i part 7 transportation i - auckland council · part 7 transportation 7.2 public transport 7.2.1...

I I I I I I I I I I I I I I I I I I I I I

PART 7

7.1

7.2

TRANSPORTATION

GENERAL MATTERS 7.1.1 7.1.2

Introduction General Objective and Policies

PUBLIC TRANSPORT 7 .2.1 Introduction 7. 2. 2 Objective and Policies

7 .3 PORT FACILITIES

7.4

7.3.1 7.3.2

Introduction Objective and Policies

AIR TRANSPORT 7.4.1 7.4.2 7.4.3

Introduction Objectives and Policies ORDINANCE

7.5 ROAD NETWORK 7.5.1 7.5.2 7.5.3

Introduction Objectives and Policies ORDINANCES

Diagram 7 A Traffic Sight Lines at Road Intersections Diagram 7B Traffic Sight Lines at Road-Rail Level Crossings


7.1

7.1.1

7.1.2

7 .1.2.1

GENERAL MATTERS

INTRODUCTION

PART 7 TRANSPORTATION .

The City of Manukau lies astride the main north-south transportation corridor, consisting of the North Island Main Trunk Railway, the Great South Road and the Southern Motorway, which provides a high level of accessibility for people travelling to Manukau from towns and cities in the North Island . Other main traffic routes traversing the urban area of the City are State Highway 20, East Tamaki Road and Pakuranga Road. The two main routes through the City's rural ward are Whitford-Beachlands-Maraetai route and Takanini-Clevedon-Kawakawa Bay route which links to the coast along the Firth of Thames .

The City is also traversed by a network of arterial, principal, through and local roads in both the urban and rural areas providing a high level of accessibility to most parts of the City.

The basis of transportation planning in this scheme is the five key principles contained in the Auckland Reg ion Comprehensive Transportation Study Review (1975) in which the Council participated. These principles are:

• The better use of existing transport resources; • The implementation of those solutions which offer the greatest benefits in

relation to costs be given first priority; • The encouragement of collective transport by whatever means appear right

for the particular circumstances and the reduction of the community's dependence upon low occupancy car transport;

• The encouragement of a distribution of employment opportunities which will minimise travel demands;

• The integration of transport management to achieve greater coordination of transport in the Auckland region .

The future planning of an urban transport system and the provision of an urban transport service come within the ambit of responsibility of the Urban Transport Authority proposed to be constituted for th e Auckland region. Until the Authority is established the Council will continue to work in close liaison with the Auckland Regional Authority to ensure that all transport issues relating to Manukau are fully discussed and any proposals are properly formulated and implemented on a comprehensive basis.

GENERAL OBJECTIVE AND POLICIES

Objective: To coordinate land use and transportation planning in order to achieve a comprehensive and integrated transport system to provide for the safe, economic, and convenient movement of people and goods, and for the avoidance of conflict between different modes of transport and between transport and other land or building uses.

Policies: 7 .1.2.1.1 Progressive development of a comprehensive and integrated transport system in

the City will be undertaken to cater for the transportation needs of Manukau.

7.1.2.2.2 Liaison will be maintained with the Auckland Regional Authority and /or the Urban Transport Authority to ensure that transport plans are formulated in compliance with the provisions of the Act relating to the efficient movement of people and goods and the use of land and buildings.

CITY OF MANUKAU FIRST REVIEW

PART 7 TRANSPORTATION

7.2 PUBLIC TRANSPORT

7.2.1 INTRODUCTION

7. 2. 1 . 1 Bus Transport Bus transport to and throughout the city is provided by the Auckland Regional Authority, the New Zealand Railways Road Services Division and by private companies. The bus services operate mainly on radial routes into the Auckland C.B.D. with a limited service for cross-city travel on selected main roads in Mangere and Otara. There is no bus transport interchange in the City at present. Suitable locations for bus transport interchanges are at the Manukau City Centre and at the Pakuranga and Mangere District Shopping Centres.

7.2.1.2. Rail Transport Rail transport consists of a service between Papakura and the Auckland Central Railway Station on the Main North Island Trunk Line. Stations within the City are located at Tironui, Te Mahia, Manurewa, Hamai, Wiri and Mangere . Relocation and upgrading of some of these stations are proposed by the New Zealand Railways in accordance with its upgrading policy.

7 .2.2 OBJECTIVE AND POLICIES

Objective: 7.2.2.1 To promote the provision of a comprehensive and integrated public transport

service in Manukau .

