3.0 technical requirements - home | nz transport … · first edition, amendment 0 effective from...

1

The NZ Transport Agency’s State highway control manual

First edition, Amendment 0 Effective from 16 December 2013

3.0 Technical Requirements

Overview

3.1 Highway Design Details ........................................................................................... 3-4

3.1.1 Introduction .................................................................................................... 3-4

3.1.2 Motorway design .......................................................................................... 3-4

3.1.3 Geometric design ......................................................................................... 3-4

3.1.4 Intersection design ....................................................................................... 3-4

3.1.5 Private, commercial access and minor side road intersections ...... 3-4

3.1.6 Cross sectional width .................................................................................. 3-4

3.1.7 Parking ............................................................................................................. 3-4

3.1.8 Traffic flow and capacity ............................................................................ 3-4

3.1.9 Cycle facilities ................................................................................................ 3-5

3.1.10 Footpaths ........................................................................................................ 3-5

3.1.11 Drainage design details............................................................................... 3-5

3.2 Bridge and Culvert Design Details ......................................................................... 3-6

3.2.1 Introduction .................................................................................................... 3-6

3.2.2 New and replacement bridges .................................................................. 3-6

3.2.3 Repaired bridges ........................................................................................... 3-6

3.2.4 Culvert structural design ............................................................................ 3-6

3.3 Materials and Equipment Requirements ............................................................. 3-7

3.3.1 General ............................................................................................................ 3-7

3.3.2 Transit materials and equipment specifications ................................. 3-7

3.3.3 Other materials and equipment ............................................................... 3-7

3.4 Road Pavement, Surfacing, Markings and Road Furniture.............................. 3-8

3.4.1 Introduction .................................................................................................... 3-8

3.4.2 Funding of Second Coat Seals ................................................................... 3-8

3.4.3 Pavement design........................................................................................... 3-8

3.4.4 Surfacing technical requirements ............................................................ 3-8

3.4.5 Pavement markings ..................................................................................... 3-9

3.4.6 Intersection controls and medians .......................................................... 3-9

Introduction Chapter 3 provides details of the technical requirements associated with asset design, materials, construction, maintenance and safety considerations.

In this chapter Section Page

2



3.4.7 Pedestrian crossings ................................................................................... 3-9

3.4.8 Safety barriers and median barriers ........................................................ 3-9

3.4.9 Skid Resistance ............................................................................................. 3-9

3.5 Lighting ........................................................................................................................ 3-10

3.5.1 General .......................................................................................................... 3-10

3.5.2 Technical standards .................................................................................. 3-10

3.5.3 Lighting poles .............................................................................................. 3-10

3.5.4 New lighting installation........................................................................... 3-10

3.5.5 Pedestrian Crossings ................................................................................. 3-10

3.5.6 Flag lighting .................................................................................................. 3-10

3.5.7 Motorway lighting ...................................................................................... 3-10

3.5.8 Ambiguities .................................................................................................. 3-10

3.5.9 Schedule of SH operational lighting ........................................................ 3-11

3.5.10 Maintenance .................................................................................................. 3-11

3.6 Traffic Signals, Traffic Signs, Unofficial Signs and Information Centres ... 3-12

3.6.1 Introduction .................................................................................................. 3-12

3.6.2 Legal requirements ..................................................................................... 3-12

3.6.3 Traffic signal technical standards ........................................................... 3-12

3.6.4 Traffic signal funding .................................................................................. 3-12

3.6.5 "Welcome To" signs................................................................................... 3-12

3.6.6 Information centres ................................................................................... 3-12

3.6.7 Traffic signs .................................................................................................. 3-12

3.6.8 Street names ................................................................................................. 3-13

3.6.9 Unofficial sign ............................................................................................... 3-13

3.6.10 Fire Authority signs .................................................................................... 3-13

3.6.11 Electioneering signs .................................................................................... 3-13

3.6.12 Construction Site Signs .............................................................................3-14

3.6.13 White Crosses at Fatal Accident Sites ..................................................3-14

3.6.14 Road Safety Billboards ...............................................................................3-14

3.7 Crash Prevention and Safety Audits .................................................................... 3-15

3.7.1 General ........................................................................................................... 3-15

3.7.2 Policy............................................................................................................... 3-15

3.7.3 Procedures .................................................................................................... 3-15

3.7.4 Monitoring .................................................................................................... 3-15

3.7.5 Traffic Accident Investigation Commission ........................................ 3-15

-3



3.8 Traffic Control Device Trials ................................................................................. 3-16

3.8.1 Definition ...................................................................................................... 3-16

3.8.2 Purpose .......................................................................................................... 3-16

3.8.3 Application ................................................................................................... 3-16

3.8.4 Procedure for initiating a trial.................................................................. 3-16

3.8.5 Responsibilities of the National Traffic & Safety Manager for trials ..... ......................................................................................................................... 3-17

3.8.6 Responsibilities of the Highway Strategy and Standards Manager for trials ................................................................................................................ 3-17

3.9 Motorway Service Centres .................................................................................... 3-18

3.9.1 Background ................................................................................................... 3-18

3.9.2 Definition ...................................................................................................... 3-18

3.9.3 Policy Objective .......................................................................................... 3-18

3.9.4 Key principles .............................................................................................. 3-18

3.10 Highway Stopping Places ...................................................................................... 3-20

3.10.1 Background .................................................................................................. 3-20

3.10.2 Broad Definition ......................................................................................... 3-20

3.10.3 Strategy Development ............................................................................. 3-20

3.10.4 Key design principles ................................................................................ 3-20

3.10.5 Freedom Camping Act .............................................................................. 3-21

Appendix 3A Cross Section Guidelines for Two-lane Rural State Highways3-22

Appendix 3B Electioneering Signage Guideline ................................................... 3-29

Appendix 3C Construction Site Sign Details .......................................................... 3-32

Appendix 3D Guideline for White Crosses............................................................ 3-34

Appendix 3E Guidelines for the Installation, Maintenance and Removal of Road Safety Billboards on State highways .................................... 3-37

Appendix 3F NZ Transport Agency Logo Details ............................................... 3-40

Appendix 3G Motorway Service Centre Guidelines ........................................... 3-42

Appendix 3H New Zealand Transport Agency’s Highway Stopping Places Strategy .................................................................................................. 3-46

Appendices following this Chapter

Section Page

4



3.1 Highway Design Details

3.1.1 Introduction This section points to guidelines to be used for new or reconstructed highways. These guidelines should not be applied as rigid standards and variations may be approved by the Standards Review Committee, as appropriate, to take account of local engineering and economic considerations. This approval shall be adequately documented.

3.1.2 Motorway design Motorways shall be designed for a design speed of 110 km/h.

Any exception to this policy must have the approval of the Value Assurance Committee.

Ramps on or off a motorway may have lower design speed values provided they are safe and appropriate speed values are posted.

3.1.3 Geometric design

Vertical and horizontal alignment should be in accordance with the latest editions of the following publications:

1. State Highway Geometric Design Manual (SHGDM) – Transit New Zealand/New Zealand Transport Agency

2. Guide to Road Design (in particular Parts 2 and 3), AUSTROADS.

3. Guide Policy for Geometric Design of Freeways and Expressways, NAASRA.

4. Guide to the Geometric Design of Major Urban Roads, AUSTROADS

3.1.4 Intersection design

Intersection design should be in accordance with the latest editions of the following publications:

1. Guide to Road Design (in particular Parts 4, 4A, 4B and 4C), AUSTROADS.

2. Motorway Exits and Entrances: Geometric Details and Traffic Signs MOTSAM III Figure 2.6.

3.1.5 Private, commercial access and minor side road intersections

The layout design for accesses and intersections not requiring any special facilities for traffic management should be in accordance with Planning Policy Manual (PPM), Transit/NZTA.

Minor side roads should be in accordance with Diagram 4 of the PPM.

Private and commercial accesses and intersections should be in accordance with Diagrams 1, 2, 3, 4, and 7 of the PPM.

3.1.6 Cross sectional width

Guidelines for widths of rural State Highways are given in the Austroads Guide to Road Design and the corresponding New Zealand Supplement, attached as Appendix 3A.

Guidelines for widths of urban State highways are given in NZS 4404: Code of Practice for Urban Land Subdivision, SANZ.

3.1.7 Parking Parking design should be in accordance with the appropriate parts of the AUSTROADS Guide to Road Design.

3.1.8 Traffic flow and capacity

Considerations of traffic flow and capacity should be in accordance with the Austroads Guide to Traffic Management.

5



3.1.9 Cycle facilities Guidelines for the design and use of cycle facilities are detailed in the various parts of AUSTROADS Guide to Road Design. . These guidelines are also summarised in the Cycling Aspects of Austroads Guides.

Further advice for practitioners is given in the NZ Cycling Supplement.

3.1.10 Footpaths Guidelines for the design and detailing of pedestrian footpaths are given in NZS 4404: Code of Practice for Urban Land Subdivision, SANZ.

3.1.11 Drainage design details

Adequate drainage shall be provided for both surface and subsurface water. Guidance on the design of surface drainage systems is found in:

1. Highway Surface Drainage: a Design Guide for Highways with a Positive Collection System, NRB.

2. Guide to Road Design (in particular Part 5), AUSTROADS.

In general, if a positive stormwater collection system is not used, a slope not flatter than 5H:1V should be provided from the edge of seal. Typical side slope details are shown in Appendix 3A.

6



3.2 Bridge and Culvert Design Details

3.2.1 Introduction This section gives guidelines for the design of new or replacement bridges, and culverts.

3.2.2 New and replacement bridges

All bridges are to be designed in accordance with Bridge Manual: Design and Evaluation, Transit/NZTA, with reference to the Austroads Guide to Bridge Technology.

3.2.3 Repaired bridges In general capacity for Class I loadings should be provided. Proposals for other levels of structural capacity require the approval of the GMHNO.

3.2.4 Culvert structural design

All culverts shall be designed for dead loads plus Class I live loads.

7



3.3 Materials and Equipment Requirements

3.3.1 General All materials and equipment used on State highway works must be of good quality and appropriate for their intended use.

A large number of more commonly used materials and equipment have specific NZTA requirements and these must be complied with as a standard for all State highway works. Dispensations can be obtained from SHM, PASHO or NMPP as appropriate so long as the scope and the intent of the standard is achieved.

3.3.2 Transit materials and equipment specifications

Details of materials covered by specific NZTA requirements are detailed in Specifications List, NZTA, under the headings Materials and Equipment.

3.3.3 Other materials and equipment

Materials or equipment not covered by specific NZTA requirements shall comply with one of the following as appropriate:

1. A SANZ Standard or Specification where one exists.

2. A manufacturer's specification where no SANZ standard or specification exists.

3. A custom-made engineer's specification.

4. A specification from overseas or from other references referred to in other NZTA Manuals.

8



3.4 Road Pavement, Surfacing, Markings and Road Furniture

3.4.1 Introduction This section specifies the requirements for pavement design, carriageways, surfacings and traffic aids either on or adjacent to the carriageway.

3.4.2 Funding of Second Coat Seals

The Planning, Programming & Funding Manual does not explicitly exclude second coat seals from being funded as project works. However it is expected that the allocation of funding is done effectively and efficiently in order to retain value. Therefore it is not in the interest of the NZTA to hold project funding in excess of 12 months to fund second coat sealing as a project cost. Past experience shows this to be administratively difficult and the funding tends to be forgotten when the works are finally actioned.

The funding source needs to be given proper consideration and resolved and recorded early in the project process. A sensible approach is to consider the scale and timing of second coat seals at the time of project scoping, and certainly by the preliminary design stage. If the project is highly trafficked, and will either have an asphaltic concrete surfacing or the second coat seal is likely to be required within 12 months of substantial completion, the cost of the surfacing should be included in the project cost.

If the project is rural and has relatively low traffic volumes, the second coat seal should be provided for within the maintenance allocation. This allocation will generally need to be made allowance for in the following financial year’s maintenance funding. Given that maintenance is being funded in three-year blocks, there is a responsibility between capital and operations managers to ensure that the allocation for the second coat seals for projects has been properly pre-programmed so as not to become an onerous requirement.

This process was agreed between Regional Partnerships & Programmes (now Planning and Investment) and Highways & Network Operations in February 2009.

3.4.3 Pavement design Pavement structural design shall be in accordance with the AUSTROADS Guide to Pavement Technology Part 2:Pavement Structural Design and Part 5: Pavement Evaluation and Treatment Design together with the latest New Zealand Supplement.

3.4.4 Surfacing technical requirements

Surfacing should be in accordance with the following guidelines:

1. Chipsealing in New Zealand 2005 (Transit New Zealand, Road Controlling Authorities, Roading New Zealand) and subsequent amendments and updates.

2. Chipseal Design, New Zealand Institute of Highway Technology,

3. Applying Bitumen Emulsions and Polymer-Modified Binders, New Zealand Institute of Highway Technology,

4. Pavement Surfacing Supervisor Chipsealing, New Zealand Institute of Highway Technology.

9



3.4.5 Pavement markings

The legal requirements for pavement markings are described in the Land Transport Rule: Traffic Control Devices 2004, with its amendments.

Pavement markings shall be in accordance with the following guidelines:

1. Land Transport Rule: Traffic Control Devices 2004, with its amendments.

2. Manual of Traffic Signs and Markings, Traffic Control Devices Manual and relevant Traffic Notes.

3.4.6 Intersection controls and medians

These should conform with the following guidelines:

1. RTS 1: Guide for the Implementation of Traffic Control at Crossroads, MOT/NZTA.

2. RTS 4: Guidelines for Flush Medians, MOT/NZTA.

3. Road Medians, NAASRA (1984).

4. Guide to Traffic Engineering Practice Parts:

• At Grade Intersections

• Roundabouts

• Traffic Control Devices, NAASRA.

3.4.7 Pedestrian crossings

The requirements for pedestrian crossings are contained in the Land Transport Rule: Traffic Control Devices 2004 Note that pedestrian crossings shall not be installed on roads where the speed limit is greater than 50km/h unless approval is obtained from the Group Manager RP&P.

Details of pavement markings are specified in the Traffic Control Devices Manual and the Manual of Traffic Signs and Markings Part II: Markings, NZTA. No stopping lines may need extensions for visibility especially where school patrols operate.

Lighting shall be in accordance with AS/NZS 1158.4:2009.

New installations shall be constructed only where they meet the warrant requirements set out in the Traffic Control Devices Manual and the Manual of Traffic Signs and Markings.

3.4.8 Safety barriers and median barriers

These should comply with the following guidelines:

AUSTOADS Guide to Road Design (in particular Part 6), M/23 Roadside Safety Barrier Systems and AASHTO Roadside Design Guide

3.4.9 Skid Resistance The management of skid resistance shall be in accordance with the Specification for State Highway Skid Resistance, T10.

10



3.5 Lighting

3.5.1 General With the exception of intersections with physical islands and pedestrian crossings there are no specific requirements for State highways to be lit. The necessity for lighting is normally based on the likelihood of conflict between vehicles, pedestrians or cyclists.

Lighting is generally unnecessary outside urban areas, except for motorways, major rural intersections and sections of highway where it is justified to address high night-time crash rates.

3.5.2 Technical standards

New or upgraded state highway lighting installations shall comply with AS/NZS 1158.1.1:2005 Lighting for roads and public spaces - Vehicular traffic (Category V) lighting – Performance and design requirements.

New or upgraded pedestrian crossings shall comply with AS/NZS 1158.4:2009 Lighting for roads and public spaces – Lighting of pedestrian crossings.

Installation guidance for traffic route lighting is given in AS/NZS 1158.1 .2:2010 Lighting for public spaces - Vehicular traffic (Category V) lighting - Guide to design, installation, operation and maintenance.

3.5.3 Lighting poles All new lighting poles shall comply with NZTA specification M26.

Poles installed in urban or pedestrian frequented areas must not be of slip-base design. Guidance about types of poles suitable for use in various areas is given in NZTA specification M26.

3.5.4 New lighting installation

The need for new light installations will generally be determined by project evaluation criteria specified in Chapter 2 Section 2.3 of NZTA's Economic Evaluation Manual Volume 1.

3.5.5 Pedestrian Crossings

All pedestrian crossings on State highways must be kept illuminated during the hours of darkness and must be provided with either operating Belisha Beacons or 400mm diameter (min.) fluorescent reflectorised discs fitted to poles at each end.

3.5.6 Flag lighting Flag lighting is intended to indicate the presence of a minor intersection or important access particularly in rural areas. The installation shall normally consist of no more than 2 lanterns. Capital costs can be a SH or TLA responsibility. The annual costs of flag lighting on State highways in rural areas are a State highway cost.

Specific approval can be given by MSHOs for flag lighting on State highway road reserves requested by a private developer or lighting for a private development required by regional office to mitigate adverse effects on the State highway. This usually only occurs in rural areas.

Capital and annual costs are the responsibility of the developer.

3.5.7 Motorway lighting

Capital and annual costs are a State highway responsibility. Other sections of State highway which are fully access controlled may also qualify, with the GMHNO's approval.

3.5.8 Ambiguities Any installation not clearly covered by policy shall have the specific approval of the GMHNO.

11



3.5.9 Schedule of SH operational lighting

A schedule of all light installations that are an annual State highway operational responsibility shall be kept by the Operations Manager.

3.5.10 Maintenance The maintenance of highway lighting shall comply with NZTA Specification C/24: Specification for the Maintenance of Highway Lighting.

12



3.6 Traffic Signals, Traffic Signs, Unofficial Signs and Information Centres

3.6.1 Introduction This section specifies the requirements for off-carriageway traffic aids.

3.6.2 Legal requirements All traffic control devices when installed must comply with the Land Transport Rule: Traffic Control Devices 2004 and its amendments.

3.6.3 Traffic signal technical standards

Guidance on the design and maintenance of traffic signal installations is contained in the following:

1. Land Transport Rule: Traffic Control Devices 2004.

2. Traffic Signals, A Guide to the Design of Traffic Signal Installations, AUSTROADS.

3. National Traffic Signal Specification at http://www.ipenz.org.nz/snug/NationalSpeci_rev02_Sep05.PDF

3.6.4 Traffic signal funding

All traffic signals installation and operational costs at a State highway intersection or a State highway motorway ramp terminal are a State highway charge. A TLA may install approved signals as part of its subsidised works programme where programming priorities do not permit State highway funding. Operational costs will in this case be funded by the State highway.

