Transport Agency Journey Manager Lee Wright says the revised estimate for the size of the slip, between Aickens and Jacksons at Deception Point, is between 40,000 and 50,000 cubic metres.

From 8 am Tuesday (tomorrow) morning, the highway will reopen to one lane with ten minute openings on the hour (eg 8 am, 9 am, 10 am etc), daylight hours only, 8 am to 7 pm. “This will continue for several days so crews can remove the remaining slip material and make the highway safe for two lanes of traffic again,” says Ms Wright. “People need to factor in extra time for this journey until we have both lanes safely reopened.”

As the power lines were affected by the slip, the railway crossing warning lights on the West Coast side of SH73 to Greymouth won't be operational.  KiwiRail will be manually controlling these crossings. “Slow down and be prepared to stop at all level crossings,” says Ms Wright.

• For further details of work on this large slip, read last week’s update, bearing in mind the total size of the slip has since been revised.

While there is no detour for this key route between Canterbury and the West Coast, Ms Wright says drivers can take the other highway through the Lewis Pass via State Highway 7 if they want to avoid delays at the slip site.

For information on the latest driving conditions, go to the Traffic and Travel map on the Transport Agency’s web page, or phone 0800 4HIGHWAYS (0800 44 44 49)

• All of the details of the Transport Agency’s Facebook and Twitter accounts nationwide can be found at http://www.nzta.govt.nz/contact-us/connect-with-us
• Please check the MetService severe weather warnings for updates.
• In case of an emergency, always carry a fully-charged mobile phone and warm, weatherproof clothing, food and water.

Metservice’s severe weather warning has a forecast of severe northerly gales in the Wellington and Wairaraparegions through to Sunday evening.

We advise that people check the road conditions before they travel. The NZ Transport Agency’s website and social media channels will be updated, and electronic signs on both sides of the Rimutaka Hill Road will let motorists know of the current road status.

Motorists can get real time information from:

• 0800 4 HIGHWAYS (0800 44 44 49)
• www.nzta.govt.nz/traffic 
• www.facebook.com/NZTAwgtn 
• www.twitter.com/NZTAwgtn 

More information about the MetService severe weather warnings.

This campaign puts a twist on previous campaigns which have focused on the consequences of more speed. This time it looks at the benefits of less speed .

The big challenge in the area of speed is to get people to stop defending their perceived right to speed. As a contributing factor in 20% of all fatal and serious injury crashes, speed continues to be a serious issue on New Zealand roads. In 2015, 87 people were killed and 466 were seriously injured in speed-related crashes.

Previous campaigns have shown that irrespective of your personal driving ability and skill, there are others on the road who make mistakes. Safe speeds are essential for this reason; drivers can’t control the behaviour of other road users but they can control their own. 

Television advertising

The target audience

The campaign aims to get competent drivers, who like driving fast and see the speed they chose to travel as a personal thing, to realise that speed is not just a personal choice, because other people get hurt as well.

Routinely driving at speeds above the limit, they’re the people who travel faster than the traffic around them; they frequently overtake, tailgate and cut corners. Confident in their driving ability and the fact that nothing untoward is likely to happen, they recognise that speed can affect the outcome of a crash but don’t see this as their issue.

Our approach

These drivers naturally defend their choice to drive at the speeds they do – that’s just human nature. Their own experience reinforces their belief that their speed isn’t the problem. They believe it’s their choice to drive at the speeds they travel at and they don’t like being told to slow down.

We want them to acknowledge that their speed isn’t just a personal choice. Sure – most of the time when they speed nothing happens, but what if something does? While they might not be at fault, the speed they choose to drive at determines the outcome of any crash.

Ultimately the goal is to get these people to make the choice to slow down. By choosing a safe speed, they choose what happens next.

The campaign launched on 15 January 2017.

Outdoor advertising

Thank you for your speed billboard

Download PDF of Thank you for your speed billboard

Approved methodologies are used to meet the requirements of the Vehicle Dimension and Mass (VDAM) Rule 2016. This ensures methods and principles are set to provide technical alignment and consistency in decision making when certifying SRT and exceptions to over-dimension requirements.

The methodologies take into account road safety measures, for both the driver of a vehicle and other road users.

The detail of these methodologies is available below:

• Method for estimating the static roll threshold of a vehicle
• Method for estimating a vehicles low speed turning performance and swept path

There is a range of low-powered devices that New Zealanders use for travel or recreation. While these vehicles and devices offer the benefit of increased mobility, they can also increase your safety risks on and around the road.

Low-powered vehicles that do not require registration or a driver licence

The following do not meet the definition of a motor vehicle or have been declared not to be a motor vehicle and you can use them without registration or a drivers licence. 

Mobility devices

Mobility devices are vehicles designed and constructed for people needing help with mobility because of physical or neurological impairment and powered by a motor of up to 1500 watts.

