National Traffic Signal Specifications.pdf

Signals New Zealand User G
Page 1
roup ( SNUG)

National Traffic Signals

Specification 2013 Rev01

Superseding the National Signals Specification 2005

Sign

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fication 2

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DISCLAIMER

This specification has been produced by members of the National Signals Committee and the Signals New Zealand User
Group (SNUG) and includes input from representatives of the traffic signal industry.

It is the combination of several specifications from the larger cities and brings together the best practice and procedures
currently in use throughout the country. Users of this specification must ascertain for themselves that it represents the
requirements of their clients or Road Controlling Authority (RCA).

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REVISION DETAILS

Revision No.
Date
Section
Description

ABBREVIATIONS

Abbreviation
Description

AGD
Above Ground Pedestrian protection
CIS
Controller Information Sheet
DLP
Defects Liability Period
IGD
In Ground Pedestrian detection
JUMA
Joint use Signal Mastarm and Streetlight Pole
JUSP
Joint Use Signal and Streetlight Pole
KJB
Kerbside Junction Box
LED
Light Emitting Diode
MPa
Megapascals
NZTA
New Zealand Transport Authority
UMB
Upper Mounting Bracket
RCA
Road Controlling Authority
SCATS
Sydney Coordinated Adaptive Traffic System
SNUG
Signals New Zealand User Group
TMP
Traffic Management Plan

SPECIFICATIONS

No.
Description
AS/NZS 3000
Electrical Wiring regulations
AS/NZS 2144
Traffic Signal Lanterns
AS 1163
??
AS/NZS 4792
Galvanising ???
AS 2352
Pedestrian Push Button Assemblies
NZS 3910
Conditions of Contract for Building and Civil Engineering Construction
AS/NZS 2276.3
  Cables For Traffic Signal Installations, Part 3 - Loop Cable for Vehicle Detectors
AS/NZS 2276.1
  Cables for Traffic Signal Installations, Part 1 – Multicore Power Cables
NZECP 34
  New Zealand Code of Practice for Electrical Safe Distances
NZS 3109
  Concrete Construction
AS/NZS 4058
  Precast Concrete Pipes
NZS 3144
  Specification for Concrete Surface Finishes
AS 3996
  Access covers and grates

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Section 1 – GENERAL REQUIREMENTS
1.1  Introduction

Whilst  this  specification  is  intended  to  encompass  the  best  practice  for  the  supply  and  installation  of  traffic
signals throughout the country it is recognised that individual Road Controlling Authorities (RCA‟s) will have
their  own  specific  requirements.  Therefore  this  specification  needs  to  be  read  in  conjunction  with  the
Regional Special Conditions to the National Signals Specification as produced by the local RCA in which the
work is being undertaken.

1.2  Specifications / Standards

All  cable,  equipment  and  installation  shall  satisfy  the  requirements  of  the  Electrical  Wiring  Regulations
AS/NZS 3000 (and any amendments) and the Local Power Supply Authority.

Any communication equipment likely to be connected to the Telecom network shall be Telecom approved.

All Standards referenced in this specification maybe superseded by a revised version. Where a standard
has been superseded the Standard referenced in this Specification shall be replaced most recent version of
the Standard.

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Section 2 - MINIMUM REQUIREMENTS OF SIGNAL EQUIPMENT

2.1
Scope

This  Section  of  the  Specification  covers  the  requirements  of  all  signal  equipment  offered  for  supply  and
installation,  including  the  local  signal  controller,  controller  cabinet,  detectors,  lanterns,  target  boards,  visors,
poles and pole top assemblies and push button assemblies.

2.2
Signal Equipment Compliance and Approvals

All traffic signal components must comply with this specification and must either:

(a)
Have  been  previously  supplied  to  the  Road  Controlling  Authority  (RCA)  /  Client  and  found
satisfactory in operation, or

(b)
Be  demonstrated  in  a  working  condition  to  the  RCA  /  Clients  Engineer  before  the  closing  date  for
tenders.  The Engineer may give provisional approval if, in his opinion, the equipment is fit for purpose and is
able  to  be  connected  to  the  SCATS  Traffic  Management  System  (if  required  to  be  connected  to  SCATS).  –
Refer Section 2.2.1 Provisional Approval

The  equipment  shall  also  comply  with  all  relevant  electrical  regulations  and  local  Power  Supply  Authorities
requirements.

2.2.1
Provisional Approval

Provisional  approval  for  non-complying  equipment  may  be  given  by  the  RCA  /  Client  providing  it  can  be
shown  that  the  proposed  equipment  meets  all  specified  requirements,  including  safety  and  other  regulatory
requirements, and provides the same desired outcome.

Equipment with provisional type approval will be required to operate in accordance with this Specification and
will  not  remove  the  Contractors  obligations  under  Section‟s  4  and  5  regarding  maintenance.    In  many  cases,
equipment  with  provisional  type  approval  may  require  maintaining  for  a  longer  period  than  one  year.    The
Contractor will be notified of this period when granted provisional type approval.  Maintenance, at no cost to
the RCA / Client, will be required until full approval for the equipment is given.

In general, equipment will be required to operate under normal working conditions without failure for a period
of 12 months.  This may apply to one-off or a multiple number of units.

2.2.2
Guarantee Period

Unless specified elsewhere in this document, all equipment / hardware supplied or installed shall be guaranteed
against faulty materials and workmanship for a period of one year from the date of commissioning. (Note: The
Guarantee period commences from the date of commissioning and not the date of manufacture).

Where  there  is  a  difference  between  the  main  contracts  Defects  and  Liability  requirements  and  this
specification the longer time period shall apply.

Some exceptions to the above are traffic signal controller components, poles and painting.

LED (Lamp) module shall have a five year guarantee period. In terms of new installations the guarantee period
shall  commence  from  the  date  of  commissioning.  For  replacement  modules  the  guarantee  period  shall
commence from the date of installation of the LED (Lamp) module.

For  new  installations,  commissioning  of  the  signals  shall  be  deemed  to  have  occurred  on  the  date  when  the
installation  has  passed  all  of  the  pre-commissioning  tests  and  the  RCA‟s  Engineer  has  signed  the  Site
Acceptance (or similar) form.

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Refer Section 5.1 for procedure for cost recovery for any failure or fault during the contract Maintenance or
Defects Liability Period.

2.3
Traffic Signal Controller

2.3.1
AS2578:2009 - Traffic Signal Controller

Subject  to  the  following  special  conditions,  the  Traffic  Signals  Controller  must  comply  with  AS2578:2009.
This  includes  all  aspects  of  the  controller,  cabling,  mounting,  cabinet,  and  logic  rack  as  detailed  in
AS2578:2009, including the provision of options as detailed in AS2578:2009 Appendix A.

2.3.2
New Zealand Special Conditions to AS2578:2009

The  following  amendments  shall  be  made  to  AS2578:2009  for  supply  and  installation  in  New  Zealand.  The
numbers referred to are the item numbers in AS2578:2009.

AS2578:2009 Requirement 1.4.10 – Additional requirement for New Zealand
In accordance with AS/NZS3000, the RCD supplied must meet the conditions of AS/NZS3000:2007 2.6.2.2
for New Zealand installations.

AS2578:2009 Requirement 2.3.3 – Additional Requirement for New Zealand
The controller must have ventilation grilles in the base, above the finished ground level, and below the gland
plate as detailed in Section 2.3.4. A recommended option is to fit a „pedestal‟ between the base and the
controller cabinet. This pedestal must be at least 100mm tall, and the same width and depth as the controller
cabinet and base.

AS2578:2009 Requirement 2.3.4 – Additional requirement for New Zealand
A gland plate and removable access panel shall be fitted at the bottom of the controller cabinet. A suitable
example is shown in Appendix K. Any unused cable entries must be „plugged‟ with plugs that can be easily
removed. The glands, gland plate and access panel must be capable of preventing entry for vermin etc into the
bottom of the controller cabinet.
The access panel must be installed to allow easy removal for maintenance tasks in the bottom of the cabinet.

AS2578:2009 Requirement 2.3.7 – For New Zealand remove figure 2.5.
AS2578:2009 Requirement 2.3.7 - Additional requirement for New Zealand as per NOTE.
The purchaser requirement for New Zealand cabinet locking is as follows –
1.
Recessed Handle(s),
2.
Three-point locking at top, bottom, & side,
3.
A single-key mechanism, with the lock as specified by the RCA in their “Regional Special Conditions
to the National Signals Specification”.