3.6.5 "Welcome To" signs State Highway Managers may authorise "Welcome To" signs when requested by Regional Councils or TLAs. The signs must comply with the criteria for tourist signs as set out in MOTSAM or the TCDM.

3.6.6 Information centres Where information centres are proposed by local interests a suitable rest area can be established and maintained as a State highway charge.

Information kiosks substantially in accordance with the standard NZ Tourism Council design can be approved by the State Highway Manager. Other proposals require the approval of the National Traffic & Safety Manager.

Standard signs may be erected ahead of the information centre.

3.6.7 Traffic signs 1. The description and use of all traffic signs is contained in the Land Transport Rule: Traffic Control Devices 2004 with its amendments and gazette notices.

2. Graphics of traffic signs are shown in the NZTA Traffic Control Devices Specifications.

3. All traffic signs, delegations and procedures shall comply with the NZTA Manual of Traffic Signs and Markings and/or the NZTA Traffic Control Devices Manual.

4. Signs advising a speed restriction shall be placed within 20 metres of the gazetted positions.

5. All permanent warning and information signs shall display a NZTA logo as illustrated in Appendix 3F.

http://www.ipenz.org.nz/snug/NationalSpeci_rev02_Sep05.PDF

13



3.6.8 Street names The requirements for Street Name signs are outlined in MOTSAM and the TCDM.

3.6.9 Unofficial sign Unofficial signs (those not contained in the Land Transport Rule: Traffic Control Devices 2004 with its amendments and gazette notices) are permitted only in accordance NZ Transport Agency (Signs on State Highways) Bylaw 2010.

Signs on adjoining properties adjacent to the highway reserve are generally discouraged, but if allowed should comply with the principles for billboard signs outlined in Appendix 3E.

KiwiRail must be consulted by State Highway Managers prior to any new billboard signs on or adjacent to railway land.

3.6.10 Fire Authority signs Fire authorities are required by regulation to ensure fire signs are displayed whenever a prohibited fire season is in force. In addition, fire authorities may approve the provision of fire warning signs by landowners. The erection of the authority signs is authorised by the Forest and Rural Fires Act 1977 and controlled by the Forest and Rural Fires Regulations 1979.

The erection of "LIGHT NO FIRES" signs, triangular signs (1 metre sides) proclaiming a prohibited fire season, as described in Regulation 37 of the Forest and Rural Fire Regulations 1979 and "FIRE HAZARD" signs (described as a "half grapefruit" signs with adjustable arrows) which advise the public of the current fire danger in terms of Section 19(a) of the Forest and Rural Fires Act 1977, are permitted on State highway reserves when a prohibited fire season is in force if:

1. The signs cannot be erected off the state highway reserve; or

2. Visibility would be inadequate of the signs were erected off the State highway reserve.

NZTA has approved the use of two regulatory signs, a rectangular "FIRE BY PERMIT ONLY" sign and a triangular "TOTAL FIRE BAN" sign.

The location and erection of these signs on State highway reserve shall be subject to the State Highway Manager's approval in all cases.

All other signs which promote fire safety are considered to be unofficial signs and shall be permitted only in accordance with the provisions of NZ Transport Agency (Signs on State Highways) Bylaw 2010.

3.6.11 Electioneering signs

The policy on electioneering signage shall be enforced in a consistent way across all NZTA regions.

Appendix 3B contains the policy guideline for managing these signs and a sample letter that advises all political parties of NZTA's policy. The general form of that letter may be used as well for local authority elections.

Local authorities should be made aware of this policy.

14



3.6.12 Construction Site Signs

The erection of construction site signs is permissible on State highway construction projects and should be provided for all projects where the construction period exceeds one month. Construction site signs should remain for the duration of the maintenance period.

Appendix 3C specifies the details of such signs.

3.6.13 White Crosses at Fatal Accident Sites

White crosses may be erected at fatal accident sites subject to the proposed design and location being approved by the appropriate State Highway Manager. Note that enforcement of this should be handled delicately.

Appendix 3D contains the guideline for the erection, maintenance and removal of white crosses.

3.6.14 Road Safety Billboards

Road safety billboards may be erected on State highway road reserve subject to the graphics being agreed by NZTA National Office and the location and timing being approved by the State Highway Manager. It is expected that campaigns utilising road safety billboards will be either national campaigns or local-area campaigns involving NZTA’s road safety partners.

Appendix 3E contains the guideline for the installation, maintenance and removal of road safety billboards on State highways.

15



3.7 Crash Prevention and Safety Audits

3.7.1 General This section provides the references for guidance on crash reduction and prevention.

3.7.2 Policy Safety Audit:

Transit’s Road Safety Audit (RSA) Policy (2004) and,

Transfund’s Safety Audit Policy and Procedures 2004.

Crash Reduction:

Transit/MOT (now NZTA) Policy Guidelines for Traffic Accident Reduction and Prevention 1990.

3.7.3 Procedures Safety Audit: See 3.7.2 above.

Crash Reduction:

Transit/MOT Accident Investigation Procedures 1991.

Guidance on crash reduction studies is available in (AUSTROADS) Guide to Engineering Practice Part 4: Treatment of Crash Locations

3.7.4 Monitoring Monitoring of safety audits is not a requirement but State Highway Managers should ensure that all recommendations are responded to and approved actions completed.

Monitoring of crash reduction studies shall be carried out in accordance with page 2.37, of the PFM and the methods are set out in Transit/MOT Accident Investigation Monitoring System Coding Manual.

RMs are required to advice the LTSA promptly, the date on which works on sites identified in Crash Reduction Studies are completed.

3.7.5 Traffic Accident Investigation Commission

At the discretion of the Chief Commissioner, the Traffic Accident Investigation Commission (TAIC) may decide to conduct an investigation into road crashes. NZTA will, upon request, provide any information it holds which is relevant to the investigation.

TAIC will provide NZTA with a copy of its draft report prior to circulation to interested parties.

All NZTA's communications with TAIC are to be authorised by the Chief Executive.

16



3.8 Traffic Control Device Trials

3.8.1 Definition Traffic control devices are all signs, signals, markings, and devices placed on, over, or adjacent to a road to regulate, warn, or guide traffic.

3.8.2 Purpose This section describes the approval process for the trial of non-standard traffic control devices. See also Traffic Note 10.

3.8.3 Application Unless otherwise authorised according to the procedures in ss3.8.4 -3.8.6, all traffic control devices must comply with the relevant standards, criteria, and guidelines listed in Section Two of the Standards and Guidelines Manual.

3.8.4 Procedure for initiating a trial

All requests for traffic control device trials on State highways must be sent to the National Traffic & Safety Manager. Requests for trials must be submitted by a State Highway Manager or with his approval. The request must include:

1. Outline of the issues

2. Development background.

3. Technical analysis

4. Impacts and risks

5. Safety and efficiency gains

6. Consultation

7. Proposed assessment.

A full description of all these points is contained in Traffic Note 10.

Formal approval of all traffic control device trials rests with the Group Manager RP&P.

Six monthly progress reports for the duration of the trial and a copy of the final results of the trial must be submitted punctually to the National Traffic & Safety Manager who will copy them to the Group Manager RP&P.

17



3.8.5 Responsibilities of the National Traffic & Safety Manager for trials

The National Traffic & Safety Manager is responsible for:

1. consulting with other sections within NZTA, including Legal Counsel, as appropriate for all proposed trials.

2. submitting proposed trials to the Group Manager RP&P or appropriate delegate for authorisation. Note that normally, the agreement of the Traffic Control Devices Steering Group will be necessary prior to authorisation.

3. notifying such authorisation along with any conditions imposed to the originator of the request for the trial.

4. submitting a copy of the final results of the trial to all State Highway Managers and the Group Manager RP&P.

5. ensuring all trials are registered in a central database and progress is tracked through to completion. The National Safety Engineer is responsible for the database.

6. distributing a copy of the database and its updates to all State Highway Managers and the Group Manager RP&P.

3.8.6 Responsibilities of the Highway Strategy and Standards Manager for trials

The National Traffic and Safety Manager is responsible for:

1. ensuring all necessary approvals are obtained from the Access & Use Group, NZTA.

2. ensuring the results of all trials are considered and a decision is made on whether existing NZTA policy should be amended.

3. notifying the originator of the request to trial, and the Principal Advisor State Highway Operations, of the decision made in point (2) above.

4. amending, as necessary, NZTA policy for traffic control devices.

18



3.9 Motorway Service Centres

3.9.1 Background The National State Highway Strategy recognises that NZTA has a responsibility to ensure the provision of convenient facilities and services that cater for the needs and expectations of road users. These facilities can also contribute to safety objectives by providing road users with the opportunity to break their journey, reduce fatigue and service vehicles.

On most State highways, demand for essential services is usually met by private sector interests (through the provision of service stations and other roadside businesses) and NZTA (through the provision of rest areas, viewing points and the like). However, on motorways and expressways, where access is restricted and road users are generally unable to stop, the availability of such services is often limited.

3.9.2 Definition Motorway Service Centres (MSC) are defined as developments located adjacent to a motorway or expressway, for the sole purpose of providing essential services for the safety, comfort and convenience of motorway and expressway users.

3.9.3 Policy Objective To encourage the nationally consistent development of MSC, in a manner that improves the contribution of motorways and expressways to an integrated, safe, responsive and sustainable land transport system.

3.9.4 Key principles Policy Statement

NZTA will support the private development of MSC where the development is consistent with NZTA’s strategic objectives for MSC, does not compromise NZTA’s statutory objectives or functions, and is established and operated at minimal cost to NZTA.

NZTA will work with key stakeholders (including industry representatives, private developers and local government) to ensure MSC developments are undertaken in accordance with the following principles:

3.9.4 A Safety and efficiency

- MSC are to be located, designed and operated to ensure the safe and efficient movement of vehicles (on and off-site) pedestrians (on-site).

3.9.4 B Communities & environmental effects

- MSC are to be located, designed and operated to avoid, to the extent reasonable in the circumstances, adverse effects on communities and the environment. MSC should reflect good urban design principles and be well integrated into the surrounding environs.

3.9.4 C Availability of essential services

- MSC are to be established only where there is a lack of essential services in an area to meet the safety, comfort and convenience requirements of motorway and expressway users. MSC should not be established in areas where there are sufficient stopping opportunities and adequate service availability en route to meet the needs of motorway and expressway users.

19



3.9.4 D Fatigue mitigation

- MSC are to be located, designed and operated to encourage motorway and expressway users to break their journey and make use of the available facilities.

3.9.4 E Traffic generation

- MSC are to be provided for the benefit of motorway and expressway users and must not of themselves generate additional traffic. MSC are not intended to encourage, extend or intensify development along a transport route.

3.9.4 F Statutory and local authority requirements

- The construction, operation and maintenance of MSC must comply with all statutory and local authority requirements, including District and Regional Plan provisions.

3.9.4 G Public engagement

- NZTA encourages early engagement with affected communities, stakeholders and local authorities to assist in the early resolution of potential issues associated with the development of MSC.

3.9.4 H Compliance with other NZTA policies

In giving effect to these principles, all MSC are to be located, designed, constructed and operated in accordance with NZTA’s statutory objectives and relevant policies, standards and guidelines. This includes NZTA’s Guidelines on MSC, Environmental Policy Manual, Urban Design Policy and Urban Design Professional Services Guide.

3.9.4 I Case by case approach

Detailed design, access and operating requirements for each site will be determined on a case-by-case basis. In addition, developers will be required to prepare and implement comprehensive asset management plans, in accordance with agreed levels of service and forward maintenance requirements.

3.9.4 J Tendering process

Where MSC are to be developed on NZTA administered land, development rights will be allocated through a competitive tendering process, consistent with NZTA’s Policy and Guidelines on MSC.

20



3.10 Highway Stopping Places

3.10.1 Background The National State Highway Strategy recognises that NZTA has a responsibility to ensure the provision of stopping Places that contribute to safety objectives by providing road users with the opportunity to break their journeys and reduce fatigue.

On most State highways, demand for stopping places is usually met by NZTA through the provision of rest areas, viewing points and similar stopping places. Stopping places are suitable areas of surplus road reserve that have or can be developed to form a safe and attractive off-road parking place for road users. They must have safe entry and exit points readily negotiable by cars, with or without trailers or caravans, and trucks as appropriate.

3.10.2 Broad Definition The primary purpose of a highway stopping place is somewhere you can park safely, get out of your car, and refresh yourself before continuing your journey.

Utility points provide places for heavy vehicle drivers to stop so that they may observe statutory regulations for driving hours and rest breaks.

This strategy defines 5 ‘types’ of stopping places located on the network. Section 3H.5 defines the minimum standards that will be included within each type of site.

The primary goals of rest areas and utility point layout designs are to provide suitable facilities in an environment that promotes effective and safe rest and/or sleep opportunities, and to ensure that there is adequate provision for vehicles and pedestrians to move safely within the site.

Personal security of rest area users should be considered in the siting and design of highway stopping places.

3.10.3 Strategy Development

NZTA regional offices are to produce and maintain a regional strategy for the selection and development of highway stopping places based on the Highway Stopping Places Strategy in Appendix 3H.

Funding for upgrading of highway stopping places will be considered based on the priority requirements of the regional strategy.

NZTA regional offices will maintain an inventory of highway stopping places identifying the current standards and services of each stopping place.

3.10.4 Key design principles

Highway stopping places are to be selected and developed in accordance with the Highway Stopping Places Strategy in Appendix 3H and the principles below.

3.10.4 A Safety and efficiency

Highway stopping places are to be located, designed and operated to ensure the safe and efficient movement of vehicles (on and off-site) pedestrians (on-site).

Standard “rest area” signs shall be installed, including advance information ones.

Stopping places designed to be suitable for heavy motor vehicles must be signposted as such. Refer MOTSAM for details.

21



3.10.4 B Fatigue mitigation

Highway stopping places are to be located, designed and maintained to encourage road users to break their journey and make use of the available facilities. Include the needs of long haul truck drivers in this consideration.

3.10.4 C Frequency

The frequency of stopping places should be related to the qualities of the area and not be selected on a distance from the last one basis although a desirable upper limit for spacing is about 1 hour's travel time. Rest areas would not normally be formed near a city or town, which provides suitable stopping facilities. Appendix 3H is to be used to guide decisions on establishing or retaining rest areas.

3.10.4 D Location

The location of any stopping place should be discussed and approved by the appropriate TLA. A written agreement should be developed with the TLA and any other parties involved that clearly defines each party's obligations in the long term maintenance of the rest area.

3.10.4 E Toilet facilities

NZTA currently has a policy of avoiding any participation in the provision or maintenance of toilet facilities at rest areas. This is largely due to the vandalism, which occurs at these facilities and the virtual impossibility for NZTA of maintaining the continuous supervision which would be necessary to avoid high maintenance and repair costs. NZTA will allow other agencies, to provide toilets subject to an undertaking that maintenance responsibilities will also be accepted by those agencies.

If a problem develops with camper van users emptying their storage tanks in the area, suitable signs warning against this and giving directions to the nearest dump site may be installed within the stopping place.

3.10.4 F Rubbish

Under the Litter Act 1979 NZTA has a responsibility for ensuring that rubbish facilities are provided at appropriate stopping places and maintained and emptied on a regular basis. See Appendix 3H for guidance on placement of rubbish bins. By agreement this task can be delegated to a TLA.

3.10.4 G Case by case approach

Detailed design, access and operating requirements for each site will be determined on a case-by-case basis.

3.10.5 Freedom Camping Act

This Act only applies to land controlled or managed by territorial local authorities and so it is not considered that this either applies to State highways or can be delegated to local authorities. In particular the Act gives powers to local authorities to set wide-ranging controls on camping on public land. However, since it is generally held that local authority bylaws do not apply to State highways as they do not have powers of control, it is not expected that their bylaws apply in this case either so must not refer to State highways. It is possible that any such reference could render the bylaw invalid.

22



Appendix 3A Cross Section Guidelines for Two-lane Rural State Highways

[Readers should note this appendix is under review and is likely to be included in the New Zealand Supplement to the Austroads Guide to Road Design2010]

1. Background

This guideline has been developed from a review of cross section guidelines for two lane rural roads. The review was undertaken during 1992 and early 1993.

The guideline is to be used by New Zealand Transport Agency (NZTA) Regional Offices for the setting of cross-section widths over State highway links. Refer to 5. Links, below, for the definition of a road link. On local roads, local authorities are to continue to use the guidelines given in Guide to geometric standards for rural roads, NRB.

In developing the guidelines, source data was drawn from VicRoads draft width study report. This was later published as Optimum traffic lane, seal and pavement widths for non-urban roads, by John McLean for the Australian Road Research Board, 1990.

Expected accident rate reductions were used to determine ideal cross section configurations on a national basis. A benefit cost approach was then used to determine what cross section configurations would best apply to varying traffic volume ranges.

2. Procedure

Each NZTA regional office is to establish appropriate cross section standards for defined roading links over its State highway network. Details of the procedure are given in the body of this report.

3. The Cross Section Review

The emphasis of the review of cross section guidelines for two lane rural roads was, in terms of safety, to establish the best possible use of pavement space. The review findings were as follows.

(a) Widening lane widths to 3.5 m provides the best benefit in terms of reductions in accident rates. There was little saving for increasing lane width over 3.5 m.

(b) For sealed roadways up to 7.0 m wide, it is desirable to allocate available seal width into traffic lane rather than sealed shoulder.

(c) Sealed shoulders provide better utilisation of space in safety terms compared with metal shoulders.

(d) Where possible, it is preferable to use available cross section width for wider shoulders rather than for side slopes flatter than the recommended.

Analysis of varying cross-section configurations for varying traffic volumes resulted in the ideal cross sections being selected for given traffic volumes. (See Fig. A3A.1.)

The recommended seal widths to be applied on a link-by-link basis are as follows:

(a) Up to 500 vehicles per day : 7m seal width

(c) 2000 to 4000 vpd : 8.5m seal width

or 10m seal width if B/C >1*

(d) Over 4000 vpd : 10m seal width

or 11m or 12m seal width if the link B/C exceeds cut-off value*

23



* NOTE: A B/C of 1 is to be used when determining a standard for a link, but it is not to be regarded as the funding cut off on a project-by-project basis. Refer to 7. Application, below.