Policies 7.2.2.1.1. Liaison shall be maintained with all companies and authorities responsible for

public transport to ensure that the citizens of Manukau are provided with adequate passenger services.

7.2.2.1.2 Where practical to do so, road and intersection design and traffic management will aim at providing: (a) bus lanes to improve bus flows and priority at intersections; (b) peak-period clearways on arterial roads; (c) convenient locations for siting bus stops and shelters; (d) transfer stations at focal points of exchange between modes of transport .

7 .3 PORT FACILITIES

7.3.1

CITY OF MANUKAU

INTRODUCTION The City has no major port facilities at present for passenger or goods transport . Minor and limited port facilities are located at Half Moon Bay on the Tamaki River and at the Otara Power Station for landing heavy power machinery. Pan mu re Bridge and Half Moon Bay are centres for pleasure boating .

The site acquired by the Harbour Board for an inland container terminal at Manukau Central will, if developed, become a major inland port facility complementing the container terminal at the Port of Auckland serving the Auckland region and the North Island .

The planning of port facilities is the responsibility of the Maritime Planning Authorities established under the Town and Country Planning Act. Despite the limited port facilities presently available in the City there is potential for further development in the Manukau Harbour and Tamaki River.

Specific situations where potential exist are :

• The upper basin at Mangere following the contruction of a navigable section under the new motorway bridge;

• The development of port facilities in th e Tamaki Estuary.

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Stock loading facilities presently located at Half Moon Bay have some undesirable effects and the Council supports moves to have this facility relocated at Gabador Place.

Generally, the Council recognises the importance of good port facilities and it will exercise such rights within its power to ensure the suitable siting of these facilities so that they will not detrimentally affect the recreational and natural beauty amenities of the coastal resources of the City.

7 .3.2 OBJECTIVES AND POLICIES

Objective: 7.3.2.1 To encourage the provision of efficient port facilities within the City's harbour

resources with minimum adverse environmental impact on other land and water based uses.

Policies 7.3.2.1.1. The Council will promote the relocation of the landing facilities for live-stock

operations from Half Moon Bay to Gabador Place, Mt Wellington and to maintain the roll on/ roll off facilities for private motor vehicles at Half Moon Bay.

7.3.2.1.2 The Council will take practical and constructive steps to ensure that any port development will be integrated with land uses and, in particular, the transport network.

7.4

7.4.1

7.4.1.1

CITY OF MANUKAU

AIR TRANSPORT

INTRODUCTION The Auckland International Airport at Mangere is the country's main national and international air transport and freight facility. It is 16 kilometres south of the Auckland Central Business District and 1 2 kilometres west of the Manukau City Centre. Ardmore Aerodrome situated to the east of Manurewa is a particularly busy airport for charter and private flights within New Zealand and other aviation operations related to agriculture, industry and recreation.

Auckland International Airport An Auckland International Airport Vicinity Plan ( 1 981) was prepared by the Auckland Regional Authority and Manukau City Council in consultation with Central Government. This plan forms the basis for the future planning of the Airport vicinity, and includes detailed information on the development of the airport, noise and hazards, access, soil quality and development potential together with recommended zonings . The Auckland International Airport Vicinity Plan resulted from a decision of the Planning Tribunal (14 July 1978) .

The Auckland International Airport Vicinity Plan ( 1 981) includes recommendations which required actioning by the appropriate authorities . For its part, the Manukau City Council incorporated the recommended zonings into the scheme by way of Variation No 2 to the Proposed First Review.

The Minister of Works and Development has issued a requirement under Section 11 8 of the Act, establishing a series of height and land use controls over part of the South Auckland urban area. These are prescribed having regard to Annex 1 4 to the Convention on International Civil Aviation and to obstacle criteria for instrument flying procedures . The requirement will ensure the continued safety and efficiency of aircraft operations at the Auckland International Airport. In so doing controls are provided for the proposed second runway as well as the existing runway and its future extension.

Two types of controls have been developed. The first is the 'Rural (Airport Protection) Zone' (refer to Part 14.1 ). The areas covered by the zone take the form of trapeziums extending some 1829 metres from the threshold at both ends of each runway . The zone is required in these areas because :

3 FIRST REVIEW


CITY OF M ANUKAU

(i) Aircraft pass over them at low altitudes on take-off and landing, requiring special contro ls to avoid the impairment of the safe operation of aircraft and to ensure the full utilisation of the airport

(ii) These areas are subjected to aircraft noise levels in excess of 1 00 EPNdB

(iii) If there were an acc ident on take-off or landing it is most likely to occur in these areas.

