 2 is the new
grid road layout. This also presents the greatest benefit for transport. Whilst
the positions of the arterial, collector and local road park edge network can not
be changed, the District Plan does allow developers to put forward an
alternative local road layout for a defined area - subject to it being planned on
a comprehensive basis. All alternative local road layouts must maintain the
position of specified key local road connections between the defined areas.
- iii -

Cul-de-Sacs in Stage 2 will not be common, however, where they are to
be provided they must have a carriageway width of 6m and provide for
footpaths on both sides of the road.
The introduction of the grid network in Stage 2 means there will be longer
straighter roads which if not treated appropriately, can lead to higher vehicles
speeds. How intersections are treated can help to manage vehicles speeds.
It is therefore important to apply appropriate treatments to intersections in Flat
Bush.
Key points in this guideline on intersection treatments for Flat Bush are:

Not providing continuous priority on local roads by alternating give way
priorities approximately every three or more blocks.

Use of 7m corner radius on local to local and local to collector road
intersections.

Locating pedestrian pram crossings on pedestrian desire lines.

Use of roundabouts at specific locations on local and collector roads
where there is a need to break up significantly long stretches of straight
road.

Use of left-in and left-out only treatment on access to/from a local side
road and Murphy’s Road.

Avoid use of slip or decelerating lanes from an arterial to a collector or
local road.

