Urban Street and Road

Design Guide
 Content

Introduction 04 Design controls

Message from the CEO  5 Design speed  112
Policy setting  6 Design vehicle  118
The Roads and Streets Framework  8 Design hour  122
What is the Transport Design Manual?  10
How to use the Transport Design Manual  12
05 Street types
01 Design principles The Roads and Streets Framework  126
Street types and classification  127
Why street design?  16
Audience  17 Design features for street types  128

Vision Zero & urban street design  18 Travel lane guidance  130

Integrated design - the art of street design  26 Streets can change across the city  132
System design: Movement through places  28 Street design zones – urban area  134
Emerging practice  30 Street design zones – suburban area  136
Te Aranga principles  33 Street sub-type examples  138
Guiding principles  34

06 Intersections
02 Neighbourhood design
Intersection principles  148
Principles  38
Intersection geometry  160
Designing car-optional places  40
Intersection elements  162
Street networks  42
Signalisation  164
Transport catchments  48
Neighbourhood structure  50 Pedestrian provision  170

Neighbourhood composition  51 Cycling provision  172

Street trees  54 Public transport provision  182
Natural environment  57 Intersection guidance  184
Street types in neighbourhood context  60

Resources
03 Street users Glossary of terms  199
Comparing street users  64 References  204
People on foot  66
People on bicycles  76
People on public transport  86
People in private vehicles  102
Freight  106
Service and delivery  118

2 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 3

 Introduction Shane Ellison
CHIEF EXECUTIVE

I am pleased to present Auckland Transport’s Auckland Transport’s Vision Zero goal for the
new Urban Street and Road Design Guide. city is that our streets and roads do not cause
harm. Vision Zero says no traffic death or serious
This guide provides a 21st century approach
injury is acceptable.
to designing urban streets to be safer,
healthier, greener, and more enjoyable for The guide provides tools and examples to help
all. It provides meaningful tools to deliver re-imagine our city streets to meet the growing
the goals set out in Auckland Transport’s demands on transport services and street space,
recently adopted Sustainability Framework and design streets to be truly safe and healthy
and Roads and Streets Framework. places. It provides clear advice and methods
to prioritise active transport modes and public
The Urban Street and Road Design Guide
transport that unlock street space, increase safe
supports the network classifications from the accessibility, and provide a multitude of wider
Roads and Streets Framework that supports economic, environmental, and social benefits.
a rapidly growing, diverse and changing
city. The network classifications respond to, I urge leaders, practitioners and the wider public to
and support, the vision of a safe, compact explore the designs here and begin imagining the
and quality city, and provide specific opportunities possible through better street design.
tools to advance the transformational The Urban Street and Road Design Guide sets a
shifts outlined in the Auckland Plan. new vision and approach to urban streets, one
The guide takes a people-first approach, that is focused on people, safety and increasing
in recognition of the fact that the design of the choices and opportunities of Aucklanders.
our streets is about maximising people’s The Guide is a practical tool to help transform
access to the opportunities available Auckland’s streets into more efficient and
in the city. The choice to walk or to use welcoming spaces that accommodate all users
public transport is related to both the and meet the demands of a growing city.
structure of neighbourhoods and the
design of our streets. Importantly, safe
and walkable neighbourhoods and streets
have a positive influence on our activity
levels, health, and mental wellbeing.
Shane Ellison CHIEF EXECUTIVE

4 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 5

 Introduction

Policy setting AUCKLAND REGIONAL REGIONAL PUBLIC TRANSPORT PLAN

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

oo Construction and operation of the road network

oo Requiring transport assessments for development proposals
Detailed engineering
oo Vehicle access to and from public roads servicing specifications to Vesting
development sites enable consistency of assets
Specifications in construction
oo New or upgraded transport infrastructure
required to support land development and subdivision
oo Parking, walking and cycling facilities
Better incorporation of high-level policy and strategic guidance from central government and Auckland Council,
oo Managing stormwater runoff and quality on roads applied through the RASF, enables greater realisation of the vision for the city as set out in the Auckland Plan.
oo Managing environmental effects of transport infrastructure
• Designations – Designations for public works such as transport GPS Government Policy Statement RASF Roads and Streets Framework
projects or facilities are identified in the Unitary Plan. NLTP National Land Transport Programme TDM Transport Design Manual
RLTP Regional Land Transport Plan OPS Operations

