ONRC Provisional Performance Measures · Quantitative or Qualitative? Status of Measure? Road Classification National (High Volume) National Regional Arterial Primary collector Secondary

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ONRC Provisional Performance Measures

NB: The ONRC Performance Measures were endorsed by the REG Governance Group on the 11th of

August 2014. The endorsement notes that this is first attempt at the process for implementation by

RCAs and that this may lead to minor amendments to the provisional measures and targets herein.

Supporting documentation detailing the intent and methodology of implementation, and Transition

Plans will be provided to the sector at the end of September 2014. RCAs may still commence with the

application of the measures and gap analysis on their networks in the interim with the intent of

developing a Transition Plan for submission in the 2015-18 NLTP. The Transition Plan details how the

RCA will fully embed the ONRC and Performance Measures by the 2018-21 NLTP.

The ONRC Performance Measures are presented as Outcome, Output and Efficiency measures. We are

not measuring inputs but we are measuring how efficiently outputs are produced and how effectively

they are at delivery outcomes.

Effectiveness

Efficiency

The Breadth of Measurement

We are focussing on the things that are important to the

customer

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Outcome Measures – The outcome measure serves as the primary means of reporting performance of the

network. These are the equivalent of customer performance measures that will be reported by RCAs.

All RCAs will need to report these.

Output Measures - The measures or means of assessing that an RCA is effectively delivering the customer

level of service specified and the associated outcome measure(s). Output measures are a mix of qualitative

and quantitative measures so the means of reporting will vary. In most instances, measures will be

demonstration within AMPs. These are the equivalent to the technical performance measures and

provides the framework to esta lish if e are in esting in the right a ti ity for the customer.

Input Measures –The ONRC Performance Measures currently do not specify input measures or operational

performance measures. The REG considered that the performance measures should not be such that they

prescribe to RCAs how to deliver the outputs only where a new standard or industry best practice is not

currently available and requires development (see fit for purpose discussion). RCAs will still have their own

means of measuring performance at this level to ensure service levels are being delivered effectively and

efficiently.

Efficiency Measures – The measures to assess that Value for Money and whole of life costs are optimised

in the delivery of affordable customer levels of service (the cost of service provision). These measures are

the critical means of establishing if we are investing at the right time and at the right price . They also

play a critical role in establishing fit for purpose. Many of these are being readily reported by RCAs by

existing means. The framework will utilise this information more robustly in conjunction with the Outcome

and Output measures. These measures advance the linkage between investment and outcomes and will

drive improvement in asset management across the industry.

These type of measures are better represented within the context of the value chain of roading, as

illustrated in Figure 1.

Figure 1 Investing for Outcomes - The Value Chain of Roading in New Zealand

ONRC CLoS Performance Measure cover outputs and

outcomes.

The measures are both Qualitative and Quantitative

ONRC Efficiency measures

One Network Road Classification

Provisional Performance Measures

Outcome Measures

Customer Outcome Value for Money

Performance Measure

The roading network is being

maintained efficiently and

effectively to deliver the CLoS

Outcomes of the ONRC

The number of journeys

impacted by unplanned

events is acceptable

An acceptable level of effort is put

into roads where there is no viable

alternative access should it be

closed by an unplanned event

Description

AMP and AMP Improvement Plan

demonstrates a long term

programme customer level of

service outcome delivery that is

increasingly efficient and effective

and manages risks to service

levels, now and in the future.

Reducing number of

serious and fatal injuries on

network each financial year

as part of a 5 year trend.

Reducing Trend of serious

and fatal injuries through

loss of control, wet road

and night time crashes.


and fatal injuries to

vulnerable road users

(pedestrians, cyclists and

motorcyclists).


and fatal injuries at

intersections.

Collective Risk (Crash

Density) - Annualised S+F

crashes per km by

classification and Risk

rating.

Personal Risk (Crash Rate)

Annualised S+F crashes per

veh.km travelled (See

KiwiRAP) and Risk rating.

Number of journeys impacted

by an unplanned event(s). *

Number of journeys not made due to

unplanned event where there is no

viable alternative. *

Reference No. VfM - OM 1 Safety - OM1 Safety - OM2 Safety - OM3 Safety - OM4 Safety - OM5 Safety - OM6 Resilience - OM1 Resilience - OM2

What is the means of reporting? RCA ReportsReporting automatically from

Asset Register (RAMM)

Reporting automatically from









Asset Register (RAMM)RCA Reports RCA Reports

Quantitative or Qualitative? Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative

Status of Measure? Current Current Current Current Current Current Current Current Current

Road Classification

National (High Volume)No. (with 5 year trend being

established)

Report Risk rating and crashes per

km by classification


100 million vehicle km by

classification

Number of incidents and the total number of

journeys impacted per yearNumber of Journeys Lost per year

NationalNo. (with 5 year trend being

established)





classification



RegionalNo. (with 5 year trend being

established)





classification



ArterialNo. (with 5 year trend being

established)





classification



Primary collectorNo. (with 5 year trend being

established)





classification


journeys impacted per year

Secondary collectorNo. (with 5 year trend being

established)





classification



AccessNo. (with 5 year trend being

established)





classification



Access (Low Volume)No. (with 5 year trend being

established)





classification



Safety

Outcome MeasuresOutcome measures are the primary means of quantifying performance of the network. The output measures are the means of delivering to these outcome measures.

The road and roadside are becoming safer to drive on as shown in the five-year trend in serious and

fatal injuries

The roads and roadsides are being maintained in

a way that means I feel safe when driving them

Resilience

Reporting not required

Reporting Only.

* Our ability to deliver on this will rapidly improve as technology improves (smart

phones, big data).

AMP Improvements Plan contains the output

measures of the ONRC (where the means of

measurement states this) and will continually

improve the efficiency and effectiveness of service

delivery as detailed in these measures.

Reducing Trend Reducing Trend Reducing Trend

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Outcome Measures

Customer Outcome

Performance Measure

Description

Reference No.

What is the means of reporting?

Quantitative or Qualitative?

Status of Measure?

Road Classification

National (High Volume)

National

Regional

Arterial

Primary collector

Secondary collector

Access

Access (Low Volume)

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The road and corridor provide a

suitable level of access to the

properties they serve.

The road and corridor are

managed in a way that enables

new development without

unduly impacting existing users.

The bus service is what

you would expect in an

area like this.

The trucks that need to

use these roads can do

so.

The road and corridor

are sufficient for the

number of vehicles and

type using them.

Smooth Travel

Exposure (STE) Index

Average Roughness - The

average ride comfort level of

the sealed road network

meets specified levels (Local

Gov Mtce G)

Predictability of travel time - Measures the

variability of journey travel times in large metro

networks for agreed time periods on a

representative sample of high classification

roads and for key journeys. *

Bus Journeys - The percentage of

scheduled service shifts between 1

minute before and 5 minutes after

the scheduled departure time at

selected points

Land Use Planning - Organisations

have a transition plan in place so that

access requirements documented in

the District Plan are implemented

and take into account the ONRC

customer levels of service for

Accessibility.