AS2578:2009 Requirement 2.3.12 – Change requirement for New Zealand
Replace second paragraph with –
The equipment shelf shall be mounted not less than 390mm below the top of the door opening, and this shelf
shall be the width of the controller cabinet.

AS2578:2009 Requirement 2.3.12 – Additional requirement for New Zealand
The equipment shelf must be sufficiently deep enough to hold the logic module, but must have at least 50mm
clearance from the front face to the inside of the door.

New requirement to AS2578:2009 for New Zealand
2.5.12 Communications Socket Outlet and MCB
A circuit breaker shall be installed in the „spare position‟ as provided for in 2.5.11.(f). This circuit breaker
shall be  rated at 16 A, Type C, with a fault-make load-break fault current rating not less than 8 kA, and shall
control a new double-socket outlet specifically for communications and camera equipment, where the 230v
power for such equipment is supplied by 3-pin plug. The communications equipment socket outlet must be

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clearly labelled “Communications Equipment Only – NOT RCD PROTECTED”. RCD protection must not be
provided for this socket.

New Requirement to AS2578:2009 for New Zealand
2.5.13 Street Lighting Power
Where there is a power supply to street-lighting fed through the traffic signals cabinet, it shall be installed as
per the local RCA‟s “Regional Special Conditions to the National Signals Specification”. This street lighting
circuit must be supplied through the traffic signal controller mains power isolation switch.
*Note - the „Detector‟ MCB detailed in 2.5.11 (d) may be re-tasked as the street-lighting circuit protection.

New Requirement to AS2578:2009 for New Zealand
2.5.14 Electricity Revenue Meter
Each electrical retailer, and each electricity lines company have slight variations with their electricity revenue
meter requirements. For regional specifics, consult the local RCA‟s “Regional Special Conditions to the
National Signals Specification”.

AS2578:2009 Requirement 2.13.1 - Change requirement for New Zealand
Replace the entire paragraph with -
2.13.1 Conformance with New Zealand Communication Requirements
(a) Telepermit Requirements - Any device to be directly connected to the Chorus network must display the
New Zealand Telepermit label. For more information visit http://www.telepermit.co.nz.
(b) Radio Requirements - Any wireless device must comply with the New Zealand Radio Communications
Act 1989. For more information visit http://www.rsm.govt.nz

AS2578:2009 Requirement 2.18 – NOTE
The service light is a standard requirement for all New Zealand controllers.

AS2578:2009 Requirement 2.22.5(b) – change requirement for New Zealand
Replace entire requirement with “Telepermit label and PTC number”

2.3.3
Controller Firmware

Prior to testing and installation, the following requirements must be met -
1. The controller must be designed in accordance with RMS TSC4 specification,
2. The controller (including logic rack and all other modules) must have the current manufacturer
software, firmware and hardware updates applied.
2.3.4
SCATS Compliance and TRAFF Version

Where the controller is to be connected to SCATS, the following conditions apply –
1. The controller must be running the latest version of TRAFF software, as notified by Roads & Maritime
Services (RMS),
2. A copy of the RMS SCATS Compatibility Certificate for that model of controller must be supplied to
the Engineer (if not already previously supplied).
2.3.5
New Controller Types

Where a contractor proposes to install a new controller type not previously installed in the area of the RCA,
the following conditions must be met –
1. Written approval must be obtained from the Engineer,
2. The supplier (or their agent) must offer to make a presentation on the controller to the Engineer, and
provide a loan logic rack at no charge to allow the Engineer to test the controller and become familiar
with it,
3. The supplier (or their agent) must provide a training course to the RCA‟s existing Maintenance
Contractor, at no charge to the Engineer or the Maintenance Contractor,
4. If the new controller requires special configuration tools, or will not work with the RCA‟s
Maintenance Contractors HHT, the supplier (or their agent) must provide all equipment required to
allow full HHT operation with the controller. This can include computer software, or a new HHT, as
required to integrate with the operations of the current Maintenance Contractor,

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5. The engineer has the final right to deny installation of any controller type in their area.

2.4
Signal Lanterns

2.4.1
General

The technical requirements for Traffic Signal Lanterns including cowls, visors and louvres shall be as stipulated
in  AS/NZS  2144:2002    (Including  amendments  as  issued  from  time  to  time),  with  the  exception  that  all  new
traffic signal lanterns shall be supplied with LED lamps.

2.4.2
Signal Sizes

The nominal size of pedestrian and general-purpose signals as referred to in clause 3.3 of AS/NZS 2144:2002
shall be 200 mm.

The nominal size of extended range signals as referred to in clause 3.3 of AS/NZS 2144:2002 shall be 300 mm.
(Note: Extended range signals shall be used on all overhead mastarm displays and on high speed approaches).

2.4.3
LED Lanterns

All LED lanterns, visors, louvers and target boards must have an independent NATA certified laboratory report
confirming compliance with AS/NZS 2144:2002

2.4.4
Lantern Body Construction

Lantern  bodies  shall  be  constructed  from    aluminium  or  polycarbonate  and  be  installed  to  the  manufacturers‟
installation instructions.

The lantern doors shall be capable of being hinged on both the left and right without the need for tools.  Lantern
doors shall be able to be replaced without the need to disturb the lantern mountings.

2.4.5
Visors (Cowls)

Each visor shall fit tightly against the door and shall not permit any perceptible filtration of light between the
door and the visor.

All Visors shall be made from plastic.

Unless specified elsewhere all visors shall be one of the following:

(a)
Open Type Visor: For use on primary lanterns.


(b)
Closed Type Visor: For use on secondary or tertiary lanterns.


(c)
Pedestrian Visor: Each standard 200mm diameter pedestrian lantern shall be fitted with an approved
rectangular visor.

2.4.6
Target Boards (Backing Boards)

Target boards shall be fitted to each vehicle lantern supplied.  The size of target boards shall be as specified in
AS/NZS 2144: 2002 and shall be constructed using type 5005 aluminium alloy  with a  minimum thickness of
1.6  mm.    Each  target  board  shall  be  fully  interchangeable  in  accordance  with  the  criteria  recommended  in
Appendix F of AS/NZS 2144: 2002. The surface treatment shall be baked enamel (black).

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Target Boards for 200 mm lanterns shall incorporate a 20 mm  white painted border around the outside as set
out in Clause 7.9 of AS/NZS 2144: 2002.

Target Boards for 300 mm lanterns shall incorporate a 35 mm white baked enamel border.

2.5
Poles (Posts) and Pole Terminal Assemblies

The  design  requirements  for  all  traffic  poles  shall  be  in  accordance  with  the  joint  Australia/New  Zealand
Standard AS/NZS 4676:2000 Structural Design Requirements for Utility Service Poles and AS/NZS 4677:2010
Steel Utility Service Poles.

Design  of  the  components  for  strength  will  be  in  accordance  with  the  parameters  set  out  below.

Only  standard  poles  and  arms  in  accordance  with  the  drawings  in  appendix  are  to  be  manufactured.

All  traffic  style  poles,  including  mast  arm  poles  (curved  or  mitred),  standard  traffic  signal  and  hinged  traffic
signal poles, JUMA, JUSP, ground planted, flange based or flange based stub shall be designed in accordance
with AS/NZS1170.2.2002 parts 0 and 1 and include a 10 year structural guarantee. Additionally, the following
specific design parameters are to be included:

Design Working Life

- 50 years

Importance Level

- 2

Wind Region

- Use code for region where traffic signals are to be installed

Terrain/Height Multiplier
- 2

Shielding Multiplier

- 1

Hill Shape Multiplier

- 1

Lee Zone Multiplier

- 1 (to a maximum of 1.35)

All JUSP, JUMA and Mast Arm Poles with curved outreach arms shall have a 10 degree tilt. In addition, poles
and  arms  shall  comply  with  all  dimensions  shown  in  the  drawings  min  Appendix  A.   The  minimum  spigot
diameter  on  JUSP  and  JUMA  poles  shall  be  42mm  o.d.  In  the  case  of  the  JUMA  and  JUSP  poles,  the  street
lighting luminaire fitted to the outreach arm shall not exceed 0.15m² in sail area and have a mass of no more
than 15.0 kg. The tilt angle is detailed on the drawings.

All  fixtures  and  fittings  are  detailed  (traffic  signals,  pedestrian  signals,  street  lights,  signage  and  any  other
fittings or fixtures required for the specific installation) along with the height at which their weight and windage
is  to  be  calculated  as  a  minimum.  Drag  coefficients  are  to  be  in  accordance  with  table  E4  of  AS/NZS
4676:2000.

