Code of Practice For Temporary Traffic Management (Copttm) : Traffic Control Devices Manual

Traffic Control Devices Manual
Part 8
Code of practice for temporary

traffic management (CoPTTM)
manual number: SP/M/010
Section C
© NZ Transport Agency
www.nzta.govt.nz
Fourth edition, Amendment 2 of
Code of practice for temporary traffic management
Effective from July 2013
ISBN 978-0-478-40772-3 (print)
ISBN 978-0-478-40773-0 (online)
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Disclaimer
The NZTA has endeavoured to ensure material in this
document is technically accurate and reflects legal
requirements. However, the document does not override
governing legislation. The NZTA and its employees and
agents involved in the preparation and publication of this
document do not accept liability for any consequences
arising from the use of this document. Users of this
document should apply and rely upon their own skill and
judgment, and should not rely on the manual's contents in
isolation from other sources of advice and information. In
applying their own skill and judgment, the standards of
safety and serviceability explicitly required or implied by
this manual shall not be reduced. If the user is unsure
whether the material is correct, they should make direct
reference to the relevant legislation or regulations and
contact the NZTA.
More information
Published 2013
ISBN 978-0-478-40772-3 (print)
ISBN 978-0-478-40773-0 (online)
NZ Transport Agency
Section C – Static operations
C1 General 1
C2 Worksite layout 2
C2.1 Introduction 2
C2.2 Explanation of dimensions in worksite layout distances tables 3
C2.3 Level LV worksite layout distances 4
C2.4 Level 1 worksite layout distances 5
C2.7 Lane widths 8
C3 Signs and worksite zones 9
C3.1 Introduction 9
C3.2 Worksite zones 9
C3.3 Position of signs 12
C3.4 Sign height 14
C3.5 Quality of signs, stands and/or supports 15
C3.6 Covering permanent signs 16
C4 Temporary speed limit (TSL) 17
C4.1 Introduction 17
C4.2 Requirements 18
C4.3 Location of TSLs 20
C4.4 General requirements for TSLs 22
C5 Delineation devices 24
C5.2 Use and placement of delineation devices 24
C5.3 Quality of delineation devices 25
C6 Safety zones 26
C6.2 Safety zone requirements 27
C7 Tapers 28
Traffic control devices manual part 8 CoPTTM Section C – Page i 4th edition, July 2013
NZ Transport Agency
C7.2 Types of taper 28
C7.3 Taper visibility and length 29
C8 Shoulder and lane closures 31
C8.2 Lane closures/shifts 33
C9 Road closures and detours 41
C9.2 Road closures 41
C9.3 Detours 44
C10 Positive traffic management 47
C10.2 Stop/go operations (manual traffic control) 48
C10.3 Portable traffic signals 55
C10.4 Pace vehicles (pilot) method 59
C10.5 Temporary speed humps 60
C11 Temporary traffic management (TTM) installation, management

and removal 61
C11.2 Set-up and removal of worksite 61
C11.3 Management of the worksite 65
C12 Unattended worksites and activity at night 66
C12.2 Unattended worksites 66
C12.3 Excavations 66
C12.4 Activity at night 68
C13 Pedestrians and cyclists 70
C13.2 Pedestrian requirements 70
C13.3 Cyclist requirements 74
C14 Work vehicles, equipment and materials 77
Traffic control devices manual part 8 CoPTTM Section C – Page ii 4th edition, July 2013
NZ Transport Agency
C14.1 Use of vehicles 77

C14.2 Other requirements 78
C15 Worksite access 79
C15.2 Access points 79
C16 Managing traffic queues 81
C16.2 Queuing and delays 81
C17 Light arrow system (LAS), horizontal arrow board, truck-mounted

attenuator (TMA) and variable message sign (VMS) 84
C18 Temporary road safety barrier systems 87
C18.2 Barrier hardware selection considerations 88
C18.3 Lateral placement 90
C18.4 End treatments 93
C18.5 Barrier length 94
C18.6 Ground shape 97
C18.7 Delineation 98
C18.8 Approval requirements 98
C19 Maintenance standards 99
C19.1 General 99
C19.2 Quality classifications and requirements 99
C19.3 Evaluation for classification of TTM devices 100
C19.4 Personal safety 106
C19.5 Maintenance of traffic management measures 106
Traffic control devices manual part 8 CoPTTM Section C – Page iii 4th edition, July 2013
NZ Transport Agency C1 General
C1 General
C1.1.1 Definition Static operations are activities contained within a fixed worksite.
Activities within a moving worksite are subject to the rules and guidelines in
section D Mobile operations.
C1.1.2 Closure The length of any closure must be the minimum required to undertake the
length activity.
Closures should generally not be longer than 1km.
C1.1.3 Number of A worksite must be under the control of only one contractor at a time.
contractors at a If another contractor wishes to undertake activity on the same section of
worksite road they must request permission from the current worksite contractor,
the engineer and/or the traffic management coordinator (TMC), or other
road controlling authority (RCA) authorised person.
The TMC/engineer, or any other RCA-authorised person, must approve any
amendment to the existing traffic management plan (TMP) if it has to be
adjusted to accommodate another contractor's activity.
C1.1.4 Inclement When adverse weather conditions affect visibility to the signs and/or the
weather worksite so that sign visibility distance to the first sign cannot be achieved,
conditions it may be necessary to cease the activity and clear the worksite of all
personnel in the interests of safety.
In exceptional cases it may also be necessary to clear the carriageway of all
obstructions caused by the works, if this can be done safely. A decision on
the need to clear the carriageway should be based on consideration of all
prevailing circumstances, including:
• the nature of the works
• traffic volumes, and
• weather conditions.
Traffic control devices manual part 8 CoPTTM Section C – Page 1 4th edition, July 2013
NZ Transport Agency C2 Worksite layout
C2 Worksite layout
C2.1 Introduction
C2.1.1 General For level low volume (LV) and level 1 roads the worksite layout is based on
the permanent speed limit or RCA-designated operating speed.
For levels 2 and 3 temporary traffic management (TTM) the layout of the
approach signing, the initial taper(s) and any associated worksite activity
must be based on the permanent speed limit. From the end of the initial
taper the temporary speed limit (TSL) may be used for the layout of any
subsequent tapers and the remainder of the worksite.
C2.1.2 Sign The uninterrupted sight distance from an approaching road user to the first
visibility distance advance warning sign is defined as the sign visibility distance, A.
(A) The higher the permanent speed limit, the greater the sign visibility distance
required.
Sign visibility distances are given in the layout distance tables for levels LV,
1, 2 and 3.
C2.1.3 Warning The distance between the first advance warning sign and the start of the
distance (B) taper, or the start of the longitudinal safety zone if no taper is required
(refer to subsection C6.2.2 Longitudinal (lead in) safety zones), is defined
as the warning distance, B.
The warning distance is normally achieved by locating signs at the
appropriate sign spacing. Where this cannot be achieved the sign spacing
distances will need to be increased.
The warning distance has only been shown on drawings where the
cumulative sum of sign spacing distances on an approach to a closure is
less than, or equal to, the minimum warning distance required.
Warning distances are given in the layout distance tables for levels LV, level
1 and level 2.
C2.1.4 Sign spacing The sign spacing distance, C, is defined as the distance between two signs.
distance (C) Temporary warning and regulatory speed signs are required to be located at
sign spacing distances to allow the road user to read, understand and
comply with the sign’s message.
Signs that have a supplementary plate displaying a distance to a taper must
be placed that specific distance in advance of the start of the taper or in
advance of the longitudinal safety zone when no taper is required. If
required, extend sign spacing to achieve minimum warning distance.
Where the cumulative sum of sign spacing distances on an approach to a
worksite is less than the minimum warning distance required, the sign
spacing will need to be increased such that the warning distance is achieved.
Sign spacing distances are given in the layout distance tables for levels LV,
1, 2 and 3.
C2.2 Explanation of dimensions in worksite layout distances tables
Dimensions Refer to
A Sign visibility C2 Worksite layout

distance
B Warning C2 Worksite layout

distance
C Sign spacing C2 Worksite layout
D Longitudinal C6.2.2 Longitudinal (lead

safety zone in) safety zones
Note: Apart from
approved TTM equipment,
this space must be
maintained as a
completely clear zone.
E Lateral safety C6.2.3 Lateral safety zones

zone
Note: Apart from
this space must be
maintained as a
F Lane width C2 Worksite layout
G Taper length Note: Apart from

this space must be
maintained as a
Working space – The area set aside for work.
Closure – The area of carriageway which road users are excluded

from (eg the taper, longitudinal and lateral safety zones and any end
taper).
C2.3 Level LV worksite layout distances

Permanent speed limit or RCA-
≤50 60 70 80 90 100
designated operating speed (km/h)
Traffic signs
A Sign visibility distance (m) 50 60 70 80 90 100
B Warning distance (m) 50 or 30* 80 105 120 135 150
C Sign spacing (m) 25 or 15* 40 50 60 70 75
Safety zones
D Longitudinal (m) 0 0 0 0 0 0
Lateral (m)+
E 1 1 1 1 1 1
+ (Optional for LV roads)
Tapers
G Taper length (m)# 25 30 35 40 45 50
Delineation devices
Cone spacing in taper (m) 2.5 2.5 5 5 5 5
Cone spacing: working space (m) 10 10 20 20 20 20
* The smaller minimum distance (dimensions B and C) can be applied to accommodate roading
constraints.
+
On LV roads, the lateral safety zone may be reduced or eliminated in order to retain a single lane
width. Positive traffic control and an appropriate TSL are to be used.
#
Where there are road environment constraints (including intersections and commercial accesses),
a 10m taper with cones at 1m centres may be used for speeds 50km/h and under. This does not
apply on state highways or where portable traffic signals, manual traffic controller (stop/go) or
priority give way, are used.
On all roads tapers may be reduced to 30m where portable traffic signals, manual traffic controller
(stop/go) or priority give way, are employed.
Lane widths
(km/h) 30 40 50 60 70 80 90 100
F Lane width (m) 2.75 2.75 3.0 3.0 3.25 3.25 3.5 3.5
Except for delineation device spacings, which are maximum values, the distances specified in the
above tables are minimum values.
LV/low-risk roads
Working on roads designated as LV/low risk (less than 250 vehicles per day (vpd) - less than 20
vehicles per hour), with clear sight distance to the operation and an operating speed of less than
65km/h:
• Use an appropriate advance warning sign (static installation) and amber flashing beacon on
working vehicle when on the shoulder.
• Consider stop/go or give way control of traffic when activity encroaches onto lane.
If the above requirements cannot be achieved, the operation must be modified to comply with the
requirements of a higher risk rating.
C2.4 Level 1 worksite layout distances

Permanent speed limit or RCA-
≤50 60 70 80 90 100
designated operating speed (km/h)
Traffic signs
A Sign visibility distance (m) 50 60 70 80 90 100
B Warning distance (m) 30 or 50* 80 105 120 135 150
C Sign spacing (m) 15 or 25* 40 50 60 70 75
Safety zones
Longitudinal (m)+
D 5 or 10* 15 30 45 55 60
+(Not required on LV roads)
Lateral (m)+
E 1 1 1 1 1 1
+(Optional on LV roads)
Tapers
G Taper length (m)# 30 50 70 80 90 100
G LV roads taper length (m) #
25 30 35 40 45 50
K Distance between tapers (m) 40 50 70 80 90 100
Delineation devices
Cone spacing in taper (m) 2.5 2.5 5 5 5 5
Cone spacing: Working space (m) ##
5 5 10 10 10 10
* Larger minimum distances apply where there is more than one lane each way and on all state
highways.
+
On LV roads the longitudinal and lateral safety zones may be reduced, or eliminated, in order to
retain a single lane width. Positive traffic control and an appropriate TSL are to be used.
#
Where there are road environment constraints (including intersections and commercial accesses)
a 10m taper with cones at 1m centres may be used for speeds 50km/h and under. This does not
apply on state highways or where portable traffic signals, manual traffic controller (stop/go) or
priority give way are used. On all roads tapers may be reduced to 30m where portable traffic
signals, manual traffic controller (stop/go) or priority give way are employed.
##
LV roads: double the cone spacing alongside working space (eg 5 = 10, 10 = 20).
Lane widths
(km/h) 30 40 50 60 70 80 90 100
F Lane width (m) 2.75 2.75 3.0 3.0 3.25 3.25 3.5 3.5
LV/low risk roads

Working on roads designated as LV/low-risk roads (less than 250vpd - less than 20 vehicles per
hour), with clear sight distance to the operation and an operating speed of less than 65km/h:
• Use an appropriate advance warning sign (static installation) and amber flashing beacon(s) on
working vehicle when on the shoulder.
• Consider stop/go or give way control of traffic when activity encroaches onto lane.
If the above requirements cannot be achieved, the operation must be modified to comply with the
requirements of a higher risk rating.
Permanent/TSL (km/h) ≤50 60 70 80 90/100

Traffic signs
A Sign visibility distance (m) 60/50+ 70/60+ 80 100 120
B Warning distance (m) 100/75 +
120/90 +
140 160 200
C Sign spacing (m) 50/35 +
60/45 +
70 80 100
Safety zones
D Longitudinal (m)* 15 20 30 45 60
E Lateral (m)
1. Behind cones 1 1 1 1 1
2. Behind concrete barrier 0.5 0.5 0.5 0.5 0.5
3. Behind other barriers As recommended by manufacturers
Tapers
H Initial taper length per lane** 90/50+ 100/60+ 120 150 180
I Subsequent taper length per lane 50 60 70 80 100
K Minimum distance between tapers 50 60 70 80 100
Delineation devices
All tapers 2.5 2.5 2.5 2.5 2.5
Approaches, between tapers and around
5 5 10 10 10
the working space
At merge and diverge points for ramps
2.5m for 10m either side 2.5m for 20m either side
Spacing
and slip lanes, intersecting road entry and

of a change in alignment of a change in alignment
exit points, and worksite access points
* A longitudinal safety zone is not required when a barrier completely protects the approach end of
the worksite.
** Taper length is based on a single lane shift of 3.5m.
+ The longer distance is the desirable distance, the shorter distance is the minimum distance
required. The longer distances must be used wherever possible. The shorter distances may only
be used where there are road environment constraints.
Lane widths
(km/h) 30 40 50 60 70 80 90 100
F Lane width (m) 2.75 2.75 3.0 3.0 3.25 3.25 3.5 3.5
Approach signage, the initial taper and longitudinal safety zone must be based on the permanent
speed limit. The layout of the remainder of the worksite, including any subsequent tapers, is based on
the TSL.

Permanent/TSL (km/h) ♦80 100
Traffic signs
A Sign visibility distance (m) 100 120
C Sign spacing (m) - Desirable 160 200

Sign spacing (m) - Minimum 80 100
Safety zones
D Longitudinal (m)* 45 60
E Lateral (m)
1. Behind cones etc 1 1
2. Behind concrete barrier 0.5 0.5
3. Behind other barriers As recommended by manufacturers
Tapers
H Initial taper length per lane** 150 180
I Subsequent taper length per lane*** 80 100
K Minimum distance between tapers 80 100
Delineation devices
All tapers 2.5 2.5
Approaches, between tapers and around the working space 10 10
Spacing
At merge and diverge points for ramps and slip lanes,

2.5m for 20m either side of a
intersecting road entry and exit points, and worksite access
change in alignment
points
♦ For temporary speeds less than 80km/h use the C2.5 Level 2 worksite layout distances table.
 The desirable sign spacing distance must be used wherever possible. The minimum sign spacing
distance may only be used where there are road environment constraints.
Where only one sign is erected in advance of the start of a cone taper the distance from the sign
to the start of the taper must be 2xC.
* A longitudinal safety zone is not required when a barrier completely protects the approach end of
the worksite.
** Taper length is based on a single lane shift of 3.5m.
*** Only applicable where the taper is a sufficient distance from temporary speed restriction for
motorists to have slowed down to the temporary speed.
Lane widths
(km/h) 30 40 50 60 70 80 90 100
F Lane width (m) 2.75 2.75 3.0 3.0 3.25 3.25 3.5 3.5
General
above table are minimum values. Approach signage and the initial taper must be based on the
permanent speed limit. Any subsequent tapers, and the remainder of the worksite, are based on the
applicable permanent or TSL.
C2.7 Lane widths
The temporary lane width is a function of the speed limit applied at a

worksite.
The temporary lane widths for all levels of road for TTM are:
Permanent/TSL(km/h) 30 40 50 60 70 80 90 100
F Lane width (m) 2.75 2.75 3.0 3.0 3.25 3.25 3.5 3.5
Temporary lane widths are measured as the available clear distance

between delineation devices.
Temporary lane widths must not exceed 4m.
If the activity does not affect the traffic lane these tables need not be
applied.
C2.7.1 Heavy Worksites with a high proportion of heavy vehicles may require lane widths
vehicles greater than the values given in the table above.
NZ Transport Agency C3 Signs and worksite zones
C3 Signs and worksite zones
C3.1 Introduction
C3.1.1 General All TTM signs must meet the design requirements in section B1 Signs.
C3.2 Worksite zones
C3.2.1 Three A standard worksite is divided into three distinct, but interrelated, zones.
worksite zones These are:
• advance warning
• direction and protection, and
• end of works.
C3.2.2 Signs in TTM signs provide the road user with information on:
worksite zones
Advance The presence of
warning the worksite
and the type of
hazard.
Direction The route they

and are required to
protection travel to
negotiate the
worksite safely.
The areas of the
road which may
and may not be
used.
The start and
end of the TSL
for the worksite.
End of The end of the

works hazard created
by the worksite
and the return
of normal road
operating
conditions.
C3.2.3 Advance Advance warning signs alert road users to a hazard or activity on, or near,
warning zone - the road.
signs The signs indicate the nature of the hazard or activity. The signs must be
placed at specific distances from the hazard to give road users sufficient
time to slow down or to change their direction of travel.
Advance warning signs are required where the normal operating conditions
of the road are changed due to the nature of the activity. Advance warning
signs are required for traffic travelling in all directions for all activities on the
carriageway, shoulder and footpath.
When the activity and associated safety zones are outside the edgeline and
not on a sealed shoulder or footpath, advance warning signs are required in
only one direction. For example, a power line maintenance activity outside
the edgeline on a grass shoulder only requires advance warning signs in the
direction of travel affected.
For level LV and level 1 roads a reduced level of advance warning is
acceptable where:
• work does not affect a live traffic lane
• work is completed during daytime hours
• the posted speed limit is 50km/h or less.
This may be a line of cones along the extent of the activity beside the live
lane. In such situations the working space and any associated safety zone
must not encroach into the temporary lane width.
Advance warning signs, and their appropriate use, are described in
subsection B1.4.1 Advance warning.
C3.2.4 Direction The direction and protection signs advise road users that the normal traffic
and protection lanes are not available and that they are required to change lanes, or that
zone - signs manual traffic controllers (MTC) or portable traffic signals are operating.
A limited number of regulatory signs may also be used.
Direction and protection signs, and their appropriate use, are described in
subsection B1.4.2 Direction and protection.
C3.2.5 End of End of works signs advise road users that the worksite or temporary hazard
works zone - signs has been passed. The signs further advise that the condition of the road and
the speed limit are returned to normal operating conditions.
The end of works signs are placed as follows:
If a TSL has been in place the speed limit must be

reinstated to the permanent speed limit.
Road users are also provided with any advisory

information connected with the worksite.
If the advance warning is provided by a T1 (TW-1)

type road works sign then the end of works sign is the
TG2 (TW-16) Works End sign.
On two-way two-lane roads the TG2 (TW-16) Works
End sign is erected on its own stand opposite the first
advance warning sign for a road works worksite.
The TG2 (TW-16) Works End sign must be displayed
on the left-hand side.
Where the first advance warning sign is installed on
both sides of the road, the TG2 (TW-16) Works End
sign may be placed on the back of each advance
warning sign.
A TG31 (TW-17) Thank You sign may be erected

immediately below the TG2 (TW-16) sign, when the
additional message is considered desirable. The Land
Transport Rule: Traffic Control Devices 2004 (TCD
rule), part 3, schedule 1, number W7-7.1 allows a
combined TG2/TG31 (TW-16/TW-17) plate. This
may be used in the dimensions given in the rule.
If the advance warning is anything other than a