Access to adjoining land for new

customers should not be restrictive

but balanced against minimising

impact to existing users.

Access to public transport

available

Truck Travel Exposure -

Proportion of the network

not traversable to - Class 1

Heavy Vehicles and to 50

Max vehicles

Road capable of facilitating

journey movements

Amenity - OM1 Amenity - OM2 TTR - OM1 TTR - OM2 Accessibility - OM1 Accessibility - OM2 Accessibility - OM3 Accessibility - OM4 Accessibility - OM5

Reporting automatically

from Asset Register

(RAMM)

RCA Reports RCA ReportsRCA reporting not required. PT operator

to report

RCA Complies

(Referenced within AMP)

RCA Complies

(Referenced within AMP)

RCA Complies

(Referenced within AMP)RCA Reports RCA Reports

Quantitative Quantitative Quantitative Quantitative Qualitative Qualitative Quantitative Quantitative Quantitative

Current Current Current and Aspirational for Lower Classifications Current Current Current Current Current Aspirational

%Urban <= 90 NAASRA

Rural < = 90 NAASRAPlan is in place

Land use access for road users rare and highly

engineered with infrequent connections

Report the length of urban network greater

than 800m walking distance from a bus

stop.

Report the % network by lengthReport number of vehicles per lane /

1800 (safe lane capacity - 2sec rule)

%Urban <= 90 NAASRA


Land use access for road users infrequent and highly

restricted in rural areas and often in urban areas



stop.



%Urban <= 90 NAASRA


Land use access for road users often restricted in rural

areas and some in urban areas



stop.



%Urban <= 100 NAASRA

Rural < = 100 NAASRAAspirational Plan is in place

Some land use access for road users both rural and

urban areas



stop.




Rural < = 100 NAASRAAspirational Plan is in place Land use access for road users generally permitted



stop.

Report the % network by length


Rural < = 110 NAASRAAspirational Plan is in place Land use access for road users generally permitted



stop.



Rural < = 120 NAASRAAspirational Plan is in place Access to all adjacent properties for land owners



stop.



Rural < = 140 NAASRAAspirational Plan is in place Access to all adjacent properties for land owners



stop.


Outcome MeasuresOutcome measures are the primary means of quantifying performance of the network. The output measures are the means of delivering to these outcome measures.

AccessibilityAmenity Travel Time Reliability


The quality of my ride is as I would expect when

I take into account the importance of the road.

Travel time to reach my destination is predictable for the importance of

the road.

* Our ability to deliver on this will rapidly improve as technology improves (smart phones, big

data).

Journeys at this stage will likely be determined by NZTA and

predictability reported by NZTA based on data they are collecting

through various sources. It is likely RCA's will have not have to input

into data collection but will have input into the journeys selected.

Data collection will be determined first and reported. From that initial

data, targets will be set and the results used as a signal flag for

targeting investment decisions.

Report for areas where bus services are provided.

Reporting Only.

NB: For Roughness, RCAs are required to report their current performance only. Numbers are included as a gauge of where fit for purpose may be as specified in the Local Government Maintenance Guidelines.

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Output Measures - Efficiency

Outcome

What does the customer need?

… a d ho do e p o ide it?

...by doing what on the network?

What is our promise to the customer?

Name of Measure

Performance Measure Desc.

Percentage Pavement

Rehabilitation quantity (lane km

and m2)

Percentage Chipseal Resurfacing

quantity (lane km and m2)

Percentage Asphalt Resurfacing

quantity (lane km and m2)

Unsealed Road Metalling

length (km and m3)

All Significant Work

Categories

Average age of

pavement and of

sealed surfaces

renewed

Future Intent: % of

Planned work to Reactive

work.

Measure Reference No. Efficiency- PM 1 Efficiency- PM 2 Efficiency- PM 3 Efficiency- PM 4 Efficiency- PM 5 Efficiency- PM 6 Efficiency- PM 8

Status of Measure Current Current Current Current Aspirational Current Aspirational

Road Classification

National (High Volume) To be developed mid termPavement. No.

Surfacing. No.To be developed mid term

National To be developed mid termPavement. No.


Regional To be developed mid termPavement. No.


Arterial To be developed mid termPavement. No.


Primary collector To be developed mid termPavement. No.


Secondary collector To be developed mid termPavement. No.


Access To be developed mid termPavement. No.


Access (Low Volume) To be developed mid termPavement. No.


Demonstrating the work we do is timed to minimise cost while delivering customer outcomes. This means our existing infrastructure is maintained to maximise the benefits

available whilst ensuring we minimise the service risk to customers. Work is not done too early nor is it done not too late.

Value for Money and whole of life costs will be optimised in the delivery of affordable customer levels of service.

The Measures of Efficiency in delivering the CLoS Outcomes.

Assurance that the work we do is necessary, is co-ordinated and is delivering value for money.

....by ensuring the customer that all work is done at the Right Time.

We will deliver optimised programmes that are affordable and efficient so that the cost of service delivering is improving year on year.

Quantities of Work undertaken for the financial year by classification. Continuous Improvement in Asset Management

Targets by Classification

These are reporting measures only at this stage. Once established, they will be used to benchmark the cost of service provision within like classifications.

Report achieved percentages for previous

year, planned percentages for current

year and requested percentages for

proposed year for each classification









Report achieved percentages for

previous year, planned percentages for

current year and requested

percentages for proposed year for

each classification

Not Applicable

Foundation Principles

Data - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures.

Productivity - The productivity of the network will improve over time. As measured by the cost of service provision without the same decline in CLoS.

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Output Measures - Efficiency

Outcome





Name of Measure


Measure Reference No.

Status of Measure

Road Classification


National

Regional

Arterial

Primary collector

Secondary collector

Access

Access (Low Volume)

The Annualised whole of life costs of service

provision.

Pavement Rehabilitation Pavement Resurfacing

(Chipseal and Asphalt)

Routine Pavement

Maintenance (Sealed and

Unsealed)

Unsealed Road MetallingAll Significant Work

Categories

$/lane.km and $/vkt travelled and $/tonne.km

for each classification

Efficiency - PM 9 Efficiency - PM 10 Efficiency - PM 11 Efficiency - PM 12 Efficiency - PM 16 Efficiency - PM 17

Current Current Current Current Aspirational Aspirational

To be developed mid term To be developed mid term








Demonstrating our service is affordable and consistent across New Zealand. Variations in service cost are understood and we are undertaking improvements to address variations and

innovating to drive value for money.