Intermediate cross section widths are not to be adopted when establishing link cross-section widths.

4. Accident Savings Tables

Average accident rates per 100 million vehicle kilometres (Ax/108 veh kms) can be obtained from the Table A3A.1.

The accident rates have been calculated using New Zealand average accident rates applied to the formula obtained in the VicRoads width study report. The data is admittedly coarse and only indicative of the expected accident savings that can be achieved.

Table A3A.1 and the method set out below can be used to estimate an annual accident rate (A) for a section of road.

(a) Establish an annual reported non-intersection injury accident rate** for the section of road. (R)

(b) Use Table A3A.1 to determine the estimated accident rate for the section of road based on its existing cross section configuration. (E)

(c) Use Table A3A.1 to determine the estimated accident rate for the two or three possible options for the cross-section configuration (Fig A3A.1). (P)

(d) Establish an expected annual accident rate using the following formula.

EPxRA =

** NOTE: Non-intersection injury accident rate also includes fatal accidents.

Example:

An existing two-lane rural road has an existing cross section consisting of 3.25m lanes, 0.25m of metal shoulder and 0.25m of sealed shoulder. Ten non-intersection injury accidents were reported over its 2 kilometre length over the last five years. The road is carrying 3000 vehicles per day.

What is the estimated accident savings if the road cross section was to be upgraded to 3.5m lanes and 750mm sealed shoulders?

(a) Calculate the reported accident rate for section of road. (R)

(b) Establish the estimated accident rate for existing cross section. (E)

Using Table A3A.1: 3.25m lane, 0.5m shoulder, 0.25m of which is sealed

= 22.97 Ax/108 veh km.

(c) Establish the estimated accident rate for proposed cross section. (P)

Using Table A3A.1: 3.5m lane, 0.75 shoulder totally sealed = 19.57 Ax/108 veh km.

(d) Calculate the expected annual accident rate per year. (A)

km veh Ax/10 91.32

Ax236530005

10AxRate(R)

8=×××

=

24



5. Links

Cross sections should not vary arbitrarily along a road length. They should only vary at points where the reason is obvious to road users as follows:

(a) At points where there are major intersections that change traffic flows significantly, or

(b) Points where there are terrain changes that impose significant changes in construction cost.

A link is defined as the road length between the points as defined above.

Link lengths should not be related to features that are not perceived by a driver. An example of this would be where extra construction costs are incurred where a road travelling across flat open country then crosses a swamp. To the driver there is no visible change to the driving environment.

Desirably a link should be as long as possible. It may be over 50 km in length where there is no substantial change to the road environment. Conversely there are practical situations where a link may be only 3 to 5 km long.

6. Side Slopes

The side slope of the road cross-section is that slope which applies from the shoulder edge to the base of the adjacent drainage channel or to the top of a fill batter. It incorporates that section over which the metal pavement layer is tapered out. This section provides lateral support to the pavement layers.

The side slope is not intended for normal use by vehicles. It does not play a part in the recovery of vehicles which may stray from the traffic lane in the same way that a shoulder does. Nevertheless, it should be flat enough not to worsen the consequences of an accident when a vehicle runs off the road. Beyond this there is no documented safety benefit to be derived from flatter side slopes.

At the same time, the side slope must be steep enough to drain water from the surface and pavement layers into the drainage channel.

International literature recommends side slopes in the range 4:1 to 6:1 for safety reasons.

Refer to the paragraphs below and to Fig. A3A.2 for recommended side slope details. A side slope of 5:1 is adopted for normal use. A maximum side slope of 4:1 may be acceptable in constrained situations where, for safety reasons, it is preferable to invest available space into shoulder width rather than side slope width.

Existing side slopes flatter than 5:1 should remain unless there is evidence of inadequate drainage.

The side slope shall fall from the metal strip outside the seal edge for a distance that enables the greater of the following two criteria to be obtained before either a drainage channel, a cut batter, or a fill batter.

The side slope shall terminate at either:

(a) 400 mm below the seal edge, or

(b) 150 mm below the pavement/subgrade interface.

7. Application

The appropriate cross-section standard from Fig. A3A.1 is to be determined for road links along rural State highways in conformity with the processes established in this guideline.

To establish the appropriate cross section the following methodology is recommended:

km vehAx A

A

810/77.8097.2257.1932.91

=

×=

25



(a) Determine the bounds of the road link under consideration as defined in 5. Links, above.

(b) Determine the traffic volume representative of the link.

(c) Obtain the number of reported non-intersection injury accidents for the link, using the most recent five years of MOT reported injury accidents. Calculate the existing accident rate.

(d) Obtain representative data of the existing cross-section configuration over the link to establish a calculated accident rate. Also obtain details on the length of highway and width of seal below each of the cross section options for costing purposes.

(e) Calculate expected accident savings for the link using the method given in 4. Accident saving tables, above, and using Table A3A.1.

(f) Determine the rough order cost for seal widening to the proposed cross section standard over the link. The cost may have to be calculated for more than one cross section option to establish the optimum.

(g) Carry out benefit cost analysis for seal width options.

(h) Select the appropriate minimum seal width for the link on the following basis:

(i) Up to 500 vpd : 7m seal width

(ii) 500 to 2000 vpd : 8.5m seal width if B/C for link >1

or else 7.0m seal width

(iii) 2000 to 4000 vpd : 10m seal width if B/C for link >1

or else 8.5m seal width

(iv) Over to 4000 vpd : 10m seal width

or 11m or 12m seal width if B/C for link above cut-off value

8. Implementation

The selected cross-section standard shall be applied to all new works and to pavement smoothing (rehabilitation works) where widening can be achieved above the current funding cut-off and to area wide treatments where seal widening is specifically approved.

By exception, a lesser seal width may be approved where the target seal width cannot be realistically achieved over the full treatment length due to the presence of a significant impediment (e.g. a physical restriction such as an isolated rock bluff) provided the width used will not create a varying driving environment.

State Highway Manager approval is required for the use of any higher-than-existing cross section which is below the standard cross section for the link, except when the improvement to the cross section on a highway is being carried out and funded in conjunction with area wide treatment or pavement smoothing works. In those cases approval is to be obtained from the leader of the Review and Prioritisation Team (AWT/Pavement Smoothing)

If funding for the new standard cross section cannot be justified for a length of highway, it shall remain at its existing width.

A section of road already above the link standard is not to be narrowed to conform.

NZTA regional offices will ensure that all rural State highways have undergone a cross-section review as per the methods described in this guideline by 1 July 1994.

Further cross-section reviews will then be undertaken at 5-year intervals.

The cross section review findings, including calculations shall be held by NZTA regional offices for review and update.

26



For quick reference, the selected cross section widths shall be recorded on the highway information sheets.

Figure A3A.1 Cross-section guideline for two-lane rural road

GROUP 1.

APPLICATION:Over 4000 VPD2000 to 4000 VPD if link B/C>1Seal width may be widened to 11.0 or 12.0m.If link B/C>funding Cutoff.

10.000 Seal Width

3.500Lane

3.500Lane

1.500SealedShoulder

1.500SealedShoulder 100

MetalStrip

100MetalStrip

5:1 5:1

Edge line

GROUP 2.APPLICATION:500 to 2000 VPD if Link B/C>1.2000 to 4000 VPD if Link for GROUP 3<1

8.500 Seal Width

3.500Lane

3.500Lane

750SealedShoulder

750SealedShoulder 100

MetalStrip

100MetalStrip

5:15:1

Edge line

GROUP 3.APPLICATION:Up to 500 VPD.500 to 2000 VPD if link B/C for GROUP 2<1

7.000 Seal Width

3.500Lane

3.500Lane

100MetalStrip

100MetalStrip

5:15:1

Edge lineWhereAppropriate

200

6

6

6

NOTE: 5:1 side slopes may be reduced to a minimum of 4:1 in constrained areas.

27



Table A3A.1 Accident rates for various cross-section configurations (Crashes/km/yr)

Total Shoulder Width Sealed Shoulder Width Lane Width (m)

Total Width Sealed Width 2.75 3.00 3.25 3.50 3.60

0.00 0.00 29.74 26.83 24.37 22.36 21.91

0.25 0.00 29.16 26.31 23.89 21.92 21.48

0.25 28.60 25.80 23.44 21.50 21.07

0.50

0.00 28.57 25.78 23.42 21.48 21.05

0.25 28.02 25.28 22.97 21.07 20.65

0.50 27.45 24.77 22.50 20.64 20.23

0.75

0.00 27.41 24.73 22.46 20.61 20.19

0.25 26.88 24.25 22.03 20.21 19.81

0.50 26.33 23.76 21.58 19.80 19.40

0.75 26.02 23.48 21.33 19.57 19.55

1.00

0.00 26.53 23.94 21.74 19.95 19.55

0.25 26.02 23.48 21.33 19.57 19.17

0.50 25.49 23.00 20.89 19.17 18.78

0.75 25.19 22.73 20.65 18.94 18.56

1.00 24.31 21.93 19.92 18.28 17.91

1.50

0.00 24.49 22.10 20.07 18.41 18.05

0.50 23.53 21.23 19.28 17.69 17.34

1.00 22.44 20.24 18.39 16.87 16.53

1.50 20.87 18.83 17.11 15.70 15.38

2.00

0.00 22.45 20.26 18.40 16.88 16.54

0.50 21.57 19.46 17.68 16.22 15.89

1.00 20.57 18.56 16.86 15.46 15.15

1.50 19.13 17.26 15.68 14.39 14.10

2.00 17.44 15.74 14.30 13.12 12.85

28



Figure A3A.2 Cross-section guidelines for two-lane rural roads: side slope details

29



Appendix 3B Electioneering Signage Guideline

GUIDELINES FOR MANAGING ELECTIONEERING SIGNS ON STATE HIGHWAYS

This statement is a guideline for New Zealand Transport Agency (NZTA) regional staff/delegated local authority staff and their consultants.

The guideline objectives are to minimise the potential for road crashes arising from drivers being distracted by indiscriminate installation of electioneering signs and to ensure consistency of application of NZTA policy on such signs with minimal involvement by NZTA.

Note that the provisions of the New Zealand Transport Agency (Signs on State Highways) Bylaw 2010 apply to electioneering signs and therefore approvals of them must be handled in accordance with that bylaw.

1. On Rural State Highway Reserves [NZTA to Manage]

1.1 Signs should generally be located off state highway reserves. In exceptional circumstances only, signs may be erected within the State highway reserve with the written approval of State Highway Managers.

1.2 For the exceptional circumstance to apply, the applicant must be able to demonstrate that all other options have been exhausted and that there is no other appropriate safe location for the sign. Such an exception may exist for example where the State highway reserve is much wider than usual, allowing safe location of the sign.

1.3 Signs must:

• not be reflectorised or illuminated; • be located well clear of intersections, other signs and generally giving consideration to

visibility and traffic safety; • not be on or adjacent to motorways; • not be erected in a manner that will create distraction or danger to road users; and • not imitate any official traffic signs.

1.4 For safety reasons, vehicle mounted signs situated on state highway reserves are to be discouraged.

1.5 To minimise staff involvement, NZTA shall:

• act quickly on inquiries from political parties and the public; • instruct network consultants to inspect all state highway’s for compliance every 7 to 10

days; • phone/fax the parties/candidates where there is non compliance, requesting

action/removal within 48 hours; and • instruct consultants to remove the signs if there is no action after 48 hours.

1.6 Where any sign is erected without NZTA approval in an obviously unsafe location it must be removed immediately and stored undamaged. The party must then be advised of the storage location for retrieval at a fee of $50 to cover NZTA costs.

2. On Property Adjoining Rural State Highways and On Urban State Highway Reserves and Adjoining Property [Local Authorities to Manage]

(Where urban areas relate to State highway’s with speed limits of 70 km/h or less)

2.1 NZTA shall refer all applicants/parties to the appropriate local authority.

2.2 Although it is expected that local authorities will administer their own controls in terms of district plans, NZTA should make known its views that any signs should meet the NZTA policy requirements set out in paragraphs 1.3 and 1.4 above.

30



2.3 Beyond appropriate liaison with local authorities to convey the above policy, NZTA shall have no other involvement with signs in these areas.

Sample Letter [May be modified for Local Authority Elections]

Please quote our ref: SI1-0001

MKL:RS131

2 October 1998

Dear Sir/Madam

Electioneering Signs Adjacent to State Highways

New Zealand Transport Agency (NZTA) as road controlling authority for State highways throughout New Zealand seeks the co-operation of your party in controlling the location of electioneering signs adjacent to those highways.

The NZTA Board continues to be concerned with the potential for driver distraction arising from signs particularly those adjacent to intersections and along higher speed arterial routes carrying high traffic volumes. From New Zealand and overseas experience it is clear that there is a direct correlation between indiscriminate signing and increased accident rates on roads, and NZTA is keen to ensure that electioneering signing for the forthcoming elections does not contribute in any way to reversing the current trend which sees the road toll decreasing on New Zealand roads.

With this in mind there are some fundamental considerations we would ask you to make when erecting electioneering signs adjacent to state highways. These are:

In rural areas the signs should be located off the highway reserve. You will, of course, need to consult with property owners and the appropriate local authority to gain any necessary consents. In exceptional situations only, NZTA may permit erection of signs within the road reserve but this must not be done without the written approval of NZTA.

In urban areas (where speed limits are 70 km/h or less) you should seek the local authority's approval for erection within or adjoining the road reserve.

Signs must not be reflectorised, illuminated or erected in such a location that will create an obvious conflict with existing road signs. Signs must not imitate or be of a form similar to any traffic signs. (This is a legal requirement in terms of the Land Transport Act 2003.)

The location of signs must give consideration to visibility and other traffic safety aspects.

Signs will not be permitted on or adjacent to motorways.

Signs erected on rural State highways in a location or manner likely to cause distraction or danger to road users may be removed by NZTA or its agents without prior notice. Where a sign is removed by NZTA the party will then be advised of the action taken and that the sign may be redeemed for a fee of $50 to cover NZTA costs.

31



For the above noted safety reasons, vehicle mounted signs situated on State highways are also discouraged by NZTA.

I would appreciate if you would please advise your individual candidates in terms of the above.

Where your organisers have any uncertainties with these requirements I suggest they make contact with NZTA regional offices. For your convenience I enclose a list of my State Highway Managers, their addresses and phone numbers.

A copy of this letter has gone to all political parties registered at this time.

Yours sincerely

General Manager, Highway and Network Operations [or State Highway Manager for local authority elections]

Encl

32



Appendix 3C Construction Site Sign Details

FRONT FACE

NOTES: 1. Sign to be erected at 90° to the centre line of road and be erected at a location where a vehicle may safely stop and park clear of the white edge line.

2. On multi-lane State highways and motorways, the rear face information shall be deleted and front face legend increased in size, as directed by the State Highway Manager.

33



REAR FACE

NOTES: 1. Contractor's name shall not include a logo

2. Rear face details may be placed between support posts

34



Appendix 3D Guideline for White Crosses

In this Appendix This appendix contains the guideline for the erection, maintenance and removal of white crosses at fatal accident sites on State highways.

Background In recent years a number of individuals and service groups have wished to erect white crosses at fatal accident sites on state highways.

This document has been prepared to act as a guideline for Transit regional offices responding to requests for crosses to mark fatal accident sites.

The guideline applies to requests to install new crosses.

Existing crosses may remain.

Role of crosses White crosses identify to the public, locations where fatal accidents have occurred in recent years and serve as a positive road safety reminder.

Erection of crosses The following requirements should be met in order to erect white crosses at a fatal accident site:

• There should be one cross only erected at a fatal accident site.

• Due to the concerns for the safety of people visiting accident sites in potentially hazardous locations, crosses are not encouraged as a memorial to those who have been killed in a road accident. Attachments or messages on the crosses are discouraged.

• Crosses may be erected on rural state highways other than motorways or motorway on and off ramps.

• Crosses should not be erected where remedial works have been undertaken at the site of if the character of the road has been altered so as to substantially change the circumstances that led to the accident.

• Crosses that are to be erected on the road reserve should be mounted on, or as close as practical to the fence line. In special circumstances e.g. in mountainous terrain NZ Transport Agency may approve other locations.

• If crosses are to be erected on private property or on the fence line bounding the road reserve, consultation should be undertaken (by the applicant) with the owner of the land affected.

• The local office of NZ Transport Agency must be notified of the exact location of each cross so that road maintenance staff do not disturb them.

Road safety for applicants

When installing crosses, individuals should not put themselves in dangerous situations. When working on the road they should be reminded to:

• park in safe locations will away from moving traffic; and

• wear bright coloured or reflective clothing; and

• check for the location of public services - underground power, telephone cables etc.

Recommended construction of crosses

Crosses should be constructed of suitably treated timber components with a cross section not exceeding 75 mm x 50 mm. Galvanised fixings are recommended for all cross joinery. The crosses should be painted white and to a standard that will maintain colour and appearance when exposed to the weather for a minimum of 5

35



years. Other materials or finishes may be used with NZ Transport Agency’s consent. Reflective materials are not permitted on crosses.

Crosses should be constructed within the dimensions given below and as shown in Appendix A.

Maximum timber cross section = 75 mm x 50 mm

Maximum length of cross = 750 mm

Maximum width of cross = 500 mm

Recommended depth below = 400 mm ground level (if appropriate)

Cross bar should be mounted at two thirds the height of the stake.

Crosses are not to be set in concrete.

The name of the deceased and the date of the accident should be marked on the cross to aid in the recording and, if necessary, removal process. Other attachments or messages are discouraged.

Maintenance of crosses Any individual or group that erects a cross is responsible for maintaining, and undertaking any repairs deemed necessary to maintain a tidy appearance of that cross.

Removal of crosses The individual or group that erects a cross is responsible for the removal of the cross when the purpose of the cross has been fulfilled.

NZ Transport Agency may have a cross removed or relocated if:

• the cross falls into a state of disrepair; and

• the cross is erected in such a position or location that could cause, contribute or worsen any possible accident; or

• the cross is located in a position within the road reserve which will impede normal maintenance or construction works; and

• the highway in the immediate area is reconstructed such as to substantially change the circumstances that led to the accident.

