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Auckland Transport
Whangaparoa Road
Dynamic Lane Trial
Concept Design Road Safety Audit
© Opus International Consultants Ltd 2017
Prepared By Opus International Consultants Ltd
Samitha Jayamaha Auckland South Office
Graduate Civil and Traffic Engineer 15 Putney Way, Manukau, Auckland
Po Box 76-725, Manukau 2241
New Zealand
Reviewed By Telephone: +64 9 263 2500
John Neill Facsimile: +64 9 263 2501
Principal Traffic and Transportation Engineer
Date: September 2016
Reference: OAS 2016-177
Status: Version 1
Approved for
Release By
Chris Freke
Manager Auckland South
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OAS 2016-177 | September 2016 Opus International Consultants Ltd
Contents
1 Background ........................................................................................................ 1
1.1 The Safety Audit Procedure .............................................................................................. 1 1.2 The Safety Audit Team ...................................................................................................... 2 1.3 Report Format ................................................................................................................... 2 1.4 Scope of Audit ................................................................................................................... 3 1.5 Documents Provided ......................................................................................................... 4 1.6 Disclaimer ......................................................................................................................... 4
1.7 Project Description ........................................................................................................... 4
2 Safety Audit Findings ......................................................................................... 5 2.1 Significant Concern – Speed Limit through Section during Trial Period......................... 5
2.2 Significant Concern – Crest Vertical Curve at Start of Eastern Restriction ..................... 6 2.3 Moderate Concern – Appearance of Smart Studded Flush Median ................................. 7 2.4 Moderate Concern – Weekend and Public Holiday Restrictions ..................................... 9 2.5 Significant Concern – Protection from Gantry ................................................................. 9
2.6 Moderate Concern – Number of Overhead Gantry Signs in each Option ...................... 10 2.7 Significant Concern – Existing Traffic Island ................................................................. 12 2.8 Minor Concern – Removal of Flush Median .................................................................. 12
2.9 Minor Concern – Right Turn Lanes into Side Roads ..................................................... 13 2.10 Moderate Concern – Right Turn into Side Roads/Properties during One Lane
Operation ........................................................................................................................ 14 2.11 Moderate Concern – Left Turn into Hibiscus Coast Highway........................................ 16
3 Audit Statement ................................................................................................ 17
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1 Background
1.1 The Safety Audit Procedure
A road safety audit is a term used internationally to describe an independent review of a future road
project to identify any safety concerns that may affect the safety performance. The audit team
considers the safety of all road users and qualitatively reports on road safety issues or opportunities
for safety improvement.
A road safety audit is therefore a formal examination of a road project, or any type of project which
affects road users (including cyclists, pedestrians, mobility impaired etc.), carried out by an
independent competent team who identify and document road safety concerns.
A road safety audit is intended to help deliver a safe road system and is not a review of compliance
with standards.
The primary objective of a road safety audit is to deliver a project that achieves an outcome consistent
with Safer Journeys and the Safe System approach, that is, minimisation of death and serious injury.
The road safety audit is a safety review used to identify all areas of a project that are inconsistent
with a safe system and bring those concerns to the attention of the client in order that the client can
make a value judgement as to appropriate action(s) based on the risk guidance provided by the safety
audit team.
The key objective of a road safety audit is summarised as:
To deliver completed projects that contribute towards a safe road system that is
increasingly free of death and serious injury by identifying and ranking potential safety
concerns for all road users and others affected by a road project.
A road safety audit should desirably be undertaken at project milestones such as:
Concept Stage (part of Business Case);
Scheme or Preliminary Design Stage (part of Pre-Implementation);
Detailed Design Stage (Pre-implementation/Implementation); and
Pre-Opening/Post-Construction Stage (Implementation/Post-Implementation).
A road safety audit is not intended as a technical or financial audit and does not substitute for a
design check on standards or guidelines. Any recommended treatment of an identified safety
concern is intended to be indicative only, and to focus the designer on the type of improvements that
might be appropriate. It is not intended to be prescriptive and other ways of improving the road
safety or operational problems identified should also be considered.
In accordance with the procedures set down in the “NZTA Road Safety Audit Procedures for Projects
Guideline”, (Interim Release May 2013)”, the audit report should be submitted to the client who will
instruct the designer to respond. The designer should consider the report and comment to the client
on each of any concerns identified, including their cost implications where appropriate, and make a
recommendation to either accept or reject the audit report recommendation.