Value for Money and whole of life costs will be optimised in the delivery of affordable customer levels of service.

The Measures of Efficiency in delivering the CLoS Outcomes.

Assurance that the service provided is at the best price and we are continually seeking better ways of doing things.

...by delivering the service at the best price.

We will deliver optimised programmes that are affordable and efficient so that the cost of service delivering is improving year on year.

Cost of Service provision.

Per classification lane.km, vehicle kilometre travelled, (person.kilometre, tonne.kilometre are aspirational)


These are reporting measures only at this stage. Once established, they will be used to benchmark the cost of service

provision within like classifications.

Report actual costs for previous year,

planned costs for current year and

requested costs for proposed year by

classification.

Lane km by classification and network

vehicle km calculated by RAMM for each

classification




classification.


vehicle km calculated by RAMM for

each classification




classification.


vehicle km calculated by RAMM for each

classification

Report achieved costs for previous year,



classification. Lane km reported by RAMM

(vkt N/A) for each classification


Data - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures. .

Productivity - The productivity of the network will improve over time. As measured by the cost of service provision without the same decline in CLoS.

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Output Measures - Safety

…. p o oti g Safe Road Use

Maximise skilled, competent, alert

and unimpaired Road Users who

comply with road rules

We will provide you guidance on safe use

Road Permanent Hazards and

Delineation

Temporary Hazards

IdentifiedSight Distances Carriageway Lighting Road Safety Education

Safety - PM1 Safety - PM2 Safety - PM3 Safety - PM4 Safety - PM5

Permanent hazards are identified

and mitigated in a consistent and

fit for purpose manner so that a

road user's expectation about the

standard of these are a major

factor in his or her ability to

negotiate the road environment

safely (RTS 5/MOTSAM)

COPTTM (including Local

Road Supplement)

requirements

implemented at every

work site and temporary

hazard as soon as

practical

Sight distance (including

hazard warning devices) are

not obscured by vegetation

or by unauthorised

obstructions (advertising

signage, etc.)

Provide and maintain lighting in

a consistent and fit for purpose

manner to support the

facilitation of safe movement

and personal security

A targeted programme is in place to

address identified needs (e.g. NZTA

Communities at Risk Register)

Monitor through sample network

inspections

Monitor through TTM site

audits

Monitor through sample

network inspectionsAMP or AMP Improvement Plan AMP or AMP Improvement Plan

Qualitative Qualitative Quantitative Qualitative Qualitative

Under Development Current Current Current Current

Refer to the next page for the provisional targets by classification for each performance measure.

Name of Measure




(The output we will invest in)


Status of Measure?


...by doing what on the network? Hazards are identified and mitigated


(How will we deliver the service?)

… a d ho do e p o ide it? … ai tai i g sight li es a d ide tif i g haza ds

We will warn you about hazards on your trip.

Reduce the likelihood of crashes occurring

Safety

How road users experience the safety of the journey

Sight Lines are maintained at day and night

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Safety


Safety - PM1 Safety - PM2 Safety - PM3 Safety - PM4 Safety - PM5

Customer Level of Service OutcomeOver time all roads in a particular category should offer an

increasingly consistent, fit for purpose customer level of service

for road users.

Road Classification

Mostly forgiving roads and roadsides, equivalent to KiwiRAP 4-Star

standard. User hazards absent or mitigated including head on risk.

Active road users generally do not have access - if present, they are

provided with separate space or are physically separated. Form of road

provides road user guidance.


Specific warning provided for all

hazards

0 faults per section (Mtce. G)

No site reported as

"Dangerous" from audit

criteria

10% quarterly sample

Always complies

Y

A high KiwiRAP 3 or 4-star standard, or equivalent, with consistent and

predictable alignment. User hazards mostly mitigated. Active road users

(if present) are mostly provided with separate space or are physically

separated. Some lower standards and/or winding sections may require

lower speeds and extra care. High level of road user safety guidance

provided.

National


hazards


No site reported as


criteria

10% annual sample

Always complies

Y

Mostly KiwiRAP 3-star equivalent or better. Active road users are

mostly provided with additional space in urban areas and in some rural

areas. Some lower standards and/or winding sections may require lower

speeds and extra care. High level of road user safety guidance provided.

Regional


hazards


No site reported as


criteria

10% annual sample

Always complies

Y

Variable road standards, lower speeds and extra care required on some

roads/sections particularly depending on topography, access, density

and use. Road user safety guidance provided at high risk locations.

Some separation of road space for active road users in urban areas.

Arterial

Specific warning provided for all out of

context and critical hazards


No site reported as


criteria

10% annual sample

Always complies

Y

Primary collector

Specific warning signs and out of

context hazards.


No site reported as


criteria

5% annual sample

Always complies

Y

Secondary collector

Specific warning signs and out of

context hazards.


No site reported as


criteria

5% annual sample

Always complies

Y

Access

Generic warning signs and out of

context hazards.

Max. 3 faults per section (Mtce. G)

No site reported as


criteria

5% annual sample

Mostly complies

Y

Access (Low Volume)

Generic warning signs and out of

context hazards.

Max no. of faults not specified per

section (Mtce. G)

No site reported as


criteria

5% annual sample

Mostly complies

Y

Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence

Sign maintenance and renewals

Level crossing warning devices

(Work categories 122, 222, 131)

Network Controls (traffic

management audits)

(Work category 151)

Vegetation Control (mowing,

spraying, etc.)

(Work category 121)

Carriageway lighting maintenance

and renewals

(Work categories 122, 222)

Safety Management

(Work category 432)

Indirect Influence Indirect Influence Indirect Influence

Associated and Minor Improvements Minor Improvements Associated and Minor Improvements

Variable road standards and alignment. Lower speeds and greater

driver vigilance required on some roads/sections particularly depending

on topography, access, density and use. Road users should expect mixed

use environments with some variability in the road environment,

including vehicle speed. Road user safety guidance may be provided at

high risk locations.

Procedure as to identification,

investigation and assignment of

appropriate lighting is in place and

operational. Procedure should give

effect to lighting that facilitates

movement of people but

acknowledges greater vigilance is

required on some sections.

What work may influence this outcome?

Why do we do the work we do? This is included purely to assist you in

making the linkage between the previous approach and the ONRC

CLoS.

Reference No.More detail is provided on each measure within the appendices.


Provisional targets attempt to give effect to the CLoS Outcome at left. Fit for purpose will be established once RCAs have applied the measures

and reported the gap in their current service levels.



on topography, access, density and use. Active road users should expect

mixed use environments with some variability in the road environment,

including vehicle speed. Road user safety guidance provided at high risk

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Name of Measure




(The output we will invest in)


Status of Measure?




(How will we deliver the service?)