The purposes of the zone are therefore:

(i) To prevent land uses which could detrimental ly effect the operation of aircraft

(ii) To encourage land uses which are not adversely affected by aircraft noise

(iii) To prevent uses which would involve the assembly of large numbers of people .

The second form of control involves a series of imaginary surfaces in the form of inclined and horizontal planes. The locations of these surfaces are determined by the location of the existing and proposed para ll el runways and their projected extensions . A precise description of each surface is contained in the specif ication attached to the Minister's requ irement (see Appendix G to the planning maps). However, the following provides a brief explanation of the surface.

(i) Approach Slopes: These surfaces provide an inclined obstruction-free path of up to 23 ki lometres in length above which aircraft descend to or c limb out from the airport.

(ii) Lighting Visibility Slopes: These surfaces are intended to provide an unobstructed view of the operational approach lights to the runway. They descend towards the approach lights from the point in the approach slope at which it becomes critical for the pilot of a descending aircraft to have those li ghts in view .

(iii) Instrument Landing System Overshoot Surfaces: These surfaces provide an obstruction-free area to protect the operation of aircraft approaching the airport when using an Instrument Landing System.

(iv) Horizontal Surface: This surface establishes the height at which obstructions are identified and determines the minimum safe height at which aircraft may circuit the airport .

(v) Transitional Surface: As with (iii) immediately above, this surface is intended to provide an unobstructed area where aircraft may be manoeuvred. In this case it provides an area which connects the Approach Slopes to the Horizonta l Surface and may be used in the event of misalignment in the aircraft's approach to the airport.

(vi) The Procedure Turn Areas and Instrument Protection Areas: These areas are established to control very high construct ions which would affect operation of aircraft in instrument flight conditions. Nowhere are these surfaces any closer to the ground than 21 metres and, apart from above the highest ground within each area, each surface is considerably further above ground level.

(vii) Noise Abatement: Noise abatement procedures as administered by the Director, Civil Aviation Division, Ministry of Transport under the Civil Aviation Regulations 1953 apply to all turbo-jet operations at Auckland International Airport except in emergencies. These procedures are designed to minimise aircraft noise over the high density population areas east of the airport and over the Auckland urban area.

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7.4.1.2

7.4.2


Procedures will be developed in consultation with the Director of Civil Aviation, the Manukau City Council and the Papatoetoe City Council to minimise the effect of aircraft noise over Papatoetoe City and such parts of Manukau City as are relevant . These procedures will be developed and come into effect prior to the second runway coming into service.

Ardmore Aerodrome Ardmore Aerodrome was built in 1 942 as a Royal New Zealand Air Force Station and in 195 7 that role was ended by the handing over of control of the airport to the Civil Aviation Division of the Ministry of Transport. It is now the busiest airport in New Zealand in terms of number of take-offs and landings. The importance of this airport for aviation pursuits, private charter and aviation operations related to agriculture and industry is recognised and the Council will cooperate with the Civil Aviation Division and other bodies with an interest in the airport to ensure the continued growth and prosperity of it. Refer to Part 14.2, Ardmore Aerodrome Zone .

OBJECTIVES AND POLICIES

Objective 7 .4.2.1 To ensure that the development of the Auckland International Airport and its

surrounding lands are undertaken with full regard to the significance of the Airport as New Zealand's main international air terminal.

Policies 7 .4.2.1.1 The Council will continue to liaise with the Airport Authorities to ensure that the

aim and objectives of the Auckland International Airport Vicinity Plan are an on-going feature of the development and planning of the airport and its environs.

7 .4.2.1.2 The Council will enforce the Auckland International Airport height controls to ensure the continued safety and efficiency of aircraft operations at the Airport in accordance with the req uirement issued by the Minister .

Objective: 7.4.2 .2 To promote the coordinated comprehensive development of Ardmore Aerodrome

as a base for operations related to:

• Aerial topdressing • Flying schools • Charter and private flights within New Zealand • Glider flights • Industries associated with aviation including assembly, repair and

maintenance of light aircraft , and the compatible use and /or development of the land surrounding the aerodrome in relative harmony with the airport operations.

Policies 7.4.2.2.1 That liaison will be maintained with the Civil Aviation Division of the Ministry of

Transport to ensure the coordinated comprehensive development of Ardmore Aerodrome .