T1A/B (TW-1/TW-1B) then the end of works sign is
the TG31 (TW-17) Thank You sign.
The TG31 (TW-17) Thank You sign is erected on its
own stand opposite the first advance warning sign for
the worksite.
If advance warning signs are located on both sides of
the road a TG31 (TW-17) Thank You sign may be
attached to the back of each sign.
End of works signs, and their use, is described in subsection B1.4.3 End of
works.
C3.3 Position of signs
C3.3.1 Location of On all roads temporary warning and regulatory signs are required to be
temporary located on the left-hand side of the road for the direction of travel. On
warning and TSL level 2 and level 3 roads, and multilane level 1 roads additional temporary
signs warning and speed limit signs must be located on the right-hand side of the
road.
Except for LV roads and other roads with an annual average daily traffic
(AADT) of less than 500vpd, TSL signs must be gated (a TSL sign on each
side of the road).
On two-way two-lane roads repeater TSLs are required at no more than
400m intervals on the left-hand side for each direction of travel.
On multilane roads, all repeater signs must be gated to ensure that
vehicles in the offside lane can see a TSL sign.
C3.3.2 Positioning Signs must be located in a manner such that the safety of road users,
of signs including pedestrians and cyclists, is not affected.
Signs must not be placed in a marked cycle lane or on a footpath unless it is
safe to have them there. A delineation device, such as a cone, must be
placed next to a sign erected in a cycle lane or on a footpath so that the
extent of encroachment of the sign base into the cycle lane or footpath is
clearly delineated.
All traffic signs must be positioned to ensure they are:
• upright
• 0.5m clear of the travelled path, wherever possible, on level LV and
level 1 roads
• 1.25m clear of the travelled path wherever possible, on level 2 and
level 3 roads
• not obscured by parked vehicles, trees or other obstructions. In a less
than 65km/h area, a 10m clear space must be provided as shown in the
diagram below
10 metre (approx 2 car parks)
PN11 PN11
6m
Footpath max
30
Parking Lane
Traffic Lane
• not encroaching on a marked cycle lane

• not encroaching on a footpath unless:
– adequate footpath width remains as per section C13 Pedestrians and
cyclists
– any protruding edges of the sign and base are delineated by cones to
aid sight-impaired pedestrians
• not a hazard to road workers or road users, including cyclists
• not obscuring view of other signs, devices or other traffic on the road
• not directing traffic into incorrect or dangerous situations
• kept clean in accordance with maintenance standards especially in dusty
or muddy conditions
• removed or covered when the activity ceases, and
• sign bases must not be left in place, without signs attached, in a manner
that will be a hazard to any road user, including pedestrians and cyclists.
All signs must be mounted on stands (or in the case of road closures, signs
may be mounted on a barricade/barrier).
At least one delineation device must be placed at the base of each sign
stand on the side closest to traffic:
• on levels 2 and 3 at all times
• on levels LV and 1 at night
• on any other roads when required by the RCA/TMC
• unless more are specified on the TMP.
Where worksite restrictions such as local topography, median barriers, or

bridges preclude the placing of the required signs either:
• the signs must be moved away from the site restriction and additional
signs provided, or
• smaller signs may be used, subject to the approval of the RCA and
engineer.
Subject to application via a TMP and approval by the RCA, median barrier
brackets may be used to support TTM signs.
Note: When a sign on a barrier is removed, the bracket must also be
removed.
Details of any variations to the standard placement of signs must be
specified by the site traffic management supervisor (STMS) on the TMP
where applicable, or associated on-site record and hazard identification
form.
Minor variations to the normal placement of signs must be noted by the
STMS/TC on the on-site record.
C3.3.3 Sign If a sign placement is required at a position where it does not meet the NZ
visibility Transport Agency’s Traffic control devices manual part 8 Code of practice for
temporary traffic management (CoPTTM) sign visibility distance (layout
dimension A), the sign should be advanced up to one sign spacing (layout
dimension C).
If it still does not

meet the sign
visibility distance
requirements, a
sign should be
Sign visibility
erected in the
original position
and an additional
sign placed one
sign spacing in
advance of the
original position.
The aim is to give
road users
sufficient warning
when approaching
the worksite.
C3.4 Sign height
C3.4.1 Minimum Signs must be installed to the minimum heights given in the following table.
height of signs
Road level Minimum height from ground Minimum height from ground
level to lowest edge of sign level to middle of main sign
Level LV and level 1 N/A 1250mm
Level 2 and level 3 1000mm N/A
C3.4.2 Level LV 1250mm minimum height from ground level to middle of diamond-shaped
and level 1 sign.
Level LV and Level 1 –

1250mm
Ground level
C3.4.3 Level 2 and 1000mm minimum height from ground level to lowest edge of sign.
level 3
Level 2 - 1000mm
Level 3 - 1000mm
Ground level
C3.5 Quality of signs, stands and/or supports
Refer to section C19 Maintenance standards for details of the quality of

signs, stands and/or supports.
C3.6 Covering permanent signs
C3.6.1 Covering Road users could be confused if the information on existing signs is not
existing signs applicable at a worksite.
The RCA may approve the altering, covering or replacing signs to suit the
worksite circumstances. It is essential that any signs at the worksite visible
to road users accurately represent the prevailing conditions at all times.
All permanent signs that no longer apply during the activity phase must be
covered, removed, or temporarily modified. However for short-term
operations, overhead gantry signs do not need to be covered unless
required by the RCA.
Temporary signs must not be allowed to obscure existing permanent signs
that still apply.
Permanent signs covered, removed or temporarily modified during the
period of activity must be restored during uplift of the closure, unless the
activity involves permanent removal or replacement of the permanent
signs.
The material used to cover any permanent signs, which no longer apply
during the activity, must prevent all road users viewing the sign and also
reflection from vehicle's headlights at night.
Non-adhesive material must be used to cover permanent signs that are not
applicable for the duration of the work. Adhesive material will damage the
reflective material on the sign reducing its night time visibility.
Note: Some materials that are non-breathable and/or plastic may cause
heat damage or moisture damage to the reflective surface.
The material used to cover the signs must be:
• durable
• opaque
• breathable/non-condensation forming, and
• securely fastened.
Spray-on masking materials must not be used to cover up permanent signs

because the removal process may damage the sign surface.
C3.6.2 Covering Curve advisory signs must only be covered where

curve advisory the advisory speed value is higher than the TSL
signs imposed.
In this situation, the supplementary speed plate
must be covered and the yellow diamond-shaped
sign indicating the type of the curve must remain
visible to road users.
An additional TSL sign RS1 and TG1 (RG-4) may be
placed adjacent to any curve advisory sign that has
been covered because the supplementary speed
plate has higher speed value than that of the TSL at
the worksite.
NZ Transport Agency C4 Temporary speed limit (TSL)
C4 Temporary speed limit (TSL)
C4.1 Introduction
C4.1.1 Purpose The installation of a TSL helps to control traffic at temporary hazards and
for special events.
The TSL gives positive direction and guidance and, if set at an appropriate
level, should receive a good level of compliance.
C4.1.2 Land Transport The TSL requirements in CoPTTM are in accordance with the Land
Rule: Setting of Speed Transport Rule: Setting of Speed Limits 2003 and subsequent amendments.
Limits 2003
C4.1.3 Authorising The RCA, or a person with delegated authority, must authorise the setting
TSLs of a TSL for a worksite.
The TSL is authorised when the TMP is approved. The TMP includes details
of the TSL and the approximate length (eg TSL 30km/h for 70m).
Any change to the authorised TSL needs to be approved by the RCA or a
person with delegated authority.
C4.1.4 General The speed limit should not exceed the maximum safe travel speed for the
conditions.
In determining a TSL, consideration should be given to:
• the danger to all road users
• the degree of pedestrian and vehicle activity
• the type and extent of the activity in progress
• the danger to road workers, and
• the characteristics of the road (eg the driving conditions of the site).
A TSL must:
• be authorised by the RCA or person with delegated authority
• have a drop in speed of 20km/h or more from the existing permanently
gazetted speed limit
• be reduced in multiples of 10km/h
• be appropriate to the condition of the road, and
• not be lower than 20km/h.
C4.2 Requirements
C4.2.1 When TSLs TSLs must be appropriate for the type of worksite activity and the condition
may be needed of the road surface.
TSLs may be needed where one or more of the following conditions exist:
• there are loose materials or stones on a sealed road which has been
repaired or reconstructed
• the surface of the road is being sealed or resealed
• personnel or equipment, and their associated safety zones encroach on
the existing lanes
• visibility is restricted while travelling through the worksite due to dust,
work equipment, construction materials or abnormal weather conditions
• the alignment, width or road surface is reduced to a standard lower than
adjacent sections of road
• the safety of road workers and road users could be affected
• emergencies, eg flooding, slips, crashes
• single-lane traffic operation of a two-lane two-way road
• a reduced number of lanes is available
• there is reduced lane width
• there are good technical reasons (eg the road might otherwise collapse)
• the surface has been damaged due to slip or subsidence
• non-useable shoulders that are completely out of character with the
approaches and with the normal condition of the road
• there are road features such as extremely poor alignment or detours.
In these situations, the nature of the roadway deficiency (or the traffic
control devices) should be evident to motorists so that they recognise the
need to adjust their speed.
Note:
• This list is a guide only and does not include all possible activities.
• TSLs are not mandatory for warning signs for ice grit.
C4.2.2 TSL The TSL decision matrix worksheet can be used to determine if a TSL is
decision matrix required and, if so the, appropriate TSL. This can be attached to the TMP to
worksheet justify the TSL selected. Refer to section E, appendix B Temporary speed
limit (TSL) decision matrix worksheet.
C4.2.2.1 Procedure for using the TSL decision matrix worksheet
Start point
The potential need for a TSL is identified.
Process
For each of the four categories on the worksheet (1. Minimum lane width,
2. Pavement/surface condition, 3. Visibility and alignment and 4. Worksite
clutter):
• rate the worksite and decide if it is excellent, average, below average or
poor
• decide whether the worksite is in the upper or lower range of the rating
you have selected
• record the possible TSL for that category in the circle provided on the
right.
Transfer the lowest possible TSL to the bottom circle.
If the lowest TSL is at least 20km/h below the permanent speed limit that
TSL should be applied.
Use several worksheets if more than one TSL is required within a worksite.
Once the need for a TSL has been determined the following principles are to
be used:
• The speed limit should not be so low that road users disregard it.
• The maximum safe speed is lowered by frequent hazards and potential
worksite conflicts.
• Speed limits should encourage a uniform speed but should be low
enough to allow road users time to react to unusual events or to
directions from MTCs.
• Inappropriate use of TSLs leads to a reduction in compliance by road
users. Their effectiveness is reduced when used in other situations
where they could have a positive benefit to road safety.
• A speed limit set too low will result in higher speeds and a greater mix of
speeds, both of which increase the safety risks to road users and
personnel.
Refer to section C10 Positive traffic management for details of the positive
traffic management to be used in conjunction with a TSL.
C4.2.3 Setting It is important that any TSL reflects the condition of the worksite at any
realistic TSLs given time. Therefore TSLs need to be realistic for the conditions.
If the TSL is not realistic, drivers will often ignore it. This can lead to reduced
compliance with all TSLs.
In addition, the police may have difficulty justifying the enforcement of TSLs
that are obviously not appropriate for the conditions.
To improve driver compliance, varying the TSL may be appropriate in the
following circumstances:
• Within a long worksite (over 400m)
For example, where a long worksite is established with say a 70km/h
TSL, but activity is concentrated within a specific area and a lower TSL
(say 30km/h) can be used for that stretch of road where the activity is
concentrated
• Over the activity period
Different stages of works may require different safety levels and
therefore higher or lower TSLs may be appropriate for each stage
• Over a 24-hour period
A higher TSL might be more appropriate within an established worksite
during a period when workers are not at the worksite (eg at night).
C4.2.4 Avoid Progressive speed limits (sometimes called ‘buffer speed limits’) in advance
progressive speed of a closure, eg 70km/h followed by 50km/h followed by 30km/h, that are
limits (buffer not justified in terms of the surrounding activity have proven to be
zones) ineffective in reducing traffic speeds.
Progressive speed limits should not be used and, where necessary, repeater
TSL signs should be used to reinforce the temporary speed message.
C4.3 Location of TSLs
C4.3.1 Sign At every change in speed the speed signs must be gated across the road
location (signs placed on both sides of the road facing towards oncoming traffic).
The gating of speed signs is not required on roads with an AADT of less
than 500 vehicles.
The appropriate RS1 (RG-1) and TG1 (RG-4) sign must be used for TSLs.
The relevant permanent speed sign RS1 (RG-1), RS2 (RG-2) or RS3 (RG-2.1)
must be placed at the end of every temporary speed limit.
These gated TSL signs must not be offset by more than 20m along the road.
Offset of gated TSLs

not to exceed 20m
Any side road entering an area subject to a TSL must also have a TSL and
the relevant permanent speed limit installed to derestrict the TSL.
Signs for the return to the relevant permanent speed limit - RS1 (RG-1), RS2
(RG-2) or RS3 (RG-2.1):
• On two-way two-lane roads must be placed on each side of the road at
the same point as the TSL for the opposite direction.
• On one-way roads may be placed with the Works End sign as a
supplementary plate. The signs are to be placed a distance from the
hazard as specified by the sign spacing distance for that level of road.
On levels 2 and 3 roads cones are required from the TSL sign to the start of
the taper or hazard area where no taper is installed. Where the edgeline is
well defined (ie by a clean kerb and channel) this line of cones is not
required.
Note: The police can be asked to legally enforce a TSL if road users are not
obeying the restriction and are creating an unnecessary hazard for road
workers, the road surface or other road users. The TSL can only be enforced
if the worksite is set out to the requirements of the approved TMP.
C4.3.2 Road When road works on a side road are close to an intersection the TSL is often
works on side placed on the main road. This can cause unnecessary disruption for traffic
road close to travelling on the main road.
intersection Where there is a 90 degree turn that will slow turning vehicles to
approximately 20km/h the following formulae may be used.
Location of the TSL on the intersection of a side road with permanent speed limit...
50km/h Provided a TSL can be placed 15m from the intersection and 15m from the
or less worksite taper (total of 30m) , a TSL would not be required on the main road.
Provided a TSL can be placed 15m from the intersection and 25m from the
60km/h
worksite taper (total of 40m), a TSL would not be required on the main road.
70km/h Provided a TSL can be placed 15m from the intersection and 40m from the
or more worksite taper (total of 55m) , a TSL would not be required on the main road.
C4.4 General requirements for TSLs
C4.4.1 Repeater On long worksites TSL signs must be repeated at intervals no greater than
signs 400m, as a reminder to road users of the maximum speed they may travel
past, or through, the worksite.
On two-way two-lane roads these repeater signs need to be installed at
400m intervals on the left-hand side of road users travelling through the
worksite.
On multilane roads, all repeater signs must be gated to ensure that
vehicles in the right hand or centre lanes can see a TSL sign.
These signs must always be erected on the left-hand side of the road before
additional signs are erected on the right-hand side of the road.
C4.4.2 Duration TSLs must be removed as soon as the circumstances under which the speed
restriction was imposed no longer exist.
TSLs can only be approved for up to six months.
Should a TSL be required for more than six months, the RCA must review
the TSL, and if it is still required, a new TMP must be approved.
C4.4.3 Long-term A TSL would not normally be used where a road has a
performance long-term deficiency not caused by road works (eg poor
deficiencies alignment or slippery surface).
It is more appropriate in these circumstances to use a
permanent warning sign with a yellow background (eg
WR3).
C4.4.4 Covering When placing a TSL, any existing speed signs within the TSL area that show
existing speed a speed other than the TSL must be covered (except for an overhead
limits gantry).
For short-term worksites involving a gantry, repeat the TSL after the gantry
(as it is difficult to cover the speed sign).
Long-term worksites are treated on a case by case basis. The STMS must
ensure their TMP covers any requirement to obscure larger permanent
signs.
C4.4.5 Recording The placement of the TSL signs sets the speed limit. To be legally
details of the enforceable the location and time of placement of the TSL must be
placement of TSL recorded.
Details of location of the TSL must be recorded in either the:
• on-site record, or
• company documentation (if it contains the same TSL information as the
on-site record).
The details that must be recorded are:
• date and time TSL installed
• placement (route positions, house numbers or relative to a fixed point
such as culvert or bridge marker)
• length of TSL (m)
• date and time removed.
The accuracy of details is to be within ±20m.
The details of the placement of the TSL must be retained for at least
12 months, or longer if the worksite is under investigation.
C4.4.6 Excessive If during an audit of a worksite it is determined that there is excessive or