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Maintaining Surface

Friction

Functional traffic

restraining devices

A forgiving roadside

corridorForgiving Roads

Surface Faults Service Requests Footpath Faults Cyclepath Faults Surface Friction Guardrails and Barriers Roadside Obstructions Forgiving Roads

Safety - PM6 Safety - PM7 Safety - PM8 Safety - PM9 Safety - PM10 Safety - PM11 Safety - PM12 Safety - PM13

Number of maintenance related faults

(such as rutting / depressions, shoving,

potholes, corrugated length, edge break

(in lane), bleeding, detritus (in lane),

ponding water) that are likely to affect

driver behaviour, e.g. requiring a

reduction in speed or evasion.

Percentage of customer

Service requests relating

to roads and footpaths

responded to in line with

the timeframes set out in

the RCA's LTP

Percentage of network

falling within the level of

service or service

standard set by the RCA's

relevant document. (DIA

Measure)

Number of maintenance

related hazards (such as

detritus, ponding water,

potholes, broken glass)

on cycleways requiring

evasive action by rider.

Areas with surface

friction deficiencies are

identified and remedied

appropriately and

efficiently.

All traffic restraining devices

such as bridge side rails,

guardrails, wire rope barriers

and crash cushions are

maintained in an effective

operating condition.

Roadside safety zones are

maintained free from

unauthorised obstructions

and the development of

new hazards.

RCAs have strategies in place to

achieve appropriate KiwiRAP star

rating, and identify and manage non-

compliant sections and high risk sites

Monitor through sample network

inspectionsRCA Reports


network inspectionsRCA Reports

AMP or AMP

Improvement Plan


network inspections


network inspectionsRCA Reports

Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative QuantitativeQuantitative

Qualitative

Current Current Current Current Current Current Current

Current

&

Under Development


Safety


…. p o idi g fo gi i g oads a d oad sides.

Minimise the consequences of crashes when they do

… p o idi g a safe oad

Reduce the likelihood of crashes occurring

We will maintain the current roads and roadsides in safe condition

Repairing Surface Faults

Page 7 of 16




Customer Level of Service OutcomeOver time all roads in a particular category should offer an

increasingly consistent, fit for purpose customer level of service

for road users.

Road Classification

Mostly forgiving roads and roadsides, equivalent to KiwiRAP 4-Star

standard. User hazards absent or mitigated including head on risk.

Active road users generally do not have access - if present, they are

provided with separate space or are physically separated. Form of road

provides road user guidance.


A high KiwiRAP 3 or 4-star standard, or equivalent, with consistent and

predictable alignment. User hazards mostly mitigated. Active road users

(if present) are mostly provided with separate space or are physically

separated. Some lower standards and/or winding sections may require

lower speeds and extra care. High level of road user safety guidance

provided.

National

Mostly KiwiRAP 3-star equivalent or better. Active road users are

mostly provided with additional space in urban areas and in some rural

areas. Some lower standards and/or winding sections may require lower

speeds and extra care. High level of road user safety guidance provided.

Regional

Variable road standards, lower speeds and extra care required on some

roads/sections particularly depending on topography, access, density

and use. Road user safety guidance provided at high risk locations.

Some separation of road space for active road users in urban areas.

Arterial

Primary collector

Secondary collector

Access

Access (Low Volume)



on topography, access, density and use. Road users should expect mixed

use environments with some variability in the road environment,

including vehicle speed. Road user safety guidance may be provided at

high risk locations.



making the linkage between the previous approach and the ONRC

CLoS.




on topography, access, density and use. Active road users should expect

mixed use environments with some variability in the road environment,

including vehicle speed. Road user safety guidance provided at high risk

locations.

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Safety


Safety - PM6 Safety - PM7 Safety - PM8 Safety - PM9 Safety - PM10 Safety - PM11 Safety - PM12 Safety - PM13


Urban - 0 deficient locations per 1km

Rural - 0 deficient locations per 10km

Comply


Always complies

x % KiwiRAP 4 star standard.

10% annual sample

Urban - 1 deficient location per 1km

Rural - 1 deficient location per 10km

Comply

10% annual sample

Always complies

y % KiwiRAP 3 star standard.

10% annual sample



Comply

10% annual sample

Always complies

z % KiwiRAP 2 star standard.

10% annual sample



Comply

10% annual sample

Always complies

RISA ,Urban KiwiRap, or Safety Risk

Assessment (or Safety Performance Index

for local roads)

5% annual sample



Comply

5% annual sample

Always complies

5% annual sample

No unauthorised roadside

obstructions most of the time

while maintaining the current

standard of roadside safety

zone.

5% annual sample



Comply

5% annual sample

Always complies

Strategy in place to manage any identified at

risk sections

5% annual sample



Comply

5% annual sample

Always complies

5% annual sample



Comply

5% annual sample

Always complies

Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence

Sealed Pavement Pot hole repairs, Dig outs,

Shoulder maintenance, Rehabilitation.

Unsealed Pavement Grading, Metalling, Spot

Metalling

(Work categories 111, 112, 211, 214)

Water blasting, Scabbling,

Crack sealing, Resurfacing


Footpath maintenance (non-

subsidised activity)

Cycle path Sweeping,

Pothole repairs

(Work category 124)

Waterblasting, Scabbling,

Crack sealing, Resurfacing


Guardrail and Barrier maintenance

and renewals


Vegetation Control (sapling

removal, specific tree removal)

Network Controls


Safety Management

(Work category 432)

Indirect Influence Indirect Influence Indirect Influence Indirect Influence Indirect Influence

Crack Sealing, Drainage maintenance and

renewals,

(as influenced by Value for Money and

optimum whole of life cost measures)

Pavement Maintenance and

renewals

Pavement Maintenance and

renewals

Associated and Minor

ImprovementsAssociated and Minor Improvements


Provisional targets attempt to give effect to the CLoS Outcome at left. Fit for purpose will be established once RCAs have applied the measures and reported the gap in their current service levels.

10% quarterly sample,

No unauthorised roadside

obstructions while maintaining

the current standard of

roadside safety zone.

5% annual sample

Usually no unauthorised

roadside obstructions while

maintaining the current

standard of roadside safety

zone.

Percentage requests meeting

RCA set timelines in LTP

(DIA)

Percentage target set by RCA

as per DIA guidelines.

Sampling as per RCA policy

4 deficient locations per 1km

Page 8 of 16



Output Measures - Resilience

…. ei g p epa ed to espo d

Being PreparedEnsuring Proactive

Maintenance

Having confirmed detour

routesResponse Plan Informing customers prior to travel

Informing public

transport customers

Informing customers of

restoration time

We will provide Alternative Routes

where appropriate

We will ensure we are Prepared for Emergencies and

Incidents that could disrupt travel.