7.4.2.2.2 That the land surrounding the aerodrome shall be used and /or developed in a manner compatible with the aerodrome's operations.

7 .4.2.2.3 That access to and from the aerodrome will be adequately maintained and improved where necessary to min imise conflict between local traffic and traffic generated by the aerodrome.

CITY OF MANUKAU 5 FIRST REVIEW


7.4.3

7.5

7.5.1

7.5.1.1

CITY OF MANUKAU

ORDINANCE - AIR TRANSPORT.

Height Controls, Auckland International Airport. No building, structure, mast, pole, tree, waterborne craft or other object shall penetrate any of the approach slopes, lighting visibility slopes, the /LS overshoot surfaces etc, transitional slopes, horizontal surface and associated surfaces, procedure turn areas, and instrument protection areas as defined in the Auckland International Airport Specification for Approach Controls dated 18 December 1981 (see Appendix G to the planning maps.) .

Provided that where there is any conflict between these height control limits, the lowest height restriction shall prevail:

No building is to be erected anywhere on the strips:

No road shall be constructed where an approach slope, lighting visibility slope, or transitional slope would pass lower than 4 . 6 metres vertically above any part of the road:

No dispensation from, or waiver of, the provisions of this clause shall be permitted without the consent of the Minister of Works and Development:

When a use is proposed which may result in effluent entering any of the height restriction slopes, surfaces or areas at a vertical velocity greater than four metres per second, the Director of Civil Aviation, Ministry of Transport, is to be notified.

ROAD NETWORK

INTRODUCTION In order to provide for the efficient and safe transport of people and gouds throughout the City and to ensure traffic does not detract from existing or anticipated social or environmental amenities, the scheme provisions include a roading network which incorporates roads of varying classifications.

The scheme also incorporates design standards for new roads and provides for building lines and other measures to ensure adequate provision is made for improvements to existing roads according to the level of use anticipated.

The Auckland Regional Plan, the Comprehensive Transportation Study Review and the Pakuranga-Manukau Central Corridor Study, all conducted by the Auckland Regional Authority, have influenced the provisions this scheme makes for roads.

Proposed motorways are designated and proposed major roads are shown in approximate locations on the planning maps. With regard to new urban development, the Council will continue with its policy of preparing structure plans and these plans will include additions to the road network.

Road Network and Classification The City's roads are classified into two groups, primary and secondary, according to their function in the network, which are reflected in the road and carriageway widths, grade and intersection design, parking restrictions, land use controls, road lighting and road signs .

The classification of each road in the road network is consistent with its function and level of service. If a particular road is experiencing a distinct chan~e in function with consequent adverse or beneficial effects, then its classificiation would be reviewed. Should the Council decide to re-classify a road upwards from the secondary to the primary road network or downwards from the primary to the secondary road network, then a change to the scheme will be carried out with rights of objection by the public.

6 FIRST REVI EW




The primary network has been identified on a map in Appendix A to the planning maps. The purpose of this network is to provide for the movement of vehicles between main centres of traffic generation and attraction and to provide for public passenger transport routes.

The main function of the secondary network is to provide access to properties, and through-access in appropriate situations to link with the primary network. Some public transport services may be operated on appropriate through roads in the secondary network.

7 .5.1.2 Roading Standards and Amenities

7.5.1.3

Whenever a proposed subdivision of land makes provision for new roads or service lanes to be dedicated, and whenever existing roads are to be reconstructed, these shall in general comply with the road classification and standards contained in Part 6, Schedule 6B .

The roading standards specified may be varied provided that the Council is fully satisfied that there are special or unusual features such as steep or unusual topography or any other natural or man-made feature which in the Council's opinion make a particular area environmentally sensitive or in some other respect render it impractical for the specified roading standards to be strictly complied with.

As a means of encouraging innovative development design the Council will be flexible on road standards without sacrificing safety and efficiency, and regard shall be given to the design's overall effect on the development

Building lines for road widening have been shown on roads which are likely to be widened before the next review . Building lines for amenity purposes have been imposed on some roads for protecting the amenities of properties fronting them. As building lines for amenity purposes are not intended for public ownership they will not have the meaning of 'building line restriction' under Section 32 7 of the Local Government Act 1974.

Intersection Management The capacity of a roading network is generally determined by the capacity of intersections. There are basically three classes of intersection; motorway interchanges, major intersections and minor intersections. Traffic management controls, outside of the scheme are applied to each . The degree of control imposed on each is determined by the class of intersection.