Enquiries Further enquires may be addressed to the local office of the NZ Transport Agency.

36



37



Appendix 3E Guidelines for the Installation, Maintenance and Removal of Road Safety Billboards on State highways

In this Appendix This Appendix contains the guideline for the installation, maintenance and removal of road safety billboards on State highways.

Background This document serves as a guideline for New Zealand Transport Agency (NZTA) regional offices responding to requests and managing billboards on State highways.

It must be read in conjunction with the NZ Transport Agency (Signs on State Highways) Bylaw 2010 published NZ Gazette 15 July 2010, No 83, page 2284.

It applies to all requests to install or re-install road safety billboards for both short and long term applications.

This guideline does not apply to road safety messages conveyed by any Variable Message Sign. Refer to National Operating Policy for NZTA Variable Message Signs – 1 July 2010.

Role of Billboards Billboards can be an effective component of road safety campaigns.

They must contain only an easily understood message of text, and optionally graphics, specifically aimed at promoting a road safety message to road users.

Criteria The following criteria shall be met in order to install billboards within the State highway road reserve:

• Applicants, both internal and external, must submit written proposals to NZTA Highways & Network Operations (HNO) regional safety staff for any billboard initiative;

• Billboard themes shall relate to recognised road safety issues relevant to the specific section of State highway on which they are installed, either as part of a nation-wide campaign or as part of a locally managed initiative;

• Billboards may generally only be installed on rural State highways where the speed limit is greater than 70 kilometres an hour and located not closer than 5 metres from the edge of the carriageway;

• Billboards will not be permitted on motorways or expressways, however, in some instances they may be approved on motorway ramps. Billboards on motorway ramps shall not be easily visible to drivers using the main motorway through-lanes;

• while many sites may be identified as suitable for the installation of road safety billboards, and may be used from time to time, nominally only 6 sites within any one territorial local authority area may be utilised at any one time. Where a TLA area is very large, as a general guideline approval may be granted for up to 6 billboard sites for every 100 kilometres of State highway. All sites must be approved by the National Traffic & Safety Manager;

• billboards shall be erected on straight sections of State highway where the sight distance on the approach to the sign shall preferably be at least 250 metres, but not less than 200 metres. The signs shall be located on the left hand side of the highway, facing oncoming traffic. All location criteria shall be

38



in accordance with the Manual of Traffic Signs and Markings (MOTSAM);

• billboards shall be located preferably 500 metres and definitely no closer than 200 metres from any official traffic sign, other sign or billboard (either on road reserve or on private property) or an intersection.

• competent, professional personnel shall install billboards in the State highway road reserve. Temporary traffic control shall be in accordance with the Code of Practice for Temporary Traffic Management (COPTTM);

• all billboards shall be mounted on two white frangible poles in accordance with the relevant parts of P24 Performance Based Specification for Traffic Signs which cites the Road Safety Manufacturers Association (RSMA) “Compliance Standard for Traffic Signs” as a suitable guide of good practice. Diagonal bracing of the support poles is not permitted;

• all billboards shall comply with

o the NZ Transport Agency (Signs on State Highways) Bylaw 2010,

o relevant sections of the Land Transport Rule: Traffic Control Devices 2004 (TCD Rule),

o the Traffic Control Devices Manual Part 3: Advertising Signs (to be published late 2010), and

• any relevant TLA requirements.

Sign Design The following design criteria will be applied to all applications for billboards:

• billboards shall not conflict with the colour or style, nor risk being confused with, official traffic signs as described in the TCD Rule or with traffic or railway signals;

• they shall generally have panel dimensions of approximately 2.4 metres (m) wide by 1.2 m high (the long axis can be either horizontal or vertical), but shall not exceed 6 m in width or 3m in height;

• to be effective, billboards must have messages that are relevant, concise and easy to read. Generally, a maximum of 6 words or symbols, with a maximum of 40 characters shall be permitted;

• the minimum letter height shall be in accordance with the following table:

Minimum Capital Letter Heights

Operating Speed (km/h)

Lettering Height (mm)

Main Message Main Message

60 150 75

70 175 90

80 200 100

95 250 125

115 300 150

39



• commercial advertising or sponsorship logos are not permitted, however, the logo of the campaign promoter (i.e. Government Department, local authority or road safety organisation) may be approved for inclusion on the sign face;

• all billboards shall display the name and telephone number of the managing organisation on the back face of the sign panel. The maximum size of the names shall be 200 mm wide by 150 mm high;

• reflective sign sheeting material, internal or external illumination, or flashing lights are not permitted on billboards;

• billboards shall not display dynamic or changing message sets or moving elements.

Campaign Duration There are two types of billboards – temporary (short term) and permanent. The maximum duration of a short-term billboard campaign should be between two and three months. For billboards to obtain maximum impact, sites should not be used for at least two months between campaigns (to avoid overuse of the site or overexposure). When considering applications, the NZTA will take into account the timing and location of potentially competing nation-wide or regional campaigns.

Maintenance The organisation that initiates the erection of a billboard is responsible for arranging the installation and maintenance of the billboard, in liaison with the relevant HNO office.

Any billboard that is damaged or vandalised must be repaired or removed within 48 hours of the damage occurring.

Billboard Removal Apart from permanent billboard installations, those billboards installed for a specific road safety campaign shall be removed promptly at the end of the agreed campaign period.

Evaluation Within three months after the conclusion of a campaign, an evaluation report shall be forwarded to the relevant NZTA regional safety staff.

Management Each NZTA regional office shall maintain a formal database relating to billboards on State highways.

40



Appendix 3F NZ Transport Agency Logo Details

NOTE:

1. Logos shall be printed in black or white on a clear self-adhesive background. Black logos shall be applied to signs with black symbol/legend and border. White logos shall be applied to signs with white symbol/legend and border.

2. The smaller logo (< 30 sq cm) shall be applied to signs less than 1sq metre in area. The larger logo (<100 sq cm) shall be applied to larger signs

3. The logo should be located in a corner of the sign where it does not obscure any part of the symbol or legend, but generally for:

• rectangular signs at the bottom corner nearest the traffic line;

• permanent warning signs (diamond) in the bottom corner; and

• fingerboards at the point end.

4. Only one logo may be displayed on a sign.

ELECTRONIC VERSION OF LOGO:

Go to www.e-see.com on the internet.

1. Logon (if you are already a registered user)

a. You will have a separate e-see® User ID and password if you have registered before.

b. Enter your unique e-see® User ID and Password and click Logon.

2. Sign-Up (if you are not already a registered user).

a. To sign-up as a new user to e-see®, click the ‘Sign-Up’ link on the top left-hand corner.

b. Click the free ‘Download Only’ account option in pale yellow.

c. Complete the details on this User Account Application page. ‘Storage not required’ should be selected for the last option. Once completed, press the ‘Submit’ button.

d. A screen will appear advising you that your User ID and Password will be emailed to you shortly. User registration requests go direct to e-see and are NOT allocated by the NZTA.

3. Logon (if you are already a registered user) using your unique e-see® User ID and Password then click ‘Logon’.

4. Go to the ‘Search’ page link at the top left-hand corner.

5. In the search field, type ‘NZ Transport Agency’ and press the Search button.

6. Click to select the Brand/Category you require then click ‘Request Access’.

10 cm for small logo; 20 cm for large logo

http://www.e-see.com/

41



7. Enter in the required details before you click Send. Make sure you give a clear reason for wanting to use the logo. Your request will be forwarded and then approved on the basis of your reason.

8. Your request will be granted and you will be able to search for the logos required and click on them to download.

Please direct all users to the e-see.com website and do not send on copies of the logo.

For general communications queries email [email protected].

mailto:[email protected]

42



Appendix 3G Motorway Service Centre Guidelines

These guidelines set out the key issues to be considered in the development of Motorway Service Centres (MSC). NZTA is unlikely to support proposals that are not consistent with the following requirements.

1. On site services, facilities & land area

The services and facilities are to be provided solely for the comfort, convenience and safety of road users and should not in themselves generate additional traffic movements.

Core facilities Core facilities to be provided should include:

• Vehicle services, including emergency repairs and fuel (together with alternative energy sources, as required).

• Public amenities, including toilets, washbasins, telephones.

• Food and refreshments. Drive-through facilities will be prohibited as they do not encourage drivers to rest.

• Provision of adequate emergency spill/fire equipment.

• Rubbish collection/disposal facilities.

Additional facilities Additional facilities may be required on a case-by-case basis, including tourist information, toll collection facilities, showers and children’s play areas. Resource consents sought for MSC are to be sufficiently flexible to enable the development of all appropriate on-site services and facilities.

Operating hours As a general rule, facilities are to be provided 24 hours 7 days week, 365 days per annum and to a standard sufficient to meet road users’ needs and encourage drivers to break their journeys.

Design The design, layout and treatment of onsite facilities and services should be family-friendly, and consistent with good urban design principles and practices. MSC should:

• fit in sensitively with the surrounding built, natural and community environments; and

• make a positive contribution to the quality of public space.

Land area The recommended land area for MSC development will be determined on a case-by-case basis. As a general guide, it is anticipated that approximately 2.5-3.5 hectares will be required.

General factors

2. Location & spacing

Factors to be considered in determining the appropriate location and spacing of MSC include:

• Traffic volumes, types and predominant trip length;

• Safety/fatigue mitigation needs;

• Proximity to existing highway stopping opportunities and other NZTA approved MSC;

• Long term plans for motorway/expressway development;

43



• Potential co-location benefits i.e. development in pairs on either side of

Travel time As a general guide, MSC are to be spaced approximately 1 hours travel time apart (unless co-located).

NZTA standards

3. Site access and visibility

The design and location of MSC access and exit ramps are to comply with NZTA standards, including relevant geometric design standards. Appropriate provision should be made for heavy and large vehicle movements.

Direct access Direct access sites are preferred over sites with access to an interchange as they are more effective in encouraging drivers to use the facility and provide safer traffic movements on and off the site.

Sight distances Sight distances to accesses, design vehicle turning paths and interference to through traffic by decelerating and accelerating vehicles shall be considered on a case-by-case basis.

Access ramps Access ramps are to be designed to provide for future motorway and expressway carriageway widening. If there is any indication the carriageway may be scheduled for future widening, ramps should be designed so that deceleration and acceleration standards are retained when the carriageway is widened.

Site visibility Sites are to be highly visible to approaching traffic and well lit to encourage the driver to stop. Sites should be significantly less visible to vehicles that have already passed the access point (refer landscaping requirements).

Site specific agreements Further details on access arrangements and licence fees will be contained in site-specific access/licence agreements.

No local road access

4. Connections to local roads

Motorway and expressway users should not be able to access the local road network from the MSC. In some circumstances it may be appropriate to provide local road access for staff and service delivery vehicles only.

Emergency services

5. Emergency Services Access

The site design should enable efficient and effective emergency service access to the site. Liaison with emergency service agencies will be undertaken on a case-by-case basis to determine appropriate access provisions.

Pedestrian access

6. Pedestrian access

Appropriate safety measures are to be incorporated within the median and at the MSC boundary to prevent pedestrian access to the MSC (including preventing pedestrians from crossing the motorway or expressway)

NZTA standards

7. Lighting

All lighting (both approach and on-site) is to comply with relevant NZTA standards and should not adversely affect neighbouring properties (existing or proposed).

Safety and personal security

On-site lighting should be provided to promote safety and personal security objectives.

44



NZTA standards

8. Parking & internal circulation

All parking is to comply with appropriate standards, including disability provisions and stormwater requirements. Parking areas are to be sealed and well-defined for safety and efficiency.

Numbers and layout The number and layout of parking spaces will be determined on a case-by- case basis, with regard to traffic volumes and types.

Size Parking spaces are to be of a sufficient size to enable easy access and manoeuvrability for users e.g. to check load stability.

Vehicle classes Dedicated parking areas are to be established for different vehicle classes e.g. private vehicles, heavy vehicles, buses, and motorhomes/caravans.

Safety Parking areas are to be designed to provide a smooth transition from vehicle to pedestrian areas, with minimum conflict between pedestrians and vehicles. Ease and directness of circulation between parking and onsite facilities should determine the location of pedestrian walkways.

NZTA standards

9. Signage

Advanced and on-site signage is to comply with relevant NZTA standards.

Advance signage Advance signposting is to be provided to give drivers adequate advance notice of a MSC, to encourage use of the centre and to ensure safety standards are met. Care should be taken to ensure the landscape planting does not encroach on signage sight lines.

NZTA Guidelines

10. Landscaping

Landscaping is to be designed and maintained in accordance with NZTA’s “Guidelines for Highway Landscaping”. The purpose of landscaping in MSC should include:

• Minimising driver distraction for vehicles that have already passed the access point;

• Creating a pleasant setting and visual interest for MSC users; and

• Integrating the site into the natural surrounds.

Setback On site landscaping is to be set back sufficient distance from the road boundary to avoid shoulder closure when maintaining landscaping.

NZTA standards

11. Stormwater

Permanent stormwater quality treatment and improvement devices are to be designed and operated in accordance with the objectives of NZTA’s Environmental Plan. This should include adequate spill containment capacity.

NZTA standards

12. Noise

Noise mitigation measures are to comply with relevant NZTA standards. Mitigation measures are to be included in detailed site design to reduce adverse noise effects from the use of MSC in relation to any neighbouring properties (existing or proposed).

45



Reverse sensitivity Consideration should also be given to mitigating adverse noise effects from the motorway/expressway for MSC users.

46



Appendix 3H New Zealand Transport Agency’s Highway Stopping Places Strategy

3H.1 Overview

Fundamentals:

1. New Zealand is a beautiful country offering fantastic and diverse scenery

2. Road users are NZTA’s customers

3. Historically roadside stopping places have resulted from land surplus, not strategic placement and as a result NZTA currently has a large number of sites with varying Level of Service LOS

4. Better to rationalise the stock and provide an appropriate location based stopping places with a standard minimum level of service based on:

• Known driver fatigue areas/black stops

• Desired location

• Spacing between other rest areas & town

• Town services

47



3H.2 Highway Stopping Places Strategy

Purpose 1. Provide guidelines and a defined level of service within each site for consistency

Objective 2. To provide road users in New Zealand with an appropriate standard and number of rest areas, viewing places, historical sites and utility points. Stopping places will promote a safe, pleasurable and informative travel experience.

1. To provide a set of National guidelines to assist in developing new stopping place facilities and in upgrading existing areas.

Historically Stopping places serve an important function to road users and local communities by providing safe, attractive stopping places where drivers can take a break to reduce driving fatigue.

In more cases than not, stopping places have happened rather than being planned, never-the-less a large number are located in the right place to perform their intended function (e.g. excess land on curve, old road alignments, stockpile sites etc).

Stopping places on state highways have been formed and are managed by NZTA to provide stopping facilities and amenities for highway users.

The network of highway stopping places is complemented by other rest areas provided and managed by a number of different agencies, including DOC, local authorities, NZTA and commercial/tourism ventures.

NZTA stopping places are managed at a regional level. Although some minimal policy guidelines are provided in the State Highway Control Manual, benefits to road users could be markedly improved through a rationalisation of the existing sites, through adoption of a national strategy for highway stopping places.

Outcomes 2. To rationalise the existing number of stopping places, and priorities for implementation.

Implications Financial:

Outline the funding approval programme and creation for new stopping places and for upgrading of existing stopping places

Regions will assess the location and standard of stopping places as part of more general highway maintenance and upgrade strategies. Regions are expected to review expenditure on stopping places as part of their ongoing budget allocation process so that stopping places are upgraded in a timely manner over a reasonable period of time.

In some situations collective financial contribution can be negotiated with other interested agencies, such as installation with tourist information boards and signage.

Stakeholders:

Enough time should be allowed to consult with stakeholders, especially where closures are proposed.

Other stopping place owners such as DOC and Local Councils should be encouraged to upgrade where necessary to provide a uniform level of service.

48



3H.3 Guide for Decision Making

Existing Highway Stopping Place

Is the geographical location suitable, e.g. a known fatigue area?

Does the site meet safety requirements?

Remain open Do comments

support to keep open?

If removed, how far to the next?

Close Can they be easily upgraded to meet

safety requirements?

If removed, how far to the next?

Can alternative funding be sourced?

Do comments support to keep open?

Would external organisations be

interested in a joint venture to fund and

keep open?

Is the location on a tourist route or have a

high traffic volume?

no

yes

yes

yes

yes

yes

yes

yes

no

no

no

no

no

no

yes

<1hr >2hrs

1–2hrs

>2hrs <2hrs

no

49



3H.4 Criteria for Selection

Priority Criteria Sites will be considered for funding with priority on the following criteria:

Criteria Requirement

1 Traffic Safety • The principle factor influencing safety should be the fatigue needs of motorists.

• Drivers must be able to enter and leave all sites safely in accordance with Austroads (Part 5:Intersections at Grade or its successor) and Diagram “D” within the Planning Policy Manual.

2 Spacing & Location

Sites should be strategically located in both the increasing and decreasing directions.

Factors that should be taken into consideration include;

• History of fatigue related crashes

• Location of existing stopping opportunities

• Annual average daily traffic volume (AADT)

• Composition of traffic (priority will be given to highways with high traffic volumes or major tourist routes for general stops, or high volumes of heavy vehicles for utility stops).

(As a very general guide stopping places should be 1hr travel time or approximately 50km apart).

3 Site Attractiveness Tidy layout, good landscaping and planting. Refer to Section 4.10.2 for a more detailed list.

Factors that assist in identifying preferable locations include natural;

• grade

• shade

• good views of the surrounding area

• availability of utilities

• consideration of geometric & environmental constraints of the site

4 Personal Safety Maintain at least partial visibility from passing cars to prevent concealment and any perceived risk to personal safety

5 Road User & Community Support

It is important to consider support that is strong to continue maintaining and/or improving the site

Sites should be assessed under each criterion and prioritised if they are tourist routes or have high traffic or heavy traffic volumes. All stopping opportunities along the route including existing rest areas, town and service area’s should be identified in the first instance to highlight key area’s that give opportunity for new or improved facilities.

All sites considered for redundancy, improvement or new stopping places must demonstrate justification of cost and benefits. Benefits or costs may include safety, landscaping improvements or ongoing maintenance costs.