Read more

Power-assisted cycles

A power assisted cycle has an auxiliary electric motor with a maximum power not exceeding 300W and is designed to be primarily propelled by the muscular energy of the rider. Refer to the definition and requirements .

The rules for cycles will apply ( see cycles below ).

The following examples are not power-assisted cycles but are mopeds:

• Cycles fitted with petrol motors
• Low powered scooters/mopeds
• Cycles designed primarily to be propelled by an engine not the muscular energy of the rider 

Yike Bikes

• You must wear an approved cycle helmet; and
• On the road, you must keep as close as possible to the edge of the roadway.
• On the footpath:
• • you must ride carefully and be considerate of others on the footpath
  • you must not ride at speeds that put other footpath users at risk
  • you must give way to pedestrians and drivers of mobility vehicles .

Read the full requirements

Requirements

You are responsible for finding out the requirements for using low-powered vehicles. The configuration of the vehicle or type and power of the motor may determine whether there are specific requirements for its use, such as wearing safety helmets. Manufacturers and retailers won’t always provide this information.  

The requirements that apply will generally depend on whether your vehicle is defined in transport law as a ‘vehicle’ or a ‘motor vehicle’.  It is important to determine which you are using. To be sure, check out the full and complete legal definition of vehicle and motor vehicle in the interpretation section of the Land Transport Act 1998 and in the gazette notice given above.  

All other low-powered vehicles 

Except for those listed above all other powered vehicles require registration, an appropriate drivers licence and must meet appropriate equipment and safety standards for the appropriate class of vehicle.

Check out our vehicle definitions

The following are examples of vehicles that meet the definition of motor vehicle but have difficulties meeting the safety standards and other requirements.  This means they cannot be operated on the road. 

• Motorised skate boards, scooters, and roller skates
• Segways and similar
• Powered Self Balancing Unicycles

• Cycles fitted with petrol motors
• Low powered scooters/mopeds
• Cycles designed primarily to be propelled by an engine not the muscular energy of the rider 

Note that ‘road’ is a very broadly defined  read more . 

Unpowered vehiclesUnpowered vehicles

Skateboards, Scooters, skates etc powered by foot or gravity.

There are requirements on where and how you can use them.

• On the road, you must keep as close as possible to the edge of the roadway.
• On the footpath:
• • you must ride carefully and be considerate of others on the footpath
  • you must not ride at speeds that put other footpath users at risk
  • you must give way to pedestrians and drivers of mobility vehicles .

Find out about  Safe skateboard and cyclingcylcing skills

Read the requirements for wheeled recreational devices in section 11 of the Road User Rule .

Cycles

For requirements on using cycles please see cycling smart and  our  cycles factsheet .

Drink-driving continues to be a major problem on New Zealand roads. Last year, 71 people died in alcohol-related crashes and 413 people were seriously injured. Young drivers are also still over-represented in drink-driving statistics. Over 40% of all alcohol-related crashes each year involve drunk drivers aged less than 24 years of age.

The target audience

Our drink-driving campaigns have recently focused on mates encouraging mates to not drive after drinking, on family encouraging family, and on the wider circle of friends, colleagues and teammates influencing others by knowing when to go.

This campaign shows people in local communities looking out for fellow locals. It targets people who share their roads with our drinking driver.  They will know some of the boys in their area who are driving after drinking. They might well think something should be done about it but they don't feel it's their place to step in. It's the usual story where Kiwis are reticent to get involved in what other people are doing unless it affects them.

Our approach

The campaign focuses on the reluctance of stepping in where you may or may not know the drinking driver – the fear of speaking up and drawing attention to yourself. It highlights the importance of being a part of a community and looking out for one another, because everyone is linked in some way.

It aims to encourage people to recognise that they can do something in their community; they are that someone who can step in. After all it could be someone they know or someone they love that shares the road with these drunk drivers.  

The campaign launched on 30 November 2014. 

Radio advertising

Listen to the Mums radio advertisement

Outdoor advertising 

Local Legends billboard

Posters are available to order. These are based on our outdoor advertising. If you'd like to find out more or place an order, please send an email to:advertising@nzta.govt.nz.

Press/Rugby club advertising

Download the Mums say speak up posters

Bar mat

Download the  Mums say speak up bar mat

Bar activity

Download the Bar   poster

Bar mat

Download the bar mat

Mirror stickers

Download the mirror stickers

Table talkers

Download the table talkers

On this page

• Who are we
• Our projects
• Other project sites currently being developed
• Maps showing project sites
• How we’re making rural roads safer
• Get in touch

Who we are

Made up of the NZ Transport Agency and infrastructure consultancies Beca , Bloxam, Burnett & Olliver (BBO) and Northern Civil Consulting (NCC) , Safe Roads will work with stakeholders to deliver timely and tangible improvements to New Zealand roads, helping to reduce deaths and serious injuries. Safe Roads has been established to deliver a programme of road and roadside safety improvements to the State Highway Network over six years.