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 Introduction

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

Framework Private entities looking to

Local   Neighbourhood   District  Sub-regional  City  National

connect in to the existing

STRATEGIC
road network, either through
Single Use Mixed Use Main Street
The Roads and Streets (Out of Centre) Arterial subdivision or the connection
Arterial
Framework transforms the Arterial of private accesses, must
conventional road classification undertake a Roads and Streets
system, recognising that roads Framework assessment for
and streets fulfil a variety of Rural their developing networks
functions. The framework Arterial early on in the land use
MOVEMENT

DISTRICT

moves beyond the simple Mixed Use Main Street stages. Assessments of the
Collector Collector networks being connected
functional classification system
Neighbourhood
of arterial, collector and local to can be sought from
Collector
Rural Auckland Transport to
roads and re-imagines what
Collector
they can and should be, looking aid in understanding the
at both current context and boundary conditions and
LOCAL ROADS

desired future outcomes. what connections should

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

Note: The Roads and Streets

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

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 Introduction

Design Guides Design Tools

The purpose of the Design This section contains web-published CAD tools,
Guides is to outline the guiding calculators, figures and design charts that will
principles that all designs enable designers to produce design solutions in
should use; who the expected compliance with the Engineering Design Codes.
users of the space are and
how the various activities
in a transport corridor can Quality of service
fit together . It defines the Once the assessment of place and movement has occurred
design vehicles for each user, and a quality of service (QoS) rating for the route established
the elements necessary for
(if applicable), the next piece is to use a design guide relevant
them to function and design
to the area of work, e.g. urban areas should use the Urban
considerations for matching
Street and Road Design Guide, to understand the following:
them together. In some
cases, not everything will be • Safe design principles
utilised as financial or planning • Appropriate guiding principles
decisions may limit elements • Network design considerations in relation to the strategic

What is the Transport Design Manual? in the guides from being used.
Ultimately, they explain
network functions from the earlier RASF assessment
• User requirements (based on RASF mode functions)
how to design a transport • Design controls to meet functional and QoS requirements
The Transport Design Manual is a set of Guides, THE SYSTEM CONSISTS OF THE corridor from the perspective
of the most vulnerable user Until other QoS tools are available, designers should define a
Codes and Specifications that are specifically FOLLOWING ELEMENTS:
first and the design controls quality or level of service objective derived from the design
created for the Auckland region based on • Design Guides guides. Network Operating Plans may include Level of Service
international best practice and robust common used to achieve that.
• Engineering Design Code evaluation that gives appropriate levels for each user type.
engineering theory.
For cycling projects, the Cycle QoS tool can then be used to
Its purpose is to show how transport infrastructure
• Specifications for Infrastructure Works Engineering determine the road quality as a direct relationship to the modal
should be designed and constructed, to manage Each part of the system acts in an overlapping Design Code priority, e.g. a high cycle priority would generally indicate that
change to introduce international best practice manner, cascading from the top down to a route QoS score of 1 is required. Other QoS tools are being
for Auckland, and to assist with transforming ensure consistency of approach and outcome The code is laid out in a series
of documents that describe developed to support the quality of services for other modes.
outcomes within the Auckland Region. throughout the planning and design process.
the engineering parameters
and minimum standards for Specifications for
compliance. The various code Infrastructure Works
1 2 3 4 5
documents are components
STRATEGIC STRATEGIC FEASIBILITY / DETAILED CONSTRUCTION
that fit together to achieve the The Specifications are the engineering requirements
PLANNING DESIGN / CONCEPT INVESTIGATION DESIGN PHASE overall vision for the transport for the supply of materials and products, as well as any
PHASE PHASE PHASE PHASE environment that is defined specific construction methods required to deliver them.
by the Roads and Streets These specifications form the basis of Auckland Transport’s
Framework street typologies construction contracts and are mandatory for all public road
RASF Design Engineering Design Code Specifications
Guides and the considerations of street reserve works constructed by Auckland Transport or vested
 Check document or road design represented in Auckland Council for management by Auckland Transport.
 Check document by the Design Guides.
The specifications are aligned with the Auckland Transport
 Check document
The code consists of the method of measurement for construction activities.
minimum dimensions and This allows for a seamless experience when designing,
requirements to achieve the specifying, scheduling, constructing, measuring and
correct design for each user. finally paying for the construction of the asset.