Avoid use of free left slip lanes, except in exceptional cases where it is
demonstrated to be justified.
Bus Network
Bus is the only practical mode for passenger transport in the Flat Bush area.
To ensure the proposed bus network for the area is supported with
appropriately located bus stops, the District Plan now requires bus stops to be
provided for at time of development in accordance with an indicative bus stop
location map. The map only provides an indicative location, so the final
location and layout of proposed new bus stops is to be determined through
discussion with the Council’s appropriate Transport Team when the
subdivision plans for an area are being initiated.
Once fully developed, Flat Bush will have an extensive off-road cycling and
walking path network. It is important to ensure there is good interface
between the off-road path network and the road network where they meet.
This guideline recommends providing some form of informal or formal
crossing facility for pedestrians and cyclists where the off-road walking and
cycling network intersects or connects with the road network. It provides
examples of crossing facilities and where they may be used on the road
network.
Travel Plans
The District Plan now requires all activities in Flat Bush with 40 or more
employees on the premises at any one time and any education facility with a
roll greater than 50 to develop a Travel Plan. This guideline provides
additional explanation as to what a Travel Plan aims to do and what types of
measures might be included in one. It also recommends that developers /
organisations initiate early discussion with the Council and relevant Transport
Department when about to develop a Travel Plan. Use of the Auckland
regional travel plan programme TravelWise is also recommended as it
provides a process for developing a Travel Plan.
Cycle Parking
It is important to provide appropriate cycle parking facilities to support the
extensive off-road and on-road cycling network being developed in Flat Bush.
This guideline outlines the various measures in which the District Plan now
requires key activities in Flat Bush to provide cycle parking. Cross reference
is made to the ARTA document “Integrated Transport Assessment (ITA)
Guidelines and Supplementary Document E – Guidance Note for Cycle
Parking, October 2007” for guidelines on cycle parking provision ratios and
other design considerations.
- iv -
1. Introduction
Figure 1.1 and 1.2 illustrates the Flat Bush structure plan, overall staging
programme and the Stage 2 area.
The vision for Flat Bush is to develop it with a strong focus on sustainable
development and making the community’s needs a high priority.
1.2
A key part of this vision is a sustainable transport system that is safe, efficient,
well connected and integrated with land-use, catering for the movement of
vehicles as well as enabling the community to walk, cycle and use passenger
transport for many of their journeys.
The District Plan is quite specific in how it sees the Flat Bush area developing.
Of relevance to this document is what it says on transport, and the close
interaction between transport and urban form. Some of the key points are
summarised in Box 1.
1.1
Context for this guideline
The District Plan contains a structure plan for the development of Flat Bush,
with the land is being released for development in a staged manner.
The first release of land, Stage 1, consisted of approximately 35% of the
overall Flat Bush area. Most of this area has now been developed.
Whilst there were many positive outcomes in Stage 1, a review in 2008 found
that a number of areas could be done better1. For transport, these were
related to the layout and design of the road network and impact of this on the
ability and attractiveness for people to walk, cycle or take passenger
transport; and the relationship between road design and adjoining land uses
and vice versa.
Stage 2 is now being released for development. This Transport Design
Guideline has been produced to help achieve a better outcome in Stage 2, as
well as Stage 3 in the future.
Stage 2 covers 350ha of land in an area south of Flat Bush School Road and
east of Murphy’s Road. It does not include the Flat Bush town centre, which
will be developed separately and be subject to its own masterplan document.
Aim and purpose of this guideline
The purpose of this guideline is to:
Help ensure the transport outcomes sought by Council and the community
in Flat Bush transpire on the ground;
Help guide developers of the Flat Bush area, their consultants and Council
staff when developing and processing development applications by
explaining more clearly the transport outcomes that Council is seeking for
Flat Bush and reasons for this;
Avoid having to re-invent solutions for every new development application;
and
Achieve integration and a consistency in approach between the different
development stages.
It aims to do this by providing additional explanation to some of the transportrelated objectives, rules and assessment criteria contained in the District Plan.
It also contains best practice design principles and indications of acceptable
solutions on transport matters related to the Flat Bush development.
1.3
Application
This guide sits alongside the District Plan as a non-statutory document and
will be used by Council as a tool to assess development applications in Flat
Bush.
It is not intended to be prescriptive as it is recognised that some sites will
present their own constraints and some flexibly will need to be exercised.
However, development applications that contain the acceptable solutions
outlined in this guideline will lower their risk of obtaining Resource Consents
and provide increased certainty for developers.
This guide has been developed for Stage 2, however, can also be applied to
areas within Stage 1 which are yet to be developed.
1
Transurban, Flat Bush Spatial Structure and Built Form Review, October 2008
Manukau City Council Flat Bush Transport Design Guideline – October 2010
-1-
Box 1 – Key transport outcomes sought for Flat Bush outlined in
The transport network is a critical part of the public realm. Streets provide a
multiple range of functions beyond just for transport or for providing for the
movement of cars. This includes neighbourhood identity, open space, a place
to meet others, a place of recreation, a place for large street trees and a place
for other forms of transportation such as cycling and walking.
A desire to build on existing grid structure of road network to provide good
connectivity and permeability to the road network. This will allow traffic to be
dispersed at low volumes through out the residential environment with short
trips not necessarily requiring access to the main road network.
A desire to create a slow vehicle speed environment within the local road
network of 40kph. This will ensure that residential amenity is not degraded,
safety for pedestrians and cyclists is provided and that the streets can be used
for a wide range of functions.
Expectation that the transport network should facilitate and/or provide the
following benefits:
- easy access to and from bus stops, shops, schools, work places, reserves
and other amenities;
- greater convenience for pedestrians and cyclists and a reduction in car
dependency;
- shorter car trips which offer economic benefits through fuel savings and
environmental benefits due to less fuel emissions;
- ease of use and navigation by it's users (i.e. good legibility);
- reduced congestion on arterial roads as local traffic can permeate through a
connected street network;
- assist the lower order streets in having more vehicle movement at quiet
times which will contribute to greater safety from crime for pedestrians and
residents by offering increased informal surveillance;
- improved contact between residents and the wider community;
- improved health, social and recreational opportunities; and
- the transport network should be safe for all of its users.
-2-
Figure 1.1 – Flat Bush Masterplan
Figure 1.2 – Flat Bush Land Release Staging Plan
-3-
2. Pedestrian focused
Stage 2 will provide a better environment for pedestrians.
In addition to continuing to progress the extensive off-road paths in the park or
‘green finger’ network, other improvements in Stage 2 will include provision of:
A grid network for improved connectivity and legibility. See Section 3 of
this guide;
Wider footpaths. Footpath widths have been increased from the absolute
minimum of 1.5m to 1.8m on all local and collector roads to assist in
making Flat Bush more pedestrian friendly and encourage greater levels of
walking2.
Wider footpath widths will be required on arterial roads and roads adjacent
to sensitive or special land-uses such as neighbourhood centres or
schools - see sections 4.5 and 4.6 of this guide.
Better quality crossing points located on pedestrian desire lines and
tighter intersection corner radii on local road intersections to shorten
pedestrian crossing distances. See Section 5 of this guide; and
Picture Source: PPDG, page 6-12
Better interface between the extensive off-road path network and the road
network through use of appropriate pedestrian and cyclists crossing
facilities. See Section 7 of this guide.
2
Manukau City Council District Plan, 17.10.11
-4-
Figure 3.1 – Flat Bush road hierarchy3
3. Road Network
3.1
Road Hierarchy
The Flat Bush area incorporates an existing network of arterial and collector
roads with a new grid network of collector and local roads proposed. This
road network is divided up into a road hierarchy made up of a primary and
secondary network of roads.
The primary network consists of regional and district arterials and its main
transport function is to provide for through travel mobility. The secondary
network is made-up of local and collector roads and its main transport function
is to provide direct access to adjacent properties and connect them with the
wider primary road network.
There are nine types of roads in Flat Bush, seven of which are found in Stage
2. These are:
Regional Arterial Road;
District Arterial Road;
Collector Road – standard or with no on-road cycle lanes;
Collector Road, with on-road cycle lanes;
Collector Road Park Edge (there are three sub-sets of this type);
Local Road;
Local Road Park Edge;
Special Local Road Park Edge; and
Cul-de-sacs.
In Stage 2, there are no Regional Arterial Roads or Collector Roads with onroad cycle lanes and only one District Arterial that is Murphy’s Road.
Each road type performs different functions and Section 4 of this guide
provides a more detailed outline of the main functions and purposes of these
roads.
Figure 3.1 outlines the Flat Bush road network and hierarchy.
3
Manukau City Council District Plan, Figure 16.11.C and Figure 17.10.2
-5-
3.2
A grid road pattern
The largest component of transport related changes for Stage 2 is the new
grid road layout. The finely grained grid network and rectangular block
structure also presents the greatest benefit for transport.
A well connected or ‘permeable’ street network results in a high degree of
accessibility and a choice of routes for people, which encourages greater
levels of walking, cycling and passenger transport use. The straighter roads
will also make the area more legible and easier to navigate through, with long
vistas along roads making travelling through the area more pleasant. For
example, people would be able to see a park at the end of the road, rather
than just houses
Good connectivity and a strong collector road network also leads to a more
even spread of motor traffic throughout the area, with short trips not
necessarily requiring access to the main road network. This dispersal of