The Safe Roads and Roadsides programme is one of four components of the Safe System approach which was introduced to New Zealand through Safer Journeys , the government’s strategy to guide improvements in road safety over a 10-year period.

The national programme of improvement works is overseen by the team in Hamilton while projects are managed regionally through its partner offices in Auckland, Tauranga, Wellington, Whangarei and Christchurch.

Take a look at our Safe Roads and Roadsides Programme Frequently asked questions for more information.

Our projects

• SH3: Ohaupo to Te Awamutu safety improvements
• SH37/SH3 to Waitomo
• SH11: Airfield to Lily Pond
• SH1: Waikato Expressway barrier infill
• SH30: Te Teko to Awakeri
• SH3/SH37 Hangatiki to Te Kuiti
• SH12: Dargaville to Tokatoka
• SH1B: Taupiri to Gordonton
• SH34/SH30 to Kawerau
• SH27 and SH26 to SH24
• SH23: Hamilton to Raglan
• SH16: Brigham Creek and Waimauku
• SH1: Hampton Downs to Bombay
• SH1: Cambridge to Piarere
• SH5: Wairakei to SH38
• Awakino Gorge to Mt Messenger Programme
• SH2: Wainui Road to Opotiki
• SH33: Te Ngae to Paengaroa
• SH22-SH1: Drury to Paerata

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Other project sites currently being developed

Auckland/Northland

• SH1: Toetoe Road to Springfield Road
• Brigham Creek to Waimauku
• SH1 Dome Valley Safety Improvements

Central

• SH57 and SH1 to Shannon
• SH2: Masterton to Carterton
• SH2: Pakipaki to Waipukurau
• SH2: Wairoa to Bay View

South

• SH1: Invercargill to Moto Rimu Road
• SH1 Dunedin to Fairfield
• SH7: Waipara to Waikari
• SH88: Dunedin to Port Chalmers
• SH1: Mosgiel to Balclutha
• SH74: Marshlands to Burwood

Waikato/Bay of Plenty

• SH3: Te Awamutu to Otorohanga
• SH2: Wainui Road to Opotiki
• SH30: Owhata to Te Ngae Junction
• SH5: Tarukenga to Ngongataha

Take a look at our Safe Roads and Roadsides - Indicative investment programme for more detail.

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Maps showing project sites

• New Zealand
• Auckland/Northland
• Waikato/Bay of Plenty
• Central
• South

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How we’re making rural roads safer

Wire rope barriers

Head-on and run-off-road crashes account for 75 percent of fatal and serious injury crashes in New Zealand. Installing wire rope barriers along centrelines and roadsides has been shown to significantly reduce these types of crashes. They work by acting as a net, catching vehicles before they run off the road and hit something less forgiving like a tree or another vehicle. The wire cables flex on impact slowing the vehicle down and pushing it back into its lane.

Wide centrelines

Something as simple of as widening the centreline on the road to increase the separation of traffic can reduce the likelihood of crashes. Wide centrelines have been shown to reduce centreline crashes by 40 percent by giving fatigued and distracted drivers an extra couple of seconds to regain concentration and correct a mistake before crossing over into the opposing lane.

Audio tactile road markings (rumble strips)

Rumble strips are a cost effective way to reduce run-off-road and head-on crashes. Applied to centrelines and edge lines, the raised plastic ribs give distracted or fatigues drivers a wake-up call if they stray across the line.

Signs and road markings

Good signage and road markings create a more readable road so that drivers can see more clearly what is ahead and so will encourage better decisions. Warning signs alert drivers to features that need special care, for example, curves they need to slow down for or clear stop signs at intersections. Better signs and road markings all help to create a safer road environment.

Shoulder widening

A sealed shoulder provides additional space should a driver need to take evasive action or need to recover control of their vehicle before they run off the road.

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Get in touch

For general enquiries

• team@saferoads.co.nz

For specific enquiries

• Tony Fisher - Alliance Director
• Richard Parsons - Programme Manager

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Next Monday 30 January is the region’s Anniversary Day while the following Monday 6 February, is Waitangi Day.

The NZ Transport Agency says the region is hosting several large public events over the next two weekends and recommends people take note of these when planning their trips.

“Roads across Bay of Plenty/Waikato will be busy with people visiting family and friends on these long weekends and these big events are likely to add to the numbers,” says Transport Agency Waikato journey manager Liam Ryan.

“So we urge travellers to allow plenty of time for their journeys, drive to the conditions and plan ahead before leaving home.”