The JUSP pole door cavity/fuse opening shall be of a suitable weatherproof design and shall be positioned to
permit safe access for  maintenance i.e.  not facing the street/traffic lane. The ideal position  would be to allow
the  technician  to  view  on-coming  traffic.  The  cover  plate  shall  be  secured  by  a  minimum  of  two  child  and
vandal resistant 304 grade stainless steel fasteners and will require a specialised tool to remove the fasteners for
maintenance.

In the case of octagonal JUSP poles, the door cavity/fuse opening shall be a standard size of 300mm x 140mm
and be positioned 600mm (to the base of the opening) above the finished ground level. In the case of the JUMA
pole, the door cavity/fuse opening for the street light isolation shall be a standard size of 180mm x 80mm and
be
positioned
just
below
the
mounting
flange
for
the
street
light
outreach
arm.

All  steel  tube  used  for  manufacture  of  the  5.1  metre  traffic  light  poles  shall  be  a  minimum  of  100nb  CHS  to
C250LO in accordance with AS/NZS1163:2009.

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Pole strengths are based on AS/NZS 3404:2009 Steel Structures Standard. Steel sections strength requirements
apply to the base of the pole at the top of the concrete footing.

All welding shall be carried out in accordance with AS/NZS 1554.1:2004 Structural Steel Welding Part 1 and
welders  must  be  qualified  to  AS/NZS  2980:2007.  Inspections  certificates  by  a  duly  qualified  independent
inspection company are to be supplied for each batch manufactured.

Poles  will  be  permanently  marked  (prior  to  painting)  by  way  of  indentation  stamp  to  indicate  date  of
manufacture  (dd/mm/yyyy)  and  the  name  of  the  manufacturer.  This  indentation  stamp  shall  be  located
immediately under the lower pedestrian mounting lug.  Arms are to be identified in the same manner with the
location  being  on  the  outer  surface,  immediately  above  where  the  arm  connects  to  the  pole.  The  indentation
stamp letter and number size is to be of a size suitable to be easily  identified. Lettering shall have a minimum
height  of  7mm  and  a  maximum  height  of  14mm.  All  marking  is  to  be  applied  prior  to  painting.

All JUMA, JUSP and Mast Arm Poles and arms shall be finished, both internally and externally in accordance
with  AS/NZS4680:2006,  Hot  Dip  Galvanising  Standard.  Ready  galvanised  steel,  spray  on  galvanising  or
thermal  zinc  will  not  be  accepted.  In  addition,  pole  coatings  shall  be  in  accordance  with  AS/NZS  2312:2002
with certification to Category 'D' for a 10 year warranty to first maintenance.

Each  pole  type  will  require  a  PS1  certificate  to  be  issued  by  suitably  qualified  CPENZ  Registered  Engineer.
This  certificate  shall  include  the  specific  design  details  for  both  the  pole  and  when  requested,  the  foundation
details and will be supplied at time of tender.

Mounting of the poles are of two possible types - ground planted and concrete pad.

Ground planted poles are an extension of the pole below the finished ground surface. The length below ground
will vary depending on the model of pole being installed and ground conditions in the location. The minimum
soil bearing capacity should be 100kPa. If any less than this, a site specific foundation design will be required.
Concrete pad mounted poles will typically be of a flange based type. These poles will require a concrete pad or
pile to be constructed that will include during casting of a suitable holding down bolt cage. Pads and piles are
typically used in locations where the ground conditions aren't stable enough to maintain overturning resistance.

2.5.1
Pole Terminal Assemblies

2.5.1.1  Switch Terminations (Terminal Assemblies)
2
The   terminal   assembly   shall   consist   of   sufficient   2.5   mm
2-in-2-out   knife   edge disconnect
terminals  for  the  number  of  cores  to  be  terminated.    The  terminals  shall  spring  loaded  screw  locked
incorporating a screw and spring-tensioned system or have a minimum of one screw per  cable  core.   The
neutral  and  earth  terminals  shall  be  double  through  terminals  to  facilitate  a  greater  number  of
terminations.    The  terminals  shall  be  mounted  on  aluminium  rails  and  end  clamps  shall  be  provided  at
each end of the rail. Each terminal shall be clearly labelled.

2.5.1.2  Neutral Terminations

The  terminals  shall  meet  the  requirements  of  Clause  2.5.1.1  excepting  that  they  shall  not  use  switch
terminations.

2.5.1.3  Earth Terminations

The  earth  bus  bar  shall  provide  ten  outputs  with  connectable  cross-sections  measuring  10  mm2  and  16  mm2
configured alternately. The bar shall be rail mounted and have a rated voltage of 450V and be rated IP20. The
insulating material shall meet the reference standard IEC 60998-1 and IEC 60998-2-1.

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2.5.1.4  5 meter Pole Termination (Terminal Assembly Unit)
The top of each standard 5m pole shall be fitted with a terminal assembly unit and cover meeting the
requirements as shown in Appendix B.

The  pole  top  and  full  upper  mounting  bracket (UMB) must  be  a  combined  unit complete with cable
terminal and  lantern lead supports, and a final cap capable of being fastened into position so that it cannot
be removed if the securing bolts are loose.

The finial cap  must be made of plastic and constructed to fit snugly over  the  pole  top  to  minimise  the
ingress  of  dirt  and  grime.   The finial cap shall be secured to the UMB by a  wire lanyard to prevent it
from blowing away if not fastened correctly.  Metal  finial  caps will not be acceptable.

All  nuts,  washers,  bolts  and  fasteners  shall  be  galvanised,  and  the  pole  top/mounting  bracket  shall  be
constructed in a non-corrosive material.

2.5.1.5  Mastarm Pole Termination
All mastarm poles shall have a terminal assembly box (Montrose box) mounted no lower than 3.5  meters
from the adjacent ground level.

The  box  shall be  c o n s t r u c t e d   f r o m  aluminium  or  polycarbonate  with  m i n i m u m   d i me n s i o n s   o f
400 x 350 x 120mm rated to lP  65. It shall be  bolted to the pole a n d   s h a l l   i n c l u d e   a   rubber  seal  or
gland  between the box and the pole metalwork to create a waterproof seal.  The Lantern leads shall enter
through  the  underside  of  the  box.   Any cables  entering  through  the  back  of  the  box shall be held by a
compression  gland.    No  holes  will  be  permitted  in  the  box  that  will  allow  condensation  or  moisture  to
enter.

All  cables  shall  be  terminated  in  accordance  with  the  details  shown  on  the  Cable  Termination  Chart  (Refer
Appendix F for example).

2.6
Pedestrian and Cycle Detection

2.6.1
Pedestrian Push Button Assemblies

Pedestrian push-button assemblies shall contain audio and tactile facilities and shall comply with AS 2353-1999
“Pedestrian Push Button Assemblies”.

In addition the following requirements shall be met:

(i)
The call box shall provide an audible locating and “WALK” signal.

(ii)
The push button assembly shall incorporate an ambient noise control device .

(iii)
The  tactile  function  must  be  continually  operational;  however  the  audio  signal  should  be  able  to  be
muted.

2.6.2
In Ground (IGD) or Above Ground (AGD) Pedestrian Detection

All IGD /AGD detection and related equipment must have prior approval from the Engineer.
2.6.2.1
In Ground Pedestrian Detection (IGD)
All  IGD  units  shall  comply  with  the  layout  and  form  as  described  in  “RTS  14  –  Guidelines  for  Installing
Pedestrian  Facilities  for  People  with  Vision  Impairment”  and  the  Pedestrian  Planning  and  Design  Guide
produced by NZTA.

Page 15

The detection output must be compatible with the standard inductive loop detector unit technology.

They shall be made from colour fast material and be capable of withstanding vehicle loadings.

2.6.2.2
Above Ground Pedestrian Detection (AGD)
All  AGD  units  must  be  located  such  that  they  are  able  to  cover  the  required  area  of  detection  and  must  be
compatible with the traffic signal controller detection and operation.

2.6.3
Cycle Push Button Assemblies

Cycle push button assemblies shall be the same as the pedestrian push-button assemblies accept that:

(a)
They shall be coloured blue.

(b)
The audio and tactile facilities are not required.

(d)
The  embossed  arrow  disc  shall  be  replaced  with  a  red  lens  similar  to  a  vehicle  signal  lens  and
embossed with the cycle symbol.