traffic will help to alleviate traffic flow pressure on the arterial roads and their
intersections. This in turn reduces the need to continually have to widen
arterial roads, which is often at the detriment of the adjoining land-uses and
non-motorised user’s needs.
The new road network for Stage 2 will therefore contribute towards a more
sustainable development in Flat Bush.
3.2
Alternative Local Road Layouts
The District Plan indicates the positions of the arterial, collector and local road
park edge network which can not be changed. However, it does allow
developers to put forward an alternative local road layout for a defined subcatchment subject to it being planned on a comprehensive basis, i.e. for the
whole sub-catchment area and not just a small part of it. Figure 3.2 outlines
these sub-catchment areas.
The sub-catchment areas have been determined based on the natural borders
presented by the greenfinger / park gullies that are a key feature of Flat Bush,
the Murphy’s Park edge and the ‘border’ presented by Murphy’s Road.
All alternative local road layouts must maintain the position of specified key
local road connections between sub-catchment areas. The location of these
and reason for them to be maintained is outlined in Figure 3.3.
3.2.1
Outcomes sought from alternative local road layouts
A proposed alternative local road layout will only be accepted subject to it
meeting certain assessment criteria. These are listed in the District Plan in
sections 17.10.11 and 17.10.16.
The following are the key transport criteria that an alternative local road
network proposal for a sub-catchment area must meet:
Maintains the finely grained grid road layout concept. This means that
adjoining local roads should connect with each other in a straight line, as
much as possible, taking into consideration topographical or other
constraints, to ensure there is a high degree of connectivity within the road
network presenting the community with a choice of travel routes, maintain
the legibility of the road network, view shafts and reveal the landscape;
All intersecting carriageways should generally meet at 90o. Staggered
local road intersections are not desirable as they compromise the legibility
sought from a grid network;
Local roads should be constructed as per the Rules in the District Plan
Chapter 8 – Transportation, Chapter 9 – Land Modification, Development
and Subdivision and Chapter 17.10 – Flat Bush; and
Local roads should meet the outcomes sought as outlined in Section 4.1 in
this Transport Design Guideline.
.
-6-
Figure 3.2 – Sub-catchments for alternative local road layouts and key
local road connections to be maintained
The location of the following local road connections between sub-catchment areas
should be maintained for the following reasons:
1.
This local road connection provides a continuous connection between Chapel
Road, a District Arterial, and the local road catchment indicated as subcatchment 1 and 2, as well as linking Chapel Road directly with Murphy’s Park.
2.
This local road crossing forms part of the road network that frames Murphy’s
Park and provides a key link between sub-catchment 2 and 3.
3.
This local road connection forms part of the road network that frames Murphy’s
Park. It also provides a direct connection to the Special Local Road Park Edge
located opposite it, across Murphy’s Road. It is proposed that this intersection
be signalised. The location of this local road should therefore be maintained to
help achieve this intersection treatment.
4.
This local road is an existing rural local road that crosses the greenfinger gully
between sub-catchment 6 and 7. This local road connection is to be maintained
as it is the only crossing point between the two sub-catchment areas.
-7-
4. Road Typologies
and cycling. Traffic volumes are expected to be low and slow. Buses are not
expected to travel on local roads.
This section outlines the typology of roads found in Stage 2.
With low vehicle volumes and speeds cyclists can travel safely and
comfortably on the carriageway and share the road with vehicles.
The typology of a road is defined by its adjacent land uses, community or
public space objectives and determining the function of each type of road for
various users.
The main functions of the road should in turn be reflected in the road’s crosssection. A well designed road will naturally inform and direct appropriate
behaviours from drivers in terms of priority and speed.
One of the challenges that this guideline responds to is keeping speeds low
on straight roads. This is addressed through cross sections and intersection
treatments (the latter is discussed in Section 5).
A passive approach to speed control is to be promoted. This means
encouraging driving at lower speeds in response to the surrounding
environment.
Specific references in Manukau City Council’s District Plan on Flat Bush’s
road types, required form and outcomes sought can be found in sections
17.10.11, 17.10.14 and 17.10.15.
4.1
Local Roads and Local Roads Park Edge
4.1.1
Function
The dominant land-use along Flat Bush’s local roads is housing, which can
sometimes be interspersed with other uses such as small scale community,
retail or commercial activity.
Where housing can occur on both sides of the road, the road is termed a
Local Road. In Flat Bush, many local roads are also located directly adjacent
to a green finger reserve or park area, so development can only occur on one
side of the road. These roads are termed Local Road Park Edge.
A high level of on-street parking is expected on local roads to cater for the
residential activities.
Local roads are where people live and play and the street environment should
allow and encourage a range of pedestrian or community activity.
4.1.2
Form
District Plan width requirements4
Road Reserve
Carriageway
18.2m
7.8m
14m
7.8m
Flat Bush Local Road
Flat Bush Local Road Park Edge
The carriageway widths allows for two way travel lanes when there is no onstreet parking. With parking, this reduces to a one-way travel lane, where
vehicles need to give way to each other to let the other vehicle pass.
The narrow carriageway combined with no centre line delineation informs
drivers of the ‘share with care’ environment.
The road reserve width allows for footpaths and front and back berms on
either side of a local road, and on the development side only for a Local Road
Park Edge. A recreational path will tend to be provided by the Council’s
Park’s Department on the park-side of these roads, which follows more
closely the streams and gullies and is thus more meandering.
Figures 4.1 and 4.2 illustrate the Local and Local Road Park Edge cross
sections and functional use.
The main transport function of a local road is to provide direct access to
properties and provide a connection between them and the wider transport
network of collector and arterial roads.
Vehicle movements need to be provided for, however, this is to be balanced
with the equally important function of the street for community living, walking
4
-8-
4.1.3
Outcomes Sought
Figure 4.1 – Local Road Cross Section
The specific outcomes sought for local roads and how these are to be
achieved are outlined in Table 4.1.
A key part towards achieving the outcomes sought for local roads is to ensure
that on-street parking can occur and that regular spaced trees in the front
berm can be planted. In Stage 1, this was not able to be achieved in some
parts due to too narrow lot widths and driveway layouts not providing the
minimum required space once minimum visibility distance requirements from
driveways and street lighting columns were taken into consideration.
For Stage 2, it is important that both aspects do occur as on-street parking is
one of the main traffic calming measures assumed to be in place to manage
traffic speeds on local roads. Trees in the front berm are fundamental for
creating the livable street environment sought for local roads. They also act
as a traffic calming measure by creating a sense of enclosure that
discourages drivers from speeding. However, street lighting must also be
provided to ensure a safe environment.
To ensure the outcomes sought for local roads are achieved on the ground,
this guide recommends that:
Figure 4.2 – Local Road Park Edge Cross Section
Essential:
Development plans demonstrate proposed lot layouts and driveway
configurations allow one vehicle to park on-street in front of a property and
that trees as well as street lighting can be provided in the front berm in
accordance with Manukau City Councils Engineering Quality Standards
(EQS). The new minimum block width of 12.5m proposed as part of Plan
Change 20 will help to achieve this.
Desirable:
Development plans off set driveways so that on-street parking creates a
chicane effect, which in turn creates horizontal deflection that helps to slow
traffic speeds. Figure 4.3 schematically illustrates the concept.
Note: Cross section of carriageway illustrates a use of the carriageway rather than delineated
spaces
-9-
Figure 4.3 – Schematic illustration of driveways off-set to achieve a
chicane effect with on-street parking
- 10 -
Table 4.1 – Outcomes sought for Local Road and Local Road Park Edge
Outcomes sought:
Achieve through:
1
•
Narrower carriageway – 7.8m.
•
Carriageway width allows parking to occur on both sides of the road. When this occurs, the through travel lane
becomes a wide single lane and passing vehicles need to give way to each other to pass, creating a slow speed
environment.
•
No centre line delineation of carriageway further enforces the share with care environment to drivers.
•
Trees planted in front berm helps to ‘narrow’ the corridor width to the driver perception, thus acting as a traffic
calming measure.
•
Intersection treatments to avoid continuous priority on local roads– see Section 5.
•
Trees in the front berm will enhance street amenity.
•
Wider footpaths
•
Carriageway width allows for parking on both sides of the road.
•
Lot subdivision plans should allow one vehicle to be parked in front of each lot. The new minimum lot width of
12.5m proposed as part of Plan Change 20 should help to achieve this.
•
Driveways should ideally be off-set so that on-street parking creates a chicane effect. This in turn creates
horizontal deflection that helps to slow traffic speeds.
•
Low volumes of traffic and creation of a slower vehicle speed environment
2
3
4
Slower speed environment for motor vehicles – maximum
target vehicle speed of 40kph.
A quality street environment.
Ability to park on-street at fairly regular spacing intervals
to cater for residential needs and to act as a traffic
calming measure on the street.
An environment that encourages pedestrian activity on
the street.
•
A quality street environment achieved through tree planting in the front berm.
•
The front berm also creates a green buffer between the carriageway and pedestrian area.
•
Provision of wider footpaths on both sides of the road for standard local roads.
•
For local road park edge, provision of a footpath on the side that development occurs on and provision of a
recreational footpath on the green finger / park side.
Cyclists can safely and comfortably share the
carriageway with vehicles.
•
Creation of a low and slower traffic speed environment
•
6
Emergency and service vehicles, such as refuse
collection, house moving or furniture delivery trucks, are
able to access properties.
•
Carriageway width and intersection widths allow for the movement of these vehicles.
7
Ability to provide for services (minimum 3.2m required).
•
Road reserve width contains sufficient footpath and back berm width to provide for this.
5
- 11 -
4.2
Flat Bush Special Local Road Park Edge
A new Special Local Road category has been introduced in Stage 2. This is