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 Introduction

How to use the Transport Design Manual

How to use this Guide
This section deals with how the Transport Design Manual (TDM) works as a system and how it responds
to the direction of the Roads and Streets Framework, as well as the other policies defined earlier.
The system responds to the planning requirements of the RASF by establishing the design principles;
UNDERSTAND PRINCIPLES
understanding the place context; which users are present, and their requirements, before considering
the design controls needed. Each user has a specific Engineering Design Code chapter associated with
them which details further the engineering requirements to achieve the outcomes sought. CHAPTER 1

It is commonplace to find that the constraints of a site, whether topographical features of a greenfield, Design Principles
or land constraints of a developed area, limit the measures that can be taken to deliver the planning
outcomes set through RASF. Also, constraints on expenditure may affect what facilities can be provided All designers must understand
at any one time, with others staged. these principles as the basis for
decisions, and the approach to
Once the preferred elements and street types have been chosen, constraints may be identified that
be taken in the design process.
require planning and funding decisions. The RASF iteration process will help to determined revised or
In particular, this sets out how
staged outcomes that can be achieved by alternative designs.
safety must be incorporated in
all design work.
RASF PLANNING HOW THE RASF FEEDS THE TDM
The start of the design process begins with an The RASF is used to define the functions of a street, IDENTIFY SYSTEM ELEMENTS
understanding of the transport network in relation both as a place and for movement through it. It
to the importance of place. This assessment is done defines the network significance for each user type, CHAPTER 2 CHAPTER 3 CHAPTER 4
using the principles and process defined in the RASF provides indications of the measures that can be
and should include capacity analysis of both the Neighbourhood Design Street Users Design Controls
applied to the street in the future, and may include
required intersections and the streets between them. a timeline for progressive changes to the street. It focuses on design aspects takes each user group in turn, deals with the issues of
This includes use identifying the quality of service indicates the characteristics of the street type. It of planned networks, either and describes their needs, geometric design that need to
required for each user type. provides the means for planning what capacities, as a means of designing the specific design principles be considered to ensure that
Once all of the above have been understood, the especially at intersections, are required for each user. relationship between land use and the features that can be drivers of vehicles in particular
development of the street/road plan layout can The TDM provides the means for translating and movement, or for evaluating provided for them. Having are guided to behave reliably
occur, noting the requirements of the place and these planning requirements through design the local design context for a understood principles and in the way planned for them,
surrounding land use activities. into physical features that deliver the desired specific street or place within a context, this chapter guides safely and efficiently.
At a first concept design level, this will not define outcomes. Design guides set principles and neighbourhood. It also includes the choice of elements
dimensions, but show what types of features need allow selection of elements, and how they can guidance on environmental for each user to meet the
to be present, in which locations, to meet the be assembled together. Engineering Design design within a neighbourhood. planned function.
defined requirements. Codes enable preliminary and detailed design
to be carried out. Initially, they will identify the
RASF/TDM ITERATION PROCESS limits of size and shape that will determine how PUT ELEMENTS TOGETHER