(e)
They shall incorporate a visual call accept signal.

2.7
Inductive Loop Detectors (Vehicle and Cycle)

Inductive loop detectors may be either preformed or saw cut on site.

Where  preformed  loops  are  to  be  installed  they  must  have  site  specific  approval  of  the  Engineer.  Each
preformed loop must be constructed to meet the dimensions and lane offsets as in the diagram in Appendix C

Where  non  inductive  detection  technology  is  to  be  used  (e.g.  camera  technology)  it  must  have  site  specific
approval of the Engineer.

2.8
Testing of Equipment

All signal equipment supplied and/or installed including the signal controller, load switching equipment, cable
terminals, plugs etc is to be fully tested under simulated working conditions before being installed on site.

For acceptance and testing during installation refer Section 3.15 – Acceptance and Testing

link to page 30

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Section 3 - INSTALLATION AND COMMISSIONING OF TRAFFIC SIGNAL EQUIPMENT

3.1
Scope

This Section of the Specification covers the installation and commissioning of signal equipment including the
controller, cabinet, vehicle and pedestrian signals, call boxes,  detection equipment and detector loops.  It also
covers the painting of equipment.

3.2
Temporary Traffic Management

The  contractor  shall  be  responsible  for  the  supply  and  erection  of  all  necessary  barricades,  warning  notices,
lights, etc, as required under  Section 5.7.2 of NZS 3910: 2003 Conditions of  Contract  for Building and Civil
Engineering Construction and as required by the Transit New Zealand Code of Practice for Temporary Traffic
Management or to any other specific documents that may be provided by the RCA / Client.

The contractor shall obtain from the RCA whatever approvals  are required to be able to work on the roadway
under the RCA‟s control.

3.3
Supply of Electric Power

The  contractor  shall  be  responsible  for  arranging,  with  the  Road  Controlling  Authority‟s  power  supply
company, for the provision of a power meter and the switching on of power to the signal control cabinet.  The
contractor shall pay all costs (including fees) associated with this work and shall get all necessary permits and
shall provide the Certificate of Compliance to the Engineer on completion of the works.

3.4
Waterproofing

All equipment below ground level shall be constructed and treated to permit continuous operation without fault
due to immersion in ground water or other corrosive agents commonly encountered on or beneath roads.

3.5
Electrical Wiring

All electrical work shall be completed in accordance with the current AS/NZS 3000 standard.

3.5.1
Pole Top Cable Terminations

All  cables  shall  be  brought  up  the  interior  of  the  signal  pole  or  mastarm  and  terminated  on  the  specified
terminal assemblies.  All cables shall be firmly supported at the point of termination in such a manner that the
weight of the cable shall not impose mechanical strain on the electrical connections.

The cores of each cable are consecutively  numbered on the core insulation and each core shall be terminated
into the terminal labelled with the same number.

Where a 36 core cable is not used (generally in existing installations) and there is more than one cable coming
into a pole then the largest cored cable or cable labelled „A‟ (see Clause 4.8), shall start at terminal 1 with the
smaller  cables  following  on.    For  example  with  a  25  plus  a  12  core  cable,  core  1  of  the  25  core  will  be
terminated into terminal 1 with core 1 of the 12 core terminating into terminal 26. It is not necessary to label
each core since core 6 say will always terminate into terminal 6.

The cable sheath shall be removed for an adequate length with due precautions being taken not to damage the
insulation  of  the  individual  cores.    The  cable  cores  shall  be  neatly  formed  and  laced  to  allow  individual
conductors  to  be  connected  to  the  appropriate  numbered  terminal  in  accordance  with  the  approved  Cable
Termination Chart (refer Appendix F for example).  The cores of different cables shall not be laced together.

Page 17

The  bunching  and  tying  of  cores  shall  be  arranged  such  that  all  terminal  labelling  remains  visible,  and
individual cores  may be conveniently disconnected from any terminal for subsequent  maintenance.   All cable
cores including spares shall be allocated terminals, and shall be terminated within the pole top.

3.5.2
Earthing (Bonding)

All  metal  components  must  be  individually  earthed  in  accordance  with  the  AS/NZS  3000:2007  wiring
regulations,  using  a  minimum  size  earthing  cable  of  4.0  mm2.  Particular  attention  should  be  given  to  poles
(including mastarms), callboxes, finial caps, metal bodied signals, unused cable cores, controller and cabinet,
mastarm termination box and audio tactile driver box.
All unused cable cores shall be bonded to earth in the controller cabinet.
3.5.3
Cable Termination Chart

For all new installations, a cable termination chart (Refer Appendix F for example) shall be completed prior to
termination of cables onsite and supplied to the Engineer.

At  existing  sites  the  contractor  shall  amend  the  existing  cable  termination  chart  supplied  by  the  Road
Controlling  Authority.    If  no  cable  termination  chart  exists,  the  contractor  shall  be  required  to  produce  one
from existing cable documentation as appropriate.

All cabling both at the controller cabinet and at the pole must comply with the details of the cable termination
chart.

3.6
Controller Cabinet

The  controller  cabinet  shall  be  securely  fixed  to  a  concrete  foundation  or  preformed  base  with,  at  minimum,
four hot dipped galvanised bolts (minimum size M12)  such that the cabinet is aligned true to the vertical and
cannot be rocked from side to side. Where a standard preformed base is not to be used the foundation details
must be supplied to the Engineer for approval.

Where the cabinet is not surrounded by concrete or asphalt  a 300  mm  wide concrete apron shall be provided
around  the  base  of  the  controller.  The  apron  shall  be  100  mm  thick  and  be  widened  to  600mm  on  the  side
adjacent to the door. The apron shall be installed to provide drainage away from the controller to the adjacent
ground but to maintain a comfortable working platform.

3.7
Controller Terminations

All  cables  entering  the  controller  cabinet  shall  be  securely  supported  at  their  outer  sheath  to  ensure  that  no
mechanical strain is transmitted to the electrical connections.  The individual cores shall be neatly formed and
tied,  and  positioned  such  that  access  to  housing  terminals  is  not  obstructed  and  terminal  designations  are  not
obscured.    Each  cable  shall  be  individually  labelled  in  accordance  with  its  designation  as  shown  on  the
approved cable termination chart.

All field wiring terminals in the controller cabinet shall be vertically mounted  with sufficient terminals to cater
for  the  maximum  number  of  signal  group  outputs  within  the  Logic  Rack.  Each  signal  group  (both  pedestrian
and  vehicle  groups)  shall  be  provided  with  three  terminal  groups.  Each  group  shall  consist  of  two  2  in-2  out
spring loaded screw locked terminals designed for 2.5mm2 cable.

Both terminals and signal groups shall be counted and labelled from the bottom up in the order: grp 1 green, grp
1 yellow, grp 1 red, grp 2 green, grp 2 yellow, grp 2 red etc.  Group 1 to 4 shall be on the right-hand side.

Terminal separation plates shall be used between each signal group and end clamps shall be used at each end of
the rail.

An additional non-switched terminal unit shall be used and located on the left-hand side of the gear plate.  This
unit  shall  include  three  terminal  blocks  for  both  earth  and  neutral,  plus  one  separate  terminal  block  for  GP

Page 18

phase  (wired  through  the  GP  circuit  breaker),  detector  returns,  pedestrian  buttons,  special  inputs  and  outputs
etc.

The terminals shall be grouped together with the earth and neutral at the bottom, then any 230V supplies and
then the low voltage supplies at the top.  A terminal separation plate shall be used between the earth and neutral
terminals and between the 230V and low voltage terminals.

Each  terminal  shall  be  clearly  labelled  with  its  function  using  labels  supplied  by  the  terminal  manufacturer.
Where  there  is  a  schematic  wiring  diagram  provided  within  the  controller  (generally  on  the  inside  of  the
controller door) it shall provide a true representation of the physical on site wiring configuration.

3.8
External Vehicle Loop Detector Units

For all new signal installations the detector units shall be located in the controller cabinet.

In  special  cases,  or  where  an  existing  installation  is  involved,  detector  equipment  may  have  to  be
accommodated  in  the  weatherproof  boxes  attached  to  the  signal  pole  nearest  to  the  loop.    Attachment  of
detector  units  to  poles  on  medians  or  small  islands  shall  be  avoided  as  far  as  practicable.    Pole-mounted
detector units shall be mounted in an unobtrusive manner and such that convenient access can be obtained to it
from a ladder placed on the footpath.

