Requirements for high rating
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A road improvement project must only be given a high strategic fit rating if it meets one or more of the following:
- Local roads and/or services identified by the NZTA as critical to the operation of a RoNS Roads of National Significance (RONS) are listed in the GPS A Government Policy Statement on Land Transport Funding issued under section 86 of the LTMA . They are:
* Puhoi to Wellsford – State highway A road, whether or not constructed or vested in the Crown, that is declared to be a state highway under section 11 of the National Roads Act 1953, section 60 of the Government Roading Powers Act 1989 (formally known as the Transit New Zealand Act 1989), or under section 103 of the LTMA. 1
* Completion of the Auckland Western Ring Route – State highway A road, whether or not constructed or vested in the Crown, that is declared to be a state highway under section 11 of the National Roads Act 1953, section 60 of the Government Roading Powers Act 1989 (formally known as the Transit New Zealand Act 1989), or under section 103 of the LTMA. 20/16/18
* Auckland Victoria Park bottleneck – State highway A road, whether or not constructed or vested in the Crown, that is declared to be a state highway under section 11 of the National Roads Act 1953, section 60 of the Government Roading Powers Act 1989 (formally known as the Transit New Zealand Act 1989), or under section 103 of the LTMA. 1
* Waikato Expressway – State highway A road, whether or not constructed or vested in the Crown, that is declared to be a state highway under section 11 of the National Roads Act 1953, section 60 of the Government Roading Powers Act 1989 (formally known as the Transit New Zealand Act 1989), or under section 103 of the LTMA. 1
* Tauranga Eastern Corridor – State highway A road, whether or not constructed or vested in the Crown, that is declared to be a state highway under section 11 of the National Roads Act 1953, section 60 of the Government Roading Powers Act 1989 (formally known as the Transit New Zealand Act 1989), or under section 103 of the LTMA. 2
* Wellington Northern Corridor (Levin to Wellington) – State highway A road, whether or not constructed or vested in the Crown, that is declared to be a state highway under section 11 of the National Roads Act 1953, section 60 of the Government Roading Powers Act 1989 (formally known as the Transit New Zealand Act 1989), or under section 103 of the LTMA. 1
* Christchurch motorway projects.
- Potential for a nationally significant contribution The combination of volume or quantity of demand or probability and consequence or magnitude makes the potential or delivery of the impact or outcome nationally significant. E.g. high impact high volume vs. low impact low volume to economic growth and productivity using a local road classification system which identifies:
- Key freight routes Key freight routes handle end to end journeys for:
* connections between major freight generators and attractors including:
- areas with a high concentration of firms, i.e. at a local authority Any territorial authority or regional council within the meaning of the Local Government Act 2002. level, the number of firms in the local authority area is greater than 3% of the total number of firms in the industry classification;
- ports, airports, and distribution centres that handles a volume, value or weight of freight that is greater than 5% of the national total;
these connections typically are
* routes with high freight volumes that are:
- inter-regional routes with traffic volumes of greater than 800 heavy commercial vehicles per day along the majority of the route
- intra-regional routes with traffic volumes of greater than 1,500 heavy commercial vehicles per day along the majority of the route
or
* a route that:
- handles a volume, value or weight of freight that is greater than 5% of the national total, or
- handles significant volumes or values of specialised commodities not normally transported on routes;
and
- has no freight transport alternative if the route is closed.
or
* a designated High Productivity Motor Vehicle route including designated routes for High Productivity Motor Vehicles (HPMV A truck that carries a divisible load that exceeds a mass of 44,000kg and/or the maximum length dimensions allowed for standard vehicles (As set out in the Land Transport Rule: Vehicle Dimensions and Mass 2002). HPMVs operate under HPMV permits issued by a Road Controlling Authority (RCA The Minister, Department of State, Crown entity, state enterprise or territorial authority that controls the road. ) for access to specific roads that have been determined to be suitable to accommodate the additional mass and/or length. ), or
- Key tourism routes Routes that have high volumes and/or values of tourism related traffic.