50



3H.5 Types of Highway Stopping Places

Type Requirements

1. Rest Areas Suitable for all drivers to stop and rest

Facilities Requirement

1. Safe access & egress

Good visibility as per Austroads (Part5:Intersections at Grade or its successor) and Diagram “D” within the Planning Policy Manual

Mandatory

√

2. Signage

MOTSAM Part 1: Traffic signs, Sections 8 & 9

Advance signposting should be provided to inform drivers of the location, facilities within & distance to the upcoming two stopping opportunities.

Mandatory

√

3. Internal vehicle circulation

Provision of parking spaces and turning radii of vehicles is required

Seal/maintain existing gravel areas as appropriate

√

4. Pedestrian paths & table areas All weather

5. Tables and seating

• Uniform design standard

• Uniform design colour

(Unless covering already exists)

Uncovered

√

√

6. Rubbish bins Mandatory

7. Site boundary definition

Fencing

Desirable

8. Public Information boards

May be provided in conjunction with local tourist information centres. Contains local map with distance to next/nearest

• Rest area

• Caravan waste dump stations

• Town or city

• Local tourist attraction

[Must contain NZTA logo and contact details]

Desirable

√

√

√

If appropriate

51



2. Viewing Places

Suitable for scenic drivers to pull off the road safely and enjoy particular views


1. Safe access to & egress

Good visibility Austroads (Part 5:Intersections at Grade or its successor) and Diagram “D” within the Planning Policy Manual

Mandatory

√

2. Signage


Mandatory

3. Public Information Boards If appropriate


Parking spaces

Mandatory

√

5. Rubbish bins If appropriate

6. Bench seats If appropriate

3. Utility Points Stopping places for heavy vehicles which also include;

• Major commercial vehicle weigh stations, and

• Stock effluent disposal receptors



Good visibility as per Austroads (Part 5:Intersections at Grade or its successor) and Diagram “D” within the Planning Policy Manual

Location at top of hills with up grade access and down grade exit is desirable.

Mandatory

√

2. Signage


Mandatory

3. Public Information Boards As appropriate


Parking spaces

Edge definition

Seal/maintain existing gravel areas as appropriate

√

√


6. Sheds/Buildings Subject to Police requirements

Note: In conjunction with these sites, NZTA should provide marked “pull-off” areas where

52



heavy commercial vehicles can check their loads and park heavy trailers temporarily. These sites should be established after consultation with the Road Transport Association (RTA).

(The Northern Road Transport Association has identified 65 locations on the Northland network alone where it considers Stopping Places are required to meet these needs).

4. Historical or Cultural Places

Specific location that has a historical or cultural significance, that road users may wish to visit



Good visibility as per Austroads (Part 5:Intersections at Grade or its successor) and Diagram “D” within the Planning Policy Manual

Mandatory

√

2. Signage


Mandatory


Parking spaces

Seal/ maintain existing gravel areas as appropriate

√


5. Bench seats Mandatory

6. Public Information boards As appropriate

5. Composite Areas

Combination of some or all of the above four categories with the minimum facilities defined by 1-4 above.

53



3H.6 Level of Service

Stopping Place Schedules and Maintenance Inspection Plan

1. A National standard maintenance inspection plan is attached for use showing:

• the extent of stopping place (boundaries)

• the specific work required

2. Clear definition is required for sites, which are under the control of private owners, the Department of Conservation or Local Authorities.

Note:

• All new maintenance inspection plans shall be completed on the standard format attached as Appendix 1.

• RS/RP locations and increasing/decreasing directions are required for road asset management/maintenance and GIS mapping purposes.

Feature Level of Service Maintenance Regime Inspection Frequency

Tables & seating Maintain in good, clean, safe condition at all times. It is desirable to have no graffiti

Regular inspections and maintenance to meet the required level of service

As per contract documents (minimum monthly inspections)

Internal vehicle circulation

Ample parking separated from vehicle access way

Pedestrian paths Level, safe surfacing maintained in good condition for pedestrian traffic

Fencing Clear boundary definition where appropriate (planting can be acceptable) for child safety

Rubbish bins Regularly emptied and kept clean. Peak holiday periods will require a more frequent collection regime

Vegetation Maintained as per C21 Specification. Grass Type I standard

Sealed areas Maintain waterproof, no potholes or loose chip

Unsealed areas Maintain gravel areas

Signage As per MOTSAM & RSMA

Public information boards

To appropriate standards and/or local authority requirements

54



Toilets/ Drinking water/Lighting

NZTA should consider partnerships where toilets and drinking water could be provided, especially where another party or parties are willing to meet the cost of supplying, installing and maintaining the facilities.

Lighting is a future consideration that should be investigated.

For specific details refer to the Strategy Design Criteria

55



3H.7 Design Criteria for New Highway Stopping Places

Location of Stopping Places

Strategic location is an essential consideration and should not simply be to use surplus land. The principle factor influencing siting should be the needs of motorists.

As a very general guide stopping places should be 1hr travel time or approximately 50km apart.

Factors that need to be taken into consideration include:

• Needs of motorists

• Locations of existing stopping opportunities

• Annual average daily traffic volume

• Composition of traffic

• History of fatigue related crashes

Sizes of Stopping Places The area of a stopping place is determined largely by the peak numbers of vehicles expected to be accommodated within the site at any time and the likely stopping duration of those vehicles, particularly for those sites on recognised scenic routes (dependent on the number of vehicles and category of vehicles).

Access & Visibility Requirements

Safe access entry/exit points to stopping places and the required sight distance must be provided in accordance with Austroads (Part 5 Intersections at Grade or its successor) with access layout in accordance with Diagram “D” Moderate use access standard in the Planning Policy Manual.

The location of adjacent property access and side roads must also be taken into account in this context. Generally, these areas should be located on the same side of the highway as any “attraction” so that pedestrians are never encouraged to cross the highway.

Sight distance, design vehicle turning paths and interference to through traffic by decelerating and accelerating vehicles should be considered at each site.

Highway Signs Advance signposting (preferably 5km for major rest areas, but certainly 2km, 1km and 500metres on approaches) should be provided to enable drivers with adequate time to decide to use a particular area, or alternative offer information relating to upcoming stopping places or service centres. As a general rule, the provision of ‘distance to next service’ information should be provided in kilometer units only.

Signs for stopping places are to conform with the ‘Manual of Traffic Signs and Markings’, Section 8 - Motorist Service Signs and Section 9 - Tourist Signs or its successor. While it is expected that most stopping places will have Motorist Service Signs, Tourist Signs will be required in some situations.

Site Design The type and number of facilities (e.g. tables/seats) within sites should be based on peak vehicle use and on there being an average of 2 persons per stopped vehicle.

Stopping Place Safety Stopping places should be designed to mitigate occupational and personal safety risks to those maintaining and using the facilities provided.

Consultation Local authorities should be consulted on proposed stopping place sites and locations to ensure the views of affected communities are taken into account.

56



General Structures and Facilities

• Aesthetics and Functionality: Structures and facilities at stopping places should combine aesthetics with functional requirements.

• Design Unity: The materials, texture, colour, form, and scale in all elements of each facility should reflect a unity of design.

• Existing Features: Topographic and geologic features should be preserved and existing trees and other natural growth should be utilised/retained wherever possible.

• Accessibility: Stopping places are to be designed to be accessible to all travellers. While rest areas are primarily available for light vehicles, provision will need to be made for heavy vehicles where there is demand. The layout design should take into account the comfort and safety of rest area users, particularly children.

• Expansion: If possible provision should be made in the plan for possible future expansion of the facilities and circulation patterns.

Consideration should be given to the provision of facilities that are durable, low maintenance, vandal proof and not portable.

Internal Vehicle Circulation

• Parking Areas: Parking areas are to be located so that there is a smooth transition from vehicle to pedestrian, with minimum conflict between pedestrians and moving vehicles.

Parking is to be in smaller bays and the areas are to be generally curvilinear because they are easier to use and more aesthetically pleasing than long straight parking bays.

Parking areas should be well defined, by means of painted lines and permanent edging where appropriate, for safety and efficiency.

• Separate Types: Separate parking for heavy and light vehicles should be established where possible. Heavy vehicles should be encouraged towards Utility points where feasible.

At stopping places, the numbers of larger vehicle parks needed are determined by applying percentages from the AADT and from information supplied by coach operators about the numbers of buses using existing stopping places.

Parking spaces for trucks and buses are to be pull-through, so that these vehicles do not have to reverse.

Parking Spaces The number of parking spaces should be determined by existing rest area usage patterns, traffic volume and professional judgement.

Where possible appropriate facilities and access requirements should be provided for people with disabilities in accordance with the Commonwealth Disability Discrimination Act 1992.

Surface Parking areas are to be available for all-weather use and should be surfaced with chip seal or in highly trafficked areas thin asphaltic concrete (where possible recycled material could also be used). The road and parking areas are to have an even surface.

Pedestrian Circulation • Location: Paths should allow direct circulation to all facilities and should be easily followed by the pedestrian. Ease and directness of circulation between

57



parking and picnic areas should generally determine the location of walks.

• Widths: Paths should be wide enough to handle expected pedestrian traffic. Widths of 900 mm to 1.8 metre are generally suitable.

• Materials: Main pedestrian areas are to be surfaced so that they remain dry and uniform for all-weather use. Materials can be insitu concrete, pre-cast concrete, asphaltic concrete, or timber/bark, as appropriate for the level of use and the landscape setting. Consideration should be made of likelihood of overrun of footpath by vehicles, particularly heavies, and the need for full depth construction.

• Disability provision: Where possible appropriate facilities and access requirements should be provided for people with disabilities in accordance with the Commonwealth Disability Discrimination Act 1992.

• Changes in surface levels: Ramps are to be used for changes of level and steps should be avoided. Ramp gradients should be no steeper than 8% (1:12) where possible.

Information Boards/ Panels

Information boards may be erected in rest areas to support tourism in the local area. Information regarding the distance to the next town, toilet or rest area can be provided along with any tourist information for light vehicle drivers. If an information board is to be provided, this should be done in consultation with local council as a possible joint venture.

• Location: Information boards/panels should be located along major pedestrian paths at stopping places. Paving should be provided in front of the board/panel for pedestrian circulation.

• Design: Information display boards/panels may be freestanding or be part of other structures, such as shelters or kiosk. The materials, colour, and design should be related to other structures in the stopping place and to the landscape context.

• Tourist Information: Display material for information boards should be supplied by local tourist information centres. The display should indicate that the rest area is supplied by NZTA.

Note: Because the information is intended to be read by stationary pedestrians the maximum letter height on the panels is 50mm.

Tables Tables with adjacent bench seats or platforms for picnics are to be provided at Rest Areas.

• Numbers: In general as a minimum, one table should be provided for every 3 parking spaces, but this should be modified once the peak usage is known.

• Location: Tables should be near or adjacent to pathways.

• Sizes: Tables should be 0.9m x 1.7m in plan, with benches on both sides along the longer dimension. Platforms are also to be a minimum of 0.9m x 1.7m in plan, and no higher than 0.6m above ground level.

• Materials: Pre-cast concrete and steel reinforced in-situ are preferred over timber, due to timber being a flammable material.

All steel hardware and bolts/screws are preferred to nails, fixed to limit theft.

Materials are to be constructed on a footing adequate to avoid settlement, and in a manner that will keep the structure dry. Mortared masonry is to be sealed to

58



prevent penetration of moisture. Concrete may be left uncoloured, have integral colour, or have a penetrating stain applied after manufacture, but is not to be painted.

• Benches: Separate freestanding benches with or without backs should be provided as needed where there is a view, or at places where people wait, congregate, or rest. Materials and finishes are to be the same as for tables.

• Pads: Picnic tables and benches are to be set on concrete pads for ease of maintenance. Pads should be slightly elevated and sloped at 1% for drainage.

Rubbish Bins • Numbers: There should be at least one rubbish bin for each Rest Area, and as considered appropriate at other facilities.

• Location: Bins should be located where they are visible and accessible from parking areas and tables or seating, but should not block or detract from scenic views.

• Design: Bins should:

o be no less than 100 litres or more than 145 litres in capacity

o be very simple in design

o maximum aperture should be sized such that it prevents/discourages household waste being left

o be of robust, durable materials and resistant to theft and vandalism

o watertight

o be easily-cleanable and of non-absorbent materials

o able to drain, otherwise water retention may become a health issue

o be rodent and bird proof

o include a disposable plastic liner that can be conveniently lifted by maintenance personnel

For aesthetic reasons, the use of "40-gallon" oil drums as rubbish bins is not acceptable, unless they are painted in appropriate colours and contained within a suitable enclosure.

• Enclosure and Pad: Bins are to be set in an enclosure made of timber, concrete, or stone, as appropriate for the surroundings, and set on a concrete pad

Fencing • Location and Heights: Fences should be constructed to define the area when necessary for access or traffic control, or for safety. Where fencing is necessary between the highway and the stopping place, it should be as unobtrusive as possible and should not exceed 1.2 metres in height.

Around the perimeter, any fencing should also be unobtrusive, and of the minimum height and design needed to accomplish its intended purpose.

• Design: Fencing is an important visual element in the design unity of a stopping place. The type of fence and its location, line, form, colour, and materials are to be determined by the landscape context and the general need for the fence to be as unobtrusive as possible. The main types for stopping places are:

o timber post and wire

59



o timber post and rail

o locally sourced stone and timber

o locally sourced stone walls

o galvanised pipe and chain link

• Planting: Close planting should be considered as a style of fencing as this can achieve the same result.

Planting/ Shade • General: Planting may consist of trees, shrubs, groundcovers, or grass. Consideration should be given to low growth vegetation species as this may reduce maintenance costs in the future. Ease and economy of maintenance, comfort, safety, and cleanliness must be considered in the types, location, and species of planting.

Planting must be consistent with NZTA’s objectives for highway landscaping as per the Guidelines for Highway Landscaping SP/M/020.

The purposes of planting in stopping places are to:

• screen out objectionable views or enhance prominent views

• provide shade

• give wind shelter

• provide erosion control

• define spaces

• separate conflicting uses

• maintain at least partial visibility from passing cars to prevent concealment and any perceived risk to personal safety

• break-up large paved areas

• create a pleasant setting

• give visual interest

• Existing Vegetation: The natural vegetation existing on a site should generally be retained and protected in the design and development of stopping places. Branches along entrances should be pruned sufficiently to prevent damage to vehicles. Overhanging limbs on sealed road should be pruned sufficiently to prevent damage to vehicles. At Viewing Places, the removal of existing vegetation to frame the view should be kept to a minimum.

• Materials: Trees and shrubs that will provide shade and shelter as soon as possible are to be used. The size and variety of trees and shrubs is dependent upon location, use, cost, and availability.

Plants native to each area are to be used as much as possible. In and near national parks and scenic reserves, native plant materials are to be from sources in the immediate vicinity of the site.

Toilet Facilities* Due to the size and layout of New Zealand, service centres and towns are located relatively frequently throughout the highway network in which toilet facilities can be utilised.

It is highly recommended to display the location of the nearest toilet facilities on

60



information boards and advance signposting.

Where appropriate, consideration should be given for joint partnership initiatives to install toilet facilities. Assessment would be on a case-by-case basis whereby the design would be appropriate to the area, topography and other various factors bearing in mind purpose and the minimisation of the whole of life costs.

* Refer to Appendix 1 for supporting reasons

61



APPENDIX 1

Assessment Form for New Highway Stopping Places

Facilities

Highway Stopping Place (circle one) Rest Area Viewing

Place Utility Point

Historical -Cultural Place

Composite Area

Region: SH: RS/RP: Direction (increasing/decreasing):

1. Safe access to & from highway

Acceptable: Yes No

Know Fatigue Site? Yes No

If no, what activity is required for upgrading to an acceptable standard?

2. Signage

Both directions? Yes No Signage meets MOTSAM requirements? ? Yes No


Acceptable: Yes No

If no, what activity is required for upgrading to an acceptable standard?

4. Pedestrian paths & table areas

Yes No N/A

If not, what activity is required for upgrading?

5. Tables and seating

Yes No Insufficient N/A

6. Rubbish bins

Yes No Insufficient N/A

7. Site boundary definition

Defined Not defined, but needs to be N/A

If the area is not, what work is required to define the area?

8. Public Information

boards

Yes No, but would be useful at this site N/A Locally funded/maintained

9. Landscaping Suitable as is Needs improvement maintenance work N/A Requires new planting & landscaping

10. Other facilities e.g. toilets, dump & stock effluent sites

Yes No

11. Recommendation & supporting justification

Priority 1=high, 2=medium, 3=low

Recommendation Tick Priority Remain Open

Upgrade

Close

62



3.10.5 B Basic Design Criteria for State Highways through National Parks, Reserves and Conservation Areas

3.10.5 B1 General In all aspects of planning, design and construction of State highways through public conservation land, NZTA’s State Highway Professional Services Contract Proforma Manual (SM030) and State Highway Construction Proforma Manual (SM031) should be complied with.

Special attention must also be given to the impact of the State highway on the landscape and to the highway's visual appearance. Where possible, multipurpose landscaping should be used, as identified in NZTA’s Environmental Plan.

The location of the State highway, its alignment and profile, the cross-section design and other related features shall avoid, remedy or mitigate any adverse effects on environmental values, including waterways, and on public use and public conservation land.

3.10.5 B2 Pre-Works Project Liaison

Where proposed works are to be undertaken on public conservation land, NZTA or its consultant should meet with the appropriate DOC conservancy when design is being prepared for tender to identify any specific constraints (e.g. whether it is a sensitive ecological area) which should be avoided, remedied or mitigated.

If specific constraints or issues are identified, a pre-works on site meeting between DOC, the Contractor, NZTA and/or consultant should take place. The purpose of the meeting is to discuss construction practices and re-affirm specific issues discussed at the design stage that the contractor needs to be aware of in undertaking the work.

3.10.5 B3 Design speed The design speed shall be carefully chosen, as it is the key element that directly fixes standards for the horizontal alignment and profile of the State highway. As a result this can influence the manner in which the location of the state highway avoids environmental damage, including historic sites so that it blends into the landscape.

3.10.5 B4 Alignment The general alignment and profile of the highway must fit the character of the area traversed, to ensure that excavation and embankment will be reduced to a minimum while meeting NZTA’s statutory objective. Geometric design should follow a curvilinear horizontal alignment and have a gently rolling profile, which will result in a more pleasing appearance.