For each audit team recommendation that is accepted, the client shall make the final decision and
brief the designer to make the necessary changes and/or additions. As a result of this instruction the
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designer shall action the approved amendments. The client may involve a safety engineer to provide
commentary to aid with the decision.
Decision tracking is an important part of the road safety audit process. A decision tracking table is
embedded into the report format at the end of each set of recommendations to be completed by the
designer, safety engineer and client for each issue documenting the designer’s response, client’s
decision (and asset manager’s comments in the case where the client and asset manager are not one
and the same) and action taken.
A copy of the report, including the designer’s response to the client, and the client’s decision on each
recommendation, will be given to the road safety audit team leader as part of the important feedback
loop. The road safety audit team leader will disseminate this to team members.
1.2 The Safety Audit Team
The road safety audit was carried out in accordance with the “NZTA Road Safety Audit Procedure for
Projects Guideline”, (Interim Release May 2013), by:
John Neill, Principal Traffic and Transportation Engineer, Opus International Consultants
Limited, Auckland South.
Samitha Jayamaha, Graduate Civil and Traffic Engineer, Opus International Consultants
Limited, Auckland South.
The Safety Audit Team (SAT) met at the Opus Manukau office to review the drawings on
31 August 2016. Auckland Transport’s representative, Anne Reed, briefed the SAT members prior
to this date via emails. A site inspection was undertaken on 31 August 2016. If required, an exit
meeting will be held following the receipt of this report.
1.3 Report Format
The potential road safety problems identified have been ranked as described in the following pages.
The expected crash frequency is qualitatively assessed on the basis of expected exposure (how many
road users will be exposed to a safety issue) and the likelihood of a crash resulting from the presence
of the issue. The severity of a crash outcome is qualitatively assessed on the basis of factors such as
expected speeds, type of collision, and type of vehicle involved.
Reference to historic crash rates or other research for similar elements of projects, or projects as a
whole, have been drawn on where appropriate, to assist in understanding the likely crash types,
frequency and likely severity that may result from a particular concern.
The frequency and severity ratings are used together to develop a combined qualitative ranking for
each safety issue using the Concern Assessment Rating Matrix in Table 1. The qualitative assessment
requires professional judgement and a wide range of experience in projects of varying scope and
locations.
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Severity (Likelihood of Death
or Serious Injury Consequence)
Frequency (Probability of a Crash)
Frequent Common Occasional Infrequent
Very Likely Serious Serious Significant Moderate
Likely Serious Significant Moderate Moderate
Unlikely Significant Moderate Minor Minor
Very Unlikely Moderate Minor Minor Minor
Table 1: Concern Assessment Rating Matrix
While all safety concerns should be considered for action, the client or nominated project manager,
will make the decision as to what course of action will be adopted based on the guidance given in this
ranking process with consideration to factors other than safety alone. As a guide, a suggested action
for each concern category is given in Table 2.
Concern Suggested Action
Serious A major safety concern that must be addressed and requires changes to avoid
serious safety consequences.
Significant Significant concern that should be addressed and requires changes to avoid
serious safety consequences.
Moderate Moderate concern that should be addressed to improve safety.
Minor Minor concern that should be addressed where practical to improve safety.
Table 2: Risk Categories
In addition to the ranked safety issues, it is appropriate for the Safety Audit Team (SAT) to provide
additional comments with respect to items that may have a safety implication but lie outside the
scope of the safety audit. A comment may include items where the safety implications are not yet
clear due to insufficient detail for the stage of project, items outside the scope of the audit such as
existing issues not impacted by the project, or an opportunity for improved safety which is not
necessarily linked to the project itself. While typically comments do not require a specific
recommendation, in some instances suggestions may be given by the auditors.
1.4 Scope of Audit
The audit is a Concept Design Safety Audit for the proposed dynamic lane trial on Whangaparaoa
Road, between Hibiscus Coast Highway and Red Beach Road, situated in Red Beach. The design was
undertaken by Aurecon for Auckland Transport.
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1.5 Documents Provided
The SAT has been provided with the following drawings of the proposed dynamic lane trial:
Drawing Number Description Rev.
251272-0000-SKT-RR-0008 Gantry and Signage Layout A
251272-0000-SKT-RR-0010 Proposed Gantry Layout West A
251272-0000-SKT-RR-0011 Proposed Gantry Layout Central A
251272-0000-SKT-RR-0012
Proposed Gantry Layout East A
In addition the SAT were provided with the following documents:
Whangaparaoa Road Vehicle Survey – March 2016 – Report Draft V1.2
Crash Statistics from NZTA Crash Analysis System.