A Plan for Resilience Proactive Maintenance Plan for Alternative Routes A Response Plan Informed of Restoration Time

Resilience - PM1 Resilience - PM2 Resilience - PM3 Resilience - PM4 Resilience - PM5 Resilience - PM6 Resilience - PM7

Network Resilience Maintenance,

Monitoring and Prioritised Improvement

Plan in place and actionable.

Number of events where

journeys are lost due to loss

of road function through

proactive maintenance not

taking place

A plan is in place that details an

alternative routes available for

vulnerable routes is robust in case of

route closure.

An Emergency Procedures and Response Plan is in

place and actionable. (EPRP)

Information is to be made available via

appropriate mediums, as stated in the EPPP,

for customers and stakeholders (e.g.

emergency services) prior to and during their

journey within x minutes of RCA being

informed of changes in travel conditions

and/or route choice

Passenger transport

customers are informed

within x minutes of a

significant change in travel

times, via appropriate on-

route mediums.*

Customers will be informed of changes

to the estimated time access will be

restored and when the next update will

be. Customers will be informed

through notified channels within x

minutes the RCA receiving notification

of an incident.

AMP or AMP Improvement PlanRCA Reports based on post event

review processAMP or AMP Improvement Plan AMP or AMP Improvement Plan

Demonstrate that you are able to comply within your

AMP or AMP Improvement Plan (not if you do

comply)

PT Operator Reports Compliance

Demonstrate that you are able to comply

within your AMP or AMP Improvement Plan

(not if you do comply)

Qualitative Quantitative Qualitative Quantitative Quantitative Quantitative Quantitative

Under Development Current Current Under Development Under Development Under Development Under Development

Informed of Route Availability

We will inform you of changes in Route Availability and Travel Choice.

How will we measure delivery of the customer outcome?

(Name of Measure)


Measure Description

(The output from the network we are investing in)

Resilience

The availability and restoration of road function when there is a weather or emergency event (unplanned), whether there is an alternative available and the road user information provided



Status of Measure?

What is our promise to the customer? We will carry out Mitigation to avoid route closure where appropriate.

The possibility that my journey is impacted by an unplanned event is being minimised The impact of unplanned events on my journey is being minimised

… p o idi g the usto e Co fide e to ake the jou e th ough o ust outes a d viable alternatives



… a d ho do e p o ide it? … p o idi g o siste t a d up to date i fo atio to usto e s

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Page 9 of 16



Output Measures - Resilience

Resilience

The availability and restoration of road function when there is a weather or emergency event (unplanned), whether there is an alternative available and the road user information provided

Resilience - PM1 Resilience - PM2 Resilience - PM3 Resilience - PM4 Resilience - PM5 Resilience - PM6 Resilience - PM7

Customer Level of Service Outcome

Over time all roads in a particular category should offer

an increasingly consistent, fit for purpose customer level

of service for road users

Road

Classification

Route or viable alternative is always available. Very rapid restoration of route

affecting normal operating conditions. Road users are advised well in advance of

issues affecting network performance and availability.

National (High Volume) No.

Rural Roads: Route always available

through either robust current route or

viable alternative.

Urban: N/A

15 15

Route is always available during major weather or emergency events and viable

alternatives exist.

Rapid clearance of incidents affecting road users. Road users are generally

advised in advance of issues and incidents

National No.

Rural Roads: Route always available

through either robust current route or

viable alternative.

Urban: N/A

15 15

Route is always available except during major-extreme weather or emergency

events and viable alternatives nearly always exist.

Rapid clearance of incidents affecting road users. Road users may be advised in

advance of issues and incidents

Regional No. 30 15

Route is nearly always available except in major weather events or emergency

event and where no other alternatives are likely to exist.

Clearance of incidents affecting road users will have a high priority. Road users

may be advised of issues and incidents

Arterial No. 60 15

Primary collector No. 60 (or as appropriate) 15

Secondary collector Reporting not required Reporting not required 60 (or as appropriate) Set by RCA

Route may not be available in moderate weather events, and alternatives may not

exist.

Clearance of incidents affecting road users and road user information will have a

low priority.

Access Reporting not required Reporting not required As appropriate Set by RCA

Route may not be available in weather events and alternatives may not exist.

Clearance of incidents affecting road users and road user information will have

the lowest priority.

Access (Low Volume) Reporting not required Reporting not required As appropriate Set by RCA

Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence

Network Management

(Work category 151)

Network Management, Winter

maintenance, Preventive

maintenance

(Work category 151, 121, 123,

241)

Network Management

(Work category 151)

Incident Response, Network Management

(Work category 121, 151)



Incident Response, Network

Management





Drainage and environmental maintenance and

renewals,

Drainage maintenance and

renewals,

(as influenced by Value for

Money and optimum whole of

life cost measures)

VMS maintenance, weather monitoring Variable Message Signs Variable Message Signs

Rural Roads: Route nearly always

available through either robust current

route or viable alternative.

Urban: N/A

15 minutes

Plan is in place and operational, including

implementing preventative actions, to mitigate

interruptions to customer journeys.

Improvement plan identifies areas of

vulnerability and criticality, combined with

monitoring regime. Improvement plan should

also include proactive intervention procedures

for regular events (snowfall, ice, heavy rain etc.)

as well as capital improvement programme.



against moderate scale events and above that

will interrupt customer journeys. Improvement

plan identifies areas of significant vulnerability

and criticality, combined with monitoring regime.

Improvement plan should also include proactive

intervention procedures for regular events

(snowfall, ice, heavy rain etc.) as well as capital

improvement programme.



against significant scale events that will interrupt

customer journeys. Improvement plan identifies

areas of significant vulnerability and criticality

and/or procedures for responding to any

incidents and keeping customers informed.

Plan is in place and operational. The plan, reflective of breadth,

scale, likelihood and consequence of event and lifeline

considerations, details plans for prioritisation for restoration of

through passage reflective of classification and route criticality.

Plan is in place and operational. The plan, reflective of breadth,

scale, likelihood and consequence of event and lifeline

considerations, details plans for prioritisation of restoration of

passage and access depending on classification and route

criticality. It includes for continuity of essential needs until

access is restored.

Plan is in place and operational. Plan reflects lower

classification and is reflective of breadth, scale, likelihood and

consequence of event and lifeline considerations. It details plans

for continuity of essential needs and for people to be prepared

until access is restored.



making the linkage between the previous approach and the ONRC CLoS.

Route is nearly always available except in major weather events or emergency

event and alternatives may exist.

Clearance of incidents affecting road users will have a moderate priority. Road

users may be advised of issues and incidents



Reference No.

More detail is provided on each measure within the appendices.