related to a specific section along Murphy’s Park and the site of a proposed
new primary school. Figure 4.4 indicates the road’s location.
4.2.1
inform drivers of the ‘share with care’ and slow speed environment expected
of them when using this road. The road reserve width allows for a shared 3m
path on the school side (see Section 4.6.2).
4.1.3
Outcomes sought
The specific outcomes sought and how these are to be achieved are outlined
in Table 4.2.
Function
The park will provide six new sports playing fields that will be an important
local as well as regional facility. The playing fields will require a reasonable
amount of parking and it is preferable to provide this along the park and street
edge rather than as a stand alone large car park within the park. Access to
the playing fields and the school will be from the local road. Whilst the
playing fields and school will be two special land uses on this local road,
residential will still be one of the main land uses.
The plan view in Figure 4.6 provides an indication as to how the Council sees
this road looking and performing. The following points should be noted when
considering Figure 4.6:
Due to this mix of land-uses, this section of local road will experience a higher
amount of activity than normally expected on a local road, particularly during
school start and end times and when events are being held at the playing
fields. Both traffic-generating events could also occur at the same time,
creating even more activity on the road.
Due to the high level of activity by both vehicles and pedestrians (adults
and children) associated with the primary school and the inherent danger
of angle parking – where cars tend to reverse out of the parking space –
the park edge parking along the local road directly adjacent to the school
site should be separated from the local road carriageway by a raised
island.
For this reason a new road type that is slightly wider than the standard local
road is required.
4.2.2
Form
District Plan width requirements
5
Road Reserve
Carriageway
14m
8.1m
Flat Bush Special Local Road Park Edge
Figures 4.5 illustrate the roads’ cross section.
The slightly wider carriageway and provision of parking within the park allows
two way travel lanes at all times and on-street parking on the school and
residential side of the road. This allows vehicles to keep moving and clearing
the area even with a high level of parking and drop-off / pick-up activity.
The plan view provides an indicative park edge parking and vehicle
access layout. However, the most appropriate parking layout is to be
determined and finalised at time of development.
The raised island should be lined with a No Stopping At All Times
(NSATT).
The raised island only needs to be provided along the extent of the school
site. Thereafter, the park edge parking can use the local road carriageway
as manoeuvring space. The park edge parking along the collector road
side of the park may also use part of the road carriageway as
manoeuvring space. This will help to reduce the width of paved area
required.
It is envisaged that the on-street parking on the school/housing side will be
delineated from the travel lane by a drainage channel (see Figure 4.7).
The drainage channel therefore acts as a stormwater as well as additional
traffic calming measure by ‘narrowing’ the road.
Even though the carriageway is slightly wider than a standard local road, it is
still narrow. This combined with no centre line delineation will continue to
5
- 12 -
Figure 4.4 – Location of Flat Bush Special Local Road Park Edge
Figure 4.5 – Flat Bush Special Local Road Park Edge Cross Section
Figure 4.7 – Photo of drainage channel
- 13 -
Table 4.2 – Outcomes sought for Flat Bush Special Local Road Park Edge
Outcomes sought:
Achieve through:
Outcomes sought that are specific to Special Local Road Park Edge
1
Slower speed environment for motor vehicles but with 2way travel lanes always available.
•
Carriageway width of 8.1m. This allows for two 2.8m travel lanes at all times, regardless of on-street parking, however
they are narrow enough to maintain slower traffic speeds.
•
•
Use of a drainage channel to delineate between on-street parking on the development / school side and the travel
lane. This acts as another traffic calming measure, in addition to being a stormwater measure.
2
Ability to park on development and school side to serve
residential and school uses.
•
Carriageway width allows for this.
3
Ability to park along the park edge to serve park user
needs.
•
The park edge parking will be provided within the park reserve area i.e. will not form part of road reserve. This will be
funded by the Council’s Park’s Department.
•
Park’s have indicated a preference for angle parking along the park edge to cater for the expected high demand for
parking.
•
Park edge parking along the local road should be separated from the local road carriageway by a raised island for the
section opposite the school side only. An indicative layout has been shown in Figure 4.7. The exact parking layout
along the park edge can be determined and finalised at time of development.
•
Provision of appropriate pedestrian access points across the parking areas, e.g. through use of build-outs, raised
tables, etc.
Row of park edge parking should be broken up intermittently by tree build outs.
4
Easy and safe pedestrian access between school and
playing fields.
5
A quality park edge environment.
•
6
School children cyclists able to safely and comfortably
cycle off-road as they converge near the school.
•
Provision of a 3m shared cycle and pedestrian path on the side of the road where the school is located.
•
A 3m shared cycle and pedestrian path will also be provided around Murphy’s Bush Park. This will be implemented by
the Council’s Park’s Department.
Outcomes sought that are the same as that listed for local and local road park edge:
7
8
Cyclists able to safely and comfortably share the
carriageway with vehicles.
•
Creation of a low and slower motor vehicle speed environment
•
•
Provision of trees in front berm will enhance street amenity, although front berm will be reduced to 1.5m due to
provision of 3m shared path along this section of local road.
•
Wider footpaths
9
Service vehicles able to access properties.
•
10
•
- 14 -
Figure 4.6 –Plan view of Flat Bush Special Local Road Park Edge and indicative park edge parking treatment
(Note: Layout of park edge parking shown as indicative and to be finalised at time of development)
- 15 -
4.3
Collector Roads
4.3.3
4.3.1
Function
The specific outcomes sought for collector roads and how these are to be
achieved are outlined in Table 4.3.
Land-uses along Flat Bush’s collector roads will range from those that are
predominantly residential in nature, those edged by parks and those with a
mix of small to medium scale commercial activities and housing. Key
community functions such as schools, religious centres and recreational
facilities are often found on collector roads.
The main transport function of collector roads is to collect and distribute
traffic to and from the arterial and local road network and to provide access
to properties. They can also act as local main roads supplementing the
primary network and through traffic generally make up a high proportion of
the traffic-flow. Bus services often operate along collector roads.
Collector roads also serve as an important part of the city’s cycling network,
allowing cyclists to travel within and between neighbourhoods without the
need to use higher volume arterial roads.
The vehicle speed on collector roads will typically be between 40 and
50km/h, depending on the type of adjoining development (the speed will be
lowest in school zones) and frequency of local access and intersections.
4.3.2
Form
Collector Road in Flat Bush Residential 3
and 4 Zones
Road Reserve
Carriageway
21.2m
10.8m
Outcomes Sought
The carriageway width assumes on-street parking will act as a traffic calming
measure. However, when there is no or little on-street parking, the
carriageway can appear too wide. This can encourage drivers to travel
beyond the speed limit and results in a low level of street amenity.
A key outcome for collector roads in the Stage 2 area is to achieve a
maximum vehicle speed environment of 50kph and to enhance street
amenity in general.
This will be achieved through the provision of tree build out pairs. Build outs
are a passive or ‘soft’ form of traffic calming that aim to achieve reduction in
vehicle speeds by being self-enforcing, i.e. they aim to naturally influence
driver behaviour and do not rely on active enforcement7.
The tree build outs will reduce the travel lane widths at regular intervals
along the road. This will help to achieve a slower speed environment over
the length of the road, whilst also improving street amenity through the
provision of additional trees.
Where required, the build outs can be turned into kerb extensions instead to
provide pedestrians with shorter distances to cross the street.
Figure 4.8 provides a cross section for a collector road. Figure 4.9 and 4.10
provides a plan view of the type of tree build out required and how this can
be modified to kerb extensions.
The collector road carriageway needs to provide for two travel lanes plus onstreet parking on both sides of the roads. They must also be able to cater
for bus movements. Full private access is permitted on collector roads.
The intention of a standard collector road is for the carriageway to be shared
by its various users. Therefore, clearly delineated parking or cycle lanes
should not be provided to enforce the ‘share with care’ environment to
drivers.
7
6
Austroads, Guide to Traffic Management Part 8: Local Area Traffic Management, 2008, pg
36.
- 16 -
Figure 4.8 –Standard Collector Road with traffic calming measures
- 17 -
Figure 4.9 – Plan view of tree build out
Figure 4.10 – Build out as a kerb extensions
- 18 -
Table 4.3 – Outcomes sought for Standard Collector Roads
Outcomes sought:
Achieve through:
1
Two way travel lanes at all times, plus ability to park on
both sides of the road
•
Carriageway width allows for this.
2
Appropriate speed environment for vehicles - maximum
of 50kph
•
Traffic calming effect achieved through:
- Ability to park on-street on both sides of the road;
- Use of tree build out pairs provided at relatively even spacing along the road; and
- Regularly spaced trees in front berm to ‘narrow’ the corridor width to driver perception.
3
A quality street environment
•
Provision of trees in the front berm and in build outs
•
Wider footpaths
•
Creation of an appropriate vehicle speed environment
•
Regularly spaced trees in front berm and build outs
•
Front berm also creates a green buffer between the carriageway and the pedestrian area.
•
Wider footpaths
•
Where required, build-outs can be turned into kerb extensions to provide pedestrians with shorter crossing
distances.
Cyclists can safely and comfortably share the
carriageway with vehicles
•
Creation of an appropriate vehicle speed environment
•
Stormwater measures and maintenance-hole covers to be located outside of cyclist’s wheel paths.
Bus movements catered for
•
Carriageway width and intersection widths allow for the movement of these vehicles
•
Berm and footpath width allows for the provision of bus stop infrastructure, such as bus stop signs and shelters.
4
5
6
the street
7
Service vehicles are able to access properties
•
8
•
- 19 -
4.3.4 Guidelines on layout and spacing of tree build outs
The District Plan requires Collector Roads in Stage 2 to provide tree build
outs as follows8:
For block lengths longer than 80m, the required spacing between each build
out is between 40m (minimum) and 65m (maximum) within the block length.
The spacing:

On block lengths less than 80m one set of opposing tree build outs are
required;

On block lengths between 80m and 140m two sets of opposing tree
build outs are required;
Aims to achieve a reasonably uniform vehicle speed profile, i.e. not too
much speed variation along the street, and avoid having vehicles
decelerating and then accelerating between the build outs.

On block lengths between 140m and 200m a minimum of three sets of
opposing tree build outs are required; and
Recognises that ‘soft’ measures such as build outs need to be spaced
closer than ‘hard’ measures and that a traffic-calmed neighbourhood
relies on the constant reminders about the need to drive slowly9.

On block lengths >200m a minimum of four sets of opposing tree build
outs are required.

Ensures the build outs are placed at regular and frequent intervals,
whilst still providing some flexibility to accommodate other road features
such as street lighting, driveways and bus stops.
Further, that the provision of tree builds outs must be as follows:
2. Tree build out pairs to be provided directly opposing each other

For block lengths of less than 80m, tree build out pairs must be provided
in the middle of the block length, within a range of 5m either side.

For block lengths greater than 80m, tree build out pairs within the block
length shall be no closer than 40m apart and no further than 65m apart.
It is important to provide build out pairs directly opposite each other to
achieve an effective traffic calming effect. Tree build out pairs that are laid
out in a staggered manner are not considered to be acceptable. Both
concepts are schematically illustrated in Figure 4.12.

All tree build out pairs must be provided directly opposing each other
and may not be staggered.
This section provides explanation and further guidance on this rule.
1. Spacing of tree build outs within a block length
In the Structure Plan, block ends or block lengths shorter than 80m make up
the majority of blocks fronting the collector roads in Stage 2. These types of
blocks require one pair of opposing build outs in the middle of each block
length as schematically illustrated in Figure 4.11. These can be provided
within a range of 5m either side of the exact middle of the block length to
accommodated various lot and driveway layouts and widths.
3. Minimum distance from intersection
A minimum distance of 17m between a build out and intersection is required
to allow an 8m long truck to turn into the collector road without having to
cross over into the opposing travel lane. See Figure 4.13.
It is recommended that bus stops are provided directly after an intersection
(see Section 6). Where a bus stop is to be provided, a minimum distance of
30m is required between a build out and the intersection. This may be
reduced slightly in some circumstances. See Figure 4.14.
The Structure Plan also contains block lengths that are longer than 80m
fronting the collector road. The lengths range, with the maximum length
permitted being 250m. These blocks will therefore have different numbers of
build outs, depending on their length. This is schematically illustrated in
Figure 4.11
9
8
Austroads, Guide to Traffic Management Part 8: Local Area Traffic Management, 2008, pg
35-36.
- 20 -
4. Ability for each lot to have at least one vehicle park on-street in
front of it (or on side street if a corner lot)
Lot and driveway configurations and tree build outs should allow at least one
vehicle to park on-street in front of a lot or on an adjacent side street if a
corner lot. To best achieve this, it is recommended that build outs are
provided in between adjoining properties, although ultimately the best layout
will depend on the width of the lots and driveway configuration, e.g. whether
adjoining lot driveways are paired or separated.
5. Stormwater catchpits
Some additional catchpits will need to be provided where a tree build out is
constructed. The additional catchpits required, over and above what must
already be provided as outlined in Manukau City Councils Engineering
Quality Standards (EQS) will be determined by the number of tree build outs
and the block length.
6. Location of other features of the road environment
In already developed areas, the location of existing street lighting, catchpits,
driveways, etc could dictate the location of build outs. However, as Stage 2
is a greenfield development it is expected that these features will be factored
into the subdivision at planning stage to ensure that all aspects are
satisfactorily provided for within the road.
The recommended spacing of tree build outs within the middle of the block
length within a range of 5m either side for block lengths less than 80m and
of between 40m and 65m for blocks longer than 80m provides enough
flexibility for this.
- 21 -
Figure 4.11 – Schematic illustration showing build out locations in relation to various block lengths
Schematic plan view of how tree build outs are to be provided for block ends or block
lengths shorter than 80m, i.e. in the middle of the block side fronting the collector road,
within a range of 5m either side.
Schematic plan view of how tree build outs are to be provided for blocks longer than
80m in length. Depending on the block length some blocks will have two build out pairs
and others three or four.
- 22 -
Figure 4.12 – Build outs should be located directly opposite each other
- 23 -
Figure 4.13 – Minimum distance from intersection of 17m required at all
times
Figure 4.14 – Minimum distance from intersection with bus stop of 30m
NOTE:
The clearance width may be reduced to between 9m and 4m, with 4m being the
absolute minimum, if 9m clearance cannot be achieved due to site specific
constraints. However, the implications of this are that the rear section of the bus
may overhang the footway. Designers need to make sure this will not pose a conflict
with pedestrians or street furniture. See “Bus Stop Infrastructure Design Guideline”,
May 2009, produced by ARTA, Section 5.4, page 38 for further information on
mitigation measures.
For the above reasons, clearance of 9m should always be applied where the
footpath is paved kerb to kerb, i.e. where there is no or narrow grassed front berm,
such as around neighbourhood centres, schools, etc.
Whilst the bus box area required is in fact 14.5m, the bus box stencils come in 15m
size only; therefore the drawing shows a 15m bus box area.
- 24 -
4.4
Figure 4.15 –Locations of Collector Park Edge Roads in Stage 2
Collector Roads Park Edge
Several sections of the collector road network in Stage 2 are located
adjacent to the green finger corridor or park area. There are three types of
collector road park edge, all of which are highlighted in Figure 4.15. These
are:

Collector roads with development on one side only;

Collector roads in the form of bridges spanning across the green finger
park corridors. Two of these will be new structures whilst the other
involves upgrading the existing Flat Bush School Road from a rural local
road into an urban collector road standard; and

Collector roads with public open space (POS) on both sides. There is
only one section of this type, alongside Murphy’s Park.
These roads need to achieve the same functional requirements of standard
collector roads, however, the lack of development on one or both sides does
create some different needs. These are:

No need to provide for on-street parking on the side of the green finger
corridor as there will be little demand for this;

Where there is a demand for parking along the park edge, such as along
Murphy’s Park, it will be provided within the parks reserve by the
Council’s Park’s Department (so does not need to be included in the
road reserve);

The traffic calming measure of tree build outs need to be provided only
where on-street parking is provided as this is where the carriageway is
wider;

Collector roads are also key pedestrian routes. Therefore a direct and
continuous footpath on both sides of the road needs to always be
provided;

Collector Road Park Edge - with
development on one side
General best practice for bridge road cross sections is to provide a wider
than standard footpath width to mitigate the narrowness created by the
bridge structure and lack of front berm buffer.
Collector Road Park Edge - Bridge
Collector Road Park Edge – with public
open space on both sides
As part of Stage 2, new road reserve and carriageway widths have been
developed for each type of collector park edge road. These are illustrated in
Figures 4.16, 4.17 and 4.18.
10
Road Reserve
Carriageway
19.6m
9.2m
15m
7m
17.4m
7m
- 25 -
Figure 4.16 – Collector Road Park Edge - with development on one side
Cross Section
Figure 4.17 –Collector Road Park Edge – Bridge Cross Section
Figure 4.18 – Collector Road Park Edge – with public open space on both sides
It should be noted that angle parking is expected to
be provided along the western length of Murphy’s
Park at this location to cater for the parking demand
that the sport fields will generate. See Section 4.2.
The exact location of the footpath on the Murphy’s
Park side of the road may therefore change. For
example it could be provided within Murphy’s Park,
subject to it maintaining a direct and continuous
alignment adjacent to the collector road.
The layout of the footpath and berm on the side of
the park is to be determined at the time when the
park edge parking and collector road is developed.
- 26 -
4.5
Arterial Road – Murphy’s Road
Murphy’s Road is the only arterial within the Stage 2 area and is classified as
a District Arterial Road. It is a significant road through the Flat Bush
community, providing a key north-south link. The road is currently a twolane rural arterial with a posted speed limit of 80km/hr, however, it will be
upgraded by the Council (via its Transport Agency) from a rural to urban
arterial as part of the Flat Bush development.
Specific references in Manukau City Council’s District Plan on Murphy’s
Road can be found in Chapter 8, section 8A1.4.4.4.15.
4.5.1
Function
District Arterial roads provide an important link between residential, business
and recreational activities within the district. They also provide a connection
between district and other regional activities.
The land-uses along Murphy’s Road are currently predominantly rural.
However, this will change dramatically into an urbanised area as Flat Bush
develops. Murphy’s Road will therefore become an increasing important
road for accessing key land use destinations.
There will be a diverse range of land-uses along the corridor, although the
dominant features will be residential and Murphy’s Park. Other land-uses
that will occur directly on or within the corridor area will include a
neighbourhood centre, schools, six major sports fields in Murphy’s Park,
several green finger park edges, the Flat Bush Community Hall and the
heritage Baverstock Cottage and possibly some medium-high density
residential developments.
The road environment should therefore be designed to support the vitality
and amenity of these adjoining land uses, particularly around key focus
points of activity.
The main transport function of arterials is to provide for the movement of
people and goods between major origins and destinations within the City.
Arterials will move heavy volumes of traffic and provide connections between
the motorways, the primary and secondary road network.
A primary function of arterials is to provide for passenger transport.
Although the current indicative bus route plan does not show a bus route
travelling along Murphy’s Road, all arterials are expected to accommodate
bus movements. Further, the current bus route status for Murphy’s Road
may change in the future in response to changing land-uses.
Direct vehicle access to properties is a secondary function of arterials and is
prohibited or restricted in some circumstances in order to minimise conflict
with the primary through traffic function. Limiting direct vehicle access
reduces the number of vehicle crossing points which also presents
opportunities to enhance pedestrian, cyclist and street amenity.
Murphy’s Road is designated as Regional Cycle Route and must therefore
provide high quality cycle facilities. It will also become a very important
pedestrian link as it traverses through the middle of the Flat Bush
community. Several pedestrian and cyclists paths link to and cross Murphy’s
Road. The future land-use and transport design of the road will therefore
need to pay close attention to the cyclist and pedestrian environment.
Connectivity along as well as across the road is important.
4.5.2
Form
District Arterial’s can be two or four lanes. Recent transport studies indicate
that a four lane configuration is required for Murphy’s Road due its location
within the arterial network and to cater for forecast traffic flows.
A four lane road could become a barrier if not designed well. It is therefore
important that the future land-use development, together with the upgrade of
the road, balances the corridor’s transport, land-use and community
functions to ensure the corridor becomes an integrating element between the
two communities in Flat Bush, rather than a barrier.
To achieve the functional objectives for Murphy’s Road, side road and direct
property access should be prohibited or severely limited. This will better
provide for through traffic, create a better pedestrian and cyclist environment
and enhance street amenity by allowing more on-street parking and tree
build outs. It also removes the need for a painted central flush median.
Whilst Murphy’s Road does not form part of the Auckland Regional Freight
Route, all arterials are expected to cater for some freight traffic and must be
designed accordingly.
- 27 -
Local side road access along Murphy’s Road should ideally be restricted to
left in and left out arrangements, except for at one location – See Figure
4.25. This is feasible along Murphy’s Road as the grid network provides
many alternative routes and easy access to the number of regularly spaced
all-movement signalised intersections along the corridor.
Adjoining properties can be provided with access through various alternative
means, some of which are outlined in Figure 4.19 and 20.
The purpose of this document is provide guidance as to the final outcomes
sought for Murphy’s Road when it is upgraded, however, the final road
configuration is to be determined as part of the road up-grade project.
The specific outcomes sought for Murphy’s Road and how these are to be
achieved are outlined in Table 4.4. Some transport outcomes sought can
only be achieved if the adjoining land-uses are also appropriately designed;
these are highlighted in blue font.
To cater for a four lane configuration and cycle facilities the road reserve and
carriageway width is as follows:
Road Reserve
Carriageway
District Arterial – Murphy’s Road
(with cycle lanes)
31m
16m
Whilst the minimum carriageway width is stated as 16m, the actual width will
most likely vary along the road depending on what is required for different
sections of the corridor. This should be determined as part of the road upgrade project. The 31m road reserve allows for a range of cross-sections. It
should be noted that localised widening may often occur at intersections.
Figures 4.21 to 4.24 provide some indicative cross sections for Murphy’s
Road. These have been developed based on there being two main types of
land-uses along the corridor: sections that will be urbanised and have
development on both sides of the road and sections dominated by park on
either side. There are also three ‘themes’ to the indicative cross sections:

Sections that will require on-street parking and those that will not. The
latter includes Murphy’s Park where it is expected there will be no or
little demand for on-street parking along the park edge;

Whether a landscaped median is provided or not; and

Whether the cycle facility is provided on-road or off-road to a quality that
even commuter cyclist would be comfortable to use.
Figure 4.25 outlines the proposed strategy for Murphy’s Road, indicating
proposed intersection treatments, key pedestrian / cyclists only crossing
points and land-uses.
11
- 28 -
Figure 4.19 – Acceptable or Desirable Adjoining Property Access and Side Road Access
Management Measures
Figure 4.20 – Not Acceptable or Less Desirable
Adjoining Property Access Management Options
- 29 -
Table 4.4 – Outcomes sought for Murphy’s Road
Outcomes sought:
Achieve through:
1
Four lanes for through traffic at all times, in addition to
provision of on-street parking where required.
•
Road reserve and carriageway width provisions allows for this.
2
Through movement is prioritised along the corridor,
whilst maintaining access to adjoining land-uses,
although this is not expected to be directly off Murphy’s
Road.
•
Local side road access ideally limited to left in and left out only. Full access provided at controlled intersections.
Side road movements to take advantage of local grid network connectivity.
•
No or very limited direct property access from Murphy’s Road. See Figure 4.19 and 4.20 for a range of
acceptable and non-acceptable adjoining property access measures.
A road that acts as a connector between communities
on either side of Murphy’s Road.
•
Carriageway width limited as much as possible by:
- Limiting local side road access and having no or limited direct property access. Both measures reduce the
need for a flush median, thus reducing carriageway width;
- Appearance of carriageway width mitigated through appropriate centre median treatment. A centre median
may or may not be provided, depending on the requirements of the particular section of Murphy’s Road. If a
median is to be provided it should be landscaped to a high quality, i.e. it should have quality and reasonably
sized trees planted in it and / or attractive ground level planting. Plain grass and / or concrete are not
considered to be an acceptable solution.
•
Berm and footpath area should be sufficiently wide and attractively landscaped to create a pleasant road-side
environment and an attractive public space.
•
Consider multi-level buildings favourable as road width can be balanced out by having higher buildings alongside
it.
•
Ensure there is a mix of land-uses along the corridor and that there are key destinations on both sides of the
road.
•
•
Berm and footpath width allows for the provision of bus stop infrastructure, such as bus stop signs and shelters.
3
4
Freight and bus movements catered for.
5
Ability to park on-street where there is a demand for it
and to act as a traffic calming measure.
•
Road reserve allows for the provision of on-street parking where there is a likely demand for it, which will be
determined by adjoining land-uses.
6
Appropriate speed environment for vehicles.
•
Having a posted speed limit of 60km/hr along the entire route in line with Manukau City Council’s current policy
for arterials.
•
Signalised intersections placed at regular intervals along the corridor, so, in reality drivers will be driving slower
than 60 km/hr due to the various intersections and queues.
•
Road treatment designed to manage vehicle speeds, e.g. through provision of on-street parking, tree build-outs
and potential landscaped median.
- 30 -
Table 4.4 Continued – Outcomes sought for Murphy’s Road
Outcomes sought for Murphy’s Road
Achieve through:
7
•
High quality and clearly delineated cycle facilities provided to cater for both confident / commuter cyclists and
recreational or less confident cyclists. Preferred layout to be determined at project scheme stage, however,
some indicative cross sections are provided in Figure 4.21 – 4.24.
•
Wider footpaths. Width should be wider around key land use activities such as neighbourhood centres.
•
Generous berm width of 2.5m, with the exception at neighbourhood centres where paving likely to be kerb-tokerb, creates a buffer between road and pedestrian zone and allows for street trees.
•
No or limited direct property access off Murphy’s Road creates a better environment for cyclists and pedestrians
due to:
- removal or reduced number of vehicle crossing points to have to cross, so less conflict points with moving
vehicles increasing pedestrian and cyclists amenity and safety;
- provides more opportunity for on-street parking provision and associated tree build outs to create a slower
speed environment and higher amenity road edge;
- no or less driveways also present an opportunity to provide a high quality off-road cycle facility.
•
Signalised intersections combined with several pedestrian / cyclist only crossings at regular intervals along the
corridor provide for safe pedestrian crossing opportunities.
•
On-street parking, where it occurs, will provide some street front activity, which creates a safer environment for
pedestrians / cyclists.
•
Ensure there is a mix of land-uses along the corridor to create an environment that will make walking, cycling or
travelling along the route interesting and pleasant.
•
Ensure adjoining land uses face the road. Conversely, the road environment needs to be designed as such that
land-uses want to face it.
•
Murphy’s Road alignment should be kept as straight as possible to maintain long vistas created by the
topography.
•
Having street edge activities with quality urban spaces along it.
•
Generous street tree provision along corridor in front berm area or in tree builds.
•
On-street parking should be interspersed with tree build outs.
Emergency and service vehicles are able to use road
and access adjoining properties
•
•
Adjoining properties should always be able to be accessed by these vehicles.
•
An environment that encourages cyclists of both
commuter / confident and recreational / less confident
abilities (including children) to safely and comfortably
use Murphy’s Road as a cycle route.
the street
8
9
10
11
Street edge activity and passive surveillance
- People should feel comfortable on Murphy’s Road and
not just want to travel through quickly. Recognise it is
a place of movement but also want people to stop and
linger.
- Want people to feel safe and enjoy walking down the
road.
It is important for Murphy’s Road to have its own strong
sense of identify / character.
- 31 -
Figure 4.21 – Indicative cross sections of Murphy’s Road with on-road cycle
lane and median
Figure 4.22 – Indicative cross sections of Murphy’s Road with on-road
cycle lane and no median
A –Urban segments with need for on-street parking
B - Urban segments with no need for on-street parking and Murphy’s Park Segment
- 32 -
Figure 4.23 – Indicative cross sections of Murphy’s Road with high quality
off-road cycle path and median
Figure 4.24 – Indicative cross sections of Murphy’s Road with high
quality off-road cycle path and no median
- 33 -
Figure 4.25 –Proposed Strategy for Murphy’s Road Corridor
- 34 -
4.6
Roads with Sensitive or Special Land Uses
As the Stage 2 (and future Stage 3) area develops, there may be occasions
where departures from the standard road layouts may be required in
locations where sensitive or special land-uses occur and where specific
treatments more appropriate to the land-uses should be applied.
Examples of where this may apply are around higher pedestrian activity
generators, such as neighbourhood centres or schools, although there may
be other instances where this is relevant.
The specific type of requirements that are likely to be required for
neighbourhood centres and schools is outlined below.
4.6.1
Neighbourhood Centres
The Flat Bush structure plan identifies five locations for neighbourhood
centres for the Flat Bush area. One neighbourhood centre is located in
Stage 2 and is zoned on the south east and north east corners of Murphy’s
and Flat Bush School Road. This centre is approximately 2.5ha in size.
Neighbourhood centres aim to act as local community focal points by
providing for a diverse range of retail, commercial, service and residential
activities and employment such as local shops, restaurants/cafes, a small
supermarket, day care, medical, community services and/or high density
residential. The main requirement is that the activity promotes a compact
pedestrian friendly neighbourhood centre.
For a neighbourhood centre to be a successful and vibrant community focal
point it will rely on its local catchment area as well as some passing traffic for
trade and employees.
The development of this plan will be led by the Council in partnership with
the land owners.
Specific references in Manukau City Council’s District Plan on the
Comprehensive Development Plan can be found in sections 17.10.6,
17.10.10, 17.10.12, 17.10.14 and 17.10.15.
The site-specific transport issues, opportunities, requirements and solutions
can therefore be determined as part of the Comprehensive Development
Plan. However, to help guide the development of the plan Table 4.5 outlines
the transport outcomes sought for neighbourhood centres.
4.6.2
Schools
As with neighbourhood centres, site-specific transport aspects of a proposed
new school site can be determined at the development’s planning stage.
However, to help guide development some of the transport outcomes sought
for schools is outlined below:
A path of at least 3m wide to be provided near schools to cater for school
children and their parents converging at the school and to allow for
shared pedestrian and cyclists use on the path.
Vehicle entrances should not be the same point of entry as the main
pedestrian and cycle entranceway for safety and amenity purposes. This
could be achieved either by separate locations or separate gateway
treatments at the same location.
Consideration of where formal pedestrian crossing point(s) around the
school need to be provided should be undertaken at planning stage.
The transport outcome sought for neighbourhood centres is that they are
readily accessible by walking, cycling or by bus through the provision of
excellent pedestrian, cycling, bus and road connections to neighbouring
residential areas. They must also be convenient for passing vehicles to
access and park near the centre.
Due to the importance of Neighbourhood Centres and in recognition that
each site is likely to present site-specific opportunities and issues, the
District Plan requires their development to be subject to a Comprehensive
Development Plan.
- 35 -
Table 4.5 – Transport outcomes sought for Neighbourhood Centres
Outcomes sought:
Achieve through:
1
A clear indication to drivers that they have
entered a neighbourhood centre area to
influence their driving behaviour and manage
traffic speeds.
•
Through use of various intersection treatments, such as different surface treatments at intersections or at local side road
entrances, see Section 5 for examples.
•
Consider use of different surface treatment on footpaths.
An active pedestrian and frontage zone that
not only allows people to travel through but
also encourages them to linger and spend
time in the area.
•
Wider footpath area.
•
Provision of a quality street environment through street edge landscaping.
A quality street environment
•
Provision of street trees or other form of landscaping along street edge.
2
3
4
5
6
Easy, safe and attractive to access by walking
Easy, safe and attractive to access by bike
Easy, safe and attractive to access by bus
•
The row of on-street parking should be broken up intermittently by tree build outs.
•
Consider inclusion of public art within the public realm.
•
Wider footpaths. The standard grassed front and back berm layout would not need to be applied, rather this space could be
used to provide kerb-to-kerb paving and/or urbanised form of landscaping.
•
Good connections to/from the centre and the wider road and green finger off-road walking network.
•
Appropriate crossing facilities to be provided to allow safe and convenient access to the centre by pedestrians.
•
Good connections to/from the centre and the wider road and green finger off-road cycling network
•
Appropriate crossing facilities to be provided to allow safe and convenient access to the centre by cyclists.
•
Appropriate cycle parking to be provided at key locations around neighbourhood centre (see Section 9).
•
Bus stops serving the neighbourhood centre located conveniently to the centre.
•
Appropriate crossing facilities to allow safe and convenient access to the centre from the bus stops.
7
Convenient to access by passing vehicles
•
Adequate parking should be provided at and around the neighbourhood centres. Some on-street parking provision is
considered to be essential. These should be at least 2.5m in width. See Figure 4.26 and 4.27 for possible on-street parking
layouts.
8
Convenient to access by service vehicles
•
Appropriate number of loading bays provided at appropriate locations on-street.
•
Where appropriate, a rear service lane should be provided for larger deliveries.
- 36 -
Figure 4.26 – Example 1 of acceptable on-street parking layouts for neighbourhood centres
- 37 -
Figure 4.27 – Example 2 of acceptable on-street parking layouts for neighbourhood centres
- 38 -
4.7
Cul-de-sacs
The road network laid out in the Structure Plan and masterplan no longer
allows for cul-de-sacs in Flat Bush unless there is a strong reason for
providing them. An area where it is expected that some cul-de-sacs will
need to be provided is in the south eastern parts of Stage 2 due to the areas
steep topography and adjoining land ownership not permitting a local road
connection.
Cul-de-sacs in Flat Bush will need to have a carriageway width of 6m and
have footpaths on both sides of road12. Figure 4.28 provides a cross section
for a cul-de-sac road.
Figure 4.28 – Cul-de-Sac Cross Section
12
- 39 -
5. Intersection treatments
5.2
Intersections must be designed in a manner that caters for various road
users from vehicles to cyclists and pedestrians, and need to be designed in
a manner that is sensitive to its adjoining land uses.
The following intersection treatments should not be provided as they create
unnecessarily wide carriageways and are difficult for pedestrians and cyclists
to negotiate:
In order to provide a street environment that is compatible with its adjoining
land-uses it is critical that vehicle speeds be kept within the appropriate
range13. So for within Flat Bush, the vehicle speed target for local roads is
40kph, collector roads 50kph and arterials 50 to 60kph maximum.
Long straight streets can lead to higher vehicle speeds if not managed with
appropriate road and intersection treatments14. With the introduction of the
new grid network in Stage 2 it is therefore particularly important to apply
appropriate intersection treatments to manage vehicle speeds.
Intersection treatments to be avoided
Slip or decelerating lanes from an arterial into a collector or local road.
See Figure 5.3; and
Free left slip lanes at give-way priority and signalised intersections. In
exceptional cases these may be justified. If this is the case, a formal
pedestrian crossing facility, either a zebra or signals, should be provided
on the free left slip lanes to aid pedestrian movements. See Figure 5.4.
5.3
Pedestrian and cyclists considerations at intersections
Specific references in Manukau City Council’s District Plan on intersection
treatments can be found in sections 17.10.11, 17.10.14 and 17.10.15.
The following design aspects should be applied at all intersections to aid
pedestrian movements:
5.1
Locate pedestrian pram crossings (kerb ramps) on desire lanes, i.e. as
direct and straight as much as possible; and
Intersection treatments to be applied in Flat Bush
Table 5.1 lists the range of intersection treatments to be applied to Flat
Bush’s road network. The intersection treatments listed in Table 5.1 are
illustrated in Figure 5.3.
Use of Tactile Ground Surface Indicators (TGSIs) at all arterial and
collector road intersections.
Figure 5.2 outlines the intersection treatments expected for site-specific
locations in the Stage 2 area. Note that the location of the two full
roundabouts on the local road network is indicative as it would be dependent
on the final local road network layout when developed. However, the figure
indicates the intention that these should be provided within this locality. The
reason for these locations is to break-up the long stretch of straight local
road section at these two points.
Where cycle lanes are provided along a collector or arterial road, the
following design aspects should be applied at the intersections:
Cycle lanes must be continued at and through the intersection – so avoid
termination of cycle lanes on the approaches to intersections, except at
single lane, small roundabouts – see relevant Austroads Guide;
Provide cycle advance boxes and their lead-in lanes at all signalised
intersections.
When developing or assessing intersection plans proposed for Flat Bush, the
following documents should be referred to for more detailed guidelines:
13
14
WesEdwards Consulting, Local Streets for Liveable Neighbourhoods (August 2005), pg 8
Department for Transport UK, Manual for Streets (2007), pg 46.

Pedestrian Planning and Design Guide, December 2007;
Cycle Network and Route Planning Guide, 2004;
The relevant Austroads Guides (see back of this guide); and
Engineering Quality Standards (EQS), Manukau City Council.
- 40 -
Table 5.1 – Various forms of intersection treatments to be applied within the Flat Bush area
To:
Local
Collector
Murphy’s Road District Arterial
The main form of treatment should be:
Not providing continuous priority by alternating
give-way priorities along the route. These should
be considered on long sections, i.e. three or more
blocks.
Apply 7m corner radius, unless a full roundabout
is to be provided, in which case the appropriate
geometry should be applied.
Full roundabout at site specific locations (see
Figure 5.1) to break up significantly long local road
stretches.

From:
Local
Secondary or site-specific treatment can include:
Mini roundabout
Use of different surface treatment at intersection
Use of raised intersections at some locations
Collector

See Local to Collector

Collector roads will generally have priority over
local roads, except where there is a need to
break up significantly long stretches of collector
road in which case a full roundabout should be
provided. Indicative locations where these
should be provided in Stage 2 are outlined in
Figure 5.1.
Local Road to be controlled by stop or give-way
rule.
Apply 7m corner radius, unless a full roundabout
is to be provided, in which case the appropriate
geometry should be applied.

See Local to Arterial
Use of different surface treatment at local road
entrance to inform drivers they are entering a
lower order street.
Use of different surface treatment at local road
entrance to inform drivers they are entering a
lower order street.
Use of raised platforms on local road entrance in
areas with high pedestrian flows, e.g. around
neighbourhood centres.
If a four-armed intersection:
There is only one intersection of this type in
Stage 2 and it should be a signalised due to its
location near a school. See Figure 5.1.
If a T-intersection:
Main collector has priority over side collector
road. Apply give-way or stop treatment to side
collector road.
Arterial
Left-in and left out only access to/from local road;
A signalised intersection where the Special Local
Road Park Edge (Murphy’s Park and School)
intersects with Murphy’s Road as it is expected
this road will experience higher than normal
traffic volumes for a local road due to the location
of the playing fields on Murphy’s Park and school
on this road. See Figure 5.1 for location.

See Collector to Arterial
If a four-armed intersection:
Signalised intersection
If a T-intersection:
Arterial Road always has priority over collector
road. Apply give-way or stop treatment to
collector road.