The class of intersection is closely related to the classification of the intersecting roads.

Generally, each road shall intersect only with a road in the same class or in the class immediately above or below it in the hierarchy and the intersection shall be suitably managed to ensure efficient and safe operation.

7 .5.1.4 Service Lanes Proposed service lanes are shown on the approved plans for the development of commercial centres (Appendix C to the Planning Maps) and on the planning maps where they are required.

These service lanes shall be formed and dedicated on the development of the affected land and shall be a charge on all developers deriving betterment from them.

7.5.1.5 Walkways and Cycleways

CITY OF MANUKAU

The provision for alternative modes of travel in the form of walkways and cycleways is important because the energy crisis has prompted examination and re-orientation of priorities for individual mobility and alternatives for recreation.

7 FIRST REVIEW


7.5.2

7.5.2.1

Counci l proposes to gradually implement a system of walkways and cyc leways in both urban and rural areas linking major community facilities and places of natural beauty and interest.

The Council will continue to liaise with land developers prior to rezoning to urban purposes and at the subdivisional stag e in order to achieve a comprehensive walkway and cycleway system.

A proposed major walkway commencing from the southwestern part of Manurewa East (North of Papakura Stream) and meandering northwards through Manurewa East, Otara, Flat Bush, East Tamaki and on to Pakuranga is shown on the planning maps of the scheme.

OBJECTIVES AND POLICIES

Road Network Objective: To estab lish an effic ient, safe and convenient road network which relates to the land uses in the district and which generally accords with the arterial road network in the Regional Plan .

Policies 7 .5.2.1.1. The road network will be implemented through the techn iques of:

• Classifying roads in the road network according to function; • Introduction of controls on land use where this is necessary to ensure

efficient road operation; • Designating land for future road works where necessary, practicab le and

which are likely to be constructed within the planning period; • Application of building line controls for future road widening.

7 .5.2.1.2 Transport planning and management techniques will be used to encou rage commercial traffic to use appropriate routes and to discourage non-residentia l traffic from traversing residential areas.

7 .5.2.1.3 Traffic management techniques and amenity controls will be used to minimise the environmental impact on areas traversed by main roads .

7 .5.2.1.4 The Council will cooperate with the landowners and the Auckland Reg ional Authority to achieve the construction of the arterial link between Pakuranga and Manukau Centra l.

Road Classification Objective:

7 .5.2.2 To preserve existing and future social and environmental amenities by ensuring that roading classification and design reflects the function of the road having regard to ajoining land uses, traffic efficiency and public safety.

Policies 7 .5.2.2.1 The existing and proposed primary network will be indicated in the scheme . Any

amendments to the primary network will be undertaken by way of a change to the scheme .

7 .5.2.2.2 Roading standards have been introduced which are consistent with the road classification and at the same time retain a flexible and innovative approach having regard to topographical and environmenta l considerations. In general roading standards shall comply with the standards contained in Part 6, Schedu le 6B unless such standards have been varied pursuant to the consent of Council.

CI TY OF MANUKAU 8 FIRST REV IEW




Intersection Management Objective:

7.5.2 .3 To ensure that major and minor intersections are appropriately designed and managed for efficient and safe traffic movement.

Policies 7 .5.2.3.1 In general roads shall intersect with roads in the same class or in the class

immediately above or below it in the classification .

7.5.2.3.2 Traffic sight lines as specified in Diagrams 7(A) & 7(B) appended to this Part shall be maintained for road intersections and road-rail crossings.

7.5.2.3.3 The use of any land or building adjoining major intersections will be subject to design and development control.

Service Lanes Objective:

7. 5. 2 .4 To promote the construction and use of service lanes to provide common access to the rear of commercial premises located on arterial, principal and through roads for loading and unloading by commercial vehicles to avoid inconvenience to traffic and pedestrians.

Policy 7.5.2.4.1 Commercial operations shall, where practicable, be served by properly

constructed and dedicated service lanes which shall be paid for by all owners obtaining betterment from the service lanes.

Walkways and Cycleways Objective:

7.5.2.5 To provide a system of walkways and cycleways for safe pedestrian and cycle movement throughout the City.

Policies 7 .5.2.5.1 Improvements will be made to pedestrian and cycle access to commercial,

industrial and community facilities and in particular to the Manukau City Centre.