Transition visuals power point.
1.6 Disclaimer
The findings and recommendations in this report are based on an examination of available relevant
plans, the specified road and its environs, and the opinions of the SAT. However, it must be
recognised that eliminating safety concerns cannot be guaranteed since no road can be regarded as
absolutely safe and no warranty is implied that all safety issues have been identified in this report.
Safety audits do not constitute a design review nor an assessment of standards with respect to
engineering or planning documents.
Readers are urged to seek specific technical advice on matters raised and not rely solely on the report.
While every effort has been made to ensure the accuracy of the report, it is made available on the
basis that anyone relying on it does so at their own risk without any liability to the SAT or their
organisations.
1.7 Project Description
Opus International Consultants Limited (Opus) Auckland South was commissioned by Auckland
Transport to carry out a Concept Stage Safety Audit for the proposed dynamic lane trial on
Whangaparaoa Road, between Hibiscus Coast Highway and Red Beach Road, situated in Red Beach.
The proposed works include changing the number of lanes in each direction based on the direction
of the peak traffic. The morning peak is from 6:30 am – 9:00 am and the evening peak is from 4:00
pm – 6:00 pm. Outside of the peak hours the flush median will be in operation. Smart studs will be
used to facilitate the dynamic lane trial. Gantry signs showing lane priority will be installed
throughout the section. Two options are considered in terms of the number of gantry signs that will
be used. Option 1 proposes to use nine gantry signs over the route and Option 2 proposes to use five
gantry signs over the route.
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2 Safety Audit Findings
2.1 Significant Concern – Speed Limit through Section during
Trial Period
Driver indecision along this section may be likely during the initial stages of the trial. Driver
indecision may result in crashes along the road, including possible head-on crashes. The section of
road where the dynamic lane trial will be implemented is a 60km/h speed zone. At 60km/h crashes
along the section may result in severe injuries. Lowering the speed limit along this section will allow
more time for motorists to react to driver indecision and it will reduce the severity of a possible crash.
During the trial period, the Road Controlling Authority (RCA) should monitor driver behaviour along
this section. Based on driver behaviour, the RCA may reinstate a permanent speed limit after the
initial trial period to suit the operating environment.
Recommendation:
Consider lowering the speed limit, possibly to as low as 30km/h, along this section during
the initial trial period.
Monitor driver behaviour and possible crashes that occur during the trial period.
Based on the above, consider setting a subsequent permanent speed limit suitable to the
operating environment.
Frequency Rating Occasional Severity Rating Very Likely
Designer Response Agreed – It is advised that the speed limit be reduced during the trial. E.g. starting with a temporary speed of 30kph for the first week followed by an increase if/when drivers are more accustomed to the new arrangement.
Post-trial it is suggested that AT undertake a review of the permanent speed limit along this section of the road.
Safety Engineer Agree with SAT and Designer; however, the Safety Engineer doesn’t believe the proposed road environment would promote/self-explain a low speed limit i.e. 30km/h, especially in less congested conditions. Without sufficient engineering treatment to reduce the operating speed or without police enforcement could lead to significant non-compliance.
The Designer should consider a higher speed limit than the 30km/h recommended and continue to monitor the situation.
Consideration could also be given to only lowering the speed limit during the dynamic lane operating periods and maintain present speed limit outside those hours.
Client Decision Agree with the need for a temporary speed limit reduction in conjunction with initiating the trial.
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Agree with safety engineer comments regarding non-compliance with a 30km/hr speed limit.
Set temporary speed reduction to 50km/hr. Consider recommendation for ongoing speed limit during trial as part of detailed design.
Action Taken Designer instructed to incorporate speed reduction as part of detailed design.
2.2 Significant Concern – Crest Vertical Curve at Start of Eastern
Restriction
The merge point on the eastern approach is obstructed by a crest vertical curve for motorists
travelling westbound. The commencement of the eastern restriction in the dynamic lane trial will be
obstructed by the crest vertical curve for motorists travelling westbound. Clear forward visibility of
the merge point is important as this is where the lane restrictions commence. Inadequate visibility
of the start point, for motorists approaching it, may result in motorists not abiding to the lane
controls. This may lead to crashes along this section of road.
Crest Vertical Curve
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Recommendation:
Consider relocating the commencement point of the eastern restriction away from the crest vertical
curve so that motorists approaching it have clear forward visibility of it.