3.10.5 B5 Native vegetation

Particular attention must be paid to preserving as much existing native vegetation as possible. Any restoration planting should be undertaken using native species found in the area, preferably raised from seed taken from public conservation land, in consultation with DOC.

If species can be sourced from the area, low growth native species should be used to reduce maintenance costs. Approved low maintenance species are identified in NZTA’s Guidelines for Highway Landscaping. In some cases special methods of restoration may be required in accordance with a monitored revegetation plan.

3.10.5 B6 Structures Structures should be located and designed to maintain or improve visual quality where possible, having due regard to suitability and compatibility with surroundings.

3.10.5 B7 Stopping places

Rest areas, viewing points, utility points and points to appreciate historical and cultural places may be established and managed in appropriate locations in consultation with DOC. These sites should be maintained to the standards outlined

63



in NZTA’s Highway Stopping Places Strategy, unless this contravenes any NPMP/CMP/CMS, in which case the areas of difference shall be remedied and agreed between NZTA and DOC.

64



3.10.5 C Maintenance and Operational Criteria for State Highways through National Parks, Reserves and Conservation Areas

3.10.5 C1 General Maintenance work is essential to ensure NZTA meets its statutory objective. Work should be carried out in accordance with NZTA’s State Highway Maintenance Contract Proforma Manual (SM032) and all necessary resource consents.

Maintenance staff are to carry out their normal tasks within the area defined by the drainage channels on either side of the carriageway, including culvert inlet and outlet channels, provided this does not cause adverse environmental effects or significant changes to drainage.

3.10.5 C2 Sensitivity Maintenance activities must be consistent with NZTA’s Environmental Plan and have regard to the relevant NPMP, CMP or CMS. In particular, maintenance must ensure visual quality and ecological values are maintained. Furthermore, attention to the following is required:

1. Vegetation adjoining State highways shall be trimmed back to meet the needs for safe passage of all State highway users while maintaining the ecological function and visual quality of the area as far as practicable.

2. For guidance on the disposal of trimmed vegetation and the application of chemical control refer to TNZ/NZTA VC 09:2006 Vegetation Control specification section on National Parks, Forest Estates and Reserves, and Other Controlling Authorities.

3. Stockpiles of materials shall not be in the direct eye of the passing public and if within public conservation land will require authorisation from DOC.

4. Both parties will endeavour to source weed free (plant and seed) materials for NZTA to use on construction or improvement works. If weed infestation does occur on State highway sites, NZTA will remedy any adverse effects.

3.10.5 C3 Emergencies DOC will aim to provide to NZTA with locations of known significant natural or historic sites within public conservation lands. NZTA will provide this information to its staff and contractors. NZTA emergency workers should therefore know the location of protected significant natural or historic sites.

Emergency maintenance works to re-establish state highway links should ensure that natural and historic sites are protected, while providing for the safety of State highway users and emergency workers.

Special attention must also be paid to tidy-up works following reopening of a State highway.

3.10.5 C4 NZTA approved on-road activities on state highways

When NZTA is considering approving on-road activities (for example, filming) on State highways through Public Conservation Land, NZTA will advise the applicant to discuss their application with DOC so they can obtain any other necessary approvals.

Similarly, if DOC is approving an activity that may affect the operation of the State highway, DOC will advise the applicant to discuss their application with NZTA.

65



3.10.5 D Glossary

Term Definition

General Policy for National Parks 2005

The General Policy for National Parks (General Policy) gives both direction and guidance to conservation managers and to communities on how to preserve these special areas and public use within them. In particular, the purpose of this General Policy is to implement the National Parks Act 1980 and to provide consistent national direction for the administration of national parks through conservation management strategies and national park management plans. The three types of planning documents have a hierarchy that derives from linked requirements in the National Parks Act 1980 and the Conservation Act 1987. Specifically:

• General Policy implements and cannot derogate (i.e. detract) from legislation;

• Conservation management strategies implement general policies approved under the National Parks Act 1980 and other Acts; and

• National park management plans cannot derogate from any relevant conservation management strategy.

The effect of these requirements is that the National Park Management Plan for a national park has to be consistent with the General Policy for National Parks.

http://www.doc.govt.nz/templates/MultiPageDocumentTOC.aspx?id=42767

General Policy for Conservation Areas 2005

The Conservation General Policy is a statutory policy that addresses the conservation of natural and historic resources in New Zealand. This statement of General Policy covers the following Acts:

• The Conservation Act 1987

• The Wildlife Act 1953

• The Marine Reserves Act 1971

• The Reserves Act 1977

• The Wild Animal Control Act 1977

• The Marine Mammals Protection Act 1978.

The policy set out in the Conservation General Policy 2005, together with the General Policy for National Parks 2005, guides conservation management for the next decade or more.

In particular, the Policy will shape a new round of conservation management strategies, conservation management, plans and national park management plans. The scope of the policies is broad, reflecting the wide spectrum of conservation areas administered under the legislation and the many conservation tasks to be performed.

Only available as a PDF document:




66



Term Definition

National Park Management Plan

The purpose of a National Park Management Plan is to provide for the management of the Park in accordance with the National Parks Act 1980, the Conservation General Policy 2005, the General Policy for National Parks (2005) and Conservation Management Strategies.

The plan will guide and direct the work of the Department and its decision-making responsibilities in the Park for ten years. The plan seeks to give clear directions for management, while remaining flexible enough to allow for changing circumstances within the ten-year time frame.

Only available as a PDF:

http://www.doc.govt.nz/templates/summary.aspx?id=41535

Conservation Management Plan

Conservation management plans are 10-year statutory plans. The purpose of a conservation management plan is to implement the conservation management strategies and to establish detailed objectives for the integrated management of natural and historic resources and public use within a particular area.

Conservation management plans will only be developed for areas where there is a high level of activity or a complexity of issues that cannot be satisfactorily dealt with in the Conservation Management Strategy; or where required through a Treaty of Waitangi settlement agreement.

As with national park management plans, they have to be developed in accordance with relevant legislation, the Conservation General Policy 2005 and the relevant conservation management strategy.

PDF: http://www.doc.govt.nz/templates/page.aspx?id=42163

Conservation Management Strategies

Conservation management strategies are required under the Conservation Act 1987 and are developed in accordance with the legislation under which DOC operates.

Conservation management strategies are 10-year strategies that provide an overview of conservation issues and give direction for the management of public conservation land and waters, and species for which DOC has responsibility. They indicate what DOC intends to do and how it can respond to requests to use the natural and historic resources it manages.

Their purpose is to implement general policies and establish objectives for the integrated management of natural and historic resources, and for recreation, tourism, and any other conservation purposes both on and off the lands DOC manages.

PDF: http://www.doc.govt.nz/templates/page.aspx?id=42163

Standard Operating Procedures

These are DOC procedures for how to operate on public conservation land. When discussing a potential activity to be undertaken on public conservation land the DOC conservancy can advise if a Standard Operating procedure needs to be followed. An example of a Standard Operating Procedure is historical heritage protection procedure.


http://www.doc.govt.nz/templates/page.aspx?id=42163

http://www.doc.govt.nz/templates/page.aspx?id=42163

67



Term Definition

DOC 1994 Outdoor Sign Manual

The DOC Outdoor Sign Manual applies to:

• outdoor signs erected by DOC;

• signs on departmental buildings;

• marine reserve markers;

• signs associated with historic or cultural sites; and

• features on land managed by DOC.

Special care is required to avoid compromising the integrity of historic or cultural sites or features.

Concessions This is one DOC procedure to obtain authorisation to work on public conservation land. It may be in the form of a lease, licence, permit or easement.


Environmental Plan NZTA’s Environmental Plan (included in the Environmental Policy Manual) establishes an environmental policy for State highways and outlines specific actions to improve NZTA's performance including:

• mitigating traffic noise and vibration

• managing effects on air quality

• addressing impacts on water quality

• using resources efficiently

• protecting cultural and heritage features

• improving the visual appearance of highways

• protecting biodiversity.

The Environmental Plan enables NZTA to integrate environmental and social considerations into all aspects of State highway planning, construction and maintenance.

http://www.nzta.govt.nz/resources/environment-policy-manual/index

SP/M001Planning Policy Manual

NZTA’s Environmental Policy Manual (2005) has been updated to reflect NZTA's approach to integrating land use and transport planning under the Land Transport Management Act 2003.

The new Environmental Policy Manual contains a “toolbox” of techniques that will be implemented by NZTA, when undertaking network planning, and when working with developers and councils. The toolbox includes a range of model planning policies and design standards that NZTA will seek, as well as criteria for more context-sensitive planning.



http://www.nzta.govt.nz/resources/environment-p


68



Term Definition

SM030 State Highway Professional Services Contract Proforma Manual

A manual for use by NZTA when preparing tender documents for professional services contracts. It contains all NZTA's proforma professional services contract tender documents in a standard format.

http://www.nzta.govt.nz/resources/state-highway-professional-services-contract-proforma-manual/index

SM031 Construction Contract Proforma Manual

A manual for use by consultants when preparing tender documents for traditional, design and construct, lump sum, alliancing and minor works and physical works construction contracts.

http://www.nzta.govt.nz/resources/state-highway-construction-contract-proforma-manual/index

SM032 State Highway Maintenance Contract Proforma Manual

A manual for use by consultants when preparing tender documents for maintenance contracts. It contains all of NZTA's physical works maintenance tender documents in a standard format.

http://www.nzta.govt.nz/resources/state-highway-maintenance-contract-proforma-manual/index

Scoping Report A scoping report is delivered as part of the requirements of NZTA’s SM030 State Highway Professional Services Contract Proforma Manual. It is a planning document designed to identify, investigate and report on all potential options and alternatives for delivering a State highway project. For example, identifying the appropriate route, size and scale of the State highway.

Scheme Assessment Report

The Scheme Assessment Report is delivered as part of the requirements of NZTA’s SM030 State Highway Professional Services Contract Proforma Manual. The purpose of this report is to investigate all potential options and alternatives identified in the early stages of the project development cycle and recommend a preferred option for the project. The preferred option is then advanced to the Design and Project Development phase, which is where necessary statutory approvals are obtained.

TNZ/NZTA VC 09:2006 Vegetation Control specification

This specification sets out the requirements for vegetation control for the lengths of road and other areas scheduled in the specific contract requirements. This is included in the maintenance contact proforma that is part of the State Highway Maintenance Contract Proforma Manual.


SP/M/020 Guidelines for Highway Landscaping

The Guidelines for Highway Landscaping (Guidelines) set NZTA’s expectations for highway landscaping, and provide information on how to achieve these expectations through landscape (vegetation and earthworks) protection and enhancement of new and existing sections of the State highway network.

The Guidelines aim to ensure all highway landscaping activities achieve NZTA’s statutory responsibilities, strategic objectives and expectations for State highway landscaping.

http://www.nzta.govt.nz/resources/guidelines-highway-landscaping/index









http://www.nzta.govt.nz/resources/guidelines-highway-landscaping/index

69



Term Definition

Native low growth vegetation

These are native species, which grow to a low ultimate height and require minimal ongoing maintenance. They are defined in NZTA’s low growth vegetation guideline housed in the Guidelines for Highway Landscaping.

Manual of Traffic Signs and Markings (MOTSAM) & Traffic Control Devices Manual (TCDM)

MOTSAM contains the policy and location requirements for traffic signs, which must be used in conjunction with Part II: Markings. Its use is mandatory on State highways and recommended on other road controlling authority roads, to ensure consistent traffic signing nationally. MOTSAM is progressively being replaced by the TCDM.

Details are given for approved sign legends, approved sign symbols and sign layouts generally. Guidance is also given on sign size selection and the location / positioning of signs.

http://www.nzta.govt.nz/resources/motsam/index

http://www.nzta.govt.nz/resources/traffic-control-devices-manual/index.html

SP/M/026

Variable Message Signs

The purpose of this document is provide a guide, and in most instances a foundation set of specifications for the design and procurement of electronic VMS signage including site selection parameters, for motorway, urban and rural situations on the State highway network and local roads where NZTA has a responsibility to provide driver information.

The specifications for VMS and other signage found in this document including references to communications and external standards are to be regarded as mandatory when any part of this document is referenced as part of any related procurement process.

http://www.nzta.govt.nz/technical/manuals.jsp

New Zealand Transport Agency Bylaw Regulating Signs on State Highways

The New Zealand Transport Agency (Signs on State Highways) Bylaw 2010, made under section 61(3) of the Government Roading Powers Act 1989, regulates signs on State highway reserve.

SM012 State Highway Control Manual

This is a guideline, which contains a mix of NZTA's functions, policies and procedures. It is a living document, subject to amendment as situations change and best practices are refined.

http://www.nzta.govt.nz/resources/motsam/index

http://www.nzta.govt.nz/resources/traffic-control-devices-manual/index.html

http://www.nzta.govt.nz/technical/manuals.jsp

70



3.10.5 E DOC Conservancy/ NZTA Regional Offices Contacts

For any queries, please contact the DOC Conservator or NZTA Manager, State Highways at the offices listed in the following table:

DOC Office NZTA Regional Office

Northland

Ph: 09 430 2470

Northland

09 430 4355

Auckland

09 307 9279

Auckland

09 969 9800

Waikato

07 838 3363

Hamilton

07 958 7220

Bay of Plenty

07 349 7400

Tauranga

07 927 6009

Tongariro/Taupo

07 386 8607

Hamilton/Wanganui

07 958 7220 /06 965 6800

East Coast/Hawkes Bay

06 869 0460

Napier

06 974 5520

Whanganui

06 345 2402

Whanganui

06 965 6800

Wellington

04 472 5821

Wellington

04 894 5200

Nelson/Marlborough

03 546 9335

Wellington/Marlborough Roads Office

04 894 5200/03 520 8330

West Coast

03 756 8282

Christchurch

03 963 3200

Canterbury

03 379 9758

Christchurch

03 963 3200

Otago

03 477 0677

Dunedin

03 951 3009

Southland

03 214 4589

Dunedin

03 951 3009

71



72



3.11 Aerial Photography of the State Highway Network

3.11.1 Introduction A set of aerial strip photographs of the State highway regional network are to be maintained in all NZTA offices. National Office will keep the most up to date set of the whole network. A third set of photos will be lent to the Network Management Consultant for the term of the Network Management Contract. A fourth set of photos will be supplied to Regional sub offices e.g. Whangarei.

3.11.2 Strategy The strategy for updating these photographs will be:

• A five year rotation cycle will be used for major strategic State highways.

• A seven year rotation cycle will be used for non strategic State highways;

• Some flexibility is permitted where there are route changes and where significant realignment or improvement works have been carried out in the intervening periods;

• The photography will be flown in stereo and conversion to digital imagery when required should be possible.

• All photos will be in colour;

• The National Office set of photographs will be as specified by Managers, Operations;

• The Manager, Operations, NO, will appoint a project manager for implementation of the above requirements and responsible for the provision of funding and administration of any necessary contract(s); and

• The project manager will ensure that product and programme information for users is produced and distributed annually.

73



3.12 Building Act

3.12.1 Introduction NZTA is required to comply with the provisions of the Building Act 2004 and the Building regulations 1992.

The Act controls the construction, alteration and demolition of 'buildings' and includes requirements for the management of some 'buildings' once constructed.

NZTA is an "owner" under the Act and a number of roading structures are defined as "buildings", e.g. bridges, tunnels, culverts, retaining walls greater than 1.5 m high or with a surcharge.

3.12.2 Application The Act applies to demolition, alteration, design, construction, installation and for some buildings, to ongoing inspection and maintenance procedures. Where required, these procedures are specified in "compliance schedules" for the building concerned.

The Act does not affect:

• planning matters which are controlled by resource management legislation;

• people's activities within buildings;

• requirements that certain tasks may be undertaken by people who have certain qualifications.

3.12.3 Exemptions Exemptions from the Act include

• scaffolding and falsework in construction

• dangerous goods containers and explosives magazines

• stand alone machinery systems, cableways

3.12.4 Compliance with Building Code

All building work must comply with the Building Code. The Building Code is performance based. It lays down the functional requirements for a building and sets out the performance criteria with which buildings must comply.

Territorial local authorities have power to waive or modify most provisions of the Building Code. Territorial authorities’ decisions under the Act can be referred to the BIA for determination. Every waiver or modification of the Building Code needs to be notified to the BIA.

Building consent means consent to carry out building work. It is granted by a territorial local authority.

74



3.12.5 Compliance Schedule

If a compliance schedule is required then the building will require an annual warrant of fitness. A compliance schedule is issued by a territorial local authority for new buildings. Note only certain buildings require a compliance schedule (s44). If a compliance schedule is required the flow chart given in

Figure 5.2 can be extended as follows:

3.12.6 NZTA Policy on Building Act

Figure 5.1 diagrammatically describes the structure of the Act. Noted on the diagram are the other methods of satisfying the requirements of the Code as described in the Act.

Figure 5.2 covers the building approval process modified to reflect NZTA’s procedures.

Section Page

5.4.6 A Roading work requiring building consent (s 3, s 32) .......................... 3-77

5.4.6 B Project Information Memorandum (s 30, s 31) ................................... 3-77

5.4.6 C Building Certifiers (s 51, s 53) ................................................................... 3-77

5.4.6 D Producer statements (s33(5), s2) ........................................................... 3-78

5.4.6 E Accreditation (s58, s59) ............................................................................ 3-78

5.4.6 F Code Compliance Certificate .................................................................... 3-78

TLR issues compliance scheduleprovided one is required

Form 12,13Refer S44

Independent qualified persons; annualinspections and reports

Refer S 44

Annual warrant of fitness supplied bybuilding owner to TLA and publicly

displayedForm 14

Refer S 45

MA

INTE

NA

NC

E M

AN

AG

EMEN

T

New

and

Exi

stin

g bu

ildin

gs

75



5.4.6 G Compliance Schedules (s 44, s 45) ........................................................ 3-78

5.4.6 H Emergency Works (s 83) ........................................................................... 3-78

5.4.6 I NZTA Bridge Manual .................................................................................. 3-79

5.4.6 J Territorial Authority Charges ................................................................... 3-79

5.4.6 K Building Documentation /Certificates ................................................... 3-79

5.4.6 L Contract Documentation ........................................................................... 3-79

Figure 5.1

TheBuildingAct 1991

A1 and A2:INTRODUCTORY CLAUSES

B1 – H1:35 WORKING CLAUSES

Each Clause B1 – H1 ContainsThree Main Headings:

- Objectives- Functional Requirements- Performance

Performance requirements of Clauses B1 – H1may be satisfied in four different ways:

1. B1A approved document, S49 of the Act:VERIFICATION METHOD(Engineering Approach)

2. B1A Approved Document, S49:ACCEPTABLE SOLUTION

(Non Engineering, Prescriptive Approach)

3. Alternative Solution, S34 (3)TA must have “Reasonable Grounds”

4. Accreditation, S59B1A Accredited use of Materials, Components or Methods

Building Regulation8th of June 1992

The New ZealandBuilding Code

76



Figure 5.2

THE BUILDING ACT Conception to Occupancy – NZTA’s Procedures

Consultant prepares concept plans Refer S30

Consultant applies to TLA for Project Information Memorandum (PIM) Form 1

TLA issues project information memorandum Form 2

Refer S31

Consultant completes working drawings, specifications and “producer statement(s) – Design *(PS1)”.