If it is necessary to reduce outcomes for some elements can fit into the constraints of a site.
CHAPTER 5 CHAPTER 6
functions in a street below the objectives set, it
becomes necessary to review the objectives. RASF RASF/TDM AND THE BUSINESS CASE PROCESS Street Types Intersections
then provides the means to look at wider networks to
The business Case Process is used for Auckland can then be used to put the elements together can then be used to put the elements together
identify changes elsewhere that allow changes to the
Transport initiated projects predominately once a in accordance with the design principles in accordance with the design principles
requirements at the project site. For example, capacity
for one mode (freight, public transport, private planning decision has been made and a project has to deliver street and intersection layouts to deliver street and intersection layouts
vehicles) might be transferred onto other streets to commenced. The process ensures that a decision that will effectively deliver the planned that will effectively deliver the planned
enable a design solution for the project site. RASF is maker receives consistent information about the outcomes. Typical layouts are shown, not as outcomes. Typical layouts are shown, not as
then used to understand the impact of such a transfer, project and is able to assist in refining a solution finished designs, but to illustrate the design finished designs, but to illustrate the design
and ensure that the streets affected can accommodate to the problem. It is important to note that while
considerations required to fit elements considerations required to fit elements
the transfer and still meet their own planned functions. the network planning elements of the Roads and
together into the design of a whole place. together into the design of a whole place.
Streets Framework are generally undertaken prior
Iterations of planning with RASF and design with
to the business case process, the identification and
TDM will ensure that decisions on what to construct
are based on sound planning and design principles to evolution of the solution using either the Roads and
produce acceptable outcomes for people and places. Streets Framework or the Transport Design Manual at Resources
the project level will be subject to the Business Case
Note: The Roads and Streets Framework is under review Process and the solution subject to the standard are cited at the end of the Guide, as definitions, sources, design tools
by AT and this Guide will be amended in due course. business case approvals and funding requirements. and case studies from around the world, to support use of this Guide.

12 TDM | URBAN STREETS AND ROADS DESIGN GUIDE 13

 1
Design principles
CHAPTER

Auckland is rapidly emerging as a

global-scale city, with a growing
reputation for its urban amenities
and its spectacular physical setting.
The region is experiencing population growth
and urbanisation at an unprecedented rate,
placing new challenges on our existing
infrastructure as well as requiring significant
additional infrastructure. Addressing the
physical, social, and spatial challenges of this
population growth requires a closer look at the
city’s urban roads and streets, which make up
both the largest component of the transport
system as well as the places where we live and
conduct business. Re-imagining our streets
through street design provides a solution by
unlocking street space to provide for more
spatially efficient modes of transport.
This chapter sets out principles founded on safety,
design for people and Te Aranga Māori Design.
IN THIS CHAPTER These are summarised in twelve guiding principles.
These principles must be understood by all
Why street design? 16
designers as the basis for decisions, and the
Audience  17 approach to be taken in the design process.

Vision Zero & urban street design  18

Integrated design – the art of street design  26

System design: Movement through places  28

Emerging practice  30

Te Aranga principles  33

Guiding principles  34

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

DEVELOPERS

Private
Public

GOVERNMENT PROFESSIONALS

Local Engineers, Planners

National Architects, Sponsors
Policymakers

COMMUNITY

Local
Advocates
Business

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

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

 CHAPTER
Design principles 1

No death or serious injury

is acceptable

Vision Zero &

urban street design People make
mistakes
People are
vulnerable
Shared
responsibility
All system
response

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

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

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 CHAPTER
Design principles 1
A shift in thinking SAFE, HEALTHY AND SUSTAINABLE MODELS GO TOGETHER

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

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

 CHAPTER
Design principles 1
Vison Zero design principles DESIGN TO REDUCE THE LIKELIHOOD OF SERIOUS INJURY IN A CRASH

Design features vary from treatments that convey risk instinctively, to symbolic and cognitive messages
Design needs to consider severity, likelihood and exposure to avoid (e.g. picture and text signs). The Safe System Assessment Framework is a tool for calculating risk
death or serious injury as a result of a crash of death or serious injury, and includes practical treatment options, from 'Primary Treatments' to
less preferred options that still have some effect in constrained sites.