Frequency Rating Occasional Severity Rating Very Likely
Designer Response Agreed –The location of the eastern commencement point and merge will be reviewed to improve forward visibility for drivers as part of the next design stage. An initial assessment indicates there is the potential to move the commencement further to the east.
Safety Engineer Agree with SAT and Designer, Designer to review the location of the eastern commencement point and merge.
Client Decision Agree with SAT recommendation. Detailed design is to include a review of the location of the eastern commencement point.
Action Taken Designer instructed to incorporate as part of detailed design.
2.3 Moderate Concern – Appearance of Smart Studded Flush
Median
The flush median will be in operation outside the peak hours. Smart studs will be used to depict the
flush median during these times. The concern is that these smart studs may not depict a flush median
accurately and motorists may not see it as a flush median. There is the potential for motorists to see
this as a lane. If motorists use the flush median as a lane this may lead to crashes.
The overhead gantry sign will say “Flush Median” when the flush median is in operation. However,
certain sections of the general population may not know what a flush median is. Most people can
describe a flush median but people may not identify it by its name. It is important to monitor the use
of the flush median during the trial period to observe driver behaviour.
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Depiction of Flush Median
Recommendation:
Consider monitoring use of the flush median during the initial trial period to observe driver
behaviour.
Based on the above:
If motorists use the flush median as a lane, consider removing the flush median and having
variable lane priorities throughout the day.
If motorists are using the flush median for its desired purpose, consider retaining the flush
median.
Frequency Rating Occasional Severity Rating Likely
Designer Response Agreed – Monitoring driver behaviour and use of the flush median is required. Any subsequent treatments would be dependent on the outcomes of the monitoring.
Safety Engineer Agree with SAT and Designer, in addition to the continue monitoring the operation of the flush median, it is recommended that the Designer to consider other wording instead of “Flush Median”, for example “Lane Not in Use” or similar, as many drivers will not understand the term “Flush Median”.
Client Decision Agree with SAT recommendation for monitoring during the trial period.
No change proposed to overhead signage as recommended by safety engineer. Consideration has been given to the use of wording.
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Action Taken AT to include review of the flush median operation in post implementation monitoring.
2.4 Moderate Concern – Weekend and Public Holiday Restrictions
From the information provided it is not clear to the SAT if the dynamic lanes will be in operation
during weekends and public holidays. A vast majority of the irregular road users will be travelling
along this section during weekends and public holidays. The dynamic lane configuration may confuse
irregular road users beyond the initial trial period. During weekends and public holidays there isn’t
a specific peak direction in traffic. Therefore, it may be more suitable to retain the flush median all
day during weekends and public holidays. This may reduce the likelihood of driver confusion
amongst irregular road users.
Recommendation:
Consider retaining the flush median all day during weekends and public holiday periods.
Frequency Rating Infrequent Severity Rating Likely
Designer Response Agreed – The arrangement should return to its default position of flush median during weekends and public holiday periods.
Safety Engineer Agreed with SAT and designer.
Client Decision Agree with SAT recommendation.
Action Taken AT to initially operate dynamic lanes as recommended.
2.5 Significant Concern – Protection from Gantry
The SAT has not been provided with the structural details of the overhead gantry signs. It is not
evident whether the gantry signs will be protected with a barrier from errant vehicles. There are
numerous vehicle entrances situated within close proximity to the proposed gantry signs. As a result
there will be substantial turning movements from these vehicle entrances, which increases the
potential for a vehicle to strike a gantry. If a vehicle strikes a gantry, in a 60km/h speed environment,
the resulting injuries may be quite severe.
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Recommendation:
Consider installing barriers at the location of the overhead gantry signs to protect them from
errant vehicles.
Frequency Rating Occasional Severity Rating Very Likely
Designer Response Agreed – Means of providing protection at the overhead gantries will be considered as part of the next design stage noting that the barrier itself is a safety hazard.
Safety Engineer Agreed with SAT and Designer that when a vehicle collide with a gantry sign at 60km/h speed could potential result in serious injury or fatality.
Gantries should be located at least the minimum clear distance specified in “Austroads’ Guide to Road Design Part 6: Roadside Design, Safety and Barriers” for a 60km/h road or protected with a safety barrier.
Designer to ensure that any protection treatments will not become a safety hazard.
Client Decision Agree with SAT recommendation.
Action Taken Designer instructed to consider providing protection to overhead gantries as part of detailed design.