The  power  supply  for  all  detectors  that  are  mounted  external  to  the  controller  shall  be  taken  from  the  output
side of the lamp isolation relay.

The connection of the loop feeder cable to the detector rack shall be carried out through terminals to allow easy
isolation of the loop/loop feeder side of the circuit for testing purposes.  The terminals must be suitable for low
voltage  and  therefore  standard  disconnect  terminals  are  not  appropriate.    The  terminals  should  preferably  be
mounted vertically down the left-hand side of the gear plate.  The terminal rail shall be long enough to mount
sufficient terminals for 24 detectors.

The terminals shall be labelled with the on-street detector number.

The loop feeder shall be securely clamped with clamping bars to the gear plate so that no strain is placed on the
core conductor.

3.9
Pole (Post) Locations and Installation

All poles shall be sited in accordance with the approved design drawing with the appropriate clearances

Prior to installation the pole locations shall be marked on site and their locations approved by the Engineer.

Poles are to be positioned to ensure that no part of the signal lantern or backing board is closer than 300mm to
the face of the kerb.

Where not surrounded by concrete or asphalt the pole shall have a 500mm square 300mm deep 20Mpa concrete
surround. The concrete surround must be sufficient in width to ensure that the ducting finishes within the area
of the concrete in order to protect all cabling. (Refer Appendix D)

3.10
Signal Lanterns

3.10.1
Lantern Mounting Supports and Straps

All mounting hardware, bolts etc. must be hot dipped galvanised.

Pole top mounting assemblies or top mounting lugs must have a fixed mounting stud.

Each vehicle / pedestrian lantern group must be mounted individually.

Page 19

All signals attached to pole top assemblies must have their leads securely fixed to the assembly using clamping
bolts, nuts and washers or studs not less than 10 mm in diameter.

Each signal lantern shall be attached to its mounting brackets by galvanised steel mounting straps of sufficient
length  to  permit  the  lantern  to  be  adjusted  laterally  to  provide  an  adequate  signal  indication  and  vertically  to
conform to the approach gradient.  Straps shall comply with the table below:-

Strap Length
Strap Thickness
(mm)
Up to 150
3mm
151 to 250
5mm
251 to 400
6mm

Straps shall be in a continuous length without joints and one strap shall not be hung off another strap.

All nut and bolt assemblies shall be provided complete with locking washers.

3.10.2
Lantern Leads

The lantern leads shall:

(a)
Be  covered  with  a  continuous  15mm  flexible  hose  from  their  exit  point  from  the  lantern  to  the
clamping point on the Upper Mounting Bracket.

(b)
The  pole-connecting  end  of  the  hose  shall  be  prepared  so  as  to  enable  it  to  be  firmly  clamped  in  a
recess in the pole top assembly without undue distortion or crushing of the hose.

(c)
When  hanging  freely,  the  lantern  lead  shall  extend  down  to  approximately  the  halfway  point  of  the
lantern.

3.10.3
Siting of Signal Lanterns

(a)
Siting and Alignment

Each lantern shall be sited and aligned in accordance with  Austroads publications - “Guide to Traffic
Engineering Management Part 10 – Traffic Control and Communication Devices”.

(b)
Lantern Mounting Height

Except where the tertiary or secondary lanterns are mounted within 10 metres of the vehicle limit line
all vehicle lanterns shall have a mounting height of 4.1 metres measured to the top mounting bracket of
lantern.

Where low level tertiary or secondary signal lanterns are located within 10 meters from the vehicle
stop line the mounting height shall be 3.1 meters to the top of mounting bracket the lantern.

The minimum clearance from ground level to the bottom of a target board for signals restricted by an
overhead obstruction is to be 2 meters.

The minimum clearance from the road surface to the bottom of the target board for overhead lanterns
is to be 5.3 meters.  The maximum clearance is to be 5.8 meters.

Where the position of the signal poles as installed does not allow the recommended positioning or appropriate
visibility to be achieved, the contractor shall notify the Engineer before installing the lantern.

Page 20

3.10.4
Covering of Lanterns

Immediately following installation and during periods when the lanterns are not in use they must be covered to
completely obscure vision of lanterns at all times during installation.

The lanterns shall be covered using a shroud as detailed in Appendix E.

  Where  commissioning  will  take  place  within  one  day  of  lantern  installation,  the  Engineer  may  allow  a
dispensation  from  this  clause  but  otherwise  shrouding  shall  be  necessary  for  the  full  period  from  installation
until commissioning.

3.11
Inductive Loops

Inductive loops shall be positioned so as to record the specified output from vehicles passing or occupying
the positions indicated on the appropriate plans and to the dimensions and locations shown in Appendix C.

The Contractor shall mark the required position of the inductive loop on the ground and inspect the road surface
to  ensure  that  the  site  conditions,  including  seal  conditions  and  roadway  integrity,  will  in  no  way  reduce  the
operational  performance  of  the  detection  equipment.  If  the  contractor  feels  that  the  conditions  are  not
satisfactory they shall notify the Engineer before installing the detector loops.   The contractor shall notify the
Engineer prior to closing the traffic lanes for the purpose of installing the loops so that the Engineer may attend
the site to carry out installation inspections as they consider appropriate.

The  inductive  loop  wire  shall  consist  of  single  core  polypropylene  insulated  cable  with  a  nominal  cross-
sectional area of 1.5 mm2 complying with AS/NZS2276.3: -2002 “Cables For Traffic Signal Installations, Part
3 - Loop Cable for Vehicle Detectors”.

The  cable  shall  be  laid  in  one  continuous  un-jointed  length,  laying  it  twice  around  each  loop  as  shown  in
Appendix C. Tails for up to two loops can be laid in the same slot if required.

In general the detector loop wire shall be installed in a saw cut slot that is approximately 5 mm wide and 40 mm
deep to provide a minimum top cover to the wire of 12 mm.  All saw cuts shall be straight and shall extend past
the loop corners to ensure the full depth of cut throughout.  Prior to placing the loop wire, the slot shall be dried
and cleaned and free of debris to provide a smooth bed for the wire.  The recommended method of doing this  is
with compressed air.

When re-cutting loops, the new saw cut must be at least 300mm away from the old saw cut to minimise road
surface damage.  If the saw cut for the loop tails is to go through the kerb, then it should go through an existing
mortar joint to minimise unsightly appearances.

The loop wire shall be “rolled” into the slot without damaging the insulation.  This can be achieved using a thin
disc such as a modified saw blade but not a screwdriver.  Special care shall be taken at the corners to ensure the
wire is curved rather than bent. Each loop shall be wired as shown in Appendix C.

Immediately following the installation of the loop wire, and prior to sealing, an insulation resistance test shall
be performed. The loop should have a resistance to earth of not less than 10 mega-ohms. Sealing shall be done
immediately following the loop insulation test has been completed.

The loop wire slot shall be sealed with Tixophlate or an approved equivalent flexible epoxy sealant, ensuring a
continuous seal over the complete length of the loop and loop tails. The sealant shall be finished flush to the
road surface.

Where the loop tail is cut through the kerb & channel the tails shall be inserted in a 5mm wide saw cut made
with a minimum 450mm diameter blade .The saw cut kerb and channel must be sealed with a sand cement
mortar.

Page 21

Loop Testing

All loops shall be tested by measuring the insulation to ground (earth) and the results recorded on the
commissioning sheet. The test shall be taken at 250v conductors to earth and a result of not less than 10M
(megohms) will be acceptable.

Saw cutting

The Contractor shall ensure that no solid matter enters any waterway as a result of the saw cutting operation.
This could require the placement of filters or similar on catchpits etc.

On completion of the installation the contractor shall ensure that the surrounding area is swept clean of all sand
and debris. This material shall be suitably disposed of.

Note: Due to noise and/or traffic flow conditions the RCA / Client may restrict the time at which detector loops
may be installed.

Preformed  loops  must  be  installed  according  to  the  manufacturers  details  and  retain  the  correct  shape  and
dimensions as shown on Appendix C when installed.

3.11.1
Loop Feeder Connections

Where multi-pair feeder cable is used, the convention for terminating the loops shall be:-
(a)  Pair 1 connected to the kerbside detector loop
(b)  All remaining connections numbered consecutively from the kerb.

All unused pairs shall be sealed in a similar method to the loop connections.