Tourism Increased ability of international visitors to travel for recreational, leisure or business purposes in a safe and efficient manner. routes:
* provide access to tourism areas with forecast tourists (domestic and international visitors) greater than 5 million per annum (e.g. Waipu to Taupo, Amberley to Ashburton), or
* have tourism flows greater than 60% of the total traffic and greater than 1 million tourists per annum, or
provide access to one of the top five tourism areas outside major urban areas Major urban areas An area within a permanent speed limit of less than or equal to 70 km/h. have the highest concentration of economic activity in employment and firms within the main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ. Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website. . These are currently represented by the major business and employment areas within the main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. of Auckland, Hamilton, Tauranga, Wellington, Christchurch and Dunedin. . , or
- Key routes Key routes are routes providing access to:
- Markets, areas with:
- volume or value of freight greater than 10% of the total volume or value of freight in New Zealand; or
- areas with a high concentration of firms, i.e. at a local authority level, the number of firms in the local authority area is greater than 1% of the total number of firms in New Zealand; or to:
- Areas of employment, areas with:
- share of employment greater than 1% of the total number of employees in New Zealand; or to:
- Areas of economic growth, areas with:
- growth in number of firms over the last 5 years is more than 20% above the national average; or
- growth in number of firms in an industry over the last year is more than 20% above the national average for that industry; or
- growth in employment over the last 5 years is more than 20% above the national average. critical for maximising access to significant markets, areas of employment or economic growth
through significant improvements in one or more of:
- Journey time reliability
- Easing of severe congestion Severe congestion congestion is where the volume to capacity ratio exceeds 80% for 5 days per week over at least a 1 hour time period that affects at least 1.5 km of a route. For information on the volume to capacity ratio, see Appendix A3 of the NZTA's Economic Evaluation Manual is where the volume to capacity ratio exceeds 100% for 5 days per week over at least 1 hour in a time period on at least 3 km of a route and the average annual daily traffic (AADT) is greater than 20,000 vehicles per day.
For information on the volume to capacity ratio, refer to Appendix A3 of the NZTA's Economic Evaluation Manual in major urban areas Major urban areas An area within a permanent speed limit of less than or equal to 70 km/h. have the highest concentration of economic activity in employment and firms within the main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ. Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website. . These are currently represented by the major business and employment areas within the main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. of Auckland, Hamilton, Tauranga, Wellington, Christchurch and Dunedin.
- Relieving capacity constraints When demand, in terms of volume or load, routinely exceeds operating capacity
- More efficient freight supply chains Moving a volume of freight at the lowest whole of life and transport system cost
- A secure and resilient A secure and resilient transport network means eliminating the risks of effects of disruption. Network security means the elimination of risks or effects of a disruption. Network resilience The ability of the network to withstand, or recover quickly after a disruption. The availability and restoration of each facility when there is a weather or emergency event, whether there is an alternative route available and the road user information provided. This can be measured through the number of journeys impacted by unplanned events, or acceptable risk where there is no viable alternative access should it be closed by an unplanned event. means the ability of the network to withstand, or recover quickly after a disruption. Consideration of the effects of risk from natural hazard or other transport operation disruptions, and agreed level of service appropriate to the network. To meet agreed levels of service improvements in network security Network security means the elimination of risks or effects of a disruption. and resilience The ability of the network to withstand, or recover quickly after a disruption. The availability and restoration of each facility when there is a weather or emergency event, whether there is an alternative route available and the road user information provided. This can be measured through the number of journeys impacted by unplanned events, or acceptable risk where there is no viable alternative access should it be closed by an unplanned event. requires that there is no alternative, and the network or route is demonstratively susceptible to disruption. transport network
- Potential to significantly reduce the predicted crash risk The predicted crash risk is calculated using crash prediction models outlined in section A6 of the NZTAs Economic Evaluation Manual. A high predicted fatal and serious crash rate is greater than 3 fatal and serious crashes over a 5 year period or 5 fatal and serious crashes in the last 10 years involving deaths and serious injuries in line with the Safer Journeys The government's strategy to guide improvements in road safety over the period 2010–2020. http://www.transport.govt.nz/saferjourneys/Pages/default.aspx strategy:
- on a high risk rural road A high-risk rural road is defined in the NZTA High Risk Rural Road Guide (HRRRG) as:
- a rural road where the fatal and serious crash rate (personal risk) or crash density (collective risk) is classified as high compared with other roads (HRRRG section 4.4.1 and figures 4-1 and 4-2); and/or
- a high or medium-high collective risk and/or high or medium-high personal risk (as defined by KiwiRAP risk maps) (HRRRG section 4.4.2); and/or
- a rural road that has features that are likely to increase the potential for fatal or serious injury crashes along a route as determined by the KiwiRAP star rating or RPS, i.e.. 1 or 2 star road or an RPS greater than 10 (HRRRG section 4.4.3); and/or
-
an equivalent process such as the Road Safety Infrastructure Assessment (RISA) where the risk score is greater than 3.0 (HRRRG section 4.4.4). High risk rural road guide (see the High Risk Rural Roads Guide for further information)
- on a high risk intersection (see the High Risk Intersections Guide for further information)
- on a high risk motorcycle route programme; and/or
- a Safe System demonstration project Where an approved organisation or the NZTA (state highways) will integrate the Safe System into its transport policies and delivery
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