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Page 10 of 16



Output Measures - Amenity

A pleasant travelling experienceThe confidence for active road users to travel

at night

… ai tai i g the aestheti alue of the road environment

… p o idi g ade uate lighti g

Maintaining peak roughness Maintaining truck ride deficienciesMaintaining unsealed road average

roughness

Maintaining sealed road average

roughnessMaintaining the roadside corridor Lighting

Peak Roughness Truck Ride Unsealed Road Roughness Unsealed Road Average Roughness Aesthetic Faults Lighting

Amenity - PM1 Amenity - PM2 Amenity - PM3 Amenity - PM4 Amenity - PM5 Amenity - PM6

At least 95% of the sealed road network

meets specified levels of ride comfort.

Areas with truck ride deficiencies

are identified and remedied

appropriately

At least 95% of the unsealed

road network meets specified

levels of ride comfort.

The average ride comfort level of the

unsealed road network meets

specified levels.

No more than X defects per 5 kilometre

sample length of aesthetic maintenance

related faults (such as litter, damaged or

non-functioning equipment or furniture,

graffiti, vegetation, etc.) that are likely to

detract from the customer's experience.

Provide and maintain lighting in a

consistent and fit for purpose manner to

support the facilitation of safe

movement, and personal security.

RCA Reports AMP or AMP Improvement Plan RCA Reports RCA Reports Monitor through sample network inspections Monitor through sample network inspections

Quantitative Quantitative Quantitative Quantitative Qualitative Qualitative

Current Aspirational Aspirational Aspirational Under Development Under Development

We will maintain the road environment and facilities that support an appropriate level of comfortable ride

How will we monitor consistent delivery of the customer outcome?

(Performance Measure)


Measure Description




Status of Measure?


We will maintain the road corridor compatible with the urban rural context and

the road use experience


Amenity

Travel Quality - The level of travel comfort experienced by the road user

Travel Aesthetics - The aesthetic aspects of the road environment (e.g. cleanliness, convenience, security) that impact on the travel experience of the road users in the road corridor




An appropriate level of comfortable ride

… ai tai i g oad ough ess

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Page 11 of 16



Output Measures - Amenity

Amenity

Travel Quality - The level of travel comfort experienced by the road user

Travel Aesthetics - The aesthetic aspects of the road environment (e.g. cleanliness, convenience, security) that impact on the travel experience of the road users in the road corridor

Amenity - PM1 Amenity - PM2 Amenity - PM3 Amenity - PM4 Amenity - PM5 Amenity - PM6

Customer Level of Service OutcomeOver time all roads in a particular category should offer an increasingly

consistent, fit for purpose customer level of service for road users

Road Classification

High level of comfort, no discernable roughness. Aesthetics of adjacent road

environment reflects journey experience needs of higher numbers of through

traffic users. Character of scenic/tourist routes protected and enhanced

National (High Volume)Urban <= 120 NAASRA

Rural < = 110 NAASRAComply Reporting not required Reporting not required

Complying with a maximum of 4 defects as

per the visual guidelines per 5 km sample

length

High level of comfort, infrequent roughness. Aesthetics of adjacent road

environment reflects journey experience needs of higher numbers of through

traffic users. Character of scenic/tourist routes protected and enhanced

NationalUrban <= 120 NAASRA




length

High level of comfort, infrequent roughness. Aesthetics of adjacent road

environment reflects journey experience needs of both through traffic and active

road users. Character of scenic/tourist routes protected and enhanced. Amenity

outcomes of active road users are mostly provided with additional space in urban

areas and in some rural areas. Clean and secure

RegionalUrban <= 120 NAASRA




length

Good level of comfort, occasional areas of roughness. Aesthetics of adjacent road

environment reflects journey experience needs of both road users and land use.

Urban arterials reflect urban fabric and contribute to local character. Some

separation of road space for active road users for amenity outcomes in urban

areas. Clean and secure

ArterialUrban <= 130 NAASRA


Moderate level of comfort, occasional areas of roughness. Aesthetics of adjacent

road environment reflects journey experience needs of all road users and

adjacent land use. Urban collectors reflect urban fabric and contribute to local

character. Specific provision where active road user's present. Clean, safe and

secure

Primary collectorUrban <= 140 NAASRA

Rural < = 120 NAASRAReporting not required

Moderate level of comfort, longer areas of roughness. Aesthetics of adjacent road

environment reflects journey experience needs of all road users and adjacent land

use. Urban collectors reflect urban fabric and contribute to local character.

Specific provision where active road user's present. Clean, safe and secure

Secondary collectorUrban <= 140 NAASRA


AccessUrban <= 150 NAASRA


Access (Low Volume)Urban <= 170 NAASRA


Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence

Sealed Pavement Pot hole repairs, Dig outs,

Shoulder maintenance, Rehabilitation


Network Management, pavement

maintenance


Unsealed Pavement Grading,

Metalling, Spot Metalling


Unsealed Pavement Grading, Metalling,

Spot Metalling


Graffiti cleaning, litter collection, vegetation

control, street cleaning. Rest area

maintenance

(Work categories 121)

Carriageway lighting maintenance and

renewals



Crack Sealing, Resurfacing, Drainage

maintenance and renewals,

(as influenced by Value for Money and optimum

whole of life cost measures)

Pavement rehabilitation

Drainage maintenance and renewals,



Drainage maintenance and renewals,



Minor improvements



making the linkage between the previous approach and the ONRC CLoS.

T.B.C - Likely SH's only

180 NAASRA


Lowest level of comfort, may include extended areas of roughness and unsealed

surfaces (on rural roads). Aesthetics of adjacent road environment strongly

reflects land use and place function. Strong shared philosophy between active

road users (if present) and vehicular traffic. Active roads users expect

environment appropriate to their needs. Urban area clean, safe and secure

Reported under Safety Measure



length

Aesthetic requirement to be set and

maintained by RCA but no reporting is

required

T.B.C - Likely SH's only

150 NAASRA



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Page 12 of 16



Output Measures - Travel Time Reliability

… a i isi g effe ti e apa it

Managing Unplanned Activities Informing on Route Informing Prior to TravelMaximising productivity and/or minimising conflicting

priorities by mode

We will operate the network to maximise its

effective capacity

Planned Activities Traffic Management CoordinationTraffic Management

CoordinationInform on Route Informed Prior Network/Corridor Operating Plan

TTR - PM1 TTR - PM2Covered in Resilience PM1 and

PM8TTR - PM4 TTR - PM5 TTR - PM6

A process is in place to coordinate

planned activities and events minimising

customer impact, taking into account

road function and any changes in priority

by mode that may occur

Delays due to planned activities

shall not exceed X% of the

typical travel time for key

journeys.

Delays due to unplanned

activities

(covered in Resilience)

Customers are informed within X

minutes of a change in travel time

exceeding 20min via appropriate

mediums

Where planned delays exceed

20min, information is made

available to customers at least X

days beforehand via appropriate

mediums

Measure for large urban metropolitan centres only.