Refer S 58, 59

Consultant completes application on NZTA’s behalf for building consent and submits to the TLA with the producer statement(s) – Design*(PS1)”

Form 3

TLA issues building consent to NZTA Form 4

Consultant observes construction and issues. Instructions to rectify building works as necessary. Consultant provides “producer statement – Construction Review *(PS4) at completion of work.

Form 8 Form 3

Contractor submits “producer statement – Construction *(PS3)” to Consultant on completion of the work.

Consultant advises TLA that works are completed, and submits “producer statement – Construction *(PS4)” and “producer statement – Construction Review * (PS3)” with Code of Compliance Application.

Form 9

TLA issues code of compliance certificate Form 10

NOTES: 1. Project information memorandum to be obtained before working drawing, etc are commenced. 2. Building certifiers and their possible role in the building process are not indicated on this chart. NZTA’s policy is

that building certifiers are not used. 3. TLA – Territorial Local Authority. 4. All forms noted above are in the Regulations. 5. All sections noted above are sections in the Act, eg. S 30 is Section 30 in the Act.

Con

stru

ctio

n D

ocum

enta

tion

Build

ing

Con

sent

77



3.12.6 A Roading work requiring building consent (s 3, s 32)

Generally, any structural work (construction, structural maintenance, alternations, and demolition) with the exception of roads, cuttings and embankments, requires a building consent. Significant exemptions (the third schedule) as they affect NZTA are:

• routine maintenance, routine repairs, and refurbishment;

• any lighting column, signpost or sign gantry;

• retaining walls less than 1.5 m high provided there is no surcharge, including vehicles;

• walls and fences not more than 2 m high;

• any platform or bridge less than 1 m high;

• temporary construction buildings or works (with limitations); unless classified as a building in terms of the act;

• culverts (any buried waterway).

Building consent applications shall only cover those aspects of a project requiring building consent.

Unless otherwise required by NZTA, all permanent structures should be classified in building consent applications as having an indefinite life.

3.12.6 B Project Information Memorandum (s 30, s 31)

A project information memorandum contains.

a. Information about the land that is known to the territorial authority; e.g.:

• potential land instability

• likely presence of hazardous contaminants

• special local wind effects

• filled ground

b. Information regarding a territorial authority's and network utility operator's requirements under other Acts; i.e. an insight into statutory requirements.

Project information memorandum should be applied for by the consultant once concept plans have been prepared.

It should not be delayed until the time of the building consent application. The information provided by the territorial authority is to be available for reference during the production of working drawings and specifications.

Note: A land information memorandum can be applied for from the territorial authority. It is not issued under the Building Act but under the Local Government Official Information and Meetings Amendment Act 1991.

3.12.6 C Building Certifiers (s 51, s 53)

Building certifiers shall not be used in the documentation phase or construction phase of a project requiring a building consent.

78



3.12.6 D Producer statements (s33(5), s2)

A producer statement is a statement from the consultant or the contractor that confirms the design or construction has been carried out in accordance with certain technical specifications and complies with the Building Code.

Producer statements are to be obtained from all consultant(s) and contractor(s) involved on the project. These statements are to be submitted to the territorial authority with an application for a building consent and with the advice that the building work has been completed.

These statements are to be made part of the deliverables from the consultant and a condition of substantial completion for the physical works contract.

The consultant is to obtain the producer statement from the contractor when advising the territorial authority that the work has been completed.

The form of the producer statements is given in Appendix 5A.

3.12.6 E Accreditation (s58, s59)

Manufacturers and suppliers should be encouraged to obtain accreditation for their product or process when they are commonly used by NZTA. NZTA will not generally apply for accreditation certificates on behalf of suppliers and manufacturers.

3.12.6 F Code Compliance Certificate

All road works that require a building consent must also receive a code compliance certificate on completion. Where a territorial authority refuses to issue a code compliance certificate, the contractor (and consultant as appropriate) shall take all necessary action to satisfy the territorial authority that a code compliance certificate can be issued. The work shall be done at no additional cost to NZTA.

The special conditions of contract that relate to code compliance certificates and the monetary retention shall be included in all contracts for works that require a building consent.

Note: Territorial authorities will give written reasons for refusing to issue a code compliance certificate.

3.12.6 G Compliance Schedules (s 44, s 45)

Compliance schedules when issued will be held, and acted upon by the regional office concerned. It shall be the responsibility of the Manager, Operations to ensure that the current warrant of fitness (or statement of fitness s45) is publicly displayed in the appropriate place in the building. A register of all NZTA buildings that have compliance schedules and warrants of fitness shall to be kept in each regional office. Managers, Operations are to ensure appropriately qualified personnel ("independent qualified persons") are used for the inspection, reporting, and maintenance requirements of the systems.

3.12.6 H Emergency Works (s 83)

NZTA is permitted to undertake emergency works without a building consent, even if those works would have required a consent, provided the works are necessary to save or protect life, health, prevent serious damage to property, or to restore the operational capacity of the road. (s83).

If these emergency works would normally have required a consent and are "permanent", then an application for a consent should be made to the territorial authority immediately the emergency is over. Where the emergency works are within the NZTA interpretation of the third schedule (refer 1 above) but require a territorial authority's agreement that a consent is not required, the territorial authority shall be advised of the situation immediately the emergency is over.

79



3.12.6 I NZTA Bridge Manual

The NZTA Bridge Manual is not an approved document in terms of the Building Code. The manual was given technical approval by the BIA but agreement could not be reached on use of the disclaimer.

3.12.6 J Territorial Authority Charges

Where the territorial authority charge is required to be paid with the application, it shall be paid for by the consultant acting on behalf of NZTA. These charges will be considered a reimbursable expense in the consultant's conditions of engagement with NZTA.

3.12.6 K Building Documentation /Certificates

Copies of the following documents will be held by the consultant and the NZTA regional office concerned for all building works requiring a building consent:

• Project information memorandum

• Building consent

• Code compliance certificate

• Compliance schedule (if required)

• Annual warrant of fitness (by NZTA regional office only) plus copies of building inspection reports for a two year period.

3.12.6 L Contract Documentation

Appropriate clauses covering the Building Act will be found in the standard contract pro forma.

80



3.13 Provisional Vibration Policy

3.13.1 About this policy This policy sets out the New Zealand Transport Agency's (NZTA's) provisional vibration policy for dealing with the vibration complaints received. The effects which are addressed by this policy are:

• nuisance to people

• damage to structures

• traffic induced vibration

• acoustical disturbance from wall vibration (resonance).

3.13.2 Status of this policy

This provisional policy will be reassessed for wider application once experience has been gained as to its effectiveness, and cost implications.

3.13.3 In this policy This policy is divided into the following topics:

Section Page

5.5.6 How to deal with vibration related complaints ................................................ 3-81

5.5.7 How to decide the next course of action ........................................................... 3-83

5.5.8 How to deal with vibration related complaints ............................................... 3-85

5.5.9 How to interpret vibration measurements ....................................................... 3-86

5.5.10 Nuisance-level thresholds ..................................................................................... 3-87

5.5.11 How to determine whether resonance is a problem ...................................... 3-88

5.5.12 How to decide on appropriate remedial action ............................................... 3-89

5.5.13 How to conclude NZTA's action ......................................................................... 3-89

81



3.13.4 Application of this policy

This provisional policy applies when vibration affects:

• buildings occupied by humans

• historic heritage buildings

All actions arising from this policy:

• are subject to funding availability

• will need to meet all programming requirements for such works to be included in annual maintenance plans.

Note: Nothing in this policy shall be read as superseding the requirements in NZTA's Risk Management Manual.

3.13.5 Basis of this policy

The actions in this policy are based on the following:

• that NZTA's remedial action shall be confined to work on its own infrastructure

• that NZTA has obtained legal advice that, as a highways agency, it is unlikely that NZTA would be held to be liable for any damage occurring as a result of traffic-induced vibration, but each case would need to be determined on its own facts.

If, notwithstanding the above, it is considered that there may be reasons to carry out repairs on on-NZTA property, NZTA shall:

• refer the case to the Chief Executive for consideration of further action

• keep our insurance and risk management advisers informed of our intentions.

3.13.6 How to deal with vibration related complaints

Follow the steps below when a complaint is received about vibration effects adjacent to a State highway:

Note: The logic in this policy is designed to process all complaints irrespective of whether they allege damage or are nuisance related only. Therefore the steps below are for both damage allegations and nuisance complaints.

Step Action

1 Carry out the procedure under Claims Handling Initial Steps in the section on Management of Third Party Claims in NZTA s Risk Management Manual: Insurance.*

2 Investigate the damage or nuisance complaint.

3 Arrange to inspect the site with the complainant.

4 Attempt to establish the cause of the vibration.

5 Attempt to establish who is responsible for any alleged damage.

6 Estimate the cost of repairing any alleged damage both on and off NZTA property.

82



Step Action

7 IF the complaint . . . THEN . . .

(a) could lead to claims being made against NZTA

• carry out the procedure under Notification of Claims in the section on Management of Third Party Claims in NZTA's Risk Management Manual: Insurance. *

(b) is unlikely to lead to claims being made against NZTA

• go to step 8.

8 (a) It can be established that a NZTA contractor, a NZTA consultant, or a third party is responsible for any alleged vibration damage

• refer the complaint to the relevant entity

• advise the complainant

• monitor progress

• carry out the procedure How to conclude NZTA s action, 5.5.13

(b) The estimated cost to NZTA of repairing any alleged vibration damage is greater that NZTA s deductible

• seek NZTA's insurance and risk management advisers' guidance before proceeding to step 9 (NZTA's deductible is $10,000 for both its public liability and personal indemnity insurance)

(c) NZTA s insurance and risk management advisers recommend that NZTA handle the complaint internally

• refer to the section Handling Claims Internally in NZTA's Risk Management Manual: Insurance

(d) None of the above apply • go to step 9

9 Carry out the procedure How to decide the next course of action, 5.5.7.

83



3.13.7 How to decide the next course of action

Follow the steps below if NZTA’s insurance and risk management advisers recommend that a vibration related complaint is handled internally:

Step Action

1 IF . . . THEN . . .

(a) there is an obvious road surface deficiency

go to step 2

(b) there is no obvious road surface deficiency

go to step 3

2 If there is an obvious road surface deficiency* that would be . . .

AND the proposed remedial work . . .

THEN . . .

(a) low cost to correct Meets the appropriate funding criteria

• correct the deficiency

• carry out the procedure How to conclude NZTA's action 5.5.13

(b) low cost to correct Does not meet the appropriate funding criteria

• go to step 4

(c) expensive to correct

N/A • go to step 5

*A road surface deficiency may be:

Example:

• a dig out repair that does not meet NZTA's normal service level requirements

• a bump at a bridge abutment that does not meet NZTA's normal service level requirements.

3 IF there is no obvious road surface deficiency AND on inspecting the site with the complainant . . .

THEN . . .

(a) the vibrations are barely perceptible AND no damage has been alleged

• go to step 4

(b) vibrations are easily perceptible, or the complainant alleges damage

• go to step 5

84



Step Action

4 If the complaint alleges that . . .

(a) THEN (b) ELSE

Traffic induced vibration has become a problem since NZTA carried out a modification to the adjacent State highway AND NZTA agrees that the vibration problem may be linked to the modification

• NZTA is obliged to be more responsive in this situation that if it had not modified the State highway. Hence every effort should be made to suggest a possible solution**

• If no solution can be suggested then carry out the procedure How to conclude NZTA's action, 5.5.13

Carry out the procedure How to conclude NZTA's action, 5.5.13

5 Traffic induced vibration has become a problem since NZTA carried out a modification to the adjacent state highway AND NZTA agrees that the vibration problem may be linked to the modification

• NZTA is obliged to be more responsive in this situation than if it had not modified the State highway. Hence every effort should be made to suggest a possible solution** even if measured vibrations turn out to be less than the nuisance level threshold.

• Measure the vibration (see How to measure vibration, 5.5.8)

Measure the vibration (see How to measure vibration, 5.5.8).

** an example of a solution might be to suggest that a speed camera be installed if nuisance-level vibrations are only caused when vehicles exceed the speed limit.

85



3.13.8 How to deal with vibration related complaints

Follow the steps below to undertake vibration measurements:.

Step Action

1 Make arrangements for a vibration trial. That is:

• Commission a suitably qualified person to undertake the measurements (the Institute of Geological and Nuclear Sciences Ltd, Gracefield Research Centre, Lower Hutt, is a good starting point)

• Arrange a suitable time for the trial in consultation with the complainant

• Arrange for a test vehicle to be available to generate the vibrations (the type of vehicle can be chosen by the complainant, but it must be a type of vehicle which typically uses that particular section of State highway, and be legally loaded)

• Set up any traffic management requirements for the trial and discuss the plans with the police if necessary.

2 Discuss with the person undertaking the measurements what parameters need to be measured and how the recorded information will be used (see How to interpret vibration measurements, 5.5.9).

3 For the trial, set up the measuring apparatus on a stable surface outdoors (e.g. on a concrete path or driveway), and not closer to the source of the vibration than the nearest part of the building where the complainant claims the vibration is being felt.

4 The person undertaking the measurements should record the vibration trace, as he or she sees fit, as the test vehicle passes the site at a steady known speed (see notes 1 and 2 below).

5 Conduct a range of tests to determine the worst case scenario. For example:

• Tests at different speeds (see notes 1 and 2 below).

• Tests with the test vehicle being driven in different lanes, if the particular section of State highway is multi-lane.

• Combinations of the above as necessary.

6 Decide what is the worst case scenario and repeat that test to confirm the first result (within ± 20% is acceptable).

7 Some time after the trial, carry out the procedure How to interpret vibration measurements, 5.5.9.

Note 1 While it is useful for a vibration trial to determine whether the level of vibration is speed related, only vibrations that are generated by a vehicle travelling within the legal speed limit shall be used for determining whether remedial action should be undertaken.

Note 2 If any tests are to be carried out with the test vehicle exceeding the speed limit, then permission for this must be obtained from the police.

86



3.13.9 How to interpret vibration measurements

Step Action

1 Request hard copies of the following results for each test from the person who undertook the measurements:

• acceleration time history plots and maximum and minimum accelerations in the three Cartesian coordinates, i.e.

o vertical accelerations (in the z axis direction)

o accelerations in the x-y plane, perpendicular to the road

o accelerations in the x-y plane, parallel with the road

• plots of the Fourier amplitude spectrum of vertical acceleration (graphs of spectral amplitude versus frequency)

2 If necessary, request assistance from the person who undertook the measurements or the Manager, Operations at NZTA National Office for steps 3 to 6 below.

3 For the worst case test, in terms of peak acceleration, identify from the Fourier amplitude spectrum of vertical acceleration, predominant frequency (the highest peak).

4 Convert the largest absolute peak acceleration, for the worst case test to

an r.m.s acceleration by dividing it by 2

5 Plot the frequency" from step 3 versus the r.m.s acceleration from step 4 on the graph of Nuisance-level thresholds, 5.5.10.

6 IF the point plotted in step 5 . . . THEN the nuisance-level threshold has . . .

(a) Is below the curve corresponding to the number of passes per day of the vehicle type causing the vibration

• Not been exceeded

• Carry out the procedure How to determine whether resonance is a problem, 5.5.11

(b) Is above the curve corresponding to the number of passes per day of the vehicle type causing the vibration

• Been exceeded

• Carry out the procedure How to decide on appropriate remedial action, 5.5.12

Example: peak acceleration = 70 mm/s2

r.m.s acceleration = 70 ÷ 2 = 50 mm/s2

dominant frequency = 9 Hz

passes/day of vehicle type = 800 passes per day

conclusion = threshold not exceeded

87



3.13.10 Nuisance-level thresholds

88



3.13.11 How to determine whether resonance is a problem

Follow the steps below to determine whether undesired acoustical disturbances (resonance) is a problem:

Step Action AND undesired acoustical disturbances...

THEN the criteria for determining whether resonance is a problem...

1 (a) Greater than 30 Hertz

Have been observed • Have been met

• Carry out the procedure How to decide on appropriate remedial action, 5.5.12

(b) Greater than 30 Hertz

Have not been observed

• Have not been met

• Carry out the procedure How to conclude NZTA's action, 5.5.13

(c) Less than 30 Hertz

N/A • Have not been met


89



3.13.12 How to decide on appropriate remedial action

If the policy has determined that NZTA should investigate remedial action to reduce vibration levels, then follow the steps below to decide on appropriate remedial action:

Step Action

1 IF pavement smoothing or rehabilitation

AND the Manager, Operations

THEN, after obtaining the complainant s agreement

(a) Would reduce vibrations AND meets the appropriate funding criteria

• Thinks it is appropriate to proceed

• Carry out pavement smoothing or rehabilitation


• Does not think it appropriate to proceed

go to step 2

(b) Does not meet the appropriate finding criteria

N/A go to step 2

(c) Would not reduce vibrations

N/A go to step 2

2 Investigate other remedial actions

3 (a) A solution which NZTA could undertake, which would reduce vibrations, that has a fundable benefit cost ratio

• Thinks it is appropriate to proceed

• Request funding and include the solution in the work programme


• Does not think it appropriate to proceed


(b) Either no solution or no solution with a fundable benefit cost ratio

N/A • Carry out the procedure How to conclude NZTA's action, 5.5.13

3.13.13 How to conclude If the policy has determined that NZTA should investigate remedial action to reduce

90



NZTA's action vibration levels, then follow the steps below to decide on appropriate remedial action:

Step Action

1 IF the complaint that initiated this process ...

THEN

(a) Has been satisfactorily dealt with

• Report to NZTA's Administration Manager on the outcome of any claims

• Report to NZTA's insurance and risk management advisers on the outcome of any claim

• Complete the claims register

(b) Has not been satisfactorily dealt with

• Refer the case to the Chief Executive for consideration of further action

2 Report back to the complainant.

91



3.14 Coroner Inquests

3.14.1 Purpose This section contains guidelines on actions to be taken following fatal crash on a State highway, preparation for attendance at a coroner’s hearing and upon notification of the coroner’s recommendations.