The  contractor  shall  make  a  clean,  dry,  waterproof  electrical  connection  between  the  loop  tails  and  the
loop  feeder  wires.  The  connection  shall  be  located  within  a  kerb  side  junction  box.  The  feeder  cable
sheathing must be sealed to ensure that no water may enter into the cable.

3.12
Pedestrian and Cycle Push Button Assembly

The  push  button  assembly  shall  be  mounted  so  that  the  underside  of  the  assembly  is  900  mm  above  the
pavement.

Unless specifically detailed, the pedestrian assembly shall be located in accordance  with Section 5 of RTS 14 –
Guidelines for Installing Pedestrian Facilities for People with Vision Impairment  (i.e. the pedestrian assembly
shall  be  located  so  that  the  front  of  the  assembly  is  perpendicular  to  the  pedestrian  crossing  lines  and  so  the
arrow disc will always be orientated so that the arrow is pointing straight up.

On non-staggered medians, the assembly shall be orientated parallel to pedestrian lines ensuring that the arrow
disc will be orientated so that the arrow is pointing parallel to the ground.

The cycle assembly shall be located so that the front of the assembly is parallel with the kerb. Note that wiring
for the call-accept is required for cycle call boxes.

3.13
Painting / Surface Coating of Equipment

All  surface  coatings  shall  carry  a  10  year  guarantee  from  their  date  of  installation  excepting  where  the
degradation is caused by vandalism.

The  contractor  shall  supply  the  Engineer  with  the  paint  manufacturers  documentation  specifying  their
maintenance requirements.

All painting of signal poles and equipment shall be as follows:

Page 22

(a)  General

  All new poles shall be pre coated prior to delivery on site

  All coatings shall be applied in strict accordance with the manufacturer‟s recommendations.

  No painting shall be carried out in wet, foggy, frosty, windy or dusty weather.

  The  colour  yellow  described  in  this  specification  shall  be  colour  number  08E53  Golden  Yellow  as
described in BS 5252

(b)  Painting Schedule

Standard Poles   Gloss yellow to the pole top or as specified in the  local RCA‟s amendments to this
Specification.

Overhead and Joint Use Poles

Unless modified in the local RCA‟s amendments to this Specification all overhead or
joint use poles shall be painted gloss yellow to the level of the top mounting bracket
supporting  the  low  level  vehicle  lantern    The  remainder  of  the  pole  is  to  be  left
unpainted.
.



Lanterns:
-
Signal face
gloss black

-
Signal housing
gloss black

-
Target boards
flat black

-
Signal visors
flat black internally


gloss black externally

Illuminated Signs

-
Sign face
gloss black

-
Sign housing
gloss black

-
Sign visors
flat black internally


gloss black externally

Pedestrian call boxes
gloss black

Cycle call boxes
gloss blue

Other Items (pole caps, detector

boxes etc)

yellow  or  as  modified  by  the  local  RCA‟s
amendments to this Specification.

3.14
Special Tools and Keys

The  Contractor  shall  supply  to  the  Engineer  one  set  of  any  special  tools  necessary  to  efficiently  adjust  and
operate  the  equipment.    This  equipment  will  not  be  required  if  previously  supplied  to  the  Road  Controlling
Authority. The controller Key type will be as specified in the local RCA‟s amendments to this Specification..

3.15
Acceptance and Testing

On  completion  of  the  work,  the  equipment  is  to  be  left  clean,  free  from  dirt,  dust,  paint  blemishes,  etc.    All
services, equipment and fittings shall be in proper working order and in good condition in accordance  with this
Specification.

Pre Commissioning Tests

Page 23

When the Contractor has satisfied all of the requirements of the Power Supply Authority and considers that any
particular part of the Contract is ready for commissioning, the pre-commissioning checks as set out in the Site
Acceptance Sheet in Appendix G shall be performed in the presence of the Engineer or his representative.

The  Contractor  shall  also  provide  an  Electrical  Certificate  of  Compliance  to  the  Engineer  prior  to  the  pre-
commissioning check.

3.15.2
Earthing and Earth Impedance Test

The contractor to undertake an earth impendence test to AS/NZS3000:2007 (6.3.2 and 6.3.3) and submit results
in a report as part of their pre-commissioning checks. The tests shall include the following:

  Earth resistance test-continuity of main earth conductor
  Insulation resistance test for insulation
  Earth resistance test for other earthed and equipotential bonded parts.
  Consumer‟s main test – polarity and connections
  Final sub-circuit test – polarity and connections
  Earth fault loop impedance test
  Verification of residual current devices (if fitted)

3.15.3
Software (Personality) Controller Bench Test

The  contractor  shall  be  required  to  confirm  for  themselves  that  the  controller  software  (Personality)  has  been
programmed  to  operate  in  a  safe  manner  and  to  the  requirements  of  the  Design  Drawings  and  Controller
Information  Sheet.  If  the  contractor  is  of  the  opinion  that  the  software  is  not  operating  correctly  or  safely,  or
there  are  discrepancies  between  the  design  drawings  and  the  CIS,  then  they  shall  immediately  inform  the
Engineer.
The Traffic Signal Contractor shall complete a FULL bench testing of the controller software  (Personality) AT
LEAST  ONE  WEEK  prior  to  the  proposed  commissioning  date  of  the  signal  installation  or  intersection
upgrade.
All bench testing shall be based on the operation as specified in the latest revision of the Controller Information
Sheet (CIS), Signal Design Drawing and controller software (SFT) file.
The  bench  testing  shall  be  undertaken  using  a  similar  controller  operating  under  the  same  version  of  the
background (TRAFF) software as will be installed in the controller on site.
The bench testing shall include but not be limited to:
  Confirmation that all detectors call and extend the relevant phases.
  Confirmation that the correct signal displays / output groups are activated in the relevant phases.
  Confirmation  that  each  signal  group  output  has  been  configured  as  either  a  Major,  Minor  or
Pedestrian output in accordance with the CIS.
  Confirmation  that  all  conflicting  signal  group  outputs  (both  pedestrian  and  vehicle)  cause  the
controller to go into fault mode by physically inducing conflicting outputs. The Contractor shall
be required to confirm that the Conflict Matrix detailed in the CIS is correct and that the conflict
matrix programmed into the controller personality is the same as that shown in the CIS.
  Confirmation that all time settings are consistent between the software and the CIS
  Confirmation that the controller will operate under Flexilink mode of control
  Confirmation that any Special Logic requirements work as specified
  Confirmation that any Special Facility Flags (e.g. Z- , Z+ and any XSF bits) operate as specified

Page 24

The  contractor  installing  the  software  shall  submit  completed  and  signed  forms  five  working  days  prior  to
commissioning the site verifying that the Traffic Signal Controller Personality has been FULLY bench tested.
A copy of the Controller Bench testing Form is included in Appendix H.
The contractor shall notify the Engineer at least 24 hours prior to the bench testing being undertaken so that the
Engineer may be present when the testing is being completed.

3.15.4
Commissioning

When  the Engineer or  his representative  is  satisfied that the signals are installed and operating in accordance
with the Specification, he will direct and supervise the commissioning of the signals.

The Contractor shall notify the Engineer 48 hour prior to commissioning the installation.  Commissioning must
occur outside of the peak traffic periods at a time specified by the Engineer.  No commissioning shall take place
on a Friday or the day before a public holiday.

Unless approved by the Engineer, commissioning will not be allowed until the controller has been installed on
site, and has had continuous SCATS communications for at least 48 hours.

An example of a commissioning check sheet for a new installation is included in Appendix I.

3.16
As Built Documentation to be provided

The contractor shall also supply in both electronic and hardcopy the following within 4 weeks of
commissioning -

a)
As built plan showing the final locations of all poles, access chambers, KJB, loops, lantern displays
and cabinets if they are different from the construction drawing.

b)
A completed Cable Termination Chart (in excel format). A Typical layout is shown in Appendix F.

c)
A completed Traffic Signal Asset Collection Form (Refer Appendix J) for RAMM .

d)
Results of all earth loop impedance testing carried out on all traffic signal poles and cabinets shall be
supplied to the RCA‟s Engineer prior to commissioning.  The results shall be signed by the technician
who carried out the testing.

e)
A log book. The log book shall be completed every time the technician enters the cabinet and shall
detail the reason for entering the cabinet and a brief description of the work carried out. Each entry shall
be dated and signed.

f)
A copy of the electrical Certificate of Compliance.