7 .5.2.5.2 In the planning of new urban areas, footpath and cycleway systems linking shopping centres, reserves, schools and community uses will be considered, and wherever possible incorporated in the development of such areas .

7.5.2.5.3 Provision will be made where practicable for pedestrian-vehicle separation on principal and arterial roads where they cross pedestrian routes .

7 .5.2.5.4 The Council will progressively plan and develop a series of major walkways through the City in both urban and rural areas linking major community facilities, coastal areas, physical features and bush reserves. Walkways in urban areas will be an integral part of the footpath system in residential areas and would be implemented in part by requiring the provision of 'access ways'.

Access for the Disabled Objective

7.5.2.6 To ensure continued upgrading of access for the disabled.

Policies 7 .5.2.6.1 To provide that in the construction, reconstruction and widening of streets and

footpaths the Council will require in accordance with Section 331 of the Local Government Act 197 4 or will itself provide that reasonable and adequate provisions be made so as to permit safe and easy passage from kerb to kerb of any mechanical conveyance normally and lawfully used by a disable person .

7.5.2.6.2 The Council will encourage the improvement of access for the disabled in commercial centres, and will assist wherever practicable in its implementation .

CITY OF MANUKAU 9 FIRST REVIEW


7. 5. 3 ORDINANCES - ROAD NETWORK

7. 5. 3. 1 Building Line Restrictions for Road Widening and Amenity Purposes No part of any building shall be erected between the road and a building line restriction for road widening or for amenity purposes shown in respect of any site on the planning maps, or specified in Schedules 82 and B 1 of Appendix B to the Planning Maps. Provided that in the case of any service station or similar vehicle oriented development, the Council may waive or dispense with the amenity building line if it is satisfied that the waiver or dispensation will reduce a potential traffic hazard.

7. 5. 3. 2 Traffic Sight Lines at Road Intersections Buildings erected on corner sites shall be located to comply with traffic site line demensions at intersections as shown in Diagram 7 A appended to this part to facilitate safe and efficient movements of traffic at intersections.

7.5.3.3. Traffic Sight Lines at Road-Rail Level Crossings Buildings or other structures erected on corner sites at road-rail level crossings shall be located to comply with traffic sight lines at road-rail level crossings as shown in Diagram 78 appended to this part.

7.5.3.4 Proposed Roads

CI TY OF MAN UKAU

All proposed roads and road widenings shown on the planning maps are indicated as precisely as possible, but notwithstanding, may be altered in accordance with Section 123 of the Act.

Corner splays shall generally be shown on the planning maps, but notwithstanding, corner splays shall be required where appropriate on all proposed new roads and existing road affected by road widening shown on the planning maps to facilitate the proper design and construction of road intersections according to the class and function of intersecting roads.

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CITY OF MANUKAU

CORNER DES IGN Minimum kerb rad ius 9 metres.

/

/ /

/ ,"?

_l_..i r / I"" / ""'

/ I I ""'

E 0 (Y) "" "" ""

PART 7 TRANSPOR TATION

DIAGRAM 7A

"" / / ~nrn

-~,,, / Intersect ion

30m

Poin t ""

"" /r~r "' t""

15m ., -'

TRAFFI C CONTROL Parking or Bus stopping should not be permitted along the se frontages. "'

NOTE : A ll standards of des ign il lustrated hereon are 1o intly appli cable to al l corne rs of the 1nte rsect 1on .

E LD

E 0 (Y)

'< ""

Scale

/ /

· 500

OPE N SPACE Thi s area shou ld be kept clear of any obstruct ion w hic h might block sight lines.

TRAFFIC SIGHT LINE S AT ROAD IN T ERSECTIONS

11 FIRST REVIEW

PART 7 TRANSPO RTATION

CITY OF MANUKAU

DIAGRAM 7B

NOTE : Where there is more than one railway track on a level crossing , the 36 metre measurement along the road-way shall apply from the centre-l ine of the nearest track.

1_ of Railway tra c k

I\ I \

I \ I \ I \

Sc ale

I I

\ I \ I

1 • 2000

Intersection Point

OPEN SPACE

This area shou ld be kept clear of buildings or other obstructions which might block sight lines.

(Requirement applies to al l four corne rs of the intersection).

TRAFFIC SIGHT LINES AT ROAD-RAIL LEVEL CROSSINGS

12 FIRST REVIEW


i part 7 transportation i - auckland council · part 7 transportation 7.2 public transport 7.2.1...

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