RCA's shall have a network/corridor operating

framework in place to ensure operation of the

network focusses on moving people and goods,

balancing the competing demands for limited road

space by time of day, link and place function.

AMP or AMP Improvement Plan AMP or AMP Improvement Plan Reporting not required

Demonstrate that you are able to comply

within your AMP or AMP Improvement

Plan (not if you do comply)

Demonstrate that you are able to

comply within your AMP or AMP

Improvement Plan (not if you do

comply)

AMP or AMP Improvement Plan

Qualitative Quantitative Quantitative Quantitative Qualitative

Current Under Development Under Development Under Development Current

Travel time to reach my destination is predictable and acceptable


Status of Measure?


How will we monitor consistent delivery of the customer

outcome?




Travel Time Reliability

The consistency of travel times that road users can expect




… a agi g the i pa t o a ti ities a d de a d o the et o k … p o idi g i fo atio ega di g dela s

Managing Planned Activities


Measure Description


We will manage the impact of activities and demand on the networkWe will provide information on travel time to customers so

they can choose when and where to travel

Covered in Resilience PM1 and

Resilience PM7

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Page 13 of 16



Output Measures - Travel Time Reliability

Travel Time Reliability

The consistency of travel times that road users can expect

TTR - PM1 TTR - PM2Covered in Resilience PM1 and

Resilience PM7TTR - PM4 TTR - PM5 TTR - PM6

Customer Level of Service OutcomeOver time all roads in a particular category

should offer an increasingly consistent, fit for

purpose customer level of service for road users

Road Classification

The majority of road users experience consistent travel

times with some exceptions in major urban centres.National (High Volume) 15 30


times with some exceptions in urban heavy peak,

holiday or during major events.

National 15 30


times with some exceptions in urban heavy peak,

holidays, during major events or during severe weather

events.

Regional 30 30

Generally road users experience consistent travel times

with some exceptions in urban heavy peak, holidays,

during major events or during moderate weather

events.

Arterial 60 30

Generally road users experience consistent travel times

except where affected by other road users (all modes)

or weather conditions

Primary collector 60 10

Road users travel times may vary as a result of other

road users (modes), weather conditions or the physical

condition of the road.

Secondary collector 60 10

Access As Appropriate 10

Access (Low Volume) As Appropriate 10

Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence

Network Controls, Traffic Management

Coordination

(Work category 151)

Network Controls, Traffic

Management Coordination

(Work category 151)

Incident Response, Network

Management


Operational Traffic Management (VMS,

traffic signals), Network Management


Operational Traffic Management (VMS,

traffic signals), Network Management


Network Management

(Work category 151)

Unplanned events covered

under Resilience


Process minimises disruptions to customers

through restricting planned activities that have

more than a minor effect on required flow

capacity to off peak and low flow periods.

Comply

Network operating framework demonstrates which road users

have priority access to the network. Some prioritisation may

occur to improve productivity such as designated high

occupancy vehicle lanes and/or bus lanes. Active road users

have typically separate space or physical separation

Comply

Network operating framework demonstrates which road users

typically have priority access to the network. Journey type

priority may change during the day. Some prioritisation may

occur to improve productivity dependent on road function e.g.

designated high occupancy vehicle lanes, bus lanes,

pedestrian priority at crossings. Increasing intersection

density, schools, shopping. Active road users have separate

space or physical separation sometimes.

Compliance with a maximum of 5

minute or 5% delay in travel time for

key journeys

Comply

Network operating framework demonstrates mixed use

environments with mixed access priorities by mode, place and

time dependent on road function.


Process can be a combination of

restricting delays up to 1 hour and the

customer shall be informed of those

expected delays such that they can

make an informed decision regarding

their journey e.g. allow extra time.

Process can be a combination of

restricting delays up to 1 hour then

the customer shall be informed of

those expected delays such that they

can make an informed decision

regarding their journey e.g. allow

extra time.


through coordinating network access for planned

activities. Activities restricting required capacity

flows create only moderate delays to customer

journeys.

Compliance with a maximum of 10

minute or 10% delay in travel time for

key journeys

What asset maintenance and renewal influences this?

This is included purely to assist you in making the linkage

between the previous approach and the ONRC CLoS.

Road users experience varied travel times as a result of

other road users (all modes), weather conditions or the

physical condition of the road.


through coordinating network access for planned

activities and maintaining access is not

excessive for road users.


through restricting access to network for any

planned activities that will reduce required flow

capacity to off peak and low flow periods .



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Page 14 of 16



Output Measures - Accessibility

… p o idi g accessibility to active road

users

… p o idi g a essi ilit to utilities

… p o idi g a essi ilit to the community

… p o idi g a essi ilit fo freight and goods to move

productively

Prioritising Road Users at

IntersectionsProviding Bus Stops

Maintaining the

network

Active Road Users

Strategy

Road User Priority at Intersections Bus Journeys All Journeys Active Road Users Network Access Network Access Network Access

Accessibility - PM 1 Accessibility - PM 2 Accessibility - PM 3 Accessibility - PM 4 Accessibility - PM 5 Accessibility - PM 6 Accessibility - PM 7 Accessibility - PM 8 Accessibility - PM 9

RCA’s to have a strategy and/or policy in place to provide

information on way finding in

advance of intersections, at

intersections and beyond

intersections to reassure road

users that they are travelling on

the correct route.

and;

When a sign is provided, it

should be compliant with

MOTSAM, RTS2 and the Traffic

Control Devices Manual

The number of intersections where the

priority journeys and/or road users do

not have priority.

Bus stops have the correct

signage and painted markings

Physical state of the network,

maintained in an economically

sensible manner that allows safe

travel for at a sensible and

appropriate speed.

RCA has a strategy in place to

demonstrate it is managing active

road user demands and ensuring

new assets are consistent with

ONRC guidelines

RCA has a process that demonstrates

it is managing Corridor Access

Requests, ensuring all utility access to

the network complies with the NZUAG

code, COPTTM {including the Local

Road supplement), and the activity's

impact on CLOS outcomes (such as

Safety and TTR) is minimised

RCA shall demonstrate it is managing

access to the transport corridor, that

minimises the impacts to the customer in

line with the CLoS Outcomes. (Where not

already covered by legislation such as the

NZUAG code; the RCA's district plan or SH

Control Manual for NZTA)

RCA shall demonstrate it is expanding

access to HPMV and 50 Max vehicles to

meet the changing demands forecast on

their network. And that access can be

provided in an economically sensible

manner.