At the time of commissioning a copy of Items a) and b) shall be provided within the controller cabinet along
with  a  log  book  and  a  copy  of  the  Controller  Information  Sheet  (CIS).  Within  2  weeks  of  commissioning,  a
laminated  copy  of  a),  b),  and  the  CIS  sheet  must  be  inserted  into  the  document  pocket  inside  the  controller
cabinet.

3.17
Procedure for Turning Off Signals

Where  it  is  necessary  to  switch  a  controller  either  off  or  to  flashing  yellow  or  to  take  the  site  off-line  or  to
switch the signal displays off, notice  must be  given to the  appropriate Road Controlling Authority. The RCA
staff  must  be  notified  immediately  prior  to  such  action  being  taken  and  immediately  after  the  controller  and
communications are fully operational again.  The fact that the signals were turned off must be recorded in the
control cabinet log book.

When  a  signalised  intersection  is  planned  to  be  turned  off  or  switched  to  flashing  yellow  for  more  than  ten
minutes, the Contractor must ensure that the  RCA‟s Engineer is informed so that arrangements for alternative

Page 25

control of the intersection can be made as they consider necessary.  Once the  Engineer  has been  notified, the
Contractor can proceed with turning off the signals unless specifically requested to wait for further assistance.

When a signalised intersection is planned to be turned off (not flashing yellow) for more than ten minutes, the
Contractor shall adhere to an approved traffic management plan (TMP).

At no time during planned works shall an intersection be left unattended with the signals off unless an approved
TMP is in place.  Also, at no time shall any  warning  signs or shrouds that indicate that the signals are not in
operation be in place on street when the signals are working.

When  there  is  an  unplanned  outage  of  a  signalised  intersection  (e.g.  as  the  result  of  a  controller  fault  or
accident), the Contractor must immediately assess the problem and where necessary make the site electrically
safe.  If the signals can then be repaired and made operational (either fully or at least flashing yellow) within
one  hour,  and  can  be  done  so  safely  and  without  the  need  to  work  in  a  live  lane,  then  the  Contractor  is  to
proceed immediately  with the repairs using a previously approved TMP that relates to the particular type and
location  of  the  work.    Refer  to  the  Regional  Special  Conditions  to  the  National  Signal  Specification  if
operational repairs will take longer than one hour, or where work needs to occur within a live lane.

It should always be the intention of the Contractor to arrange the work so that the signals will be switched off or
set to flashing yellow for the shortest possible time.  This will mean that wherever possible, work on the signals
is to be continuous until they are switched back to normal control.  If a site is under approved temporary traffic
management (as set out in an approved traffic management plan), then it will normally be acceptable to turn the
signals back on with a reduced number of signal displays.  Assuming good visibility of lanterns, the minimum
number of displays on any approach can be:

  Primary or dual primary plus secondary, or
  Primary or dual primary plus tertiary.

The intention to operate the signals with reduced displays must be highlighted in the TMP, which should detail
each  approach  where  displays  will  be  reduced.    The  Regional  Special  Conditions  to  the  National  Signal
Specification may set out additional RCA requirements.

Page 26

SECTION 4
Section 4 - CABLING AND CIVIL WORKS

4.1
Scope

This  Section  of  the  Specification  covers  the  supply  and  installation  of  all  cabling  including  multicore  cable,
loop feeder cable, ducting, trenching and backfilling.  It also covers the installation of kerbside junction  boxes,
poles and controller base.

4.2
Cable Diagram

Cable sizes and approximate duct positions can be found on the schematic cable diagram on the Signal Drawing
but  the  Contractor  should  satisfy  himself  that  the  cabling  and  ducting  shown  is  adequate  for  the  signals
equipment depicted on the same drawing.

4.3
Trenching

All trenching and restoration work shall be in accordance with the Road Controlling Authority‟s specification.
Detailed traffic management plans must be approved before work commences.

Open cut trenching across carriageways shall only be carried out between the hours approved by the Engineer.

4.4
Cabling, Ducting and Signal Duct Access Chambers

4.4.1
Ducting

Ducting  shall be installed  from the controller to all signal duct access chambers, between chambers and from
the chamber to the signal pole in the locations indicated on the drawings.

The preferred method of installing the duct lines is by underground thrusting.

In open cut trenching, ducting for all  multi-core cables shall use 100 mm diameter orange  PVC Class D pipe
and shall be continuous between access chambers and  from access chamber to  within  300mm  of the base of
each pole.  The ducts shall be placed no less than 600 mm and no more than 1000 mm below finished ground
level.

All thrusted ducting shall be continuous without any joints and must comply with the NZ Electrical regulations.

The minimum number of ducts from the controller and between access chambers is two (2).

All ducting is to be installed complete with draw wires to facilitate pulling through of cables.  The draw wire
should remain in place on completion of cabling for future use and always replaced when used.

Ducting for loop feeder cables shall be a minimum 32 mm orange PVC Class D pipe laid to a depth of not less
than 300 mm and where provided directly behind the kerb. It shall be continuous between the Kerbside Junction
Box and the closest access chamber.

Where ducting pipes need to be joined they shall be jointed with an approved PVC cement.

Communications ducting should comply with the local RCA‟s requirements.

4.4.1.1  Pole Access Ducting
Access from the ducting to the signal pole shall be as shown in Appendix D – Pole Access Duct Details.

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4.4.2
Signal Duct Access Chambers

Signal Duct Access Chambers are to be provided at all 230V cable duct intersection points and at either end of
sub-carriageway ducting as shown on the Signal Drawing.  Where possible, chambers are to be at least 2 meters
clear  of  the  carriageway  and  clear  of  all  pedestrian  paths.  A  chamber  is  also  to  be  provided  immediately
adjacent to the controller base.

Chambers are not to be located along pedestrian desire lines.

All duct access chambers shall be concrete and manufactured in accordance with NZS3109:1997 (precast units)
and AS/NZS4058:2007, surface finishes to NZS3114:1987 and class B cover as defined in AS3996 2006.
Where contractors have chambers manufactured from alternative materials they shall seek prior written
approval from the Engineer before tender/installation.

All ducting shall be cut back to the chamber wall and shall be sealed by applying a sand cement mortar.

Where  the  chamber  is  installed  in  a  grassed  berm,  the  lid  of  the  chamber  shall  be  encased  by  a  concrete
surround a minimum of 300mm wide by 100mm deep and using 25Mpa concrete

4.4.3
Power Cable

All cable shall be installed in the appropriate ducting as specified in Section 4.4

The multicore cable shall be a purpose designed traffic signal cable externally insulated with orange sheathing
with the internal individual core insulation being PVC coloured as described below. The external sheathing shall
be marked to indicate its use in the installation of traffic signals. The cable shall comply with AS/NZS 2276.1
“Cables for Traffic Signal Installations, Part 1 – Multicore Power Cables” except as amended in Section 4.4.3.1
below.

The cable shall be in a continuous length from the controller to the pole and from pole to pole. Joints between
poles will not be accepted in new works. A minimum of 1.0 metre of cable slack shall be left at the controller
base and in the chambers on all cable runs.

Existing Installations  - Where cable is to be replaced at existing installations  similar cabling and cores as are
already installed may be used.

Cabling shall not be installed into the ducting until backfilling of trenches has been completed.

4.4.3.1  Amendments to AS/NZS 2276.1
(i)
Remove requirement for external sheathing to be PVC. The sheathing used  must be suitable to be used in
submerged conditions.

(ii)  Cable Cores Requirements and Colours

o
27  1.5mm2  cores  coloured  white  and  consecutively  numbered  from  1  to  27  for  signal  group
displays.
o
4  1.5mm2  cores  coloured  violet,  labelled  “ELV  ONLY”  and  consecutively  numbered
p1,p2,p3,p4.
o
1 2.5mm2 core coloured  black .
o
1 4mm2 core coloured green/yellow for earth.
o
1 red 1.5 mm2 core as a general 230v phase (eg for audio tactile, illuminated signs, cameras etc)
o
1 grey 1.5mm2 core detector return for push buttons
o
1 orange 1.5mm2 core used for street lighting feed

4.4.4
Loop Feeder Cable

The feeder cable shall be a twisted pair and be terminated on the appropriate field terminals.

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The maximum number of pairs per cable is four (4). If multi pair cable used then each pair should be labelled
with factory indelible numbering on the cores, or colour coded as detailed below:-

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Pair 1 – Blue & White/ Blue

Pair 2 - Orange & White/Orange

Pair 3 - Green & White/Green

Pair 4 - Black & White/Black

All spare pairs are to be separated away from active pairs and all shield braids shall be connected to a common
protective earth point.