or inappropriate inappropriate use of TSLs contravening section C4 Temporary speed limit
use of TSLs (TSL) (eg leaving in place a 30km/h TSL once works have been removed or
finished) a non-conformance will be issued, regardless of the overall
worksite condition rating.
NZ Transport Agency C5 Delineation devices
C5 Delineation devices
C5.1 Introduction
C5.1.1 General All delineation devices must meet the requirements in section B2
Delineation devices.
For short-term worksites the form of devices should superimpose
themselves on the permanent system to the extent that they dominate it by
size, colour and reflectivity.
Permanent road markings should not be altered for short-term worksites.
For long-term worksites on level 2 and level 3 roads the permanent road
markings should be modified to reflect the revised situation.
Cones and other delineation devices are used for a variety of applications
within a worksite. These devices are usually placed in the direction and
protection zone of a worksite.
Different types of devices should not be mixed or used over distances of
less than 100m.
C5.2 Use and placement of delineation devices
C5.2.1 Use Cones and tubular delineators are mainly used to mark tapers and to form
temporary traffic lanes.
Barrels are used to convey bulk. Where used to separate road users from
non-frangible objects, such as concrete barriers or parked plant, an RD6L
(RG-17) or RD6R (RG-34) sign must be placed alongside the barrel.
Alternatively, the first barrel in a row of barrels can be placed to indicate the
appropriate side on which road users are to pass.
The use of steel drums is prohibited.
C5.2.2 Placement Delineation devices must be placed in accordance with the appropriate
layout distance tables for levels LV, 1, 2 and 3 in C2 Worksite layout.
These devices must be installed in straight lines and/or smooth curves to
help road users travel past the hazard.
On all level 2 and 3 layouts cones must be installed along the edgeline,
from the first RS1 (RG-4) TSL sign to the start of the taper or working space
where no taper is installed.
Where the edgeline is well defined (ie by a clean kerb and channel) this line
of cones is not required.
NZ Transport Agency C5 Delineation devices
C5.2.3 Edge Edge marker posts do not meet the requirements for temporary delineation
delineation and they must not be used for TTM.
Edge delineation with existing marker posts and/or raised pavement
markers (RPMs) must be maintained where the edge of the carriageway
remains unaltered during the roadwork activity.
Where traffic is required to deviate from their normal path of travel or the
nature of the activity requires shoulder reconstruction and/or the removal
of the edge marker posts, temporary delineation must be installed.
Where a hazard is created, side delineation must be used to guide the road
user past the hazard.
Permanent edge marker posts and/or RPMs must be reinstated before the
removal of the temporary delineation devices.
Edge marker posts that conflict with temporary delineation may either be
covered or removed.
C5.2.4 Cone bars Cone bars are light weight, striped orange and black, or yellow and black
plastic poles with rings at each end to connect cones together.
They may be used to provide a channel for pedestrians on sites where

workers are in attendance. These may be used for guidance but must not be
used to replace a safety fence.
C5.3 Quality of delineation devices
Refer to section C19 Maintenance standards for details of the quality of

delineation devices.
NZ Transport Agency C6 Safety zones
C6 Safety zones
C6.1 Introduction
C6.1.1 General Safety zones provide additional protection for road workers and road users.
The safety zones are three dimensional extending from the front, the sides
and above the working space.
The safety zones include the coned tapers, even though these areas are not
included in the longitudinal safety zone dimension.
The safety zones (including coned tapers) must be clear zones. This means
no truck-mounted attenuators (TMA), arrow boards, equipment storage,
stockpiling, working or walking in the safety zones.
Signs and delineation devices are the only pieces of equipment allowed in
the safety zones.
Lateral
Safety Zone
E
Longitudinal
D Safety Zone
G Taper
NZ Transport Agency C6 Safety zones
C6.2 Safety zone requirements
C6.2.1 Working An adequate working space must be provided within the closure to allow for
space the movement of workers, equipment, materials and vehicles, including
sufficient waiting and storage space for the above items.
The working space may vary during the period of the activity and need not
be a constant width.
C6.2.2 Longitudinal A longitudinal safety zone is the initial portion of a closed lane in advance of
(lead in) safety the working space.
zones Longitudinal safety zones are measured from the end of the taper leading
into the working space to the start of the hazard.
Minimum lengths for longitudinal safety zones are given in the layout
distance tables for levels LV, 1, 2 and 3 in section C2 Worksite layout.
Where longitudinal safety zones cannot be achieved on level 2 roads a
TMA must be installed to provide safety for road users, road workers and
equipment. This must be specified on the TMP and approved by the RCA.
C6.2.3 Lateral Lateral safety zone is the minimum distance from the edge of the live lane
safety zones to the edge of the working space.
There must be a safety zone between the working space and the edge of the
live lane.
C6.2.4 Overhead At all worksites where activity is being carried out above the road, all road
safety zones users must be adequately protected from falling objects by nets, platforms
or other devices, or alternatively the respective part of the carriageway
must be closed.
Where the activity will impose a temporary height restriction, eg a safety
platform or falsework underneath a bridge soffit, the RCA must approve it.
Road users must also be warned of the temporary height restriction.
The maximum legal vehicle height permitted on roads is 4.25m but road
users often illegally exceed this limit.
C6.2.5 Working in STMS/traffic controllers (TC) may enter a safety zone to place, replace and
safety zones remove TTM equipment, as necessary.
In accordance with inspection requirements for the level of road, personnel
may enter a safety zone to maintain TTM equipment.
C6.2.6 Dimensions The dimensions of safety zones are given in section C2 Worksite layout.
of safety zones
NZ Transport Agency C7 Tapers
C7 Tapers
C7.1 Introduction
C7.1.1 General Tapers are used to move traffic from its normal travel path to a temporary
travel path around, or through, a working space.
Tapers are created by placing a number of delineation devices, usually
cones or other suitable delineation devices, in a straight line or smooth
curve across the width of the lane that is no longer available for use.
C7.1.2 Taper Devices used in tapers must meet the specifications described in section B2
devices Delineation devices.
C7.2 Types of taper
C7.2.1 Shifting Shifting taper is used where traffic is simply required to shift laterally
tapers without conflict with other traffic.
On levels LV, 1 and 2, two-lane two-way roads that have been reduced to
one lane and are being used alternately by traffic in each direction, the taper
can be reduced to 30m provided a TSL of 20km/h or 30km/h is imposed
and cones are spaced at 2.5m centres.
MTCs, portable traffic signals, or priority give way signs (less than
1000vpd) are always used to control this situation.
C7.2.2 Merging Merging taper is used on multilane roads where one lane of traffic must
tapers merge into another lane.
Merging must only be carried out one lane at a time. Where more than one
merge is required, the subsequent merge(s) may use a taper rate greater
than the initial taper, provided a TSL has been applied prior to the initial
taper.
C7.2.3 Multiple Closures of more than one lane require multiple tapers. Lane closures must
tapers be effected one lane at a time. The distances between multiple tapers are
given in the layout distance tables for levels 1, 2 and 3 in section C2
Worksite layout.
C7.2.4 Chicanes A chicane involves merging multiple lanes of traffic into a single lane prior
to a shift laterally around the working space.
Chicanes are only used on level 3 roads and passing lanes.
The benefits of chicanes are:
• better controlled merging of the various lanes particularly the higher
speed right-hand lane
• worksite layout approaches are uniform
• traffic is calmed by lane merging and shifting well in advance of the
working space
• optimum capacity and improved safety through the worksite.
When merging traffic on a passing lane the use of chicanes is essential

unless the lane is completely closed.
Chicanes are used where there is a sufficient length of road free of
intersections.
Chicanes are most frequently used when activity is being undertaken in the
left lane but they may also be used in other situations.
C7.3 Taper visibility and length
C7.3.1 Taper Tapers should be located so that their full length is visible to approaching
visibility traffic.
Where this is not possible at least two thirds of the taper must be visible.
If this cannot be achieved the taper length must be extended so that the
two thirds requirement can be achieved.
C7.3.2 Taper The length of taper depends on the speed limit and the lateral shift.
length Tapers are specified as a taper length for all TTM levels and are given in the
layout distance tables for levels LV, 1, 2 and 3 in section C2 Worksite layout.
Taper lengths shown on these tables are based on a lateral shift of 3.5m.
For levels 2 and 3 roads initial tapers are based on the permanent speed
limit and after this taper and longitudinal safety zone the layout of the
worksite including any subsequent tapers are based on the TSL.
C7.3.3 Lengths of Taper lengths are based on a lateral shift of 3.5m, which generally equates
tapers for a lateral to the width of a live lane.
shift of less than For lateral shifts of less than 3.5m the length of the taper may be reduced.
3.5m The reduction in the length of the taper is calculated as follows:
(the lateral shift ÷ 3.5) x the taper length for a 3.5m shift.
Example: level 1 road – 100km/h:
• lane width = 3.5m
• taper length for 3.5m shift = 100m
• lateral shift required = 2.7m.
Revised taper length = (2.7m ÷ 3.5) x 100 = 77m

The following table shows conservative taper lengths for given lane shift
widths.
Shortened taper lengths for lane shifts/closures of less than 3m
Level 1 taper lengths in metres and (cone numbers)
Closure or lane shift width 50km/h 60km/h 70km/h 80km/h 90km/h 100km/h
> 3.0 Apply the full taper length
2.0 – 3.0 25 (11) 35 (15) 50 (11) 60 (13) 70 (15) 85 (17)
1.0 – 2.0 15 (7) 25 (11) 30 (7) 35 (8) 40 (9) 45 (10)
< 1.0 5 (3) 10 (5) 15 (4) 25 (6) 30 (7) 35 (8)
Numbers in brackets are the cone numbers required.
C7.3.4 Taper length On all levels of road 10m long shoulder tapers with at least 5 cones at no
where shoulder is greater than 2.5m spacings are permitted where shoulder width is less than
less than 2.5m 2.5m and works do not affect live lane.
C7.3.5 Taper length On level LV and level 1 roads where there are road environment constraints
where there are road (including intersections and commercial accesses) a 10m taper may be
environment used for speeds 50km/h and under.
constraints This does not apply on state highways or where portable traffic signals,
MTC (stop/go) or priority give way are used.
If a 10m taper is used, delineators in the taper must be placed at 1m centres.
Note: Where MTC (stop/go), portable traffic signals or priority give way
are used, tapers may only be reduced to 30m.
NZ Transport Agency C8 Shoulder and lane closures
C8 Shoulder and lane closures
C8.1 Introduction
C8.1.1 General Shoulder closures are used to provide minimal disruption to traffic on all
roads where the works are restricted to a trafficable shoulder that is
typically 2m or more wide.
Lane closures are used to protect the working space. Traffic is directed into
another lane and guided past the working space.
C8.1.2 Shoulder If the activity is on a sealed or unsealed shoulder, the shoulder should be
closures closed with a T138 (TW-1.6) Shoulder Closed supplementary plate attached
to the T1A/T1B (TW-1) road works sign.
C8.1.2.1 Shoulder closure on level LV, level 1 and 2 roads with speed
limits of less than 65km/h
On level LV, level 1 and level 2 roads with speed limits of less than 65km/h,
activity may be carried out as follows:
• Activity on the berm or footpath does
C8.1.3
Parking Lane
not require advance warning,
Footpath
however, traffic management must be
provided where pedestrians or cyclists
Berm
are affected
• Advance warning T1A/B (TW-1) and
works end TG2 (TW16) are optional if:
TG2
– the work vehicle (light truck or TG2
smaller) is parked in a legal parallel

C
car park, and

– vehicle is only accessed from the
off traffic side
vehicle
Work
• Large plant and machinery must not

be used in this situation; a more
substantial closure is required.
B
A
T1A
C8.1.3.1 Shoulder closures on level LV and level 1 roads
Where activity is carried out in the legal parking lane, the following
minimum standard of TTM must be provided:
• a 10m taper
• a longitudinal safety zone
• cones alongside the work vehicle and the working space
• a 1m lateral safety zone along the working space
• a T1A (or other appropriate advance warning sign) mounted on the back
of the work vehicle
• the work vehicle is no larger than a light truck. Large plant and
machinery must not be used in this situation; a more substantial closure
is required.
Parking Lane
Footpath
Berm
TG2
TG2
C
E
vehicle
Work
D
G=10m
T1A
A B
T1A
T1A (TW-1) road works and TG2 (TW16) works end signs are optional.
These layouts must only be used during daylight hours.
C8.1.4 Lane A lane should be closed to traffic whenever an activity is carried out:
closures • such that passing traffic is required to cross a lane line, or cross a
centreline and it is not possible to retain the existing number of lanes
• where the air space up to 6m over the area is occupied by the activity or
where there is a risk of objects falling from above
• in a location where the combination of signing and physical restriction
created by the working space plus safety zone will not result in a
satisfactory reduction in traffic speed to maintain a safe working space
• where there is insufficient room to maintain the same number of traffic
lanes past the closure as is on the approach to the worksite while
satisfying the minimum lane width requirements.
C8.1.5 Length The length of shoulder and lane closures must be kept to a minimum while
ensuring the longitudinal safety zones are still provided.
The length of the working space must not exceed 1km for shoulder and lane
closures without specific approval from the RCA.
Shoulders and lane closures should be shortened as activity progresses
along the road.
C8.1.6 Lane Shoulder closures and lane closures must be such that the minimum lane
widths widths given in the layout distance tables for level LV, 1, 2 and 3 roads in
section C2 Worksite layout and in the lane width table in subsection C2.7
Lane widths are always provided.
These lane widths are the clear lane widths and are exclusive of delineation
devices, safety zones and road markings.
Temporary lane widths must not exceed 4m.
Worksites with a high proportion of heavy vehicles may require lane widths
greater than the minimum widths specified.
C8.2 Lane closures/shifts
C8.2.1 Signs used Lanes must be closed with a TL2L/R (TW-7), TL3L/TL33 (TW-7.1) or TL4
for lane closure (L/R) (TW-7.2BL/R) lane closure sign, as detailed in subsection B1.4.2
Direction and protection to warn road users that normal lanes are not
available.
Lane closure signs are only placed in advance of the start of the taper
and are not required at the start of the taper.
C8.2.2 Level LV The lane closure sign does not require a supplementary sign displaying the
and level 1 lane distance to the lane closure.
closures The sign is placed in advance of the taper at the appropriate distance as per
the layout distance tables for levels LV, 1, 2 and 3 in section C2 Worksite
layout.
C8.2.3 Level 2 The lane closure sign requires a supplementary sign displaying the distance
lane closures to the lane closure.
Depending on worksite requirements, the first lane closure sign is placed at
least one sign spacing in advance of the start of the taper.
For multiple lane closures, the second lane closure must be signed at least
one sign spacing in advance of the start of the second taper.
Multiples of 100m may be used instead of the sign spacing.
C8.2.4 Level 3 There must be two lane closure signs. Each sign requires a supplementary
lane closures sign displaying the distance to the lane closure.
The first lane closure sign must be placed 400m in advance of the start of
the taper.
The second lane closure sign is placed at a distance of 200m from the start
of the taper.
For multiple lane closures, the second lane closure must be signed 100m in
advance of the start of the second taper.
C8.2.5 Centre On roads with three or more lanes in one direction, centre lane closures are
lane closures not permitted.
Exception
The only exception to this is a level 1 road which is not a state highway and
has a permanent speed of 50km/h or less.
In this exception only, centre lane closures are permitted provided:
• traffic merges only in one direction
• there is a definite lane shift (either left or right), and
• tapers move traffic to the side of greatest capacity.
In all other cases, where activity must be conducted in a centre lane, the
lane(s) on either the left or right must also be closed.
On level 3 roads it is recommended that the right-hand lane be closed.
On level 1 and level 2 roads the other lane to be closed must be stipulated
by the contractor in their TMP and reviewed by the RCA or delegated
person who has the ultimate decision as to which lane is closed.
Consideration should be given to intersections, including turning bays, when
choosing the lane to be closed.
C8.2.6 Lane shifts The signing of lane shifts follows a similar pattern to that for lane closures
but implies simultaneous lateral shifts of lanes rather than merging of one
lane with another.
Lane shifts are only signed when two or more lanes in one direction must
shift simultaneously past a hazard.
Lane shifts are indicated with TL5L/R (TW-8) and TL6L/R (TW8.1) signs.
Lane shift signs are not required for two-lane two-way roads. In these
situations an RD6L (RG-17) sign must be installed at the start of the row of
delineation devices that separates the opposing traffic flows.
On level 2 and level 3 roads the lane shift signs require a supplementary
sign displaying the distance to the lane shift. Where traffic has to shift twice
it may not be appropriate to display the distance to the second shift,
especially at short worksites.
C8.2.7 Contraflow Where a contraflow is established on a multilane road, a longitudinal safety

on multilane road zone of 2xD is to be established to provide separation of vehicles.
See diagram below.
RD6L
F E
2xD
G
RD6L
RD6L
C8.2.8 Allowing Cones in a channel must be offset by a minimum of 10m where the direction
heavy vehicles room changes to allow for heavy vehicles to manoeuvre without hitting the cones.
to manoeuvre See diagram below.
10m
10m
10m
10m
E F F
RD6R 10m
10m
10m
10m
On all cone thresholds, 10m must be left between the closure and the cone
threshold to allow for heavy vehicles to manoeuvre. See diagram below.
RD6L
F
10m
RP41 RP4
RD6L
30m
E F
C8.2.9 Using the If the traffic demand expected is likely to exceed the capacity of the road
shoulder as a during activities the shoulder may be used as a temporary lane.
temporary lane A shoulder used as a temporary lane must:
• be safe for traffic to traverse at the given TSL
• be checked by the engineer to ascertain that the shoulder is strong
enough to carry heavy vehicles
• be at least the minimum width for the speed through the worksite
• have adequate overhead clearance
• have adequate visibility along its length (vegetation may need to be
trimmed and traffic signs moved, with the permission of the RCA)
• not have a surface level height difference of more than 25mm from the
adjacent traffic lane for multiple lane situations where the shoulder is
used as one of those lanes and
• be delineated on both sides unless travel paths are clear.
C8.2.10 Presence C8.2.10.1 Work on level LV and level 1 roads – signs required on level 2
of intersecting road
roads and on- and
off-ramps A level 1 sign can be used on a level 2 road when indicating that activity is
on the level LV or level 1 road.
The signs may be placed on the level 2 road without the need for a mobile
operation provided:
• the sign placement can be carried out safely from the footpath or berm
• no signs or cones are walked across the road unless a pedestrian
crossing is used
• any vehicles involved are parked off the road, preferably around the
corner on the level LV or level 1 roads.
A level 1 STMS (not a TC) must take charge of the worksite when the level 1
signs are placed on the level 2 road.
C8.2.10.2 Work on level 2 and 3 roads - signs required on level LV or