The Transport Agency has produced interactive maps showing the busiest routes and times, available at www.nzta.govt.nz/hotspots

“Our hotspots information is based on previous years’ travel patterns on Anniversary Weekend and we expect that will be mirrored for the weekend to follow with Waitangi Day falling on the Monday,” Mr Ryan says.

“They are predictions and are subject to change based on weather or other factors, and we encourage people to check the travel section of our website or our social media pages so they can know the current road conditions before they start their journey.”

Events coming up in the region:

Auckland Anniversary Day  weekend (28-30 January)

• The Winery Tour at Tauranga’s Wharepai Domain on Friday 27 January.
• Festival One over four days (Friday to Monday) held at Mystery Creek south of Hamilton. 5000 people expected.
• The Taupo Historic Grand Prix at the race track, starting at 9am Saturday 28 January running through to 5pm Sunday 29 January. 5000-plus tickets sold.
• The Summer Concert in the Taupo amphitheatre, on Saturday 28 January, 11am-6.30pm. 15,000 tickets sold.
• The Thunder on the Lake, also at Taupo, on Sunday 29 January, 10am-5pm. Free to view.
• The Four and Rotary Nationals at Meremere Dragway on Sunday 29 January, 8.30am-5pm.

Waitangi Day weekend (4-6 February):

• The Winery Tour at Vilagrad Winery near Hamilton on Friday 3 February, from 5pm.
• Leadfoot Festival on 4-5 February. Off SH25 near Hahei.
• One Love music festival in Tauranga Domain, 4-5 February.
• Black Caps one day international against Australia in Hamilton’s Seddon Park, Saturday 5 February.

Motorists can get real time information from:

• 0800 4 HIGHWAYS (0800 44 44 49)
• www.nzta.govt.nz/traffic

For Waikato/Bay of Plenty updates:

• www.facebook.com/NZTAWaikatoBoP
• www.twitter.com/NZTAWaiBoP

As part of the government’s Accelerated Regional Roading Package, the NZ Transport Agency is investigating improvements to this section of State Highway 3.

The 58-kilometres section of State Highway 3 from Awakino Gorge to Mt Messenger, which is part of the main route between New Plymouth and Hamilton, travels through rough terrain, and as a result is windy and narrow in places and prone to rockfalls and slips.

The Transport Agency sought public feedback on the current route and submissions on this project have now closed.

We received 251 responses to the survey from a range of submitters, including council, interest groups, and members of the public. We are currently collating the feedback.

The NZ Transport Agency says drivers leaving Auckland during Friday afternoon and Saturday morning, and those heading back to Auckland on Sunday or Monday are likely to be delayed by heavy traffic volumes.

To help drivers plan ahead to avoid the queues the Transport Agency has crunched the data from previous Auckland Anniversary weekends which gives an insight into peoples expected travel patterns. www.nzta.govt.nz/hotspots

“We know that traffic will start building from about 10 o’clock on Friday morning and stay pretty busy until about 9pm with the heaviest times between 2pm and 8pm,” says Brett Gliddon the Transport Agency’s Auckland Highway Manager.

Heading back to Auckland on Monday the busiest travel times are from about lunchtime through until the early evening.

“If you can plan your travel outside of these times you’ll be giving yourself a much less stressful start to the weekend and help ease congestion levels for everyone else.”

The Transport Agency is also urging everyone to put safety first to prevent needless tragedies on the road.

“Stay sober and alert, watch your speed, make sure everyone is buckled up and drive to the conditions to do your bit towards making our roads safer for everyone.”

One of the busiest highways will be the Northern Gateway Toll Road on State Highway 1 north of Auckland, with more than 21,000 trips a day during previous anniversary weekends.

People using the Northern Gateway Toll Road can make the journey even more hassle free by prepaying their tolls at www.tollroad.govt.nz.

Plan ahead by signing up to www.onthemove.govt.nz to get email notifications about road and traffic conditions where you plan on travelling, or check the Traffic and Travel pages at www.nzta.govt.nz or follow us on Facebook; NZTA Auckland and Northland or Twitter @nzta for regular updates on road and weather conditions.

• How and when drivers charge?
• The act of charging
• The electric vehicle’s charging system

How and when drivers charge

How, when and where drivers charge their electric vehicles will depend on:

• if they can charge at home or work;
• the vehicle’s battery size;
• how far the driver wants to travel in their electric vehicle;
• the location and availability of charging stations when travelling; and
• whether the vehicle has a secondary energy source, as with some plug-in hybrid electric vehicles (PHEVs) .

Following overseas market trends, the majority of charging in New Zealand is carried out at home and at night, with some PHEV owners only ever charging at home.

Therefore, public charging infrastructure should:

1. provide for those travelling longer distances; or
2. be an alternative to home charging, if it is not available or if the ­­vehicle is stored away from home. 