The unshielded section of the feeder cable pairs must remain twisted from the point they leave the cable shield
to where they enter into the field terminals with the length of unshielded cable being as short as possible. All
shields shall be connected to a single common functional earth point at the controller.

The  feeder  cable  must  comply  with  AS/NZS2276.2:  -  1998  “Cables  For  Traffic  Signal  Installations,  Part  2  -
Feeder Cable for Vehicle Detectors” with respect to the electrical and waterproofing characteristics.

At least 1.8 meters of cable slack shall be left at the controller base with at least 0.5 meters curled up inside the
kerb side junction box.

Loop Feeder Cable Testing

All feeder cables shall be tested by measuring the insulation to ground (earth) and the results recorded on the
commissioning  sheet.  The  test  shall  be  taken  at  250v  conductors  to  earth  and  a  result  of  not  less  than  50M
(megohms)  will  be  acceptable.  the  resistance  of  the  feeder  cable  and  connected  loop,  when  measured  at  the
controller, no more than 10 ohms.

4.4.5
Mains Power Supply

The Contractor shall be the responsible for negotiating with the local electricity network provider for the supply
of a mains power cable into the signal control cabinet.

4.4.6
Earthing

The  earth  pin  and  wiring  connection  shall  be  located  in  a  protected  enclosure  not  readily  accessible  to  the
public.

4.5
Installation of Signal Poles and Mastarm / JUMA / JUSP Poles

Signal poles shall be erected as detailed in Appendix A.  Each pole is to be plumbed vertically to a tolerance
of 10 mm per 5.0-metre length.

For poles up to 5 meters all concrete footings  shall  have a  28 day compressive  strength  of at least 20 MPa.
Footings for all other poles shall be as per the manufacturers pole foundation design requirements

Signal  poles  shall  be  in  locations  shown  on  the  signal  plan.    These  locations  are  only  indicative  and  final
locations  will  need  to  be  marked  out  and  agreed  to  with  the  Engineer.  The  Engineer  must  approve  any
changes to the designed pole positions.

For traffic signal installations on heavy haulage routes, any signal poles in central islands, or poles that restrict
the width to below the heavy haulage route requirements, shall be fold down in as detailed in Drawing TS 381
in Appendix A.


The contractor shall confirm on site that the location of all poles meets the clearance requirements to existing
electrical supply services (both underground and overhead) as set out in “NZECP 34:2001 New Zealand Code
of Practice for Electrical Safe Distances”.

4.6
Controller Base

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The controller base shall be constructed to provide a solid non-rocking platform on which the controller may be
placed.

The base shall be constructed using reinforced concrete with a 28 day compressive strength of 20 MPa.

The Engineer or his representative will mark the exact position of the base on site.

4.7
Kerb Side Junction Boxes (KJB’s)

Kerb  side  junction  boxes  shall  be  constructed  from  either  plastic  or  cast  or  sheet  aluminium  and  shall  be  no
smaller than 300 mm long by 200 mm wide by 150mm deep.

The KJB shall be fitted with a firm fitting non-skid lid secured to the base and the lid shall lie flush with the top
of the box.

Kerb  side  junction  boxes  shall  be  installed  at  the  locations  indicated  on  the  drawing.  Where  possible  they
should be located adjacent to the primary signal pole. The kerb side junction boxes shall be as close as possible
to the back of the kerb and shall be level with the surrounding ground surface level.

Where  there  is  no  concrete  kerbing  present  the  junction  box  shall  be  located  as  close  as  practicable  to  the
carriageway.

KJB‟s shall be bedded on 100 mm of free draining material and surrounded by 150 mm wide by 150 mm deep
concrete haunching and the junction box lid and haunching shall be flush with the surrounding ground level.

The junction box and installation shall be capable of withstanding being run-over by a heavy vehicle.

4.8
Labelling of Cables

All  multicore  cabling  shall  be  clearly  labelled  at  both  ends  with  the  cable  run  number.  The  cable  shall  be
numbered  such  that  cable  1  goes  to  pole  1,  cable  2  goes  pole  2  etc..    When  there  are  two  or  more  identical
cables  laid  between  poles,  one  cable  shall  have  its  label  followed  by  the  letter  A  (i.e.  P6A)  which  shall  have
terminal numbers starting at 1.  The second cable shall be labelled B (i.e. P6B) and start at the next available
terminal, etc.

All loop feeder cable shall be labelled at both ends with the appropriate detector loop number.

The approved method for labelling all cables is using a heavy duty PVC marker, white with black moulded or
engraved  lettering.    This  marker  is  to  be  of  the  non-split  type  that  completely  encircles  the  cable  core.    An
approved type is the Grafoplast Trasp System.

4.9
Cabling Documentation

All  new  or  modified  traffic  signal  ducting  and  cabling  is  required  to  be  recorded  for  inclusion  on  the
appropriate Road Controlling Authority cable diagram.

Any Contractor installing or modifying traffic signal ducts and/or cables must notify the Engineer a minimum
of 24 hours prior to backfilling any trenches in which new or modified ducts/cabling have been installed so that
the  cables  can  be  independently  sighted  and  recorded.    No  inspections  will  be  carried  out  outside  of  normal
working hours except by prior arrangement with the Engineer.

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SECTION 5
Section 5 - MAINTENANCE OF NEW WORK

Fault Attendance

All callouts to  faults reported during  the contracts Defects  Liability Period (DLP) or  whilst the installation  is
under  maintenance  or  during  the  equipment  guarantee  period  shall  initially  be  attended  by  the  local  RCA‟s
Maintenance Contractor.

Whilst  the  installation  is  in  the  DLP,  or  similar  periods,  the  contractor  who  installed  the  signals  (installation
contractor)  shall be required to provide the contact details of a suitably qualified technician that is contactable
24hours  per  day  and  7  days  per  week  to  assist  the  RCA‟s  Maintenance  contractor  to  resolve  the  fault  The
contact details shall be provided on a laminated sheet inside the controller cabinet.

On  attendance  of  the  fault  the  Maintenance  contractor  will  inform  the  installation  contractor  that  they  are
attending a fault on site. The Maintenance contractor will be responsible for getting the signals operational as
quickly  as  possible.  The  installation  contractor  shall  be  required  to  provide  all  assistance  to  ensure  that  the
signals  are  operational  as  quickly  as  possible  by  either  attending  the  site  immediately  they  are  contacted  or
directing the Maintenance contractor on how the fault may be remedied.

All costs incurred by the Maintenance contractor for faults covered by either the DLP or similar periods will be
reimbursed by the signals installation contractor.

At  the  end  of  the  DLP  /  guarantee  period  the  equipment  shall  be  handed  over  in  full  working  order  with  no
defects of any kind.  Where defects exist, whether in control equipment, detectors, or signal hardware or in any
part of the equipment supplied, these shall be made good at no expense to the Road Controlling Authority.



END OF SPECIFICATION

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Appendix A – Signal Pole Details

Figure 1- Standard 5 meter Pole

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Figure 2- Overhead Mastarm Pole

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Figure 3 - Joint Use Poles

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Figure 4 - Standard 5m Fold Down Pole Detail

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Appendix B – 5 meter Pole Top Assembly

Figure 5 - Pole Top Assembly

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Appendix C – Inductive Loop Layout Details

Figure 6 – Vehicle Loop Details

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Figure 7 – Cycle Loop Details

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Appendix D – Pole Duct Access Details

Figure 8 – Duct Access Details

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Appendix E – Lantern Shroud Details

Figure 9 – Vehicle Lantern Shroud
Appendix F – Cable Termination Chart

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Figure 10 – Cable Termination Chart
Appendix G – Site Acceptance Test Chart

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Figure 11 – Site Acceptance Sheet 1 of 3

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Figure 12 – Site Acceptance Sheet 2 of 3

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Figure 12 – Site Acceptance Sheet 3 of 3
Appendix H – Controller Bench Testing Form

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Figure 13 – Controller Bench Test Form
Appendix I – New Intersection Commissioning Form

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Figure 14 – New Installation Check Form

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Appendix J – RAMM Asset Data Form

Figure 15 – Asset Information Form

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Appendix K – Example Controller Gland Plate

Figure 16 – Showing bottom of controller with gland plate fitted and access panel fitted

FIGURE K2

Figure 17 – Showing bottom of controller cabinet with gland plate access panel removed