A coroner’s inquest may be held when a death occurs as a result an accident. The purpose of the hearing is to determine the cause(s) of death and circumstances that led to it.

3.14.2 In this policy In this section the following topics are covered.

Section Page

5.6.2 A Role of NZTA .................................................................................................. 3-91

5.6.2 B Powers and role of a coroner ..................................................................... 3-91

5.6.2 C Preparation for an inquest .......................................................................... 3-91

5.6.2 D Procedure for preparing for an inquest .................................................. 3-92

5.6.2 E Legal Advice .................................................................................................. 3-93

5.6.2 F Conduct at Inquest ...................................................................................... 3-93

5.6.2 G Coroner’s Potentially Adverse Findings ................................................. 3-94

5.6.2 H Responding to a Coroner’s findings ....................................................... 3-94

3.14.2 A Role of NZTA NZTA’s role is to assist the Police and the Coroner to accurately identify any factors relating to the condition of the section of State highway at the time of the crash.

NZTA’s objectives are to ensure that the Coroner’s report on road conditions and the supporting documentation are accurate and do not contain any unjustified comments on the road or recommendation that cannot feasibly be implemented.

3.14.2 B Powers and role of a coroner

A Coroner has the powers of a district court judge, including the power to summon witnesses.

The purpose of a Coroner’s inquest is to establish facts, not to apportion blame. A coroner may, however, make any recommendations or comments on the circumstances giving rise to the death and/or the actions of any individual or organisation, which could reduce the chances of further deaths. Before doing so a Coroner must take reasonable steps to notify an affected party of the proposed comment and provide a reasonable opportunity for that party to respond.

3.14.2 C Preparation for an inquest

A death on a State highway will almost always become the subject of an inquest and the relevant NZTA office should begin preparing for an inquest as soon as a death is notified.

An inquest is usually deferred if criminal charges are involved. For that or other reasons inquests may be significantly delayed. It is important to assemble the evidence as soon as practicable after the accident and not defer until the date of the inquest is known.

NZTA policy is to obtain a consultant’s report on every fatality and this needs to be considered and action taken where necessary. Even in the case of apparently

92



extreme driver error it is not safe to assume that the condition of the road will not come under scrutiny.

3.14.2 D Procedure for preparing for an inquest

The procedure for preparing for an inquest is as follows:

• A senior staff member who has experience with inquests must manage the procedure. If possible that person should be the one who will present evidence on behalf of NZTA, if necessary.

• All media releases must be given careful consideration, taking into account NZTA’s reputation and interests, the sensitivities of the situation. Media statements should be by NZTA staff at Manager, State Highways or Manager, Operations level, not by consultants. Debate in the media about accident causes should generally be avoided. Generally communication with the media should be avoided while an inquest is taking place, during the Coroner’s hearing, and before between then and when the Coroner has issued the final report.

• NZTA must be able to demonstrate that reasonable procedures are in place to identify and deal with unsafe features of the state highway network. NZTA’s Standards and Guidelines Manual has been written to meet this requirement and can be relied upon as reasonable at a coroner’s inquest.

• NZTA’s general position is that compliance with the Manual is good evidence of reasonable conduct. Conversely, NZTA needs to have a good explanation for any failure to comply. What is reasonable is an objective assessment from the Coroner or other Courts, not solely for NZTA to decide.

• Care should be taken in the preparation of all reports (refer to Chapter 2 section 3.3 of the State Highway Asset Management Manual).

• Should the Police or the Coroner require NZTA to provide evidence, documents and/or data, the material must be thoroughly checked to ensure its accuracy prior to release. NZTA may request a consultant to supply information or data, but the information, data and any interpretation must be checked by NZTA personnel before it is relied upon made available. Particular care is required with releasing RAMM database information Consultants are to be instructed that they are to communicate with the Coroner through NZTA, not direct. The only exception would be where the conduct of NZTA and its consultants/or contractors are under separate consideration and their interests diverge. If such a case arises, each party will probably be separately represented, but co-ordination is to be encouraged.

• It is important to check the requirements for dealing with inspection and maintenance of the State highway network as given in the relevant NZTA manual at the date of the crash. By the time that the Coroner’s inquest takes place these requirements may have changed.

• The NZTA staff member managing the procedure must ensure that all evidence to be given at an inquest should be discussed amongst the NZTA team (staff, consultants, and contractors) to ensure that there is agreement on obvious questions and those inaccurate or imprecise comments are not made. The Coroner will hear evidence in open court, which means that the public and media may be present. NZTA should take care to minimise any opportunity for its evidence to be misconstrued or misreported. This is particularly important with technical evidence that must be accepted and understood by people who do not have a detailed technical knowledge. NZTA’s prime objective is to ensure that all evidence and responses are clear and accurate.

93



• The person managing the procedure should anticipate issues relating to funding, weather and other circumstances that may need explanation at an inquest.

• Technical matters such as SCRIM reports will need to be explained in layperson’s terms.

• Copies of written submissions prepared by all parties who will appear at the court will normally be available to other parties before the hearing. These should be requested at least one week prior to the hearing so that NZTA is fully prepared for the matters likely to arise.

• Where necessary, specialist assistance should be sought from Head Office for either technical information or presentations to the court.

• Where it is appropriate any NZTA fault/recommendation is an issue, NZTA may (usually through its solicitor) be able to cross-examine the other witnesses. The NZTA team should consider what questions could be usefully asked and liaise with its solicitor.

3.14.2 E Legal Advice NZTA should instruct a solicitor where there are likely to be complicated legal issues, or where the hearing is likely to require specialised legal skills, such as the cross examination of witnesses, or conflicts among NZTA, its consultants and contractors, or where adverse findings or recommendations of what NZTA might consider to be inappropriate corrective measures are likely. In all cases where there is any doubt as to the legal position the advice of a solicitor should be sought at an early stage.

3.14.2 F Conduct at Inquest

NZTA’s witnesses should bear in mind the following when attending/giving evidence at an inquest:

• Inquests are frequently tense and emotive. Often the deceased’s family and friends are present. In the case of multiple vehicle crashes or surviving drivers, feelings may run high. It is important that the demeanour of NZTA representatives reflects the gravity of the situation.

• Similarly, emotive or inappropriate comments should not be expressed in written or oral evidence.

• NZTA’s submissions should not make comments like the section of road is “dangerous” or “an accident waiting to happen”. While these are not professional judgements, they can be cross-examined. NZTA staff and consultants are usually giving expert evidence and proper considered statements are required. “Off the cuff” expressions of personal opinion (written or oral) are not appropriate.

• On very rare occasions there may be a case for not answering a question on the grounds of self incrimination. That would most likely be in the case of a fatality involving road works under the control of NZTA. If that prospect arises, legal advice must be obtained as soon as possible. This would be a most unusual and highly publicised position that must not be taken lightly.

There may be circumstances where NZTA’s legal interests are clearly at odds with those of its consultant. In these cases, NZTA should always seek its own legal advice and suggest that the consultant engage its own independent solicitor.

NZTA may, in some extreme circumstances, be able to challenge the findings of a Coroner, (for example, where there have been irregularities in the course of the inquest). Such situations are rare. It is always better to have the process and official record correct from the beginning.

94



3.14.2 G Coroner’s Potentially Adverse Findings

Where a Coroner intends to comment adversely on any living person, the person has to be notified and given a reasonable opportunity to be heard. Sometimes this does not happen, because a comment about “the road” is not always regarded as being adverse to anyone or, an entity like NZTA or a consulting firm is not a “living person”. Where NZTA, its consultants, or contractors do get notice of an intended adverse comment:

• Consultants and contractors must refer the notice and the proposed response to NZTA. NZTA must also co-ordinate any response it intends to make with its consultants and contractors as appropriate. The purpose is to ensure that any response is not itself adverse of any of the other parties without their having an opportunity for input.

• There must always be a response; even if it is just that there is no objection to the comment.

3.14.2 H Responding to a Coroner’s findings

NZTA will receive a copy of any Coroner’s recommendation affecting NZTA. (Occasionally that will be the first NZTA knows of the inquest; but that should not be the case).

1. All Coroners’ Reports shall be copied, or forwarded, to the National Traffic and Safety Manager.

2. The National Traffic and Safety Manager will contact appropriate regions, divisions and teams for responses to particular issues. As necessary those responding will be requested to provide an indication of cost to meet any of the Coroner’s findings.

3. On receipt of the responses, the National Traffic and Safety Manager will, as appropriate, draft a letter for Chief Executive approval and signature and will, as appropriate, also draft and issue instruction or recommendation memos for changes in procedures/manuals.

NZTA must always:

• Take every recommendation seriously.

• If it is inappropriate (e.g. a recommendation for a new style of road sign or marking), impossible (e.g. beyond the powers of NZTA) or has undesirable consequences (e.g. would create another hazard) a response should still be prepared. Doing nothing is not an option. Any decision not to implement a recommendation promptly must be made at Manager, Operations level or above.

• Implementation of recommendations is not mandatory. They are not binding on NZTA. However, not implementing a recommendation promptly is a matter for considered decision as the Coroner must be informed that recommendations are not being implemented, and why.

The recommendations (and other findings) will usually be part of the public record so NZTA should expect media questions about them.

95



Appendix 3A Producer Statements for Design, Construction and Construction Reviews

PIM No. . . . . . . . . . . . . . . . .

Building Regulation Clause(s) . . . . . . . . . . . . . . . . .

PRODUCER STATEMENT – DESIGN (PS1)

ISSUED BY: ____________________________________________________________________________________ (Suitably qualified design professional)

TO: NEW ZEALAND TRANSPORT AGENCY

IN RESPECT OF: _____________________________________________________________________________________ (Description of Building Work)

AT: ________________________________________________________________________________________________

___________________________________________________________________________________________________ (Address)

ROUTE POSITION: __________________________________________________________________________________

___________________________________ has been engaged by New Zealand Transport Agency (Design Firm)

to provide __________________________________________________________________________________________ (Extent of Engagement)

services in respect of requirements of Clause(s) _________________________________________________________

of the Building Regulations 1992 for

All Part only as specified

of the building work. The design has been prepared in accordance with ____________________________________ (verification method(s)/acceptable solution(s))

(respectively) of the approved documents issued by the Building Industry Authority and the work is described

on _______________________________________ drawings titled _____________________________________ (Design Firm)

and numbered ___________ and the specification and other documents according to which the building is proposed to be constructed.

In this Appendix This appendix reproduces the forms used for producer statements.

96



As an independent design professional covered by a current policy of Professional Indemnity Insurance to a minimum value of $200,000, I BELIEVE ON REASONABLE GROUNDS that subject to:

(i) the verification of the following design assumptions ________________________________________________

___________________________________________________________________________________________________

and (ii) all proprietary products meeting the performance specification requirements, the drawings, specifications, and other documents according to which the building is proposed to be constructed comply with the relevant provisions of the building code.

_______________________________________________ Date _____________________________________________ (Signature suitable qualified Design Professional)

_________________________________________________ RA/AERB Reg No _____________________________ (Professional Qualifications)

_______________________________________________ IPENZ NZIA (Address)

This form to accompany Form 3 of the Building Regulations 1992 for the application of a Building Consent.

97



Building Consent No. . . . . . . . . . . . . . . . . .


PRODUCER STATEMENT – CONSTRUCTION (PS3)

ISSUED BY: ____________________________________________________________________________________ (Contractor)


IN RESPECT OF: _____________________________________________________________________________________

(Description of Building Work)

AT: ________________________________________________________________________________________________ (Address)

ROUTE POSITION: ___________________________________________________________________________________

_______________________________________________ has contracted to New Zealand Transport Agency (Construction)

to construct the building works described by the drawings and specifications prepared by

_______________________________________________ titled ________________________________________ (Design Firm) (Project)

and numbered __________________________________ , authorised variation Nos. ____________________________

(copies attached) issued by __________________________________________________ and other (Design Firm)

documents according to which the building is proposed to be constructed.

I ___________________________________ a duly authorised agent of ___________________________________ have (Duly Authorised Agent) (Contractor)

sighted Building Consent No. ________________________________ and the attached conditions

of building consent and BELIEVE ON REASONABLE GROUNDS that

All Part only as specified in the attached particulars

of the building work under the above building consent has been completed to the extent required by that building consent.

_______________________________________________ Date _____________________________________________ (Signature of Duly Authorised Agent)

on behalf of

_________________________________________________ (Contractor)

_______________________________________________ (Address)

This form to accompany Form 9 of the Building Regulations 1992 for the application of a Code Compliance Certificate

98



Building Consent No. . . . . . . . . . . . . . . . .


PRODUCER STATEMENT - CONSTRUCTION REVIEW (PS4)

ISSUED BY: ____________________________________________________________________________________ (Suitably qualified Design Professional)


IN RESPECT OF: _________________________________________________________________________________ . (Description of Building Work)

AT: ____________________________________________________________________________________________ .

________________________________________________________________________________________________ (Address)

ROUTE POSITION: ________________________________________________________________________________

__________________________________________________ has been engaged by New Zealand Transport Agency (Design Firm)

to provide ____________________________________________________________________ _________ .services (Extent of Engagement)

in respect of clause(s) ___________________________ of the Building Regulations 1992 for the building work described by the drawings and specifications prepared by _____________________________________________

(Design Firm)

titled _____________________________________ and numbered ________________________________________

Authorised variation(s) No. (copies attached) have been issued during the course of the works. I have sighted Building Consent No. _____________________________________________________________________________

and the attached conditions of building consent. As an independent design professional covered by a current policy of Professional Indemnity Insurance to a minimum value of $200,000, I or personnel under my control have carried out periodic reviews of the work appropriate to the engagement and based upon these reviews and information supplied by the contractor during the course of the works I BELIEVE ON REASONABLE GROUNDS that

All Part only as specified in the attached particulars

of the building work under the above building consent with respect to Clause(s) __________________________

of the Building Regulations 1992 has been completed to the extent required by that building consent.

_______________________________________________ Date _____________________________________ (Signature suitable qualified Design Professional)

_______________________________________________ IPENZ NZIA (Address)

This form to accompany Form 9 of the Building Regulations 1992 for the application of a Code Compliance Certificate.

99



Appendix 3B Guidelines for Opening Ceremonies for New Zealand Transport Agency Projects

Guidelines for Opening Ceremonies for New Zealand Transport Agency Projects

Appropriate Projects

Opening ceremonies should be considered for all large projects of national significance (e.g. the completion of Grafton Gully, Auckland).

They may be appropriate for some projects of local significance (e.g. completion of the sealing of SH 6).

Small projects which generate high local interest, but have little or no national significance may also be considered at the discretion of Managers, State Highways.

Funding

New Zealand Transport Agency (NZTA) will fund opening ceremonies of significant projects on the grounds that they are NZTA's achievements on behalf of road users. The contractor and/or the local territorial authority may wish to contribute. Where appropriate, NZTA will accept and acknowledge other contributions, but ownership of the ceremony will remain with NZTA.

Joint projects (e.g. NZTA/local authority projects) should be funded in proportion to the funds contributed to the project.

Official openings should preferably be identified during the early planning phase of projects. Funding for an opening ceremony should be written into the professional services contract as a provisional item.

Where the desirability of having an opening ceremony becomes apparent at a later phase of the project, funding must be negotiated as a variation to the professional services contract.

The upper limit on NZTA funding of opening ceremonies is $5,000.00 unless the Chief Executive approves otherwise.

Approval

All opening ceremonies are to be approved by the Chief Executive at least two months before the date of the ceremony. A memo to the Chief Executive outlining the proposal and cost should be copied to the Communications Manager.

Publicity

The publicity for opening ceremonies will be managed through NZTA's Communications Section. The details must be with the Communications Manager at least one month prior to the ceremony.

Invitations

Invitations should be issued to all organisations and individuals approached during the consultation phase. This should include the local MP (including the local Maori MP), the local authority Mayor and relevant councillors, Regional Transport Committee members, the Chair of NZTA, the Chief Executive, Group Manager, Highways & Network Operations of and Group Manager, Regional Planning & Programmes, NZTA, or their representatives.

NZTA Board members living in the project region should be invited. Invitations should also be extended to other local dignitaries and interest groups in accordance with the wishes of the community (e.g. iwi where they have an interest) and organisations, which have an interest in the project (e.g. RTA or AA).

In this Appendix This appendix contains guidelines for opening ceremonies.

100



The Minister of Transport should be invited to attend only when the project is one of national or very significant local interest. In that case the Minister should be requested to perform a brief ceremonial role (e.g. declaring the highway open/ cutting the ribbon) and to speak on any particular subjects of public interest. The invitation should be extended formally through the Chief Executive.

Small, local ceremonies may involve only the Manager, State Highways, a local authority representative and possibly a locally based Board member.

Opening Ceremony Protocols

The Manager, State Highways, should preside over the ceremony.

The official speakers should be:

• the Chair (or representative) of NZTA

• the contractor

• the Mayor (or representative)

• the local MP

• a representative from Iwi where appropriate

• the Minister of Transport where appropriate

• a blessing / tapu lifting etc where appropriate

For small local ceremonies the State Highways Manager will represent NZTA if a locally based Board member is not available to attend.

The ceremony may be followed by morning or afternoon tea or appropriate catering.

3.0 technical requirements - home | nz transport … · first edition, amendment 0 effective from...

Documents