2.6 Moderate Concern – Number of Overhead Gantry Signs in
each Option
Option 1 proposes to use nine gantry signs for lane signals whereas Option 2 only uses five gantry
signs for the lane signals over the route. Option 2 proposes to use less signs over the western section
where there is poor forward visibility for motorists due to the road geometry. The gantry signs
enforce the lane controls and it is imperative that these are situated within close proximity to each
other when there is poor forward visibility for motorists. Option 1, with the use of nine gantry signs,
will be safer than Option 2, with five gantry signs, to ensure that the lane controls are adhered to by
motorists.
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Recommendation:
Consider implementing Option 1, with the use of nine gantry signs, rather than Option 2, with the
use of five gantry signs.
Frequency Rating Occasional Severity Rating Likely
Designer Response Agreed – It is recommended that more gantries be introduced to enforce the lane controls and serve as a constant reminder to road users. Overhead power cables and underground utilities may restrict location options; maximising the number of gantry locations will be considered as part of the next design stage.
Safety Engineer Agreed with SAT and Designer that the number of proposed gantry signs should be maximised to reduce confusion.
Client Decision It is recommended that the trial be implemented with 6 overhead gantry signs and if monitoring indicates safety is a concern further signs can be considered. It is expected that the LED studs will be a significant focus in communicating the operation of the dynamic lanes and will be clearly visible at all times, therefore reducing driver reliance on overhead gantry signs. The trial is intended to set standards for future use of dynamic lanes and unnecessary overuse of gantry signs may set a precedent for future schemes. It should also be noted that gantry signs introduce safety concerns resulting in new roadside obstacles and minimising their use should be considered.
Action Taken Designer instructed to proceed with 6 gantries.
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2.7 Significant Concern – Existing Traffic Island
The drawings provided to the SAT do not indicate whether the existing traffic island situated outside
159 Whangaparaoa Road will be removed. This traffic island has to be removed since the flush
median will form a lane during peak times of the day and the presence of the traffic island will impede
the path of motorists using it as a lane.
Traffic Island outside 159 Whangaparaoa Road
Recommendation:
Ensure that the traffic island situated outside 159 Whangaparoa Road is removed.
Frequency Rating Frequent Severity Rating Unlikely
Designer Response Agreed – The project proposal includes the removal of the traffic island and will be removed as part of the trial.
Safety Engineer Agreed with SAT and Designer.
Client Decision Agree with SAT recommendation.
Action Taken Designer instructed to remove traffic island as part of detailed design.
2.8 Minor Concern – Removal of Flush Median
The remnants of the painted flush median may still be prominent even after it is removed. This would
be particularly true on a rainy day when the pavement surface is wet. These markings would be
redundant upon the inception of the dynamic lane trial. The remnants of the old flush median may
lead to driver confusion which could lead to an increase in the crash rate. Resealing the road upon
the removal of the flush median would quell any chance of the flush median reappearing and causing
confusion. Additionally, a new seal may better suit the smart studs compared to the existing surface.
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Recommendation:
Consider resealing the pavement surface upon the removal of the painted flush median and prior
to the installation of the smart studs.
Frequency Rating Occasional Severity Rating Unlikely
Designer Response Agreed – The pavement should be resealed to remove the potential for ghost markings being indistinguishable from the new markings and to reduce the potential of surface failure following the installation of the road studs. Pavement sealing details will be investigated at the next design stage.
Safety Engineer Agreed with SAT and Designer that the pavement should be resealed to remove the potential for ghost markings.
Client Decision Agree with SAT recommendation.
Action Taken AT will undertake resurfacing works in conjunction with implementing the dynamic lanes trial.
2.9 Minor Concern – Right Turn Lanes into Side Roads
There are several existing right turn bays along the route. It is unclear whether the right turn bays
will be removed as part of the proposal. It would be hard to depict the right turn bay using the smart
studs as it would be hard to depict the right turn arrow. Therefore, the right turn bays will have to be
removed as part of the proposal.
Example of Right Turn Bays
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Example of Right Turn Bay
Recommendation:
Consider removing the right turn bays along the route.
Frequency Rating Occasional Severity Rating Unlikely
Designer Response Agreed – The right-turn markings and all other redundant road markings should be removed from the project. Details will be included on the drawings at the next design stage.
Safety Engineer Agreed with SAT and Designer.
Client Decision Agree with SAT recommendation.
Action Taken Designer instructed to remove right turn bays as part of detailed design.
2.10 Moderate Concern – Right Turn into Side Roads/Properties
during One Lane Operation
Vehicles waiting to turn right into side roads/properties when there is a single lane in operation will
cause blocking in this single lane while motorists find a suitable gap. Rear end crashes may result
due to these blockages. In a 60 Km/h speed environment, the resulting injuries may be significant.