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

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

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

What is the problem? Crashes Fatalities and serious injuries

SYSTEM OUTCOMES
(death and serious injury, or low consequence) What causes the problem? Humans should know better, be Humans make mistakes, humans are fragile
infallible, and defer to machines

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

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

 CHAPTER
Design principles 1
Integrated design –
the art of street design DESIGN FLEXIBILITY MULTI-MODAL

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

DESIGN FOR PEOPLE

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

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

 CHAPTER
Design principles 1

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

CHOOSING SAFE ACTIONS

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

People have enough time Their vehicles can respond The place can guide The design of place, and the system as a whole, must provide for the range of mistakes that can be
to observe, decide and act to their actions their actions expected by rendering the consequence of mistakes harmless. Choosing a safe speed is a final means
of avoiding harm.

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

TECHNOLOGY Technology is dramatically altering the way we travel and our

relationship with streets. Mobile phone applications can facilitate
the access to transport services and they can also provide
users with better information about their travel choices through
real-time technology.
Transport service companies are becoming part of a diversifying
multi-modal transport system that includes car-sharing and bike-
sharing. Parking management technologies can contribute to the
economic and social success of streets by increasing kerbside
efficiency and ease of use.
Multi-modal access and interchange will increasingly require
consideration in kerbside management and street design.
Technology should optimise the functionality of a street, while
remaining sensitive to the character of the street. Technology should
facilitate the desired urban outcomes of the streets, not define them.

INNOVATION Street design often requires designers to think outside the box. This
guide contains elements and design suggestions that are labeled as
innovative and require trial and approval for use by the New Zealand
Transport Agency (NZTA). These elements should not be ignored,
but actively pursued with the support of Auckland Transport.

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 CHAPTER
Design principles 1
Māori values and the Treaty of Waitangi Te Aranga principles
While Auckland is home to The Treaty of Waitangi mana whenua will provide
many cultures, Auckland's gives rise to obligations opportunity to better reflect the
distinctive Māori identity to Māori and statutory Māori world view in a practical MANA RANGATIRATANGA AUTHORITY
and the special relationship provisions such as decision- way by ensuring that resources
The status of iwi and hapū as mana whenua
Māori have to the region is making and participation are protected, enhanced and
what makes us unique. in statutory processes. sustained across our business. is recognised and respected​​
Mana whenua of Tāmaki Transport projects can impact Te Aranga Māori Design, a
Makaurau (Auckland) have a on the ability of kaitiaki to Māori design philosophy

ā
unique relationship with the undertake their responsibilities. process based on Māori WHAKAPAPA NAMES AND NAMING
region and as kaitiaki play We can pro-actively mitigate Values provides guidance
a leading role in shaping it. these effects in a tangible to all, reflecting the unique
Māori names are celebrated​
This responsibility is inter- way by using innovative Māori identity of Auckland
generational, based on design and technology. The in our roads, streets and
tikanga Māori and embodied Sustainability Framework across the public network.
in the Treaty of Waitangi. and work programme with TE TAIAO THE NATURAL ENVIRONMENT

The natural environment is protected, restored

and/or enhanced

MAURI TU ENVIRONMENTAL HEALTH

Environmental health is protected, maintained

and/or enhanced

MAHI TOI CREATIVE EXPRESSION

Iwi/hapū narratives are captured and expressed

creatively and appropriately

NGĀ TOHU THE WIDER CULTURAL LANDSCAPE

Mana whenua significant sites and cultural

landmarks are acknowledged​

AHI KĀ THE LIVING PRESENCE

Iwi/hapū have a living and enduring presence

and are secure and valued within their rohe.