level 1 roads
When the worksite is on a side road of a higher level (say level 2) than the
road where the advance warning signs are required (say level 1) then the
advance warning signs may be in accordance with the lower level.
C8.2.10.3 Level LV, 1, 2 and 3 roads
Where lanes are closed through intersections the delineation devices must
allow for turning movements of the vehicles entering or leaving from side
roads.
Where side roads have two or more lanes turning into the main road that
has lanes closed because of the activity, tapers must also close the
respective lanes on the side roads.
Lane closure tapers should not start within 50m of an intersection on level
2 roads. This distance is extended to 100m clear of any ramp or intersection
on level 3 roads measured from the point where the merge area finishes, or
where the diverge area commences.
If the operation blocks a side road and a MTC cannot direct the traffic
around the closure then a detour may be required, refer to section C9 Road
closures and detours.
Merging of traffic from a side road having two lanes at the intersection into
a road with only one lane at a worksite is unsafe. The number of lanes on a
side road must not exceed those available for road users bypassing the
closure.
C8.2.11 Work at or Work that significantly alters approach speeds, traffic density, lane
near signalised availability or approach alignment can significantly affect traffic signal
intersections operation.
Work that damages vehicle detection systems, hardware or cabling, or
generates spurious demands, may also severely affect signal operation.
Vehicle detector loops may extend up to 120m in advance of the painted
limit line.
Therefore, where the activity occurs at or adjacent to existing signalised
intersections the RCA must be advised at least five working days prior to
commencement of any activity.
Where multiple signalised intersections occur close together the taper
lengths may need to be altered or lane closures extended.
C8.2.12 Work at All or part of a roundabout should be closed whenever activity occurs on or
or near adjacent to a roundabout if the required safety zones cannot be met.
roundabouts On multiple lane roundabouts where the activity is confined to one lane, all
entrances must be reduced to a single appropriate lane as for ordinary
intersections and the respective lane on the roundabout closed except
where required for exits.
Where entrances or exits are required to be closed the requirements of
section C9 Road closures and detours must be followed.
C8.2.13 Passing Where activity occurs within a passing lane the following principles apply:
lane/passing bay • If the start of the first taper is less than 600m from the start of the
closure principles passing lane, the lane must be completely closed from its start point to
the working space.
• If the start of the first taper is more than 600m from the start of the
passing lane, a taper should be installed in advance of the working space
as for a normal lane closure.
• If the passing lane extends for 600m or more beyond the closure then
the lane should be opened. If there is less than 600m of passing lane to
travel, the lane should remain closed.
Note: The figure of 600m is based on the distance required to safely pass
another vehicle at 100km/h whilst allowing for a safe sight distance ahead.
This distance can be reduced in consultation with the RCA based on local
conditions where traffic is travelling much slower, such as on steep
gradients.
A passing lane must have signs placed on both sides of the road for both
directions of travel.
C8.2.14 Working For short-term static activities the same approach will be adopted as for
next to a flexible activity behind cones. This is to require a 1m lateral safety space between
barrier the wire-rope barrier and the working space.
For long-term activities allowance must be made for barrier deflection as
detailed by the manufacturer.
C8.2.14.1 Examples of how to set up for activity next to flexible barrier
2 + 2 lane road
• Close lane each side (usually a mobile closure).
2 + 1 lane road
• Close one of two lanes. Complete activity from the closed lane with a
coned 1m lateral safety zone.
• A TSL and positive traffic management must be applied to the single
lane.
1 + 1 lane road
• Place a centreline type static closure with a TSL and positive traffic
management.
C8.2.15 Construction C8.2.15.1 Use of MTC or portable traffic signals in a lane closure
or reconstruction of
an existing road For the purpose of construction or reconstruction of an existing road
surface surface or during final trimming, where a single lane operation is required,
the traffic must be separated by:
• cones or similar form of delineation, and
• using MTCs, portable traffic signals or priority give way signage -
RP51/RP22 (RG-19.1) and RP52 (RG-20).
Where the traffic is not separated from the working space by delineation,
for example during final trimming of the running surface prior to surfacing :
• the construction equipment must stop and activity cease while traffic is
moving through the working space
• each work vehicle must be fitted with a TV4 (TW-34) Pass with Care
sign, and
• at all times construction equipment must travel in the same direction of
normal traffic.
Even though the machinery is stopped it may be necessary to provide a pilot
vehicle to lead traffic through the worksite.
C8.2.16 Lane For chip sealing and resealing activities under MTC’s control with an
delineation during installed 30km/h TSL the following cone spacings may be used in the lane
sealing and delineation (excludes tapers and lane shifts):
resealing • 5m spacing can be increased to 10m spacing
activities on level • 10m spacing can be increased to 20m spacing.
LV, 1 and 2 roads
Note: This above exemption applies only to full width chip sealing and
resealing worksites. It does not apply to chip sealing of patch repairs. It does
not apply to the cone spacing in tapers.
NZ Transport Agency C9 Road closures and detours
C9 Road closures and detours
C9.1 Introduction
C9.1.1 General A road closure is defined as the complete closure of all trafficable lanes to
all road users. A total road closure should only be considered if there is no
practical means of providing a safe worksite or by the scope of activity
required.
A detour is a temporary route to guide road users around a worksite
operation.
C9.2 Road closures
C9.2.1 Criteria for In general there are four criteria for closing a road:
closing a road • An emergency
For example, a traffic crash: closed immediately by emergency services
and RCA notified immediately
• Unsafe road conditions
For example, floods, slips, snow: closed immediately by the police, Civil
Defence, etc in consultation with the RCA or engineer
• Road works (with delays of more than 15 minutes)
Five (5) days notice is required, closed by the RCA
• Cultural or sporting events
42 days notice is required, closed by the RCA.
All planned road closures and detours must be authorised in writing by the
RCA.
C9.2.2 Emergency In the event of an emergency, emergency services may close a road to
services may secure a worksite.
close a road The RCA must be informed immediately if this type of situation arises. This
is normally a requirement of the RCA's emergency strategy procedures.
C9.2.3 Notification The RCA must notify other affected RCA's, the police, fire service,
ambulance services and the New Zealand Automobile Association (AA) of
any planned road closures or detours.
If the proposed detour route includes roads under the authority of another
RCA, the RCA must ensure that the road has been approved for use as a
detour route by the responsible RCA.
In addition to other required notification procedures, the following minimum
advance notice must be provided prior to closing any length of road:
• By the engineer to the RCA
Two (2) working days following receipt of TMP, in writing
• By the contractor to the public

– five (5) working days before commencing activity where the activity
is recognised as a road work activity, otherwise
– 42 days before holding an event by advertisement in the appropriate
daily newspaper. Refer to section E, appendix E Newspaper
advertisement standard for a typical format, or
– other specified media as detailed in the contract documents.
This notification will only be made after the RCA has agreed to the proposal
to close the road. Any additional public notification requirements must be
specified by the RCA. The media releases must be formatted to the
approval of the RCA and approved as part of the proposed TMP procedure.
Provision for these should be made in the contract documents (schedule of
prices).
C9.2.4 Motorway In cases where the motorway is completely closed to traffic in one direction
Closures or both directions, the normal application of road closure signs, cones,
barriers, fences or barricades at on and off ramps must be reinforced by a
double line of cones at a normal warning distance from the working space.
TMA vehicles parked outside this inner cordon must be parked with their
attenuators down and facing the normal direction of traffic. Vehicles inside
the cordoned worksite are not subject to this requirement.
The double lines of cones must be either continuous or chicaned.
Examples of TMDs for motorway closures can be found in section H.
C9.2.5 Gore area A gore area is an area of seal at an on- or off-ramp located outside the
and acceleration edgelines of the ramp.
lane An acceleration lane is an area at an on-ramp which allows drivers to
increase speed and safely merge with traffic.
When undertaking activity in the gore area or acceleration lane on level 2
and level 3 roads, the ramp on which the activity is being carried out must
be closed.
C9.2.5.1 Gore area
Point at which seal separates or a

physical island starts
Gore area
C9.2.5.2 Acceleration lane

Gore area Acceleration lane
C9.3 Detours
C9.3.1 Detour All detour routes must be agreed in advance with the affected RCA(s), and
routes full information provided to all emergency services.
Detours must provide a clearly delineated route for road users around the
road closure.
All detour routes must be designed using roads that are capable of handling
the volume and type of traffic that normally would use the closed road.
Consideration needs to be given to the following points:
• pavement (strength, surface)
• geometry (width, terrain, intersections)
• environment (dust noise)
• political (different RCAs, funding).
The length of a detour versus the expected time of closure and the location
of the activity determines the practicality of installing a detour. It is
acknowledged that in some remote areas of New Zealand practicable
detours do not exist.
Signs used for all detours must comply with those shown in section
B1 Signs.
Where a road closure affects more than one important destination, each
destination should be individually signed with a different symbol on the
signs, to ensure that road users can find their way to the correct destination.
This principle also applies to opposing traffic flows where both have been
affected by the closure.
C9.3.2 Detour The TD3A (TW-21) Detour Ahead Follow

signs available for Symbol sign is used for advance warning of a
use detour.
The TDA 1 to 6, TDB 1 to 6, TDC 1 to 6, TDD 1 to

6 (all TW-22) detour direction indicator signs
guide and reassure road users along the route of
a detour.
The sign ensures road users other than those
following the detour are not misdirected.
The detour direction indicator signs are always mounted horizontally with
the arrow either vertically upward, at 45 degrees upwards to the left or
right, or horizontally to the left or right.
For multiple detours at one locality different symbols can be used for each
detour. Recommended symbols include a square, circle and triangle.
Symbols may be any colour provided that colour contrasts with the orange
sign background.
C9.3.3 Detour The principle of signing detour routes is to ensure that road users can safely
signing principles and effectively navigate their way to their intended destinations without any
confusion or excessive delay. The sign layout must not cause road users not
affected by the closure to deviate from their intended route.
Sufficient signs must be erected along the detour route to direct road users
to such a point where they can continue their journey using permanent
route sign information. This usually involves directing road users back onto
their original route of travel, at a point past the worksite.
C9.3.4 Detour The TD3A (TW-21) Detour Ahead Follow Symbol sign gives advance
signing warning of a detour.
A TLS (TW-7) 100m, 200m, 300m, 400m supplementary distance plate
may be attached to this sign and the distance shown must be no greater
than 400m, rounded to the nearest 100m.
The TD3A (TW-21) sign may only be used if an RD3 (RG-16) Road Closed
sign is installed at the closure. The TD3A (TW-21) sign is used to direct
road users to a suitable alternative route.
At subsequent changes of direction along the route TDA 1 to 6, TDB 1 to 6,
TDC 1 to 6, TDD 1 to 6 (all TW-22) direction indicator signs should be used.
Road users diverted from a closed section of road are advised to follow the
specified symbol along the diversion route until the intended route is
rejoined.
By employing this system, the entire detour route can be indicated ahead of
time by the symbol chosen, which will be meaningless to road users who
have not seen the sign at the start of the detour.
It is most important that a detour route is clearly and consistently signed
throughout its length and that a TD5 (TW-23) Detour Ends sign is erected
at the end of the detour. The purpose of this sign is to indicate to road users
that the special temporary signing terminates at that point and that the
permanent signing should now be followed.
Detour signs have black legends on orange backgrounds. This is to
distinguish them from permanent directional signs and to attract the road
user's attention in the unusual surroundings of the detour route.
In general the following principles apply to detour signage:
• The first TDA 1 to 6, TDB 1 to 6, TDC 1 to 6, TDD 1 to 6 (all TW-22)
direction indicator sign should be located no more than 100m past the
TD3A (TW-21) Detour Ahead Follow Symbol sign.
• The frequency of subsequent TDA 1 to 6, TDB 1 to 6, TDC 1 to 6, TDD 1
to 6 (all TW-22) signs will depend on the intersections encountered and
route required. The road user must be confident that they are on the
correct detour route at all times.
On level LV and level 1 roads marker arrows should not be placed more
than 1km apart. On level 2 and level 3 roads they should be not more
than 2km apart.
• TDA 1 to 6, TDB 1 to 6, TDC 1 to 6, TDD 1 to 6 (all TW-22) signs should
always be placed well before multilane intersections to allow the road
user to select the appropriate lane necessary, and at the intersection.
• TDA 1 to 6, TDB 1 to 6, TDC 1 to 6, TDD 1 to 6 (all TW-22) signs should
also be placed at, or immediately after, important or complex
intersections, irrespective of whether a change in direction was required,
to confirm that the road user is on the correct detour route.
NZ Transport Agency C10 Positive traffic management
C10 Positive traffic management
C10.1 Introduction
C10.1.1 General TSL signs alone will not ensure that vehicles will pass through a worksite at
the correct speed.
Worksites need positive traffic management controls, in almost all
circumstances, to reduce vehicle speeds to the TSL.
Positive traffic management is any additional measure/s that safely reduces
traffic speed to the TSL. It does so by exerting a natural and acceptable
restriction on traffic and highlights the reason for the need to slow down
from the perspective of the driver.
Positive traffic management measures must be used when installing TSLs of:
• less than 70km/h in areas with permanent posted speed limits of
100km/h, or
• less than 50km/h in areas with a permanent posted speed limit of
70 or 80km/h.
Positive traffic management measures may also be applied where traffic is
not complying with the TSL.
C10.1.2 Types of The most effective means of reducing

positive traffic the speed of traffic through a worksite
management is to use active TTM measures,
including, but not limited to:
• MTCs using stop/go paddles
• portable traffic signals, and
• pace vehicles (pilot).
Other means of effectively reducing

the speed of traffic through a worksite
are the use of passive TTM measures, these include, but are not limited to
narrowing lane widths adjacent to the working space by the use of cones or
other delineation devices to increase the phenomenon known as ‘Side
Friction’.
When approaching the MTC position, the cone threshold is an example of
side friction.
• close spacing of delineation devices, and
• using flashing beacons, flares, or illuminated signs
• using temporary speed humps
• cone offset delineation (where cones are placed either side of a lane(s),
the cones on one side are placed longitudinally offset from the other by a
half cone spacing).
Different levels of positive traffic management will be necessary depending

on the nature of the activity, the level of road as specified by the RCA, sight
distances and road alignment.
All positive traffic management measures must be detailed in the approved
TMP.
C10.1.3 Control of All two-way two-lane roads reduced to one lane require MTCs or portable
two-way two-lane traffic signals to manage traffic.
roads reduced to Special exemption may be granted by the RCA for roads carrying less than
one lane 1000vpd, in which case the TL9L/TL9S (TW-13) or TL9B (TW13.1) One
Lane sign must be used in conjunction with RP51/RP22 (RG-19.1) Single
Lane - Give Way and RP52 (RG-20) Single Lane - Priority signs.
The use of MTCs during the hours of darkness and during times of poor
visibility should be avoided.
C10.2 Stop/go operations (manual traffic control)
C10.2.1 General Stop /go operations must not be used where two-way traffic flow can
be maintained past a worksite.
An MTC is a person employed by the contractor to manage traffic through a
worksite. An MTC must receive a briefing and thorough training relating to
the task from an STMS.
MTCs may be used for situations that include:
• stopping traffic to avoid a hazard
• allowing traffic from opposite directions to use one lane alternately
(alternating flow)
• stopping all road traffic to allow construction traffic to cross or for
blasting, or tree work
• slowing traffic where they need to travel very slowly, eg over new seal or
in poor visibility, and
• giving road users verbal instructions or directions.
For long-term worksites, MTCs should be regarded as inappropriate.
The recommended device for traffic management at these worksites is
portable traffic signals or barrier arm systems. A description of the use of
portable traffic signals is in subsection C10.3 Portable traffic signals and
their specifications and operational requirements are in section B5 Portable
traffic signs.
C10.2.2 Equipment MTCs must use stop/go paddles except in unforeseen emergency
required situations when flag or hand signals may be used.
A cone threshold is installed to slow traffic and to separate the MTC
position from passing vehicles. The minimum requirement is five cones
placed at the taper spacing for the permanent speed. Where the speed
exceeds 70km/h, this may be extended to 10 or more cones.
If the use of MTCs for activity at night cannot be avoided, the MTCs must
be on an area illuminated by artificial lighting. An illuminated red wand
must be used in conjunction with the stop/go paddle. If there is insufficient
light then MTCs must not be used.
Additional delineation devices should be used to assist the MTC provided
they do not create a hazard to road users.
The wearing of clothing that obscures an MTC’s view of approaching
vehicles (excluding PPE) and the use of devices that reduce the awareness
of an MTC to the sound of approaching vehicles are forbidden.
C10.2.3 MTC’s A typical layout for an MTC operation can be found in layout example
layout essentials diagram F2.14 (old E2.5). The principles for layout for MTC operations are
set out below:
Provide advance warning of road works ahead by either T1A

or T1B (TW-1) signs at each end of the worksite.
A T144 (TW-1B3) 30km/h ahead sign can also be used in
conjunction with the T1 (TW-1) sign.
A TA2 (TW-15) sign (advance warning of MTC ahead) and

the TA21 (TW-15.1) supplementary plate (Please Stop On
Request) are placed at each end of the worksite.
Note: These signs must be covered or removed
immediately MTC operations cease.
Place a TG1/RS1 (RG-4) 30km/h TSL gated (except for LV

roads) across the road.
Note: If the permanent speed limit is 40km/h either
20km/h TSL may be used or the existing permanent speed
limit of 40km/h may be retained. If the 40km/h permanent
speed limit is retained, positive traffic management must be
used to compensate for the extra speed.
The TSL can be placed before the TA2/TA21 (TW-15.1)
flagman stop on request sign if required.
Provide positive traffic management in the form of cones on

the centreline and edgeline (5 cones placed at the taper
spacing for the permanent speed).
A cone may be placed in front of the first vehicle once it has
stopped. This prevents drive-offs.
Where tapers are required, these must be at least 30m.