Lowering the speed limit as suggested in Section 2.1 would reduce the severity of a possible crash. If
the kerbside lanes in each direction are kept as wide as possible, this may allow light vehicles to
manoeuvre to the left of a vehicle waiting to turn right.
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Right Turn Traffic During One Lane Operation
Recommendation:
Consider providing the maximum width possible for the kerb side lanes in both directions. If rear
end crashes become a problem, consider banning all right turns during tidal flow operation.
Frequency Rating Occasional Severity Rating Likely
Designer Response Agreed –Implementing a speed limit reduction will help reduce the severity of potential crashes. The intent of the design is to provide a kerb-side lane that will be as wide as possible, however this will be restricted due to AT’s preference to maintain existing kerb lines. There will be a significant proportion of the project where passing of turning vehicles will not be possible unless pavement widening is undertaken. Turning movements should be monitored as part of the flush median monitoring.
Safety Engineer Agreed with SAT and Designer, however the Safety Engineer strongly recommends the Designer to consider banning all right turns, from and into both side roads and driveways, during dynamic lane operating periods. Motorists could reroute via Red Beach Road and Hibiscus Coast Highway, this diversion would add an additional travel time of approximately 5 minutes and may not be much different to the time it would take to undertake a safe right turn manoeuvre, due to traffic volumes at peak times.
Client Decision Agree with designer’s response. It is not proposed to implement a right turn ban from the outset of the trial as proposed by road safety.
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Based on the low number of right turners it is considered overly restrictive to introduce a ban from the outset of the trial. It is therefore recommended that turning movements should be monitored and addressed if required. It should also be noted there are other busy sections of arterial roads throughout the region where right turning traffic has to cross 2 lanes of opposing traffic without the assistance of a flush median.
Action Taken Designer instructed to take SAT feedback into consideration as part of detailed design.
2.11 Moderate Concern – Left Turn into Hibiscus Coast Highway
Currently there is a single free left turn lane for the movement from Whangaparaoa Road into
Hibiscus Coast Highway. The SAT is concerned with the capacity and operation of this single lane
when the tidal operation allows two lanes towards this point. It may be necessary to provide two left
turn lanes into Hibiscus Coast Highway. If two lanes are provided, then they would need to be
controlled by traffic signals.
Additionally, there are two through lanes into Millwater Parkway. The SAT is concerned that if two
left turn lanes are provided for capacity reasons, then there could be a conflict point where the two
westbound lanes on Whangaparaoa Road divide for the left and through movements. The lane
configuration in this area needs a suitable layout.
Recommendation:
Consider capacity and lane layout at the intersection of Whangaparaoa Road/Hibiscus Coast
Highway.
Frequency Rating Common Severity Rating Unlikely
Designer Response Agreed – The downstream capacity at the Whangaparaoa Road / Hibiscus Coast Highway intersection will restrict traffic to one lane and potentially cause congestion and merging conflicts. The lane configuration and capacity assessment at the Whangaparaoa Rd / Hibiscus Coast Hwy intersection is outside the Designer’s scope of works. However, the capacity limitation and lane configuration should be addressed.
Safety Engineer No safety issue or accident type has been identified in this problem, therefore the Safety Engineer has no comment to make.
Client Decision AT have reviewed capacity at this intersection and do not propose any further changes at this time.
Action Taken No further action.
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3 Audit Statement
We certify that we have used the available plans, and have examined the specified roads and their
environment, to identify features of the project we have been asked to look at that could be changed,
removed or modified in order to improve safety. The problems identified have been noted in this
report.
Signed Date 9 September 2016
John Neill, NZCE (Civil),MIPENZ, CPEng Principal Traffic and Transportation Engineer Opus International Consultants Limited
Signed Date 9 September 2016
Samitha Jayamaha, BE (Hons), GIPENZ Graduate Civil and Traffic Engineer Opus International Consultants Limited
Designer Name …………………… Position …………………………………………...
Signature …………………… Date …………………………………………...
Safety Engineer Name …………………… Position …………………………………………...
Signature …………………… Date …………………………………………...
Project Manager Name …………………… Position …………………………………………...
Signature …………………… Date …………………………………………...
Action Completed Name …………………… Position …………………………………………...
Signature …………………… Date …………………………………………...
Project manager to distribute audit report incorporating decision to Designer, Safety Audit Team
Leader, Safety Engineer and project file.
Date:……………………..