Signalised intersection
- 41 -
Figure 5.1 –Intersection treatments to be applied to Flat Bush Stage 2
- 42 -
Figure 5.2 – Illustrative examples of intersection treatments to be applied in Flat Bush as outlined in Table 5.1
1
Not providing continuous priority by
alternating give-way and stop
treatments along the route

This type of treatment stops drivers from being able to drive continuously along a long straight road without stopping or slowing
down.
To be used as main form of intersection treatment on local to local roads.
- 43 -
2
Tighter intersection corner radius of
7m
The longer the radius of a curve, the faster a vehicle can move around that curve. Reducing the local to local road and local to
collector road corner radius from the previous 10m to 7m will:
Inhibit the speed of turning vehicles
Give pedestrians a better chance to see and be seen by approaching vehicles; and
Provides a shorter crossing distance for pedestrians to the other side of the road.
To be used as main form of intersection treatment on local to local roads; and local to collector roads.
- 44 -
3a
Full (raised)
roundabouts

3b
Mini-roundabouts –
Either flush (painted)
OR mountable
(traversable) types.
Full Roundabouts:
Use of pedestrian refuge islands and tight turning circle will aid
pedestrian crossing and cyclists movements through roundabout
intersection.
They provide an opportunity to provide attractive landscaping or other
features, such as artwork, to enhance or add local identity to the
neighbourhood.
Can be used on local to local, local to collector and collector to
collector road intersections. Avoid roundabouts that are overdesigned
to cater for ease of vehicle movements – want tight deflection to force
vehicles to slow down as they manoeuvre around the roundabout.
Avoid overuse of road signs as they ‘clutter’ the intersection.
Roundabouts and mini-roundabouts are one of the most effective traffic calming measures and present greatest safety benefits: they are very
effective at lowering vehicle speeds, decrease injury crashes and reduce noise and pollution from vehicles stop / starting. However, care must
be taken in their design to ensure they do not present a barrier or safety issue for pedestrian or cyclists.
Mini-roundabouts:
Mini-roundabouts offer a low-speed, low-noise intersection option
that requires little ongoing maintenance.
A mountable (traversable) island is where larger vehicles, such as
trucks, must travel over the central island area. This form would be
more effective at slowing vehicle speeds than a painted flush miniroundabout.
Use of vehicle splitter islands (as shown in photo) may or may not
be used.
Can be used on local to local roads, i.e. residential environment
only, on an intermittent basis, so mini roundabouts should not be
used on a regular or frequent basis.
- 45 -
4a
4b
Use of different
surface treatment at
entrances to a lower
order road

Different surface textures can be used to highlight pedestrian routes and create a gateway effect to inform drivers they are entering a lower order
street.
At lower order street entrances:
Can be used on local to at the local road entrance intersecting with a
collector or arterial road.
Use of different
surface treatment
across full
intersection area
Across whole intersection area
Can be highly attractive and create a gateway effect to a
neighbourhood.
Can be used on local to local, collector to collector roads.
To ensure impact is most effective best to use treatment sparingly
/ at key locations only and to focus it either at: gateway zones to
distinct neighbourhoods and /or in areas with high pedestrian
activity. Intersections around Neighbourhood Centres could
benefit from this type of treatment as it could contribute towards
enhancing the local area amenity.
- 46 -
5a
Use of different
surface treatment
and raised area at
entrances to a lower
order road
5b
Use of different
surface treatment
and raised area
across full
intersection area.
6
Left in and left out
only arrangement

Raised platforms or intersections provide an effective vertical traffic calming effect at road entrances or intersections. They slow traffic in three
ways: by creating an attractive, distinct shape; creating a vertical deflection forcing a low speed approach; and by highlighting the area as a
pedestrian space.
At lower order street entrances:
May be used on local road entrances intersecting with collector roads.
Most appropriate use will be in areas with higher pedestrian flows, e.g.
around neighbourhood centres or medium-high density developments.
Should not be used on local road entrances intersecting with arterials,
unless the vehicle speed on the arterial road is posted at or less than
50kph.
Across whole intersection area
May be used as a gateway to a neighbourhood.
Can be used on local to local road intersections. Should not be
used on local to collector, collector to collector or arterial
intersections.
This treatment:
Reduces the need for a flush median to be provided on Murphy’s Road, thus reducing carriageway width.
Provides an opportunity to create a better environment for pedestrians and cyclists on Murphy’s Road as it removes the number of potential
vehicle conflict points when crossing the side road.
A central median island in the form of a pedestrian refuge island should be incorporated to prevent non-complying traffic movements and aid
pedestrian crossing movements. They also provide an opportunity to enhance the appearance of the street when landscaped.
- 47 -
Figure 5.3 – Example of what to avoid in arterial to collector road intersections and preferred layout
- 48 -
Figure 5.4 – Example of what to avoid at full signalised intersections and preferred layout
- 49 -
6. Bus Network
A key part of the Flat Bush vision is to enable the community to use
passenger transport for many of their journeys thereby reducing dependency
on car use.
As bus is the only practical mode for passenger transport in the area,
providing an attractive bus route network and supporting infrastructure such
as bus stops is extremely important in Flat Bush.
Specific references in Manukau City Council’s District Plan on intersection
treatments can be found in sections 17.10.11, 17.10.14 and 17.10.15.
6.1
Bus Route Network
All arterial and collector roads are designated bus routes and the District
Plan requires these roads to be constructed to cater for bus movements.
The Auckland Regional Transport Authority (ARTA) and the Council have
produced an indicative future bus network route for the Flat Bush area. This
is shown in Figure 6.1. It should be noted that the indicated bus routes may
change in response to changes in land-use development or demand.
6.2
Bus Stops
Getting the design and location of bus stops right is important as they are
where people access the bus network from.
For buses to offer a real alternative to the private car as a means of moving
around, they must be within a comfortable walking distance from people’s
origins and destinations. The general acceptable standard practice for bus
stop spacing within an urban area is a stop every 400 metres along a bus
route (three per kilometre). This equates to approximately a five-minute
walking distance, which is a distance most people find acceptable.
where they were actually required. This is because it is often difficult to
implement a new bus stop once development has already taken place due to
adjoining landowner objections or the layout of neighbouring driveways
prohibiting the ability to fit a bus stop in between them.
It is therefore important to factor in bus stop locations when drawing up a
subdivision or lot layout proposal so that bus stops can be accommodated
right from the start.
It is for this reason that the District Plan now requires bus stops to be
provided for at time of development in accordance with an indicative bus
stop location map. Specific references in Manukau City Council’s District
Plan on requirement to provide for bus stops and indicative location map can
be found in sections 17.10.14 and 17.10.15.
The bus stop location map is shown in Figure 6.2. The map included in the
District Plan refers to the Stage 2 area only. Figure 6.2 provides indicative
bus stop locations for those remaining areas of Stage 1 still to be developed,
Stage 2 – as per the District Plan, as well as for the indicative Stage 3 area.
The intention is for this to help inform the location of bus stops in these other
areas.
The map only provides an indicative location to inform the developer in
advance of the bus stop requirement for that area. The final location and
layout of proposed new bus stops should be determined through discussion
with the Council’s appropriate Transport Team when the subdivision plans
for an area are being initiated.
In addition to location, it is important that bus stops are designed well so that
they meet the requirements of all users. A summary of some best practice
bus stop design principles is outlined in Table 6.1.
However, the following document should be referred to for further, more
detailed guidelines on bus stop locations and other design considerations:
Auckland Regional Bus Stop Infrastructure Design Guidelines, produced
by Auckland Regional Transport Authority (ARTA), May 2009.
However, the spacing standard should not be applied too prescriptively as
there are many other factors that influence the appropriate spacing of bus
stops, such as topography, location of key land uses, etc.
In Stage 1, it was found that bus stops were often being considered after
subdivision plans and lot layouts had been finalised. This resulted in bus
stops having to be placed at whichever location was available rather than
- 50 -
Figure 6.1 – Proposed bus route network for Flat Bush (as at 2010)
Table 6.1 – Some key outcomes sought with bus stop location and design
Outcomes sought:
Achieve through:
1
Bus stops being located:
2
3
There is easy access between bus stops and
shops, schools, work places, reserves and
other amenities for the majority of the Flat
Bush community
•
As close as possible to all
major trip generators and
key community facilities.
•
In clearly visible locations,
near existing activity centres
and in well lit areas, e.g.
near street lighting or other
existing sources of
illumination
•
Close to intersections and
pedestrian crossing facilities
Note: Bus stops should
be located near to and on
the departure side of
pedestrian crossings and
intersections, but must
not be on, or closer than 6
metres to a pedestrian
crossing / intersection.
•
Near to off-road path
network, where possible.
Ensure there is good
access between off-road
paths and bus stop.
Bus stops are located and designed to provide
a safe and efficient bus network around Flat
Bush
Optimised access to bus stops through grid
road layout
Refer to Auckland Regional Bus Stop Infrastructure Design Guidelines, produced by Auckland
Regional Transport Authority (ARTA), May 2009 for a more detailed outline of key bus stop location
and design outcomes sought and how to achieve them.
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Figure 6.2 – Indicative bus stop locations in Flat Bush and key ones loc
(Note: exact location of bus stops to be confirmed at time of development / subdivision)
- 52 -
7. Walking and Cycling Network
Figure 7.1 – Key locations where the off-road walking and cycling
network interfaces with the road network
Flat Bush has been developed with a unique focus on environmental
sustainability. A key feature of this has been the retention of the natural
waterways and gullies creating a 45km ‘green finger’ or park network
throughout Flat Bush.
The green finger network, together with Barry Curtis Park and Murphy’s
Bush Park, forms the basis for Flat Bush’s extensive off-road cycling and
walking path network. Once fully developed, this large network of shared
paths will cover more than 34km of Flat Bush.
The off-road network is usually implemented at the same time as when
development occurs by the Council’s Park Department.
The off-road network complements the pedestrian and cycling access
provided by the road network. Once fully implemented, they will together
provide an extensive and well-connected pedestrian and cycling network that
will make Flat Bush a highly attractive environment for people to walk and
cycle around. It is therefore important to ensure there is good interface
between the off-road path network and the road network where they meet.
Figure 7.1 indicates the locations where this occurs. There may be other
locations created as the off-road path network plan is revised or amended
over time.
Having ‘good interface’ is defined as it being easy and safe for pedestrians
and cyclists to travel between the road network and the off-road network and
vice versa. This can be achieved by providing some form of informal or
formal crossing facility for pedestrians and cyclists where the off-road
walking and cycling network intersects or connects with the road network.
These should be located at pedestrian / cyclist desire lines.
Examples of crossing facilities and where they may be used on the road
network is outlined in Table 7.1. The facilities can be provided as standalone or combined measures, although pram crossings should be provided
in all cases.
Schematic figures showing a range of kerb extension facilities is provided in
Figure 7.2.
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Table 7.1 – Types of crossing facilities and where they may be used
Figure 7.2 – Illustrative examples of kerb extension types
The type of treatment likely to be most appropriate
Where an off-road
pedestrian and cycle
path crosses a:
low to medium
pedestrian / cyclists
flows
higher pedestrian / cyclists
flows
Local or
Local Park Edge Road