An end taper is mandatory to prevent drivers who are
queue jumping entering the end of the closure.
If the use of MTCs for activity at night cannot be avoided,

Activity at the MTCs must be on an area illuminated by artificial
night lighting.
If there is insufficient light then MTCs must not be used.
C10.2.4 Visibility MTCs should take particular care to ensure they are:
of MTC • visible at all times and in particular at dawn or dusk, against low morning
or evening sun, when in shadow on a sunny day, or in dusty conditions
• well lit at night
• not obstructing a road user’s view of other signs and devices
• not hidden by other signs and devices.
C10.2.5 Mandatory Worksites controlled with MTCs must have a TSL of 30km/h.
30km/h Note: If the permanent speed limit is 40km/h either 20km/h TSL may be
used or the existing permanent speed limit of 40km/h may be retained. If
the 40km/h permanent speed limit is retained, positive traffic management
must be used to compensate for the extra speed.
Positive traffic management must be used to ensure speeds of approaching
traffic are reduced.
C10.2.6 Location MTCs must have a clear view of approaching road users for at least 120m.
of MTC The STMS/TC must check that each MTC is stationed in the correct
position.
Side roads intersecting a worksite under the management of MTCs must
also have an MTC at the intersection to help side road traffic pass safely
through the worksite. An MTC must never control more than one approach.
It is the STMS/TC's responsibility to ensure the TA2 (TW-15) sign
(Advance warning of MTC ahead) and the TA21 (TW-15.1) supplementary
plate (Please Stop On Request) are set up before the MTCs begin operation
and are taken away when the MTCs are no longer operating.
MTCs must stand facing oncoming traffic at the beginning of the cone taper
on the left-hand shoulder or on the edge of the road and behind the cone
threshold on the other lane.
Note: Under no circumstances may MTCs stand or operate unprotected in
a live lane. If they need to communicate to a road user, they should do so
from the shoulder once their vehicle has stopped.
C10.2.7 Number Normally two MTCs will be needed (one at each end of the worksite).
of MTCs required
If the working space is very short (less than 30m), on all level LV roads or
level 1 roads under 1,000vpd and the MTC has at least 120m clear visibility
from either direction beyond the point vehicles may need to stop, then one
MTC operating in the middle of the worksite may be used.
Single operators must be protected from working space and traffic hazards,
and must not manage traffic unless it is safe to do so.
Work around intersections may require the use of three or more MTCs.
T1A/T144
A
TG2
Must have 120m
TA2/TA21
C
clear visibility beyond

point vehicles need
C
RS1/TG1 RS1/TG1
to stop
RD6L
RS1/RS2/ RS1/RS2/
RS3 RS3
C
10m
STOP
RD6L
30m
PN11
E F
PN11
RP41 RP4
PN11
D
30m
PN11
RD6L
10m
The MTC stands

clear of the live lane
C
RS3 RS3
RS1/RS2/ RS1/RS2/
RD6L
at the centre of the
RS1/TG1 RS1/TG1
closure
C
C
TA2/TA21 TG2
A
T1A/T144
Must have 120m

clear visibility beyond
point vehicles need
to stop
C10.2.8 Working Where multiple MTCs are used they must:

with multiple • ensure that road users cannot see a conflicting message from the MTC
MTCs at the opposite end of the worksite
• be in continuous radio contact with each other when they are not visible
to each other.
C10.2.9 MTC MTCs should:

procedures • maintain eye contact with the driver of the first approaching vehicle
• give definite and clear signals as shown below
• ensure they have an escape path ready in the event of a vehicle
appearing not to stop
• be courteous at all times in dealing with the public, and
• maintain direct control of the stop/go paddle at all times (ie the MTC
must not insert the paddle in a cone and walk away)
• remain in place until directed by the STMS/TC to leave, or be relieved by
another worker.
To stop traffic
To stop traffic turn the paddle to stop and
facing the traffic raise the other hand into
the stop position with the palm towards
the traffic.
To move traffic
To move traffic, turn sideways then turn
the paddle to go and use the arm nearest
the traffic to wave road users on with a
sweeping movement across the body in
the direction of travel.
C10.3 Portable traffic signals
C10.3.1 General Portable traffic signals

must not be used
where two-way traffic
flow can be
maintained past the
closure.
Portable traffic signals
are used for TTM where
alternating traffic flows
STOP
STOP
are required on
temporary single lane,
bidirectional roads.
Alternating flow controlled
Where portable traffic by portable traffic signals
signals are used on a
road where a side
road(s) intersects the
worksite, MTCs may
only be used on side
roads if they have
control of the signals
and can ensure both
signals are on stop
before releasing traffic
from the intersection. If STOP The MTC only releases
they do not have this traffic from the intersection
control then portable when both portable traffic
signals are set to stop
traffic signals must not
be used.
Portable traffic signals
are used to:
• allow traffic from
opposite directions
to use one lane
alternately
(alternating flow),
and
• stop all traffic to
allow construction
traffic to cross or for
blasting.
C10.3.2 Portable traffic signals are intended for activities of relatively short duration.
Requirement Where activities continue for more than two months without the location of
the working space changing, temporary fixed traffic signals must be
installed.
Portable traffic signals must not be used where there is still sufficient road
width to allow traffic to flow in both directions at once except where two-
way traffic is controlled to allow construction vehicles to manoeuvre in and
out of a working space.
C10.3.3 Use of Application to use portable traffic signals must be made on the TMP and
compliant the details of the system must be provided in the TMP (manufacturer and
systems model description/number).
Refer to subsection B5.1.2 Certification of portable traffic signals for further
details.
C10.3.4 Training Where portable traffic signals are used, the operator must:
• be a qualified TC, and
• understand and be able to implement contingency plans.
C10.3.5 Mandatory Worksites controlled with portable traffic signals must have a TSL of 20 or
30km/h 30km/h.
Positive traffic management will often be necessary to ensure that the
speed of approaching traffic is reduced to that desired.
C10.3.6 Worksite Traffic signals must be located on the left-hand side of each approach
layout unless they would be more visible on the right.
The TA1 (TW-14) traffic signals temporary sign must be placed in advance
of the signals and at the spacing specified in the layout distance tables for
level LV, 1, 2 and 3 in section C2 Worksite layout.
Limit lines (temporary) must be installed at the appropriate locations when
using portable traffic signals.
When it is impracticable to mark a limit line on the road surface the
following signs must be used to emphasise where drivers are to stop:
• RP61 (RG-30) Stop On Red Signal mounted on the primary traffic signal
pole immediately below the traffic signal head
• RP62 Stop Here On Red Signal mounted at the point where vehicles are
required to stop.
Multiple lane approaches must be reduced to a single lane, using the
appropriate taper lengths, at least 100m in advance of signals.
120m of unobstructed visibility must be provided to all traffic signals.
C10.3.7 Operational Portable traffic signals must be regularly inspected to ensure:

checks • the settings are appropriate
• the alignment of the signal displays is correct
• the associated signs are intact and properly displayed
• detectors are functioning correctly
• there are no burnt out lamps and
• batteries are charged.
C10.3.8 Haul C10.3.8.1 Traffic signal design

route crossing
The general layout and installation of this type of traffic signal is similar to
that of a normal signalised intersection. The design may, therefore, comply
with the requirements of the Austroads Guide to Traffic Management Part 10:
Traffic Control and Communications Devices.
A primary and secondary signal display is generally sufficient for the haul
route approaches and tertiary displays may normally be omitted.
Notes detailing the method of signal operation must be shown on the
intersection design drawings.
C10.3.8.2 Vehicle actuation
Vehicle actuation is the preferred mode of operation and if used, vehicle

detection is provided on all approaches. A permanent recall is to be
provided for the public road approaches, to ensure the signals return to
green on the public road on the termination of the haul route phase and in
the event of a detector failure on the public road.
If a detector ceases to function on the haul route, that phase may be
manually controlled until the detector is repaired.
C10.3.8.3 Fixed-time operation
This mode of operation must not be used for the public road phase at haul
route crossings. It may, however, be used for the haul route phase.
C10.3.8.4 Manual control
Local site conditions or the nature of the haul route traffic may preclude the
use of normal vehicle detectors. Microwave detectors must not be used
where worksite operations in the vicinity of the crossing may generate
spurious demands. Also, very slow moving vehicles may not activate
microwave detectors. Under these conditions and where, in the opinion of
the RCA, vehicle actuation is not practicable, manual control may be used.
For manual control it is essential that the operator can clearly observe traffic
conditions on all approaches and that they ensure delays to the traffic on
the public road are minimised. The signals must also rest in green for the
public road phase when there is no demand for the haul route phase.
C10.3.8.5 Partial manual control
Partial manual control is preferred to full manual control. Under this system
the public road approaches are controlled by a detection system and
demands for the haul route approaches are made manually. The haul route
phase is also extended by a manual operation, up to the maximum green
time set for that phase.
C10.3.9 Signal- C10.3.9.1 Leaving a signal-controlled site access

controlled site
access Vehicles leaving a site through a red signal at a signal-controlled
intersection will be deemed to be entering the public road illegally.
Where vehicles may be required to leave such a site and the intersection
operates under manual or partial manual control, and there are no manual
controllers on site, an alternative exit point must be provided. This point
must be located well away from the signal-controlled intersection.
C10.4 Pace vehicles (pilot) method
C10.4.1 Use of The pace vehicle (pilot) method is very useful in restricting vehicle speeds
pace vehicles through a long worksite.
(pilot) This method involves a pilot car leading a queue of vehicles through the
worksite. MTCs are positioned at each end of the closure to stop traffic until
a pilot car is available.
The TV1 (TW-25) Pilot Car Follow Me sign is mounted on the rear, or the
roof, of the pilot car.
C10.4.2 Use of The pace vehicle (pilot) method is very useful

pace vehicles in restricting vehicle speeds through a long
(pilot) worksite.
This method involves a pilot car leading a
queue of vehicles through the worksite.
MTCs are positioned at each end of the closure to stop traffic until a pilot
car is available. The TV1 (TW-25) sign is mounted on the rear, or the roof,
of the pilot car.
C10.5 Temporary speed humps
C10.5.1 Use of A register of compliant systems is available on the NZ Transport Agency’s

compliant systems website. Refer to subsection B13.1.2 Approval for more details about
compliant systems.
C10.5.2 Installation The use of speed humps must be approved by the RCA.
of speed hump A temporary speed hump must only be used at attended worksites with
other positive traffic management measures in place.
The speed hump must be positioned a minimum of a sign spacing after a
30km/h TSL.
Note: If the permanent speed limit is 40km/h either 20km/h TSL may be
used or the existing permanent speed limit of 40km/h may be retained. If
the 40km/h permanent speed limit is retained, positive traffic management
must be used to compensate for the extra speed.
For example, within a permanent speed limit of 100km/h the speed hump
must be positioned at least 75m after the 30km/h sign.
Both the edgeline and centreline must be coned from the 30km/h TSL to
the speed hump. It is essential to give adequate warning to motorists.
If a cycle lane exists it must not be closed by the speed hump.
The recommended method of installation is to set up the positive traffic
control first and then, using MTC to protect the workers, roll out the speed
hump and leave in position.
NZ Transport Agency C11 Temporary traffic management (TTM) installation , management and removal
C11 Temporary traffic management (TTM) installation,

management and removal
C11.1 Introduction
C11.1.1 General Traffic management measures must be installed, maintained and removed
in a planned and safe manner consistent with this section or as detailed in
the approved TMP.
The installation of traffic management signs and devices must be
undertaken so that it:
• does not conflict with information on any warning signs already erected
• does not create an unavoidable hazard for road users or workers, and
• is efficient, logical and quickly isolates the working space from road users.
Short-term static worksites will usually require a mobile operation to install

and remove them.
Long-term static worksites on level 2 and level 3 roads must use a short-
term static closure to install and remove barrier systems.
On state highways and level 2 and level 3 roads, the TMP must specify the
different stages of operation (eg including the mobile operation to install
the static closure).
Prior to commencing, the STMS must check and review the approved TMP,
the site and the proposed activity to ensure they are complementary and
are appropriate. The STMS must check the road environment especially
including the on the day traffic flows to ascertain that they are at an
appropriate level for the TTM intended.
C11.2 Set-up and removal of worksite
C11.2.1 Order of On single direction carriageways signs must be deployed on the left side of
worksite the road first, and then on the right hand side of the road, if required.
establishment On bi directional carriageways, signs should be erected by travelling around
the road network in a clockwise direction taking in each side road as they
are passed. In this way all turns in and out will be to the left which is easier
and safer:
a. The first sign erected must be the advance warning sign.
b. Remaining signs are placed in order from the advance warning sign until
the works end sign is reached. The vehicle then makes a loop on a single
direction carriageway or simply turns around on a bidirectional
carriageway to make the next run. This process is continued until the
sign network is complete.
c. Tapers and delineation devices must only be placed once all signs have
been installed.
d. Before any construction equipment or materials are brought onto the
worksite a drive through check of the worksite must be made in all
directions including all side roads. This check must confirm that the
worksite is:
– safe
– to the minimum standard shown in the TMP and that:
o the restriction to traffic flow is reasonable
o the signs and delineation devices give clear messages to road
users, and
o the signs and delineation devices are securely erected and will
remain in their correct position under the expected traffic volumes
and weather conditions.
C11.2.2 Removing The removal of TTM measures must be in the reverse order of
the worksite establishment, ie reverse order for removal as per (c), (b), (a).
C11.2.3 Installation Signs must comply with the requirements of section B1 Signs and the
requirements for operational requirements of section C3 Signs and worksite zones.
signs
C11.2.4 Installing Vehicles used to install TTM equipment on level LV and level 1 roads must
signs on level LV have:
and level 1 roads • amber flashing beacon(s) visible to all approaching traffic
• signs, either T1A (TW-1) and RD6R/L (RG-17/34), or TV4 and RD6L/R
(TW-34).
If workers are not protected by another work vehicle then TTM equipment
must be installed from the side of the work vehicle.
Under no circumstances should signs be erected or any activity carried out
by personnel behind a work vehicle exposed to oncoming traffic.
Signs are to be installed so that:
• the nearest edge is at least 500mm clear of the travelled path of vehicles
• the reflective face of the sign is angled at approximately 95 degrees from
the road centreline so that the light is reflected away from the road user
• they are clearly visible to oncoming road users, and
• they are well ballasted and stable in reasonably expected weather and
traffic conditions.
C11.2.5 Installing Before installing and removing signs on level 2 and level 3 roads short-term
signs on level 2 static closures must be implemented using mobile operations.
and 3 roads These mobile operations use advance warning, shadow vehicles and work
vehicles.
While maintaining the full complement of vehicles, the roles of the vehicles
may be rotated, providing that there are no workers on the back of the
advance warning or shadow vehicles.
Signs are to be installed so that:
• the nearest edge is at least 1250mm clear of the travelled path of
vehicles
• the reflective face of the sign is angled at approximately 95 degrees from
the road centreline so that the light is reflected away from the road user
• they are clearly visible to oncoming road users, and
• they are well ballasted and stable in reasonably expected weather and
traffic conditions.
C11.2.6 Installation of All equipment used must comply with the requirements of section B2
channelling and Delineation devices.
delineation devices The spacing of delineation devices should be to the requirements of the
layout distance tables for level LV, 1, 2 and 3 roads in section C2 Worksite
layout.
Delineation devices are to be installed in straight lines or smooth curves, to
give clear direction to the road users.
On level LV and level 1 roads delineation devices can be installed and
removed by personnel on foot.
A mobile operation must be used when installing or removing delineation
devices at a static closure on level 2 and 3 roads. This must be described in
the TMP.
C11.2.7 Installation Barrier systems are used to provide continuous protection for the working
requirements for space.
barrier systems Acceptable forms of barrier system must comply with the design
requirements of section B12 Barrier systems.
The layout must conform to the approved TMP and the barrier system must
be installed in accordance with the manufacturer's recommendations.
During installation, modification and removal of the barrier system,
exposure of unprotected ends must be minimised and, where necessary,
protection must be provided.
Long-term static worksites on level 2 and level 3 roads must use a short-
term static closure to install and remove barrier systems.
C11.2.8 Redundant All redundant TTM equipment must be removed from the site or placed in a
TTM equipment safe secure location.
Redundant equipment is defined as that TTM equipment not in current use
for TTM. This includes TTM equipment not required when the site is left
unattended.
Redundant TTM signs, sign supports, sign bases and delineators, may be
stored on site provided that:
• the equipment does not remain on-site and unused for a period greater
than 48 hours
• the equipment is stored in a safe location where it will not pose a hazard
to any person or property
• STMS’s identify and appropriately manage the site specific hazards as
they apply to this matter
• the equipment must not be stored or placed on an open footpath or
cycle way
• the equipment must be stored at least 5m from edge line where no
footpath exists or, where one exists, in the back berm area (i.e. between
footpath and boundary)
Redundant TTM equipment must not be left standing nor deployed.
C11.2.9 Minimising Care must be taken to ensure that old or temporary markings are
the effect of ghost adequately erased to avoid misleading road-users with ghost markings
markings during wet and low-light conditions.
The standard for line removal is detailed in the NZ Transport Agency’s State
highway maintenance contract proforma manual (SM032). This references the
New Zealand Roadmarkers Federation’s Line removal guide which provides
detailed advice on this subject.
The SMO32 states:
Using the principles outlined in the NZRF Line Removal Guide, the Contractor
must remove all:
(a) Paint that has been applied outside the specified tolerances, including all
run-ins and runouts
(b) If instructed by the Engineer, existing markings so:
o A satisfactory level of removal is achieved in accordance with the NZRF
Line Removal Guide. Only sufficient marking material shall be removed
so that it cannot be distinguished from the driver’s eye height (nominal
1.2 m). (Note: it is acceptable for some marking material to remain in
the interstices of the pavement surface)
o The final surface texture is similar to the surrounding pavement.
Blacking out markings (using a paint marking system) prior to a permanent
removal method may be used (with the Engineer's approval) as a temporary
measure until permanent removal can be completed.
When required the Contractor shall mill existing profiled markings prior to
remarking. It may be desirable to leave a thin layer of old marking material on the
road prior to remarking so as not to damage the pavement surfacing.
C11.3 Management of the worksite
C11.3.1 Monitoring For details of the monitoring frequency for worksites refer to subsection
frequency C19.5.1 Monitoring frequency for TTM measures.
NZ Transport Agency C12 Unattended worksites and activity at night
C12 Unattended worksites and activity at night
C12.1 Introduction
C12.1.1 General Yearly studies by the NZ Transport Agency on injury crashes at road works
worksites between 2005 and 2010 show that approximately 85 percent of
crashes resulting in injury occur when the worksite is unattended.
Unattended layouts must be carefully considered and planned.
C12.2 Unattended worksites
C12.2.1 Unattended The layout of the unattended worksite must be covered in the approved
worksites TMP.
Unattended worksites must be:
• safe
• secure, and
• stable.
All equipment and materials must be positioned well clear of the live lanes
and adequate protection for road users must be maintained at all times
refer to subsection C14.1.4 Parking and storage of vehicles, plant and
materials.
Where pathways exist and there is insufficient lighting to highlight the
approach to any hazards on the path, then amber flashing warning lamps
must be installed.
C12.3 Excavations
C12.3.1 Legal According to the Health and Safety in Employment Regulation 1995,
requirement for regulation 25:
excavations Every employer must take all practicable steps to ensure, where any excavation
is:
(a) readily accessible to any person; and
(b) likely to collect or retain water of such a depth as to constitute a danger to
any person, –
– that
(c) any such excavation is covered or fenced, when no employee is in the
immediate vicinity to prevent access to it by any person; and
(d) any such excavation created in the course of the work is covered,
fenced or filled at the completion of the work.
C12.3.2 Excavations Any excavation capable of holding water must be protected in terms of the
left unattended Health and Safety in Employment Regulation 1995, regulation 25
(Excavations of Hazardous Depth).
Excavations greater than 1.5m deep must comply with regulation 24:
Excavations with a face more than 1.5m high.
Further information may be found in the Approved code of practice for safety
in excavations and shafts for foundations (1995) published by the Ministry of
Business, Innovation and Employment (Labour).
Any excavation left unattended must either be:
• fully enclosed by a safety fence
• plated, or
• backfilled.
In that order of preference, to prevent pedestrians and cyclists from falling