AMP or AMP Improvement Plan RCA Complies RCA ReportsMonitor through sample

network inspectionsAMP or AMP Improvement Plan AMP or AMP Improvement Plan AMP or AMP Improvement Plan AMP or AMP Improvement Plan AMP or AMP Improvement Plan

Qualitative Qualitative Qualitative Quantitative Quantitative Qualitative Qualitative Qualitative Qualitative

Under Development Under Development Under Development Under Development Current Current Current Current Under Development

Accessibility

The ease with which people are able to reach key destinations and the transport networks available to them, including land use access and network connectivity


We will provide infrastructure that meets an appropriate level of accessibility to users to

perform their role

Status of Measure?




Access to and from the network shall be available to customers. New access points and connections are managed and consented so as to minimise effects on the CLoS Outcomes




… p o idi g ade uate t affi fa ilities fo a finding

Signage and Guidance

… p o idi g i f ast u tu e that allo s use s to pe fo thei ole

Ease of access to and through the network An accessible network, for everyone

Network Access Process

We will manage the network to ensure it is accessible for different uses where appropriate


We will provide Guidance so you can navigate your

way around the network

Signage and GuidanceHow will we monitor consistent delivery of the customer outcome?



Measure Description


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Page 15 of 16



Output Measures - Accessibility

Accessibility

The ease with which people are able to reach key destinations and the transport networks available to them, including land use access and network connectivity

Accessibility - PM 1 Accessibility - PM 2 Accessibility - PM 5 Accessibility - PM 6 Accessibility - PM 7 Accessibility - PM 8 Accessibility - PM 9 Accessibility - PM 10 Accessibility - PM 11

Customer Level of Service OutcomeOver time all roads in a particular category should offer an increasingly consistent,

fit for purpose customer level of service for road users

Road Classification

Land use access for road users rare and highly engineered, usually only to highway service

centres. Strategic network connectivity for road users due to infrequent connections,

generally only to national high volume roads. High volume traffic will be unimpeded by

other traffic at junctions. Mainly express bus services. Active road users generally do not

have access - if present, they are provided with network access and journey continuity by a

separate space or are physically separated. Provision of quality information relevant to

national road user needs.

National (High Volume) Standard to be developed

Intersections rare and highly

engineered with connections to

generally high classification roads.

Report number of intersections with

higher priority given to lower

classification journeys.

generally do not have access - if

present, they are provided with

network access and journey

continuity by a separate space

or are physically separated.

Strategy is in place

To be developed mid term

Land use access for road users infrequent and highly restricted in rural areas, and often

restricted in urban areas. Mainly strategic network connectivity for road users due to

infrequent connections, generally only to other equal and higher category roads. Mainly

express bus services. Network access and journey continuity for active road users (if

present) mostly provided by separate space or physical separation. Easy navigation at

intersections, with national strategic traffic given priority, unless joining with equal or higher

category roads. Provision of quality information relevant to national road user needs.

National Standard to be developed

Infrequent connections to generally

high classification roads with user

priority over lower classifications.




(if present) mostly provided by

separate space or physical

separation.



Land use access for road users in rural areas often restricted, and some restrictions in urban

areas. Limited road user connections to other national roads and arterials, with priority over

lower category road users. Numerous bus stops with high frequency services to key

destinations and interchanges. Network access and journey continuity for active road users

are mostly provided with additional space in urban areas and in some rural areas. Parking

for all modes, and facilities for mobility impaired at activity centres with some shared

spaces. Extra care required around activity centres due to mixed use, including goods

vehicles. Provision of quality information relevant to regional road user needs.

Regional Standard to be developed




mostly provided with additional

space in urban areas and in

some rural areas



Some land use access restrictions for road users, both urban and rural. Road user

connection at junctions with national, arterial or collector roads, and some restrictions may

apply in urban areas to promote arterials. Traffic on higher classified roads generally has

priority over lower order roads. Numerous bus stops with high frequency services to key

destinations and interchanges. Some separation of road space for active road users in urban

areas to provide network access and journey continuity. Parking for all modes and facilities

for mobility impaired at activity centres, and some shared spaces. Extra care required

around activity centres due to mixed use, including goods vehicles. Provision of quality

information relevant to arterial road user needs.

Arterial Standard to be developed




some separation of road space

in urban areas



Land use access for road users generally permitted but some restrictions may apply. Road

user connection at junctions with arterial or collector roads, and some restrictions may apply

in urban areas to promote arterials. Traffic on higher classification roads generally has

priority over lower classification roads. Regular bus services to key destinations and

interchanges. Active road users should expect mixed use environments with some variability

in the road environment, including vehicle speed. Parking for all modes and facilities for

mobility impaired at activity centres. Provision of quality information relevant to collector

road user needs.

Primary collector

Intersections generally give priority

to higher classification journeys.

Reporting N/A


Land use access for road users generally permitted but some restrictions may apply. Road

user connection at junctions with other collectors or access roads. Collector road traffic

generally has priority over access road traffic. Regular bus services to key destinations and

interchanges. Active road users should expect mixed use environments with some variability

in the road environment, including vehicle speed. Parking for all modes and facilities for

mobility impaired at activity centres. Provision of quality information relevant to collector

road user needs.

Secondary collector

Intersections generally give priority

to higher classification journeys.

Reporting N/A


Access To be developed mid term

Access (Low Volume) To be developed mid term

Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence Direct Influence

Sign maintenance and

renewals


Sign maintenance and

renewals


Network Management

(Work category 151)ALL ALL

Network Management

(Work category 151)

Network Controls

(Work category 151)

Network Controls

(Work category 151)

Structures, Pavement Reseal, Rehab,

Maintenance

Indirect Influence Indirect Influence

Minor improvements

Footpath and Cycle path

maintenance and renewals

(Work category 124)

95%

Access to all adjacent properties for road users. Road user connection at junctions ideally

with collectors and other access roads. Access road traffic generally has lower priority over

traffic on all higher classification roads. Active road users should expect mixed use

environments with some variability in the road environment, including vehicle speed.

Enhanced accessibility via 'share the road' philosophy (active road users, mobility impaired

and drivers), journey connectivity to key destinations via all modes, and provision of quality

information.

Road Name Signs only

Standard referenced in RCA

Asset Management

Improvement Plan

Process referenced in RCA Asset

Management Improvement Plan

Process referenced in RCA Asset

Management Improvement Plan

N/A

Percentage of bus stops with

correct signage and painted

markings (refer to PT

Infrastructure Guidelines for

requirements)



Connections ideally with other local

and collector roads. Reporting N/A

Townships, Road Names

should expect mixed use

environments with some

variability in the road

environment, including vehicle

speed.

Strategy is in place.


100%

99%


Why do we do the work we do? This is included purely to assist you in making the

linkage between the previous approach and the ONRC CLoS.

To

Wh

at

Leve

l o

f S

erv

ice

?

Page 16 of 16

Documents

ONRC Provisional Performance Measures · Quantitative or Qualitative? Status of Measure? Road Classification National (High Volume) National Regional Arterial Primary collector Secondary