Pram crossing (kerb
ramp)

Use of kerb extensions
and/or surface treatment
could be considered if the
crossing was a major
crossing point within the
network.
Collector Road

Pram crossing
Pedestrian refuge
islands
Kerb extensions

Surface treatment
Signalised pedestrian and
cyclists crossing facility
either stand alone or as part
of a signalised intersection.
Zebra crossing

Arterial Road

Pram crossing
Pedestrian refuge
islands
Kerb extensions

Signalised pedestrian and
cyclists crossing facility
either stand alone or as part
of a signalised intersection.
Kerb extension with surface treatment
only
Kerb extension with a raised and
treated surface
The collector and arterial road network clearly has the most range in terms of
what may be the most appropriate form of crossing provision.
The most appropriate form of crossing provision should therefore be
determined on a case-by-case basis at the time when the proposed new
road is to be developed, taking into consideration the wider pedestrian and
cycling network, adjoining land-uses, likely origins and destinations, number
of lanes, volume of vehicles, etc. Reference should also be made to the
following documents:
Pedestrian Planning and Design Guide (PPDG), Land Transport New
Zealand, December 2007; and
Engineering Quality Standards (EQS), Manukau City Council.
Kerb extension as a zebra crossing.
This could be combined with a raised
surface.
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8. Travel Plans
The district plan now requires all activities in Flat Bush with 40 or more
employees on the premises at any one time and any education facility with a
roll greater than 50 to develop a Travel Plan.
Specific references in Manukau City Council’s District Plan on travel plans
can be found in sections 17.10.10, 17.10.12, 17.10.14 and 17.10.15.
8.1
What is a Travel Plan?
A Travel Plan aims to enable schools, workplaces and communities to better
understand current travel choices and to find ways to make sustainable
transport choices, such as walking, cycling, taking passenger transport or
car pooling, more attractive15. It does this by identifying and providing a
package of measures that promote sustainable travel within an organisation
with an emphasis on reducing reliance on single occupancy car travel.
Travel Plans must be tailored to the specific circumstances of each site /
premise. They should take into account factors such as the size and
location of the organisation, building or individual premise; the number of
staff employed; the number of visitors; and the number of deliveries or
contractors servicing the individual premise16.
The types of measures delivered through a travel plan are usually a
combination of engineering, education, enforcement and encouragement
and can include: new or improved on-site cycle facilities, a travel plan
intranet site, new bus services, discounted ticketing arrangements,
communication material and new car park management systems.
These measures tend to be supported by a management system of policies,
procedures and documents which support the travel plan through its ongoing
development, implementation and monitoring.
15
16
8.2
Outcomes sought
It is recommended that developers / organisations initiate early discussion
with the Council and relevant Transport Department when about to develop
a Travel Plan.
Developers / organisations should also make use of the travel plan
programme TravelWise, which is operated by the Auckland Council though
it’s Transport Agency, and provides a process for developing a Travel Plan.
There are a range of travel plan types; however, the most common ones are
School Travel Plans and Workplace Travel Plans.
8.1.1
School Travel Plans
A school travel plan works with children, parents, teachers and the whole
school community to give school staff and children the option of a safe,
healthy and sustainable journey to school.
Two new schools will be developed in Flat Bush in Stage 2 and 3 and a
travel plan is to be developed as part of the school’s planning process.
8.1.2
Workplace Travel Plans
Trips to work make up just over half of morning peak trips and are the most
significant contributors to congestion. The 2001 Census shows that most
cars travelling to work have only a single occupant, and this creates traffic
and parking problems for the employer as well as for workers and visitors.
Flat Bush will have several employment centres, mainly centred in the Flat
Bush town centre, although there will be some smaller to medium sized ones
at neighbourhood centres. For those activities that meet the threshold, a
travel plan is to be developed as part of the workplace’s planning process.
http://www.arta.co.nz/what-we-do/working-for-walking-and-cycling/travel-plans.html
The Travel Plan Resource Pack for Employers, Department for Transport (UK), 2002.
- 55 -
9. Bicycle Parking
Flat Bush will have an extensive off-road and on-road cycling network. It is
important to support this network with facilities that allow people to park their
bicycles at the start or end of their trip.
There are various measures within the District Plan that requires key
activities in Flat Bush to provide cycle parking:
Flat Bush Town Centre – cycle parking provision to be identified via the
town centre masterplan process;
Employment Centres - cycle parking provision to be identified via their
Travel Plans;
Schools - cycle parking provision to be identified via their Travel Plans
Neighbourhood Centres - cycle parking provision to be identified in their
Comprehensive Development Plan (as outlined in Section 4.61).
There are other activities not listed above which would also need cycle
parking, e.g. a single corner shop, high density dwellings or apartment
building. In these cases, the appropriate level of cycle parking required is to
be identified during the Resource Consent process.
The Park’s Department should also provide cycle parking at key public open
space or amenity locations such as at park edges and playgrounds.
The following document should be referred to for further, more detailed
guidelines on cycle parking provision ratios and design considerations:
17
Integrated Transport Assessment (ITA) Guidelines and Supplementary
Document E – Guidance Note for Cycle Parking, October 2007, ARTA.
A summary of the documents key points is provided in Table 9.1 for ease of
reference.
17
Picture source: Integrated Transport Assessment (ITA) Guidelines and Supplementary
Document E – Guidance Note for Cycle Parking, October 2007, ARTA, pg E22.
- 56 -
Table 9.1 - Summary of bicycle parking provision types and criteria of most relevance for Flat Bush18
Type of Bicycle Parking
Locations
General Requirements
1 – Customer / Visitor Short-Term
This level of bicycle parking should be
provided outside destinations where visitors
are only expected to stay for five to 30
minutes.
installed within 20 metres of the main
pedestrian entrance to a building/shop.

Local shopping centres
Neighbourhood stores,
e.g. dairies or take
away stores
Outside libraries or
video hire stores
Playgrounds and
beaches
At key points along
popular cycle routes (e.g. public toilets, cafés, playgrounds,
picnic table spots)
Outside commercial premises, office buildings, civil buildings
etc (to provide for bicycle courier / short-term visitor parking).

Approved bicycle
stands
Located in such a
manner as not to
block the footpath
Good passive
surveillance and
lighting
Clear signage
Undercover, if there is an existing shelter available.
Town centres,
supermarkets, or
shopping malls
Places of assembly

Approved bicycle stands
Clear signage
Good passive surveillance and lighting
Undercover.

High-security storage areas
with limited access
Clear instructions on how to
gain access to the storage
area
Undercover
Good lighting
Located so that personal
security is not compromised
Ability to lock bicycle.

2 – Customer / Visitor Short – Medium-Term
provided outside destinations where
customers/ visitors are expected to stay for
30 minutes to three hours.
installed within 100m of the destination, or
so that it is closer than the nearest carpark
(excluding disabled carparks).
4 – Private Long-Term
provided by private companies or
organisations for use by employees who
work / study on the site.
Bicycle parking should be high security and
limited access, so that employees or
students can confidently leave bicycle for
long durations. Most private developments
will need to provide both Type 4 for staff /
students and Type 1 for visitors.
18

Leisure centres /
swimming pools.

Schools
Office buildings
Shopping malls
(staff
carparking)
Industrial /
commercial
workplaces
All other
workplaces.

The document group’s bicycle parking provision into five types, three of which are considered to be of most relevance to Flat Bush. Source: Integrated Transport Assessment (ITA) Guidelines and
Supplementary Document E – Guidance Note for Cycle Parking, October 2007, ARTA, pg E-22. Picnic table and bike stand photo source: http://www.cyclestreets.net/location/24856/
- 57 -
10. References
1.
Auckland Regional Transport Authority (ARTA), Regional Bus Stop Infrastructure Design Guidelines, May 2009
2.
Auckland Regional Transport Authority, Integrated Transport Assessment (ITA) Guidelines and Supplementary Document D - Guidance Note for Travel
Management Associations, October 2007.
3.
Auckland Regional Transport Authority, Integrated Transport Assessment (ITA) Guidelines and Supplementary Document E – Guidance Note for Cycle
Parking, October 2007.
4.
Auckland Regional Transport Authority website on Travel Planning: http://www.arta.co.nz/what-we-do/working-for-walking-and-cycling/travel-plans.html
5.
Austroads, Guide to Road Design Part 3: Geometric Design
6.
Austroads, Guide to Traffic Management Part 8: Local Area Traffic Management
7.
Department for Transport UK, Manual for Streets (2007), pg 46.
8.
Department for Transport (UK), The Travel Plan Resource Pack for Employers, 2002.
9.
Land Transport New Zealand (LTNZ), Cycle Network and Route Planning Guide, 2004
10.
Land Transport New Zealand (LTNZ), Pedestrian Planning and Design Guide (PPDG), 2007
11.
Manukau City Council, Operative District Plan, 2002
12.
Manukau City Council, Engineering Quality Standards (EQS)
13.
NZS4404:2010 Land Development and Subdivision
14.
Transurban, Flat Bush Spatial Structure and Built Form Review, October 2008
15.
WesEdwards Consulting, Local Streets for Liveable Neighbourhoods (August 2005)
- 58 -
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