into them.
Barricades, cones, plastic mesh netting not supported by a solid frame and
hurdles are not sufficient to adequately protect road users from
excavations.
Guideline specifications for suitable safety fences to protect excavations are
detailed in section B6 Safety fences.
As part of preparing the worksite to be left unattended, also consider the
following actions:
• reduce the size of the worksite as much as possible
• if TSLs have been installed, consider whether these are still required or
whether the TSL should be changed (remember that changes to the TSL
must be approved)
• sweep any loose material from the sealed road surface
• check that all signs are ballasted and positioned correctly
• check that all delineation devices are clean and positioned correctly.
If the worksite is to be left unattended overnight, consider the following
additional actions:
• place amber flashing lamps on each corner of any barricade/fence, to
help make the worksite and hazard more identifiable
• ensure there is enough guidance for road users as they pass by or
through the worksite – add additional cones if required (for example if
the closure is on a corner or over a hill, extend the cones further towards
the oncoming traffic to provide more guidance).
C12.4 Activity at night
C12.4.1 General Undertaking activity at night is effective in reducing delays to traffic

because traffic volumes are lighter than during most daylight hours.
C12.4.2
Activity at night must be subject to careful additional planning and
inspection.
C12.4.3 Additional When planning night-time traffic management measures the STMS will
considerations need to consider that:
• traffic density will be less and hence traffic speed may increase
• road user’s visibility is reduced
• road users awareness may be reduced for a variety of reasons
• positive traffic management measures may be different
• additional lighting for working spaces, safety zones, MTCs, pedestrian
and cycle lane detours, and for mobile working plant is required. These
should always be chosen and mounted so that they direct light
downward. Light sources that produce glare that could dazzle road
users are not permitted, and
• Use of illuminated wands is optional and may only be used when
overhead lighting for MTCs is provided.
C12.4.4 Traffic On all levels the first temporary warning sign encountered by road users
signs must have a retro reflective fluorescent orange material background.
All signs must have a delineation device placed at the base of each sign.
The delineation device must be placed on the side of the sign to which road
users are expected to pass.
C12.4.5 Delineation On all levels of road, suitable reflectorised delineation devices parallel to
devices the direction of traffic must be installed.
For barricades and fences the recommended reflectorised delineation
device is the 200mm x 150mm retro-reflective chevron as detailed in
subsection B12.1.4 Channelling traffic. These devices should be installed at
10m spacing and at every corner.
C12.4.6 Amber On level LV and level 1 roads where there is a hazard on a footpath or cycle
flashing warning lane, amber flashing warning lamps may be placed on any barricades and
lamps fences.
A lamp may also be placed on each corner of the barricade/fence, to help
make the worksite and hazard more identifiable.
If there is insufficient lighting to highlight the approach pathway and any
hazards on the path, then amber flashing warning lamps must be installed.
Amber flashing warning lamps must be capable of maintaining their flashing
mode throughout the night while the worksite is unattended.
Amber flashing warning lamps must be clearly visible from a height of 1.1m
to 2.4m over a distance ranging from 0m to 600m from the light.
Amber flashing warning lamps may also be used as part of the advance
warning for the worksite.
When used in this manner they must be placed so that the nearest edge is
at least 500mm clear of the travelled path of vehicles for level LV and level 1
roads, and at least 1250mm clear of the travelled path of vehicles for level 2
and 3 roads.
Note: Whatever is holding the lamp must be frangible.
Long length worksites delineated entirely with amber flashing lamps may
confuse approaching road users. Delineation with reflective type devices
reduces confusion for long worksites.
C12.4.7 Artificial Artificial overhead lighting must be used for the safety of personnel and
lighting road users at all attended night time worksites. The contractor must
indicate in the TMP the type of lighting to be used.
Lighting is to be used to illuminate:
• the working space, and
• MTCs where it has not been possible to avoid their use.
Lighting must not create a disabling glare for road users. A drive through the
worksite from all approaches immediately after the lighting is installed to
check for glare must be undertaken by the STMS/TC.
Pedestrian and cyclist detours or temporary paths must be adequately lit,
especially when the worksite is unattended.
NZ Transport Agency C13 Pedestrians and cyclists
C13 Pedestrians and cyclists
C13.1 Introduction
C13.1.1 General Where activities affect pedestrians or cyclists, the TTM must ensure that:
• pedestrians or cyclists are not led into direct conflict with the operation
or traffic moving through or around the worksite
• if cyclists or pedestrians are directed into live lanes they should be
adequately protected from traffic by delineation and/or barriers and
suitable warning signs
• safe and impediment free temporary paths are provided where footpaths
and/or marked cycle lanes are blocked by the activity.
C13.2 Pedestrian requirements
C13.2.1 General Pedestrians, including those with impaired vision or wheelchair users must
be considered as part of the design, preparation, approval and
implementation of the TMP.
C13.2.2 Footpath Set out below are the minimum footpath widths.
widths
Location Minimum width Comments
Residential/Rural 0.9m Where the length of the working

space exceeds 20m, these widths
Suburban centre 1.2m may have to be increased so
pedestrians do not have to wait to
Central business district (CBD) and 2.0m pass.
commercial zones.
Commercial zones include shops,
schools, visually impaired routes, aged
persons homes, hospitals, tourist
attractions, bus stops, libraries.
C13.2.3 Alternative Where the activity impacts a footpath and minimum footpath widths
routes cannot be maintained, alternative routes with a firm smooth surface and no
trip hazards are to be provided in the following order of preference:
1. onside of road reserve away from the carriageway, or
2. between the working space and carriageway (but not into the live
lane), or
3. into the carriageway (either in a parking lane or a suitably delineated
and protected section of the existing traffic lane)
4. across the carriageway to a footpath on the opposite side with
delineation of the crossing points and kerb ramps to assist mobility
vehicles and pushchairs
Note: This option is strongly discouraged and is not to be used if the
above options are feasible (only use where there is a pedestrian or a
signalised crossing or on a level LV or level 1 road with a speed of less
than 65km/h).
5. use footpath controllers to guide pedestrians around the operation
Note: Only use this method when there is no alternative temporary
footpath safely available.
C13.2.4 Footpath Where there is no alternative footpath safely available, sufficient footpath
controller controllers are to be provided to guide pedestrians through the activity. A
footpath controller may be used to manage pedestrians, cyclists or other
road users, and road workers entering and leaving working spaces, including
people involved in events.
They can also be used to guide pedestrians where appropriate footpath
widths cannot be achieved.
Note: Footpath controller’s duties do not include duties of an MTC. A
footpath controller is suitable for footpath duties alongside a level LV or
level 1 road but must have a minimum of a level 1 TC qualification for level 2
footpath controller duties.
RCAs may require footpath controllers to be used if there are known
pockets of elderly or children in the area, that is, if activity is near rest
homes or schools.
The footpath controller must be briefed by the STMS/TC.
The briefing must cover:
• all duties required of the person
• a record for any incidents observed
• use of two way radios where these are necessary, and
• any hazards on site and mitigation methods.
The briefing is to be recorded and both parties are to sign to the effect that
the briefing has been delivered satisfactorily and fully understood.
The person selected for this duty must be someone with satisfactory people
skills, sufficient competency for the task described and a mature attitude.
C13.2.5 Protecting If pedestrians could otherwise gain access to the working space then the
pedestrians from contractor must protect pedestrians by installing:
the working space
Option When used
Safety fences Long-term or unattended worksites where there are hazards remaining for
example such as >50mm excavations or exposed cables.
Cones connected Attended worksites and only for a short period of time.
with cone bars
Note: Cone bars are not recommended where heavy equipment (eg a digger)
is being used. A safety fence is preferred in these cases.
C13.2.6 Footpath If the footpath is to be diverted into the carriageway then the traffic side of
diverted into the footpath must be delineated from the traffic by either:
carriageway
Option When used Lateral safety zone
required with delineation
Barriers Long-term worksites. 0.5m

• Long-term worksites.
Safety fences 1m
• Any unattended worksites.
• Attended worksites on level 2 roads and
state highways.
Cones connected Attended worksites on level LV and level 1 1m

with cone bars roads (except state highways) and only for a
short period of time.
C13.2.7 Ramps Kerb ramps and any other footway ramps must meet minimum footpath
width requirements and be not steeper than one vertical in eight horizontal.
C13.2.8 Pedestrian Where a pedestrian crossing becomes unusable or where the zebra road
crossings markings are removed or obliterated, the belisha beacons, discs and any
other indication of the crossing must be covered and barricades or safety
fences placed across all the pedestrian access to the crossing (on both
sides of road).
An alternative pedestrian crossing system must be provided particularly
when the crossing serves elderly pedestrians or a school.
C13.2.9 Covered A covered footpath must be provided where falling debris is a concern, refer
footpaths to subsection C6.2.4 Overhead safety zones.
C13.2.10 Lighting Temporary paths and covered footpaths must be adequately illuminated at
night, refer to subsection C12.4.7 Artificial lighting.
This may mean that artificial lighting to the appropriate level required by
Australian and New Zealand Standard 1158.1.1:1997 Road lighting - Vehicular
traffic (Category V) lighting - Performance and installation design requirements
(AS/NZS 1158.1.1:1997) has to be installed.
C13.2.11 Signage Suitable detours and their applicable signs are:

for temporary
paths and detours Pedestrian crossing closed
TU1 (TW-30) Crossing Closed Please Use
Alternative Crossing.
Note: Whenever this sign is installed, there must be
an alternative crossing available.
Footpath closed and pedestrians are to be

directed across the road to an alternative footpath
TU2 (TW-31) - Footpath Closed Please Use Other
Side.
Pedestrians must not be required to cross more than
2 lanes without a central pedestrian refuge.
Note: This sign can only be erected on level LV and
level 1 roads with a posted speed limit of less than
65km/h. Care must be taken when using this method
above 50km/h.
When using this sign it must be shown in the TMP
with sight distances to the sign. Minimum sight
distances to the sign are:
• 75m at 50km/h
• 100m at 60km/h
Directional arrows for temporary footpaths

adjacent to the working space
TU31 to TU36 (TW-33) Pedestrian Direction sign.
C13.3 Cyclist requirements
C13.3.1 General Cyclists must be accommodated in the TMP.
C13.3.2 Temporary Wherever cycle lanes are installed on an existing road they must be
paths and detours replaced with alternative lanes if the normal cycle lane is affected by the
worksite activity.
Where because of road environment constraints there is insufficient width
to fit a replacement cycle lane while maintaining existing traffic lanes, a
contractor may consider merging the cyclists into the traffic lane. To use
this option the contractor must have TMP approval and must provide a
threshold treatment including a TSL to enable the cyclists to merge into the
traffic lane.
A Cycle Lane Closed sign must be used to alert cyclist to the merge ahead.
A T230 (TW-2.16.1) Cyclists Ahead sign followed by a 30km/h TSL must
be used in advance of the merge to alert motorists.
The merge must be coned.
See the diagram on the next page.
Example where cycle lane is merged with traffic lane.
E F
30m
F
Cycle lane
CYCLE
LANE
CLOSED
C13.3.3 Cycle lane Set out below are the minimum temporary cycle lane widths.
and shared
footpath/cycle Type of lane Speed Minimum Width (m)
way widths
Single direction cycle lane Speed limit does not exceed 1.0m *
50km/h
Single direction cycle lane Speed limit exceeds 50km/h 1.5m
Two-way cycle lane Any speed 2.0m
Shared footpath and cycle way Any speed 2.2m #
*Note: A minimum lane width of 1.5m is required if the temporary cycle

lane is uphill as riders tend to pump their cycles from side to side as they
climb the hill.
#
Note: Where a shared footpath and cycle way is reduced to less than 2.2m
wide, cyclists should be excluded by closing the cycle way.
C13.3.4 Signs to Suitable detours and their applicable signs are:

be used for
temporary paths Cycle lane needs to be closed and cyclists are to
be directed into the live lane
and detours
Cycle Lane Closed sign.
Directional arrows for temporary cycle lanes

adjacent to the working space
TU41 to TU46 (TW-32) – Cyclist Direction sign.
NZ Transport Agency C14 Work vehicles, equipment and materials
C14 Work vehicles, equipment and materials
C14.1 Use of vehicles
C14.1.1 Vehicle Work vehicles must not travel, stop or park:

movement • against the flow of traffic outside the working space, or
• within the associated safety zones.
Operators should be aware that road users may follow work vehicles into a
working space. They must check carefully before reversing or opening doors
after entering the working space.
C14.1.2 Loading and The loading and unloading of materials must be conducted in the working
unloading space and not within the associated safety zones or live lanes.
On level 3 roads vehicles must not stop in live lanes and engage in loading
or unloading activities, even with the assistance of TMA. Such activities
interfere unnecessarily with traffic flows and create hazards.
C14.1.3 Vehicle- Work vehicles must have at least one, and preferably two, vehicle mounted
mounted flashing flashing beacons that are visible to road users from all directions at all
beacons times.
Vehicle-mounted flashing beacons:
• must be switched on prior to a work vehicle entering or leaving a working
space
• must be switched off once the vehicle has left the working space
• may be switched off once the work vehicle is within the boundaries of
the working space.
Vehicle-mounted flashing beacons must be amber.
C14.1.4 Parking C14.1.4.1 Parking of vehicles, plant and materials

and storage of
vehicles, plant No vehicles, plant or materials are to be left at an unattended site in any of
and materials the safety zones including the taper, nor should these items be placed on
curves or any similar place where they may be struck by an out-of-control
vehicle.
C14.1.4.2 Sites with permanent speed limit under 65km/h
For unattended worksites on roads with a permanent posted speed limit of

less than 65km/h which require levels LV, level 1 or level 2 TTM the
following applies to the parking of plant:
• where possible (reasonably practicable) all plant must be parked at least
5m outside the edgeline and on the same side of the road as the working
space
NZ Transport Agency C14 Work vehicles, equipment and materials
• where this is not possible plant may be parked in what is normally a

parking area subject to the following conditions:
– the plant must be registered for on road use
– the plant must be parked on the same side of the road as the working
space
– plant must not be parked on a central median
– the location where the plant is to be parked must have at least clear
sight distance (ie 3 x the posted speed limit in metres) visibility for
approaching road users
– a shoulder closure with advance warning signs, TSL if required by site
conditions, a cone taper with an RD6R (RG-34) sign at the head of
the taper, cones along the site and parked plant and lateral and
longitudinal safety zones must be installed around the parked plant
– the plant should if possible be parked under street lighting
– the parking of plant in such situations should be subject to the RCA
approval via a signed TMP.
C14.1.4.3 Sites with permanent speed limit over 65km/h
All plant must be parked at least 5m outside the edgeline and on the same
side of the road as the working space.
C14.2 Other requirements
C14.2.1 Mud and The contractor must ensure that all operations do not deposit debris or
other debris material on a road surface open to traffic. Any material on the road surface
of a worksite should be cleaned off at the earliest opportunity.
C14.2.2 Operating Where the mobile operation is contained, completely within an existing
mobile operations fixed static worksite which has, advance warning and direction and
within an protection signs including an approved TSL sign(s) installed, the
established static requirement for a tail pilot vehicle for any subsequent mobile operations is
waived.
site
This dispensation will apply to mobile activities such as:
• sweeping excess chip from a chip seal/reseal site
• road marking a newly sealed road that has been swept.
Note: Apart from the tail pilot dispensation above, all other requirements
for mobile operations with respect to shadow and work vehicles must still
be applied.
This dispensation must only be applied to sites with a minimum of clear
sight distance visibility to the work vehicle at all times during the operation.
C14.2.3 Refer to C11.2.8 Redundant TTM equipment for further information about
Redundant TTM redundant TTM equipment at worksites.
equipment
NZ Transport Agency C15 Worksite access
C15 Worksite access
C15.1 Introduction
C15.1.1 General Vehicles must only enter and exit a closure in the direction of traffic flow.
Vehicles are not allowed to stop in a live lane and reverse into a closure,
except when the worksite is classified as an emergency and is under the
control of emergency services.
Vehicle-mounted flashing beacons must be switched on prior to a work
vehicle entering or leaving a closure. Refer to subsection C14.1.3Vehicle-
mounted flashing beacons.
TTM must be designed to allow the safe and efficient movement of work
vehicles to and from the closure. Maintaining the safety of the site access is
the responsibility of the STMS.
C15.1.2 Access Except for sealing and paving activities, which are typically moving
and exit points operations within a larger worksite, clearly defined access and exit points
are required for closures on level 2 and level 3 roads where the working
space is delineated and separate from the live lanes.
Special access and exit points for construction and associated work vehicles
may be required if these vehicles have difficulties entering and leaving the
closure at the normal access point.
C15.2 Access points
C15.2.1 Signing of The site access must be identified by the TZ1L/R (TW-28) Site Access _m
access points advance warning sign and the TZ2L/R (TW-29) Access Direction sign.
The worksite must meet all other TTM requirements of CoPTTM.
C15.2.2 MTCs at MTCs may be used on level LV, level 1 and level 2 roads to control the flow
site access points of vehicles into and out of the closure. MTCs are permitted on level 3 roads
but they cannot slow or stop traffic in live lanes on these roads.
Entry and exit to the closure should be via a clearly signed and delineated
site access point.
NZ Transport Agency C15 Worksite access
C15.2.3 Location The table below details the minimum distances a site access point must be
located from any intersection, on- or off-ramp, taper, or obstruction that
could restrict visibility.
Where necessary, multiple access/exit points may be provided. However,
the location of these should always be in accordance with the provisions of
CoPTTM.
The provision of the appropriate acceleration and deceleration areas either
side of a site access is desirable, particularly in high-speed situations. Site
accesses should not normally be placed on curves.
Location of site access
*Permanent/temporary speed limit 50km/h 60km/h 70km/h 80km/h 100km/h
Minimum distance between a site 50m 60m 70m 80m 100m

access and any intersection, on- or off-
ramp, taper or obstruction.
* C2 Worksite layout details where TSLs are used to set up worksite layouts.
C15.2.4 Delineation The site access opening must be identified with delineators spaced 2.5m
of site access for:
Level 2 and 3 roads 20m either side of the opening
C15.2.5 Removal To allow work vehicles to gain access to a closure, delineating devices may
of delineation need to be removed.
devices to provide These devices must be replaced immediately to ensure other road users do
site access not enter the closure. Delineation devices must be placed according to the
appropriate layout distance table in section C2 Worksite layout.
NZ Transport Agency C16 Managing traffic queues
C16 Managing traffic queues
C16.1 Introduction
C16.1.1 General Activities on a road often disrupt traffic and result in delays to road users.
Road users should be disrupted or delayed as little as possible and delays
must be kept to a minimum.
Note: Each RCA can set the timeframe acceptable for delays on their network.
Many RCAs set a maximum timeframe of five minutes for delays to traffic.
C16.2 Queuing and delays
C16.2.1 Queuing Rear end crashes are a major concern at worksites. Approximately
20 percent of crashes at worksites are queuing related crashes.
The STMS/TC is responsible for monitoring the queue length. On roads
with a permanent speed limit greater than 50km/h it is important to ensure
that the first advance warning sign is always located where an approaching
road user can see the sign beyond the end of the maximum queue.
This can be a problem on one-way multilane divided roads through a
worksite and where the road alignment has significant vertical and/or
horizontal curvature.
In these circumstances the advance warning and direction and protection signs
may need to be located further in advance of the worksite and in a position that
they are clearly visible to all road users approaching the end of the queue.
Additional reminder signs may need to be erected closer to the closure
when queues and/or visibility restrictions are excessive.
Refer to subsection C3.3.2 Positioning of signs for information about
placement of advance warning signs.
C16.2.2 Delays TMPs must address any delays anticipated by worksite activities, including
simple calculations to determine if delays of more than the maximum time
allowed by the RCA are likely (normally five minutes). The contractor/TMP
applicant must supply this information for level 2 and level 3 roads.
The RCA must be informed if delays of more than the maximum time limit
are likely. The RCA is responsible for verifying the calculations and
determining, in negotiation with the contractor/TMP applicant, the
appropriate action, eg allow the predicted delays to be imposed, restrict
hours of activity, periodically pause activity to allow queues to disperse.
Where substantial queuing is expected, and alternative routes are available,
consideration should be given to the use of those routes.
C16.2.3 Delay From time to time, delay calculations may be required by the RCA.
calculations
C16.2.4 Capacity The maximum traffic capacity through a worksite should be provided with
due consideration of safety. Delays are unavoidable at times.
Simple delay calculations can be done for closing one lane on a two-way
two-lane road on the assumption that delays of more than five minutes
occur when the following thresholds are exceeded:
• if a lane more than 200m from an intersection carries more than
1000vph, and
• if a lane within 200m of an intersection carries more than 500vph.
Delays can be assessed as follows:

1. Find the peak hourly traffic volume for each lane past the closure. (If
the peak hourly traffic volume per lane is not known it can be
estimated using half the AADT divided by 8).
2. Add the peak hourly traffic volume for both lanes.
3. If the total is greater than 500vph and the worksite is within 200m of
an intersection then five minute delays are expected.
4. If the total is greater than 1000vph and the worksite is further than
200m from an intersection then five minute delays are expected.
5. If the thresholds in (3) or (4) are not exceeded then delays in excess
of five minutes are not expected.
These traffic volume thresholds may need to be reduced if:
• the road is rough or unsealed
• the horizontal geometry restricts speeds to less than 40km/h, or
• the proportion of heavy vehicles exceeds 12 percent.
The information required for these calculations must be supplied to the

contractor by the RCA.
The delay calculation method described above is only applicable to two-
way two-lane roads. Other types of road require more elaborate queuing
and delay calculations.
Guideline capacities in the table below indicate when delays can be
expected.
Guideline capacities
Road type Single lane Two-lane to one-lane merge Two-way flow on a one-lane
flow on a one-way carriageway section of road
(ie one direction on a (based on a 500m closure
divided carriageway road) and a two to five minute
signal cycle)
Interrupted traffic 1500vph 1300vph 600-800vph (two-way)

flows and queuing is
likely to occur at
about
C16.2.5 Examples Example 1

of simple delay One lane is to be closed on a two-lane two-way road. The lane closure is
calculations within 200m of an intersection. The estimated traffic volumes (provided by
RCA) for the planned activity times are 300vph (southbound) and 250vph
(northbound).
The total traffic volume required to use one lane is 550vph (300 + 250) and
this traffic volume is greater than 500vph, ie the threshold for lanes within
200m of an intersection.
From this information the contractor would decide that delays of more than
five minutes were reasonably expected because the 500vph threshold is
exceeded.
Example 2
One lane is to be closed on a two-lane one-way road. The peak hourly traffic
volumes are unknown but the AADT is 6000. The lane closure is not within
200m of an intersection.
Peak hourly traffic per lane is 6000/2 = 3000/8 = 375vph.
The sum for the 2 lanes is 750vph (375 +375).
Delays of more than five minutes are not unreasonable while the activity is
in progress because the threshold of 1000vph for lanes more than 200m
from an intersection is not likely to be exceeded.
NZ Transport Agency C17 Light arrow system (LAS), horizontal arrow board, truck-mounted attenuator (TMA) and variable
message sign (VMS)
C17 Light arrow system (LAS), horizontal arrow board,

truck-mounted attenuator (TMA) and variable
message sign (VMS)
C17.1.1 Requirements The light arrow system (LAS) and horizontal arrow board are primarily used
for mobile operations, but they may also be used for static operations
where additional safety is required.
The LAS is only to be used on level 2 and level 3 roads to ensure the
uniqueness of the system for the higher volume roads.
The horizontal arrow board may be used on non-state highway level 2 roads
and also on level LV and level 1 roads.
LAS or horizontal arrow boards must not be used to direct traffic in
alternating flow situations.
C17.1.2 Location Arrow boards for static operations must be positioned in the centre of the
closed lane and longitudinal and lateral safety zones must be provided in
advance of the arrow board and between the arrow board and live traffic
lane respectively.
C17.1.3 Operating When operating LAS or horizontal arrow board on a static site, use the
instructions for permitted displays detailed in subsection D1.7.1 LAS requirements and
arrow boards subsection D1.8.3 Permitted display for horizontal arrow board.
C17.1.4 Use of TMAs TMAs must be used in accordance with the manufacturer’s
recommendations and the NZ Transport Agency’s standards.
While TMAs are primarily used for mobile and semi-static operations they
can also be useful in some high-risk static operations.
For static operations TMAs:
• are generally only considered for sites occupied by personnel or objects
that will present a hazard to road users, and
• are generally only justified on level 2 and level 3 roads for lane closures.
They may also be used for working spaces on the shoulder to increase road
worker and road user safety.
message sign (VMS)
C17.1.5 Location of Work vehicles are often used to shield personnel from passing traffic.
TMA However, if a vehicle crashes into the back of the vehicle serious injuries
can result, especially at high approach speeds.
When a TMA is impacted it is possible that the truck will roll forward. This
roll-ahead distance is dependent on many factors including:
• angle of impact
• weight of the vehicle impacting the TMA
• weight of the vehicle mounted with the TMA
• pavement conditions
• brake engagement.
There must be a clear distance of at least 10m in front of a truck mounted
with an attenuator to allow the truck to safely move forward if impacted by
a light vehicle travelling at a speed of less than 100km/h.
This space must be kept clear of personnel and equipment.
The longitudinal and lateral safety zones must be provided in advance of the
TMA and between the TMA and live traffic lane respectively.
Lateral Safety
Zone
Working
Space
Roll-ahead
Distance >= 10m Delineation Devices
Truck with TMA
message sign (VMS)
C17.1.6 Operating When operating a TMA on a static site, the requirements of subsection
instructions for TMA D1.10 Truck-mounted attenuator (TMA) must be met.
C17.1.7 Variable Variable message signs are optional devices that can be used to highlight
message signs specific hazardous situations (eg where visibility is restricted or where
additional useful messages need to be shown to road users).
They are an additional form of traffic management and must not be used to
replace the normal signs and/or devices used for TTM.
Details of acceptable equipment are given in section B10 Mobile variable
message signs (VMS).
With the RCA’s approval, permanently installed Automatic Traffic
Management Systems (ATMS) signs may be utilised to advise road users of
worksite operations or specific hazards on the road ahead, and to guide
traffic around those operations or hazards.
Variable message signs must be used as per the NZ Transport Agency’s
P37 Specifications for mobile variable message signs (in press).
NZ Transport Agency C18 Temporary road safety barriers systems
C18 Temporary road safety barrier systems
C18.1 Introduction
C18.1.1 General Temporary road safety barrier systems are designed to provide protection
through a physical separation between traffic and an adjacent area. Their
purpose is to redirect an impacting vehicle and minimise occupant injury,
while providing protection to those people and/or the protected area
behind the barrier.
Temporary road safety barrier systems can be used:
• where a working space must be shielded from adjacent traffic, or
• when the traffic must be shielded from worksite hazards (eg deep
excavations), or
• when there are no other options to safely channel vehicle and pedestrian
movements.
Generally, road safety barriers should only be used for physical protection
and to reduce the severity of potential crashes, as they are a significant
hazard themselves. It is preferable that traffic be safely channelled through
or around a worksite without the use of barriers.
C18.1.2 Considerations The following considerations influence whether a longitudinal barrier should
that influence be used for protection:
whether barrier • Traffic volume
should be used
Generally only level 2 and level 3 roads will justify the installation of
barriers. Their use may improve productivity through physical
separation, and reduce traffic delays through avoiding more restrictive
temporary speeds. Barrier systems may be considered for longer-term
worksites on level LV and level 1 roads.
• Traffic speed
Generally barriers are only justified on roads with speed limits greater
than 65km/h. However, barrier protection for pedestrians may be
justified at lower speeds (eg when a temporary footpath makes use of a
road shoulder).
• Worksites restrictions
Generally barrier protection may be justified where there is insufficient
width to provide an adequate lateral separation between the protected
area and adjacent traffic. However, the deflection of the barrier system
must be accommodated in the area immediately behind the barrier.
• Duration
Generally only a longer-term operation will justify the installation of
barriers. As a rule of thumb the duration is usually more than one day on
level 2 and level 3 roads.
C18.2 Barrier hardware selection considerations
C18.2.1 General Road safety barrier performance levels used in New Zealand are based on
the United States National Cooperative Highway Research Program
(NCHRP) 350 performance regime.
The design, selection and installation of a road safety barrier system must
reflect the critical vehicle mass, impact speed, and angle of impact. Each of
the input variables contributes to the impact energy and the consequent
barrier performance.
For example a significant presence of heavy vehicles, higher speeds, or
steeper angles of impact (eg on the outside of curve) will require higher
performing road safety barrier systems. Lower performing barrier systems
may be appropriate where there are fewer heavy vehicles in traffic, speeds
are managed to lower levels and where traffic is travelling parallel and close
to the barrier to minimize impact angles.
Barrier system performance test levels related to the adjacent operating
speed are summarized in the table below.
Barrier system performance levels
Test level Operating speed
1 50km/h or less
2 50km/h to 70km/h
3 greater than 70km/h
Typically these performance test levels are based on the crash performance
of a 2000kg vehicle hitting the barrier at an angle of 25 degrees, at the
respective operating speeds.
The correct design, hardware selection and installation will limit the
potential penetration of the protected area by an out of control vehicle.
The selected system or component must have complied with a test level
that meets or exceeds the operating speed of adjacent traffic. The speed
value used to determine the required barrier performance level must be the
highest likely impact speed.
For example if an unattended worksite is left with the barrier in place and
the temporary speed restriction removed or not enforced, the required
performance level must be for the higher permanent speed.
The options are to ensure that speeds can either be managed to that for the
lower barrier performance level at all times, or to select a higher barrier
performance level.
The higher barrier performance level will also provide increased protection
for the area behind the barrier, from errant vehicles that are heavier, faster
or impacting at an angle steeper than 25 degrees.
All barrier systems must be installed in accordance with the manufacturer’s

or supplier’s installation guidelines. Failure to do so can result in the failure
of the system through unconstrained deflection of the barrier into the
protected area, differential movement of the units causing snagging and
pocketing hazards, or the rupture of the system and the entry of an errant
vehicle into the protected area.
Freestanding units will either slide or roll into the protected area posing a
hazard to workers, pedestrians or adjacent traffic.
Different types of barriers cannot be joined together without an approved
transition. The mixing of different barrier types with variable deflection and
cross-section characteristics will lead to unpredictable crash containment
outcomes.
C18.2.2 Water Crash impact energy is managed through the plastic sections being filled
filled plastic and ballasted with water and being properly jointed and anchored.
barriers The plastic barrier sections must be jointed by the approved system over
the minimum length specified by the manufacturer or supplier for the
system to perform adequately.
Test results have shown that the deflection of some types of water filled
plastic barrier systems can be substantial.
Modular plastic barrier sections are light and easily transportable and
installed when empty.
Water levels in the plastic units must be monitored and refilled to maintain
the design performance level. Water leaking from a unit can also cause
slippery conditions and potentially loss of control crashes. Faulty units
should be repaired or replaced as soon as possible.
C18.2.3 Concrete Concrete barriers are appropriate at locations where deflections must be
barriers limited.
Transportable concrete barriers may only be considered to be a rigid barrier
system with zero deflection when the sections are jointed by an approved
system and keyed or pinned to the road surface, to prevent any lateral
movement under impact.
If an installation does not meet these requirements it will be considered to
be semi-rigid system. The resulting deflection must be accommodated in
the design of the working space or protected area.
The minimum length of barrier must be installed for the system to perform
adequately.
C18.2.4 Steel Transportable steel barriers sections are similar in cross section to concrete
barriers barriers, but are about 10 percent of their weight. Anchors are required at
the end of each run.
All transportable steel sections must be installed in accordance with the
manufacturer’s and supplier’s installation guidelines.
C18.3 Lateral placement
C18.3.1 Barrier Increasing the distance between a barrier and the traffic lane:
system placement • reduces drivers’ shy line reaction to the barrier
• increases the space available for vehicles to regain control before
impacting the barrier
• increases sight distances, and
• reduces the length of barrier required to shield a particular hazard.
Barrier system placement is a trade-off between having barriers as far from

the traffic lanes as conditions permit, while ensuring that there is adequate
room behind the barrier to accommodate its dynamic deflection under
impact.
The barrier designer and worksite management personnel must consider
the orientation of the barrier relative to the speed and approach angle when
considering barrier selection options and placement.
Barrier systems are designed to deflect on impact and sufficient space for
this to occur must be provided behind the barrier. The distance between the
working space occupied by personnel or the protected area and the barrier
must be sufficient for the likely dynamic deflection of the barrier to occur.
This area must be kept clear of material and equipment to enable the
deflection and containment to occur.
C18.3.2 Deflection The amount of deflection space required is dependent on the type of barrier
space system being used. Rigid, semi-rigid and flexible systems vary greatly in
their expected deflection upon impact.
Typically a semi-rigid concrete system will deflect up to 2.5m for a TL-3
impact. A water filled system will deflect up to 4m for a TL-2 impact and
6.9m for a TL-3 impact.
Recommended design deflections for specific temporary road safety barrier
systems are available from the manufacturers or suppliers.
Given the high deflections of some water filled barrier systems they may
not be an appropriate choice in a high speed application, or where the
barrier is likely to be struck at a high impact angle, or when there is limited
room behind the barrier to accommodate deflection without compromising
the protected area or working space.
In situations where a working space is protected by a permanent road
safety barrier system, sufficient space to accommodate deflection must
also be provided.
The design deflection for most permanent road safety barrier systems can
be found in the NZTA M23:2009 Specification for road safety barrier systems
appendix A.
Details for temporary barriers can be found in NZTA M23:2009 Specification
for road safety barrier systems appendix B.
C18.3.3 Shy line Drivers tend to shy away from objects placed close to the edgeline of the
road. Obstacles located within this shy line distance will affect driver
behaviour and tracking. The table below presents the shy line offsets for
various TSLs used at worksites.
Shy line offsets
Temporary speed (km)** 50 60 70 80 100
Barrier offset to edgeline (m) 1.0 1.0 1.0 1.0 2.0
** Use the permanent speed limit in cases where a temporary speed limit is not
applied.
It is preferable that the barrier or end treatment be placed outside of the
Shy line distance to avoid this potentially dangerous driver behaviour.
Distances greater than those given in the table above should be provided
wherever possible.
The additional space provides additional recovery area for errant vehicles,
and will improve driver sight distance on curvilinear alignments. On
worksites where space is severely limited, smaller shy line offsets may be
requested in the TMP.
However, the absolute minimum offset in all situations must be 300mm
from the edgeline.
Barriers placed close to the edgeline will suffer from more nuisance hits and
require more maintenance. Barrier systems should not be installed more
than 4m from the edgeline to decrease the potential impact angles.
All barrier systems must be installed, such that there is a continuous
smooth surface, to reduce the possibility of a vehicle snagging on impact.
Barriers must not be placed where they will restrict sight distance for
vehicles entering, exiting, crossing or moving through the worksite.
Offset and flare reference locations
Shy Line Offset
Barrier
Flare Rate
Barrier End Offset
Edgeline
C18.4 End treatments
C18.4.1 General The principles and best practice for permanent road safety barrier system
design, selection and installation also apply to temporary installations. If a
barrier system is required for a protected area or working space it must
provide adequate shielding to ensure that an errant vehicle cannot enter the
area.
All unprotected barrier ends pose a significant hazard to vehicles. The
options are to:
• provide an approved end treatment
• flare the barrier system away from the road such that the end cannot be
hit, or
• connect the barrier onto or start the barrier line behind the trailing end of
a permanent barrier/guardrail system.
Unprotected barrier ends require an approved end terminal if they are
located within the minimum offset distance measured from the edgeline, as
shown in the offset and flare reference locations diagram on the previous
page. The table below summarises these requirements.
Minimum barrier end offsets
Operating speed (km/h) 50 60 70 80 100
Distance between unprotected barrier end and edgeline (m) 3 4 6 8 9
Where the end of a barrier can be impacted by an errant vehicle it must be

protected by an approved end treatment and transition that is securely
attached to the barrier. These are generally temporary plastic water filled
crash cushions, or permanent type crash cushions used in longer term
worksites.
Approved temporary end treatments are listed in section B12 Barrier
systems. Approved permanent end treatments listed in the NZTA
M23:2009 Specification for road safety barrier systems appendix A may be
used in temporary applications.
End treatments must be installed and be immediately operational as part of
the installation of the barrier system.
Temporary end terminals will generally be gating systems. If a gating end
treatment is used, a 22.5m long X 6m wide clear zone on a maximum slope
of 1:10 must be provided behind the end treatment to allow the gating to
occur.
The manufacturer and supplier will provide the necessary installation
information.
C18.4.2 Flares Flares are used to locate the end of a barrier further away from a traffic lane,
as shown in the offset and flare reference locations diagram.
A barrier end installed on a flare at a location where it cannot be hit by an
errant vehicle will not require an end treatment. However, if the area in the
front of a barrier end is traversable it must be protected.
Generally, a barrier system should be installed to minimise the angle of
impact to reduce the crash impact energy. This will reduce the impact
severity and the dynamic deflection into the working space or protected area.
Applicable barrier flare rates must not be exceeded such that the flared
barrier is hit at a steep angle. A barrier impact angle in excess of 25 degrees
exceeds the tested performance level.
Recommended flare rates for barrier system types are given in the table
below.
Recommended flare rates
Operating speed 50km/h 60km/h 70km/h 80km/h 100km/h
Barrier inside shy line 1:18 1:18 1:21 1:24 1:30
Rigid barrier outside shy line 1:12 1:12 1:14 1:16 1:20
Non-rigid barrier outside shy line 1:10 1:10 1:11 1:12 1:15
Lower flare rates that are provided by the manufacturer or supplier of a

system must govern over these values.
C18.5 Barrier length
C18.5.1 Length of The barrier length requirement assures that a sufficient length of barrier is
need installed to prevent a vehicle leaving the road and entering the working
space or protected area. Out of control vehicles typically leave the road at
angles of less than 25 degrees and may travel considerable distance before
impacting a hazard.
The length of need is the length of approach barrier needed to shield an
errant vehicle from passing behind the barrier and entering the working
space or protected area.
Factors influencing the length of need include:
• the length and width of the area personnel are occupying or the hazard
to be protected
• the probable path and stopping distance for a vehicle leaving the
roadway to avoid hitting objects in the protected area
• the layout of the barrier, including its lateral placement
• the location of the start of the flare (if any) and its flare rate, and
• the minimum length of barrier for the barrier to develop its ribbon
strength.
The length of need may be determined using the simplified angle of

departure method. The typical angles of departure for vehicles leaving the
road are summarised in the table below.
Angles of departure
Operating speed (km/h) Leading angle (a) Trailing angle (b)