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

 CHAPTER
Design principles 1
Guiding principles

VZ

30

DESIGN FOR PEOPLE DESIGN FOR SAFETY DESIGN FOR CONTEXT STREETS ARE PUBLIC SPACE BETTER STREETS ARE GREAT STREETS IMPACT OUR QUALITY
FOR BUSINESS OF LIFE
People are the basic design The safety of all street users, For several decades, streets had Street design should encourage
unit for cities and liveable especially the most vulnerable been defined by their functional and enable recreation, social Streets serve as the key Streets influence our ability
streets. Designing for people users (children, the elderly, classification, which relates interaction and business activity. platform for economic to move around, connect to
requires the understanding and disabled) and modes primarily to car flow. Today, Designs should maximise the exchange in cities. Improved wider transport networks and
of how fast people move, (pedestrians and cyclists) streets are expected to reflect road reserve space that will accessibility and a more access the opportunities of
how far they can see, and should be paramount in any and support adjacent land uses. be used for social, economic welcoming street environment the city. Streets also shape
how they feel in different street design. The safety of Well-designed streets promote and environmental purposes. attract more people and more our local environment and
environments. In addition streets can be dramatically appropriate speeds, modes and Streets should be designed activity, thus strengthening neighbourhoods. Streets
to transport considerations, improved through appropriate footpath activities. This context- to create an attractive, communities, the businesses should support wider
designing for people takes geometric design, facility sensitive approach considers comfortable, pedestrian-scale that serve them and the accessibility as well as local
into consideration the spatial design and transport and enhances the existing environment with a range of overall city economy. activities and social interaction.
scale, activities and interesting operations. Safe System built, natural and heritage amenities, including street
things that make places Assessment Framework elements, seeking to reveal and trees and other vegetation.
safe, attractive and lively. must be used in design. celebrate a place’s identity.

STREETS INFLUENCE STREETS AS ECOSYSTEMS STREETS ARE MULTI-MODAL STREETS CAN CHANGE
TE ARANGA PRINCIPLES STREETS CARRY PEOPLE
OUR HEALTH
Street design, including Streets design must support Many streets today reflect the AND GOODS
Te Aranga Māori Design priorities and practices from
Aucklanders suffer from a street trees and other green safe, comfortable and attractive
infrastructure, can improve Principles are founded on the time they were first built. As Productivity of movement of
deficit of physical activity, multi-modal transport for
water quality and improve intrinsic Māori cultural values. Auckland changes and adopts people should be ensured.
which plays a part in growing all users, including elderly,
watershed health. Green They have arisen from a widely different priorities, the street Consider the length of the
levels of chronic disease and children and mobility-impaired
infrastructure can retain and held desire by Māori to enhance designs should reflect these various end-to-end journeys
obesity. Street designs can help users. Every mode should be
reduce stormwater, which their presence, visibility and new conditions and priorities. any street is intended to
people make healthy decisions integrated, as appropriate,
extends the life of the aging participation in the design Streets can change through carry. Modes that support
by supporting walking, cycling across the transport network.
sewer system and makes it of the physical realm. major interventions and capital these outcomes should be
and public transport. Street Any particular street may
and neighbourhood design operate more efficiently. Green improvement projects, and they enabled, to give appropriate
have a different mix of
infrastructure brings nature into can also change systematically performance. Movement of
play a role in how people modes to achieve these
the city, which can improve both through road renewals and freight and servicing land uses
move around safely, in their network objectives.
mental and physical health, ongoing maintenance. Street must be balanced with the
exercise and activity levels,
increase amenity, improve air designs can also be strategically ways people move in the street.
and personal wellbeing.
quality, conserve energy, and implemented through quick,
enhance habitat in urban areas low-cost interventions that
that are increasingly intensified. can serve as interim stages
to more long-term visions.
34 TRANSPORT DESIGN MANUAL | URBAN STREETS AND ROADS DESIGN GUIDE 35