The act of charging

The driver parks the electric vehicle so the supply cable can reach between the charging station and the vehicle’s charging inlet, in most cases there will be a marked parking zone.

DC charging

For DC charging, a tethered supply cable is provided on the charging station. The driver or charging station operator selects the compatible supply cable and connector from the charging station and connects this to the electric vehicle inlet. The driver may then need to activate the charging using a start button on the charging station, radio-frequency identification (RFID) tag, swipe card, smart phone app or other device. Charging will start once access has been accepted and communication between the vehicle and the charger is established.

AC charging

For AC charging where a socket outlet is provided on the charging station, the driver provides the supply cable.

The driver plugs the supply cable into the charger’s outlet socket before connecting it to the electric vehicle inlet. Access may need to be activated. Charging will start once communication between the vehicle and the charger is established.

Note: The driver or charging station operator should ensure they minimise all trip hazards that could be caused by the supply cable.

The electric vehicle’s charging system

The electric vehicle’s charging system  includes:

• the charging station (including its safety components) and
• • the vehicle’s on-board charging components)
  • the the electric vehicle’s battery.

The charging station

There are two different charging systems for charging electric vehicles – Direct Current (DC) or Alternating Current (AC). Batteries store electricity as DC; however electricity is moved around the local electricity network using AC.

DC charging : a DC charging station converts AC power to DC. DC power is then passed to the vehicle and stored in the battery. 

AC charging: an AC charging station supplies AC power from the grid to the vehicle. The on board system converts the AC power to DC and it is then stored in the battery.

The vehicle

Most electric vehicles have an on-board AC to DC convertor that allows the vehicle to be charged from the local AC electricity supply; some vehicles also have DC inlets.  

AC inlet only

Some plug-in hybrids, such as the Mitsubishi Outlander, only have AC inlets. 

Dual inlets

Some vehicles have two separate inlets to enable both AC and DC direct power supply; for example the Nissan LEAF has a standard AC power using a Type 1 inlet for standard AC power and a CHAdeMO inlet for high voltage DC.

Combo inlets

Some vehicles have a combination inlet, such as the BMWi3, where the AC inlet is combined with DC pins, so the type of charge is dependent on the type of connector.

Communications

The majority of electrical vehicle charging systems are set up so that active communication is required between the charger and the vehicle before charging can commence. If that communication is interrupted, charging will cease. In most vehicle models, the connector at the vehicle end will be securely locked in place when the vehicle is locked.

How much ‘charge’ is needed?

Overview

Typically, PHEV s have smaller battery packs because they have more than one energy source, whereas battery electric vehicles ( BEV s) are completely reliant on the battery for motive power so require a much larger battery. The battery size, or capacity, will determine the amount of charge required to fill the battery, while varying factors, outlined below, will determine the rate of charge.

Battery capacity

The battery range of some PHEVs is as little as 30km, while most mainstream BEVs have a range of 100km to 200km; Tesla models currently have the greatest battery range, exceeding 300km.

Refer to the Ministry of Transports website for an up-to-date view of New Zealand’s current EV fleet .

Indicative battery sizes are below:

From an infrastructure standpoint, it is important to note that battery costs are expected to decrease over time and motor vehicle manufacturers are likely to increase the size of batteries. This means more kWh will be required to charge vehicles from empty to full although drivers will need to fill-up less often.

Factors affecting the rate of charge

The amount of time needed to completely charge an electric vehicle depends on several factors, including:

• battery capacity;
• ambient temperature;
• utility/ grid constraints limiting the current available to the charging station;
• temperature of the charging station;
• charging type;
• the vehicle’s battery management system (BMS);
• the capability of the on-board charger; and
• the amperage of the charging station.

The amount of charge already in the battery also affects the speed at which a battery can recharge – the closer it is to empty, the faster the electricity can flow.

When a battery is charged to 80 percent the charging rate typically starts to taper off. Therefore, if a driver is paying by the minute at a fast charge station, it can become costly to charge over 80 percent and they may not wish to completely fill up.

Charging rate terminology

Slow, fast and rapid charging are terms used to describe relative rates of charge supplied to an electric vehicle and reflect the capability of the charging socket or station. 

An outline of charging rate terms is provided below, noting that the definitions continue to shift as the technology advances.

* Information supplied sourced from Tesla.com

There are factors that should be considered when assessing the suitability of potential charging stations site.

Typical site locations

Typical site locations for public charging infrastructure include:

• Off-street parking
• Parking buildings
• Retail car parks
• Service stations
• Urban main street
• Rural highway

All of these locations have strengths and weaknesses that need to be considered alongside the proposed purpose of the site.

Assessing the suitability of the site

The following factors should be considering when assessing the suitability of a potential site for public electric vehicle charging infrastructure:

• What is best location for en-route charging stations
• What approvals are needed?
• What is the impact of the public?
• What might the setup and operational costs be?
• Is the site layout suitable for charging stations?
• Would the customer feel safe and at ease while charging?
• What ongoing operational support is required?
• Is the site suited to expansion, if required?