(Ratio 1: Forward distance) (Ratio 1: Forward distance)
less than 75 6° (1:10) 22° (1:2.5)
75 to 95 4° (1:15) 22° (1:2.5)
greater than 95 3° (1:20) 22° (1:2.5)
The graphical angle of departure method is summarized in the figure on the

page.
The leading and trailing angles should be measured from a tangent on the
outside lane edgeline.
On the inside of a horizontal curve on a one-way carriageway the leading
point of the length of need is established from a chord at the back of the
hazard perpendicular to the centre of the curve.
The trailing point of the length of need is established using the trailing angle
of departure. On a two-way carriageway the leading and trailing ends are
established by the intersection of the long chord with the lane edgeline.
Length of need - tangents
Direction of travel (2)
Direction of travel (1)

a a
Shoulder
Trailing terminal Minimum dynamic deflection Leading terminal

arranged so that arranged so that
there is a low Trailing Leading there is a low
probability that a point of point of probability that a
vehicle will impact need need vehicle will impact
the barrier “end on” the barrier “end on”
travel direction (2) Hazard in clearzone of direction(1) & (2) travel direction (1)
Trailing terminal Length-of-need (penetration undesirable) Leading terminal

penetration penetration tolerable.
tolerable. Gating Gating terminal should
terminal should be Length of safety barrier installation be provided
provided
(a) Two-lane two-way road
b
Direction of travel
Direction of travel
a
Shoulder
Leading terminal
Trailing arranged so that
Leading
point of there is a low
point of
need probability that a
need
vehicle will impact
Hazard in clearzone
the barrier “end on”
Length-of-need
Trailing terminal (penetration undesirable) Leading terminal
penetration penetration tolerable.
tolerable Length of safety barrier installation Gating terminal should
be provided
(b) Wide multi-lane carriageway or one-way carriageway
C18.5.2 Minimum The length of need for barrier must be longer than the hazard itself.
length The minimum length of a barrier system exclusive of end treatments will be
the greater of the length of need or the minimum length for a particular
system to perform as tested.
The minimum length for proprietary systems will be available from the
manufacturer or supplier.
A user must ensure they understand the distinction between the minimum
system length for containment, and the additional length for end
treatments.
C18.6 Ground shape
Barrier systems are designed for impacts by vehicles with all four wheels on
the ground and the suspension components in their normal position. The
ground between the traffic lane and the barrier should therefore, be as level
as possible, but no greater than the adjacent lane cross fall.
Any kerb(s) between the barrier and the traffic lane should be removed
where the distance to the face of the kerb is greater than:
• 1.5m where the speed is 60km/h or less
• 2.1m where the speed is 70km/h, and
• 2.7m where the speed is 80km/h or more.
Barrier systems should not be installed on embankments with slopes

steeper than 1:6, and preferably not steeper than 1:10.
All temporary barrier installations must allow surface drainage to pass
unimpeded, to avoid surface ponding.
C18.7 Delineation
Temporary barrier systems should be conspicuous and have adequate

delineation installed.
At night or during inclement weather this will improve the driver’s ability to
see the barrier and be guided past the protected area or working space.
Maintenance and cleaning of the delineation and barrier face will enhance
safety.
Barrier systems must not be the primary type of delineation for tapers,
except on roads with permanent speed limits of 65km/h or less.
Where barrier systems are used on roads with permanent speed limits
higher than 65km/h the primary means of delineation must be chevrons
and road marking or cones placed on the traffic side of the barrier.
When the barrier is removed the temporary road markings must be
removed by water blasting, or another removal technique approved by the
engineer.
Section B12 Barrier systems provides the recommended delineation layout.
When barriers are installed complete with delineation chevrons at 10m
centres and with temporary road markings in place the need to also install
cones for delineation is removed.
C18.8 Approval requirements
Barrier system installation issues that are not covered by the

manufacturer’s or supplier’s guidelines must be referred to the supplier for
resolution. These referrals and outcomes must be documented. Any
outstanding issues should be referred to the NZ Transport Agency’s
National Traffic and Safety Manager for resolution.
The TMP must include a copy of the approved current barrier placement
plan and the completed product specific installation checklists. The
documented installation issue resolutions must also be included. A copy of
the applicable product specific installation guidelines must also be kept at
the worksite.
Any barrier placement changes done in the course of activity must be
reflected in the approved current barrier worksite plan and checklists.
A temporary road safety barrier system must be monitored to ensure that
the placement and condition remains acceptable. Any modification in the
course of the activity requires that the modified system still comply with
length of need, deflection, and the manufacturer’s or supplier’s installation
guidelines.
NZ Transport Agency C19 Maintenance standards
C19 Maintenance standards
C19.1 General
The normal use of TTM equipment subjects it to wear and tear that does
not occur with permanently installed equipment or devices.
Much of this wear and tear occurs during the storage, travel, installation,
relocation and removal phases of TTM and causes deterioration in the
appearance and effectiveness of the equipment and devices.
Whenever a high number of these worn and damaged devices are installed
on a worksite the general appearance of the worksite deteriorates, reducing
the level of safety for both road workers and road users.
C19.2 Quality classifications and requirements
The quality of TTM devices is divided into three categories: acceptable,

marginal and unacceptable.
At the time of the initial installation, or at the time of any major changes
to the worksite, 100 percent of each type of device must be in an
acceptable condition.
Types of devices include cones, tubular markers, barrels, barricades, barrier
delineators, barriers, fence delineators, signs, variable message signs, arrow
boards, temporary pavement markings, raised pavement markings and
high-visibility clothing.
Equipment that must be in an acceptable condition at all times are:
• delineation devices at changes in direction including cone tapers, lateral
lane shifts and chicanes
• T1’_' (TW-1.'_'), T2’_' (TW-2.'_'), TR1L/R (TW-3), TR2’_' (TW-4.'_'),
TR3’_' (TW-5.'_'), RS1 (RG-1), RS2 (RG-2), RS3 (RG-2.1), TG1 (RG-4)
and TA2’_' (TW-15'_') signs
• high-visibility safety garments.
Up to 25 percent of other equipment and devices may be in a marginal

condition.
Once more than 25% of devices at a worksite are identified as being in a
marginal condition the equipment and devices must be cleaned to an
acceptable standard, or replaced with acceptable equipment and devices
within 12 hours.
Equipment and devices that are identified as being in an unacceptable
condition are not permitted on the worksite and must be replaced
immediately.
C19.2.1 Acceptable Devices that meet the quality requirements as described in subsection
classification C19.2 Quality classifications and requirements for this classification, and all
other requirements such as design, size, colour, weight in the plans and
specifications, must be considered to be acceptable for use as a traffic
management device at worksites.
C19.2.2 Marginal The term ‘marginal’ means marginally acceptable or at the lower end of
classification acceptability. Devices that meet the quality criteria for marginal as
described in subsection C19.2 Quality classifications and requirements for
this classification, may remain on the worksite until 25 percent of the
devices on the worksite are classified as marginal, or until it is determined
that they have become unacceptable. When devices in the marginal
category reach 25 percent those devices must be cleaned or replaced to the
acceptable standard within 12 hours.
C19.2.3 Unacceptable Devices in this category must not be delivered to the worksite. When found
classification at a worksite, they must be replaced or repaired immediately.
C19.3 Evaluation for classification of TTM devices
C19.3.1 Evaluation Acceptable

guide: Traffic A sign is acceptable if:
signs • there are abrasions on the surface but very little on the lettering or symbol
• there has been no touch-up of the lettering or symbol
• the message is legible and matches the approved design as per section B1
Signs.
Marginal
A sign is marginal if:
• there are many surface abrasions throughout the sign face and many are
within the individual letters or symbol of the message
• the surface is marked by material (such as asphalt, bitumen, cement
slurry or dirt) not obscuring the lettering or symbol
• some colour fading is evident, the background colour and reflectivity are
still apparent
• the message is legible and matches the approved design as per section B1
Signs.
Unacceptable
A sign is unacceptable if:
• there is material (such as asphalt splattering, bitumen, cement slurry or
dirt) obscuring the lettering or symbol
• the symbol and/or some letters have a loss of more than 50%
• there is a significant colour fading
• the message is illegible and does not match the approved design as per
section B1 Signs.
C19.3.2 Examples Daytime Night-time

of sign quality
Acceptable
Marginal
Unacceptable
C19.3.3 Evaluation The stands and/or supports upon which signs are mounted are evaluated in
guide: Sign stands terms of their:
and/or supports • stability
• effectiveness in holding sign panels, and
• potential for damaging sign panel faces or injuring workers while being
handled or transported.
Acceptable
Stands and/or supports should be evaluated as being in acceptable
condition if they:
• have minor buckling or bending but are still able to stand upright.
Marginal
Stands and/or supports should be evaluated as being in marginal condition
if they:
• are buckled or bent such that the sign panel cannot be correctly
connected to the stand and/or support
• allow panels to be deformed by wind or other loading
• allow round panels to be rotated within their frame.
Unacceptable
Stands and/or supports must be evaluated as being in unacceptable
condition if they:
• have hanging weights of any type attached to the frame
• have bases that will roll
• are non-frangible
• unable to be placed/disassembled to a height equal to or less than
150mm
• are not able to hold the sign in a stable upright position (eg stand has
buckled, stand has uneven legs and rocks from side to side).
C19.3.4 Evaluation Acceptable

guide: Cones and A cone is acceptable if:
tubular delineators
• the shape of the delineation device remains clearly identifiable with no
significant distortion and is free standing in its normal position
• the surface is free of punctures and abrasions
• the surface is free of material (such as asphalt, cement slurry or other
material) and will readily clean-up by washing
• the reflective bands have little or no loss of reflectivity with only minor
tears and scratches.
Marginal
A cone is marginal if:
• the surface is marked by material (such as asphalt, bitumen, cement
slurry or dirt) and cannot be readily cleaned
• the reflective bands have numerous tears and scratches
• the reflective bands are largely free of residue.
Unacceptable
A cone is unacceptable if:
• punctures and large areas of staining (due to materials such as asphalt,
bitumen, cement slurry or dirt) make the device an unlikely candidate for
improvement
• there is a significant area of missing or stained reflective material.

of cone quality
Acceptable
Marginal
Unacceptable
C19.3.6 Evaluation Section B3 High-visibility garments details the design requirements for
guide: High- high-visibility clothing.
visibility garments All high-visibility garments must be:
• in acceptable condition, and
• done up at all times when working on the road.
The quality is assessed for suitability for both daytime and night-time use of
the high-visibility garment.
Acceptable
A high-visibility garment is acceptable if:
• the garment has only minor tears and scratches
• any abrasions do not seriously reduce the reflectivity or daytime impact.
Marginal
A high-visibility garment is marginal if:
• the garment has numerous tears and scratches
• the garment has some marks (from materials such as asphalt
splattering, bitumen, dirt or cement slurry) and may not be readily
cleaned due to abrasion or discoloration. However, it is free of large
areas of residue or missing reflective material.
Unacceptable
A high-visibility garment is unacceptable if:
• there are large areas of missing reflective material or asphalt splatter,
bitumen, dirt or cement slurry
• there is missing and/or covered reflective material
• the garment is not done up.
Jackets that are undone reduce the target value and are classified as
unacceptable.

of high-visibility
garment quality
Acceptable
Marginal
Unacceptable
C19.4 Personal safety
C19.4.1 Personal PPE is essential for the safety of workers on site.

protective Wearing a high-visibility garment is a critical element of personal safety.
equipment (PPE)
Other PPE that may be required includes (but is not limited to):
• hard hats
• reinforced toe cap boots
• ear muffs
• lanterns
• wet weather clothing.
C19.4.2 High- All high-visibility garments must meet the requirements of section B3 High-
visibility garments visibility garments.
Everyone on the worksite must wear a high-visibility garment. This garment
must be put on before entering the worksite.
High-visibility garments must always be done up when being worn on a
worksite.
The high-visibility garment must be the outer layer of clothing (eg not
covered by a non-compliant rain coat in bad weather).
C19.4.3 STMS The STMS on all level 2 and level 3 roads must wear the STMS garment.
garment The STMS garment must also be worn by an STMS on level LV and level 1
roads where there are three or more, personnel on the worksite.
Where there are less than three personnel on the worksite, the level 1 STMS
may wear a standard garment.
The STMS garment is not worn by a site traffic management supervisor –
non-practising (STMS-NP). When on the worksite they wear a standard
high-visibility garment.
C19.5 Maintenance of traffic management measures
C19.5.1 Monitoring Monitoring frequency is included in the approved TMP. The frequency will
frequency for TTM depend on individual worksite conditions and traffic volumes.
measures Crashes or near crashes, skid marks, traffic queues, unusually high or low
speeds are indicators that traffic management measures may need to be
reviewed.
If actions are required every time traffic management measures are
monitored, then the monitoring frequency should be increased.
Minimum inspection frequency for traffic management devices such as
portable traffic signals at unattended worksites should be worksite specific
and stated in the TMP.
The maintenance measures contained in this section are mandatory for

level 2 and level 3 roads and recommended for level LV and level 1 roads.
Checklists derived from the contractor’s quality plan should be provided in
advance and completed following each inspection.
The contractor must ensure that:
• all traffic management devices function properly for the full duration of
their installation
• the visibility and effectiveness of all devices and signs is maintained
• damaged equipment is repaired or replaced, as appropriate, and
• suitable equipment should be available at short notice in case of un-
programmed removal, alteration or installation of a closure is necessary.
At attended worksites the STMS/TC must carry out the checks listed
below.
Minimum Inspection frequency for traffic management devices
Device Minimum inspection frequency
Sign: position and cleanliness Two (2) hourly
Portable channelling and delineation devices: Two (2) hourly

position and cleanliness
Flashing beacons on vehicles Daily
Wearing of safety jackets Continuously
Safety jacket cleanliness Daily
Arrow board operation in mobile closures Prior to start of operation and 2 hourly
thereafter
Arrow board operation in static closures Two (2) hourly
Non-portable equipment Daily
The first inspection should take place as soon as the equipment has been
installed. This should verify that all devices are correctly in place, no item
has been omitted, all equipment meets its cleanliness requirements and no
conflicting messages exist between permanent signs, temporary signs and
other devices.
To facilitate worksite maintenance adequate stockpiles of equipment
should be available, to ensure that response times can be achieved.
C19.5.2 Proprietary Where the surfaces of these devices are intended to aid delineation,
barrier and impact- because of their colour, they must be kept clean and be to at least the
absorbing systems acceptable standard defined in subsection C19.3.4 Evaluation guide: Cones
and tubular delineators.
The following must be inspected immediately after installation, every
alternate working day and immediately after any involvement in a traffic
crash.
• alignment
• barrier continuity
• linkage systems
• tensioning systems
• ballast fill levels
• ballast leakage
• damage due to impacts or wear and tear
• condition of frangible or crushable components, and
• cracked barriers (these are to be replaced).
Repairs and adjustments must be made to alignment faults greater than
30mm within one hour of occurrence, or within one hour of inspection,
whichever allows the earliest remedial repairs to be undertaken. Other
faults must be rectified within one working day.

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Traffic Control Devices Manual

Code of practice for temporary

Section C – Static operations

C3 Signs and worksite zones 9

C4 Temporary speed limit (TSL) 17

C8 Shoulder and lane closures 31

C9 Road closures and detours 41

C10 Positive traffic management 47

C11 Temporary traffic management (TTM) installation, management

C12 Unattended worksites and activity at night 66

C13 Pedestrians and cyclists 70

C14 Work vehicles, equipment and materials 77

C14.1 Use of vehicles 77

C15 Worksite access 79

C16 Managing traffic queues 81

C17 Light arrow system (LAS), horizontal arrow board, truck-mounted

C18 Temporary road safety barrier systems 87

C19 Maintenance standards 99

C2.2 Explanation of dimensions in worksite layout distances tables

A Sign visibility C2 Worksite layout

B Warning C2 Worksite layout

C Sign spacing C2 Worksite layout

D Longitudinal C6.2.2 Longitudinal (lead

E Lateral safety C6.2.3 Lateral safety zones

F Lane width C2 Worksite layout

G Taper length Note: Apart from

Working space – The area set aside for work.

Closure – The area of carriageway which road users are excluded

C2.3 Level LV worksite layout distances

C2.4 Level 1 worksite layout distances

LV/low risk roads

C2.5 Level 2 worksite layout distances

Permanent/TSL (km/h) ≤50 60 70 80 90/100

and slip lanes, intersecting road entry and

C2.6 Level 3 worksite layout distances

At merge and diverge points for ramps and slip lanes,

C2.7 Lane widths

The temporary lane width is a function of the speed limit applied at a

Temporary lane widths are measured as the available clear distance

C3 Signs and worksite zones

C3.2 Worksite zones

Direction The route they

End of The end of the

If a TSL has been in place the speed limit must be

Road users are also provided with any advisory

If the advance warning is provided by a T1 (TW-1)

A TG31 (TW-17) Thank You sign may be erected

If the advance warning is anything other than a

C3.3 Position of signs

• not encroaching on a marked cycle lane

Where worksite restrictions such as local topography, median barriers, or

If it still does not

C3.4 Sign height

Level LV and level 1 N/A 1250mm

Level 2 and level 3 1000mm N/A

Level LV and Level 1 –

C3.5 Quality of signs, stands and/or supports

Refer to section C19 Maintenance standards for details of the quality of

C3.6 Covering permanent signs