17. Transportation Volume One Overall, the various types of road combine to form a complementary network. Consistency of standards for upgrading and making new additions to this network is important to ensure all components continue to operate effectively together to maintain safety standards and amenity values. The MEP categorises each of Marlborough’s roads into one of the above classifications. Where resource consent is required for an activity or subdivision, the function of a road from which access will be obtained (if relevant) needs to be considered. [D] Policy 17.3.3 – Ensure the road hierarchy is periodically reviewed and where necessary amended to reflect on-going changes in land use, use of the coastal marine area and road access relationships. Changes in long haul freight transport patterns, vehicle use and social patterns or in land and coastal marine area uses may require new transport infrastructure or changes to existing infrastructure. A periodic review of the road hierarchy will enable assessment of the impact of changes on the road network and will be undertaken through the First Schedule process of the RMA. Issue 17D – Land use, water and subdivision activities can have adverse effects on the sustainable use of the land transport network. The sustainability of the land transport system, especially in terms of the road network, can be adversely affected by adjacent land use activities (including subdivision of the land) and activities that occur in the coastal marine area. Changes in land use, such as an intensification of activities or a change from residential to business activity, can result in the creation of new accesses that are too close to intersections and to each other, or do not have adequate sight distance. These changes can result in activities that generate high volumes of traffic or increases in heavy traffic, for which the existing road network is unsuited. The intensification of land use and increases in traffic volumes can also have an impact on the movement of pedestrians and cyclists. In rural areas, changes in land use and/or zoning of rural land to allow for growth of urban areas can mean that the rural road network is inadequate to deal with resulting traffic changes. Road- side sales (particularly on main routes) can create safety issues as people enter and leave the site. Increasing recreational activity can also place pressures on the road network. This is particularly an issue if the roads are not constructed for the increased traffic volumes. Activities on adjacent land (including signs, aerial distractions and glare from lighting) can also have adverse effects on the safety and efficiency of the road network if they are poorly located, distract drivers’ attention, restrict visibility or cause confusion with “official” road information signs. Road reserves are commonly occupied by other network utilities, such as sewer and water pipes and telecommunication cables. The need to enable installation of these services must be recognised, but they can also cause adverse effects on the operation of the road network on a temporary basis, e.g. during maintenance activity. Impacts on the land transport network often focus on land use activities and subdivision. However, in the Marlborough Sounds there are well-established marine farming and forestry industries that have flow-on effects for the Sounds road network, especially when harvested produce is transported to processing facilities on narrow and windy roads, for example from Port Underwood to Picton or Elaine Bay to State Highway 6. It is also important to recognise that the Council has a statutory function under the RMA for the strategic integration of infrastructure with land use through objectives, policies and methods (Section 30(1)(gb)). Infrastructure includes roads so it is necessary that the following provisions are consistent with the Council addressing its functions under this section of the RMA. 17 – 8