What is the best location for en-route charging stations?

Through traffic

If looking to attract en-route drivers, consider where the site sits within their likely journey patterns.

The Transport Agency has information about traffic volumes, growth and transport infrastructure  here .

Rural roads

When setting up sites on rural roads linking major urban centres or destinations, it’s important to consider:

• the proximity to adjacent roads or alternate routes; and
• entrance and exit routes.

Other services

Setting up charging stations in areas with established commercial services may be more attractive for investors, as services, such as food outlets, shops or toilets, are likely to encourage greater usage.

What approvals are needed?

Permission to setup and operate a charging station

Early consultation with consenting authorities, including territorial authorities and road controlling authorities, will help inform the process and requirements to gain consent to setup a site.

Refer to  Working with authorities to setup a site for further information.

Parking and enforcement

If exclusive electric vehicle parking or areas are provided, the level of exclusivity and enforcement available should be considered. 

Refer to  restricting and signposting a site for further information.

What is the impact on the public?

Territorial authorities may have specific requirements for setting up charging stations under their district plan.

Refer to  Getting consent to install and operate a charging facility for further information.

General impacts to consider include:

Streetscape

The visual appeal and intrusiveness of a charging station will need to be considered within the environment it is planned for. The aesthetic requirements should be discussed with the local planning authority. 

Clutter

In high density urban areas, on-street charging stations may impact on already constrained pedestrian space. To ensure minimal additional loss of space, an option is to leverage off, or integrate with, existing roadside facilities.

Impact on other users

Vehicle supply cables can look messy and are a potential hazard to pedestrians or wheeled conveyances, such as wheelchairs and pushchairs. 

The  Connectors and socket outlets page recommends that, for slow charge installations, sockets are provided rather than tethered cables as this will minimise the impact to other users when the charging system is not in use.  As fast charging systems require tethered cables, their suitability for on-street locations will be influenced by the amount of space available.

What might the setup and operational costs be?

Installation costs

Depending on the type of charging station being installed, there may be a need for a significant electrical upgrade of the site. An electrical engineer will be able to provide further advice.

In the case of high capacity stations ( fast/rapid charge ), it is recommended that the relevant lines company is engaged at an early stage to identify the cost of providing and maintaining a point of connection to its network.discuss intentions. If the local network cannot meet the capacityplanned power requirements, the network within the area may need to be upgraded, with the costs passed on to the connecting party.operator.

Electricity costs

IfIt is recommended that you are connecting toidentify the ongoing charges that the wiring in an existing premiselines company will charge for electricity distribution services. 

If you are connecting directly to a network youLines companies must disclose pricing schedules and methodology on their websites. Some companies have models based on peak power demand levels which may affect the economic viability of the charging station.

Is the site layout suitable for charging stations?

Accommodating different vehicles

Charging connection inlets are located in varying places on different vehicles, so sites with limited layout options may not be able to accommodate the charging requirements of some electric vehicles.  

Off-street parking locations are likely to provide more layout options as more space is available. It is recommended that a wide zone is provided around the vehicle to enable the charging station to connect with multiple vehicle types and orientation requirements.

Positioning a charging station between parks may allow charging access to more than one parking space.

Orientation options

For on-street parking, remember that in New Zealand it is illegal to parallel park on the street facing into on-coming traffic.

You may want to engage a traffic engineer to design your site.

Protecting the infrastructure from damage

The angle the vehicle approaches the charging station from will influence the risk of damage to the charging station itself.  Any additional buffering around the charging station will add to the amount of space required.

Installing road signs

The ability to market a charging station to users is important, so the ability to install signage at a site should be considered.

Refer to  symbols, signs and road markings for more information about charging station symbols and signposting.

Safety of access

Road layout and traffic flow can increase the likelihood that drivers will make unsafe manoeuvres to access or exit the charging site. Consider the needs of drivers coming from multiple directions to ensure safety of entry and exit.

Disabled and special access

The parking needs of people with disabilities, pregnant women and parents transporting children in car seats need to be considered as part of the charging station and parking layout.

On-road considerations

On-road charging requires the installation of equipment, and the use of cables. on footpaths. These can constrain pedestrian space and mobility, or introduce traffic management and/or personal safety challenges and should be considered.

On-road charging may also be subject to local bylaws and require public consultation.

Off-road considerations

Off-road charging locations generally allow more space and flexibility in terms of layout options and provide greater opportunity to control entry and exit manoeuvring.  Off-road charging is also generally less exposed to vehicle speed, therefore reducing risk.

Would the customer feel safe and at ease while charging?

Safety by design

An assessment of hazards, associated risks and mitigations should be carried out as part of the planning process.

Lighting

Providing appropriate lighting will make the location more visible, and reduce any perception that personal safety could be at risk while charging.

Weather protection

While charging in the rain is inherently safe, most users do not want to battle the elements in order to charge their car, and ideally shelter should be provided. Regular maintenance to ensure minimal dirt and dust build-up, and to ensure drains are cleared, should be part of the service plan.

Remoteness

Remote charging stations may make a user feel isolated and vulnerable; the more public and visible the station is the safer users will feel about using it.

Providing other services

Providing clean toilets and entertainment facilities for children will make a charging station more attractive for drivers who are travelling with families.

What ongoing operational support is required?

Ensuring availability and reliability

Ensuring continuity of service will be critical to retaining consumers’ confidence that charging stations will be available when and where they are needed.

Monitoring and maintaining charging stations should be carried out regularly. Unreliable facilities will undermine consumer confidence in electric vehicles.

Refer to  charging station features for more information on tools for managing availability and reliability.

Providing multiple charging stations on one site is an effective way to support continuity of service.

Security

Vandalism or inappropriate use of the charging system can be dangerous and compromise the reliability of the station. Security solutions, including good lighting, and closed-circuit-television (CCTV), should be considered for off-street and remote sites. Passive-surveillance by nearby pedestrians and drivers can also deter the misuse of the stations, so visibility from roads and walkways should be considered when choosing a site.

Is the site suited to expansion, if required?

Expanding infrastructure

It is important to consider the potential to expand the immediate installation if demand grows in the future. In particular, will there be enough power supply to meet future demand?

Information about roadworks in the Wellington and Kāpiti regions

Well-maintained roads are an important part of keeping people safe. While we aim to do this work with as little disruption as possible, we know that roadworks can be inconvenient. Thank you for your patience and understanding while we do this important work.

Please drive carefully through work sites and stick to the temporary speed limits. If you’re driving around the Wellington region, roadworks on the state highway network may affect your travel plans.

Below is a quick outline of the major works planned for Sunday 22 January - Saturday 28 January 2017 follows. We’ll keep you posted on future works and have regular updates on local radio stations.

NOTE: Roadworks are dependent on weather and other factors. If bad weather should strike, work will be postponed to the next suitable night.

Sunday 22 January - Saturday 28 January 2017

State Highway 1

State Highway 2

     State Highway 58

The work is expected to take around a week to complete, and is dependent on fine weather. To minimise disruption to motorists and local residents and businesses, the work will take place overnight between 7pm to 6am. 

“We will have temporary traffic management in place and ask motorists to follow the instructions of the road crew, and keep to the lower speed limits. These measures are in place to keep our crews and road users safe,” Marlborough Roads Highway Manager Frank Porter says.

Installing new and replacement underground services, such as the stormwater drainage, is part of the work required before starting the construction of the roundabout itself. Preparation has also included providing new on-site parking for the local Four Square supermarket.

The safety improvements for the intersection include a new roundabout, with traffic islands on all approaches. There will also be new footpaths and cycle facilities creek roundabout, as well as landscaping and new signs.

More information about the project is available here.

Motorists can get information on road conditions from

• 0800 4 HIGHWAYS (0800 44 44 49)
• www.nzta.govt.nz/traffic

Our research programme

Through our research programme we invest in innovative and relevant research that plays a critical role at the forefront of land transport thinking and contributes to achieving the government’s goals for transport.

The results of the research we fund must be applicable to interventions that can be cost-effectively used in New Zealand in the short-to-medium term for longer-term impacts.

The research addresses transport issues ranging from economic development and public transport, to safety concerns and asset management. Research is made available through research reports.

How can I find research reports?

On our website

You can find a listing of all our research reports on our website. The complete text of research reports published from 2005 are available on our website for downloading. PDF scans of earlier research reports are available by emailing NZTAresearch@nzta.govt.nz .

View all research reports

Spreadsheet of research reports

You can also download a spreadsheet (updated quarterly) that lists all research programme reports. It includes a list of key words and the abstract associated with each report and a link to the pages on our website where the reports can be downloaded, or you can request PDF scans from NZTAresearch@nzta.govt.nz .

Download spreadsheet of research reportsDownload spreadsheet of research reports

Active research

A list of all Transport Agency research programme active research projects is also available.

View the list of active research projects

Road research register

Links to all research programme reports are on the Road Research Register website run by ARRB and Austroads . This register contains land transport related research information from throughout Australasia.

Go to the Road Research Register

NZTA Research newsletter

Some newly published research programme reports, and the abstracts of all published reports, are profiled in the quarterly NZTA Research newsletter. If you would like to go on the mailing list to receive this newsletter please email NZTAresearch@nzta.govt.nz .

Read issues of NZTA Research

Email notifications

We can let you know by email when research reports have been published to the website. If you would like to be added to this email list, please email NZTAresearch@nzta.govt.nz .

Research programme requirements

To ensure that the research programme does not serve the operational needs of any single entity, the Transport Agency requires that research:

• informs the policies, tools, guidelines, technologies or systems used by transport decision makers to achieve the objectives of:
• • the Land Transport Management Act 2003
  • the government policy statement on land transport funding
  • the Transport Agency's strategic outcomes as profiled in our Statement of intent
• meets the needs of more than one potential end user of the research, or is of benefit to the wider transport sector
• is accessible to end users
• does not exclusively benefit a single organisation to meet its operational needs, and
• does not provide commercial gain for a sole supplier or single product.

NZ Research Strategy 2016–2020

The Strategy provides a framework for fostering a better research environment that emphasises collaboration, maximises the economic and social benefits of the transport system and minimises harm. It gives clear guidance on the direction for transport research and outlines how the diverse research community can collaborate into the future. It includes four critical and inter-related enablers:

• Investing in the right research which includes the Triple-4 Framework for knowledge development and prioritisation
• Facilitating collaboration
• Ensuring visibility
• Accessing and investing in the right capability.

The NZ Transport Research Strategy has been developed alongside the Transport Domain Plan . They are complementary documents and, together, provide the strategic direction we need to fill key data, information and knowledge gaps.

Our research programme framework

The Transport Agency research programme framework provides clear research objectives and focus. It is centered around five research areas for land transport, provides research objectives for each of the research areas, and lists research output areas of high and medium strategic fit (with a current focus on high strategic fit).

The framework also aligns our research programme with our work and the work of other transport decision makers, such as the Ministry of Transport and local government.

Read the research programme framework

Information for researchers

Receive notifications of research requests

To be notified about future requests for research proposals, register on the New Zealand Government Electronic Tenders Service (GETS). Once registered, GETS will notify you when Requests for Proposals (RFPs ) for the subject areas you have nominated are posted.

Visit the Government Electronic Tenders Service (GETS) website

Annual research timetable

The following timetable provides an indication of the annual timings for the Transport Agency’s research programme.

If your research proposal is accepted

Standard agreement

We have a standard agreement for research programme funded projects.

Read the Transport Agency research agreement

Peer review

All research reports are peer reviewed by two independent peer reviewers in accordance with our peer review guidelines.

Read the Transport Agency research programme peer review guidelines

Style guide

All Transport Agency research programme funded reports are prepared in accordance with our research report style guide.

Download the Transport Agency research report style guide

From 1 February 2017, if you operate a specialist vehicle and you want to take advantage of axle mass limits above general access limits, you need to apply for a permit.

Read the Land Transport Rule: Vehicle Dimensions and Mass 2016 .

Find out more about specialist vehicles .

When are permits required?

There are strict controls on the weight and axle loads of vehicles. This is to ensure safety is maintained through proper use of New Zealand’s road network.

If your vehicle exceeds the axle mass limits set out in the rule, you need to apply for a specialist vehicle permit. Permits are only able to be issued for route(s)permit so that arethe route you travel is suitable and safe for your vehicle and load.

To be eligible to apply for a specialist vehicle permit your vehicle must meet the following criteria:

• Vehicle type is:
• • passenger service vehicle
  • rubbish truck with compactor
  • concrete truck
  • ground spreader truck.

• Has no more than two rear axles, and four axles in total

• Is a single unit (ie no heavy trailer)

• The maximum axle set weight sought is within

  Rear axle set weight required is within specialist vehicle axle mass limits

• Does not exceed the specialist vehicle axletotal mass limits noted in the rule.

What are the axle mass limits that apply?

Check to see specialist vehicle axlerear-axle mass limits on New Zealand roads.

Applying for a permit

From 1 February 2017, you can apply for a specialist vehicle permit by submitting an application to the road controlling authority of the road network you want to use, or through the online permit portal . You will also need to apply for a specialist vehicle road user charges (RUC) licence (see below for more information).

Permits are issued at the discretion of road controlling authorities.

Download the application form for a specialist vehicle permitThe specialist vehicle application form will be available on this page or find it on the heavy vehicle permit portal from 1 February 2017. Please note that applications to the NZ Transport Agency must be made through the permit portal.

Public transport service buses

A public transport service bus is defined as a passenger service vehicle that is operating in a public transport service that is identified in or under a regional public transport plan as defined in the Land Transport Management Act 2003.

From 1 December 2018, 2-axle public transport services buses will not require permits for rear axle weights up to 9,000 kg. Prior to that date specialist vehicle permits are required. This provides time for road controlling authorities to assess bridges and post any restrictions required to maintain safety.

Other public transport service buses, and 2-axle buses over 9,000kg rear axle weights, can continue to utilise increased axle mass limits under permit.