Framework One Pagers - NZ Transport Agency · AMP and AMP Improvement Plan demonstrates a long term programme of customer level of service outcome delivery that is increasingly efficient

One Network Road Classification

Performance Measures

Framework

&

One Pagers

Revision: FINAL

Date: 19 December 2014

Version

No

Date Item

Affected

Description of Change

1 28/09/14 Draft Document Created

2 14/11/14 Draft Update

3 19/12/14 Final

Preface

The provisional ONRC Performance Measures were endorsed by the REG Governance

Group in August 2014. It was agreed that the Performance Measures will be reviewed

annually in the first 3 years of implementation to ensure sustainable implementation

across the sector.

The ONRC performance measures within this document are as at December 2014. They

contain some modifications to those released in August 2014, as published on the REG

website. The main changes represent improvements to the measures and simplification

resulting from early piloting of the measures by REG member networks.

This document should be used in conjunction with the ONRC ‘Guidance Document’

Table of Contents TABLE OF CONTENTS ........................................................................................................................................ 3

1 BACKGROUND AND CONTEXT ................................................................................................................. 4

2 PERFORMANCE MEASURES FRAMEWORK ............................................................................................... 5

3 ONE PAGERS ............................................................................................................................................ 6

ONRC Performance Measures Guidance Document Revision: 4 December 2014 Page 4

1 Background and Context The One Network Road Classification (ONRC) was born from the opportunity for a

better and more transparent way to plan and invest in maintaining and operating New

Zealand’s road networks.

This document contains the ONRC performance measures within two formats.

The first is the Performance Measures Framework, which is the same as that published

publically.

The second is the Performance Measures ‘One Pagers’. These contain more detailed

supporting information than contained in the Framework, and are in a format that

allows RCAs to separate out measures for convenience of reporting.

2 Performance Measures Framework

Below is the framework that contains the:

• Customer Outcome Measures

• Technical Output Measures

• Cost Efficiency Measures

The format of the framework follows a vertical layout to mimic that of the ‘pyramid’

of service levels. It also mimics the ‘tree’ structure of that presented to RCAs during

workshops in April and July of 2014.

As we move down the framework, we are answering the question of ‘How’ do we

deliver the outcome.

From the bottom up, we are answering the question, ‘Why’ are we doing the work we

do and what outcome is it delivering for the customer?

One Network Road Classification Performance Measures Framework

Customer Outcome Measures

Customer Outcome Value for Money

Customer Outcome Measure

The roading network is being

maintained efficiently and effectively

to deliver the CLoS Outcomes of the

ONRC

The road and roadside are becoming

safer to drive on as shown in the five-

year trend in serious and fatal injuries

The number of journeys impacted by

unplanned events is acceptable

An appropriate level of effort is put into

risk mitigation on roads where there is

no viable alternative access, if it were to

be closed by an unplanned event

Description

AMP and AMP Improvement Plan

demonstrates a long term programme of

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.

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 or emergency event(s). *

Number of journeys not made due to

unplanned or emergency event(s)

where there is no viable alternative. *

Reference No. Value for Money - OM 1 Safety - OM1 Safety - OM2 Safety - OM3 Resilience - OM1 Resilience - OM2

What is the means of reporting? AMP or AMP Improvement PlanReporting automatically from Asset

Register (RAMM)

Reporting automatically from Asset

Register (RAMM)


Register (RAMM)RCA Reports RCA Reports

Quantitative or Qualitative? Qualitative Quantitative Quantitative Quantitative Quantitative Quantitative

Status of Measure? Current Current Current Current Current Current

Road Classification

National (High Volume) No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification

Number of incidents and the total number of journeys

impacted per year by classificationNumber of Journeys not made per year by classification

National No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Regional No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Arterial No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Primary collector No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Secondary collector No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Access No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Access (Low Volume) No. (with 5 year trend being established) by classification Report Risk rating and crashes per km by classificationReport Risk rating and crashes per 100 million vehicle km

by classification



Reporting Only.

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

phones, big data etc.)

AMP and AMP Improvement Plan contains the technical output

measures of the ONRC (where the means of measurement

states this) and will continually improve the cost efficiency and

effectiveness of service delivery as detailed in these measures.

The roads and roadsides are being maintained in a way that means I feel safe

when driving them

ResilienceSafety

Outcome MeasuresOutcome measures are the primary means of quantifying performance of the network.

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_ Page 1 of 2 Date: 4.12.2014 Version: 2.0



Customer Outcome

Customer Outcome 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 bus service is what I 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 for

sealed roads.

(DIA Non-Fin Perf Meas)

Average Roughness - The average ride

comfort level of the sealed road

network meets specified levels (Local

Gov Maintenance Guidelines)

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 variability in

departure time to that scheduled.* Access to public transport available.

Truck Travel Exposure - Proportion of

the network not traversable to - Class 1

Heavy Vehicles and 50 Max vehicles

Roads are operated to facilitate

journey movements

Amenity - OM1 Amenity - OM2 TTR - OM1 TTR - OM2 Accessibility - OM1 Accessibility - OM2 Accessibility - OM3


Register (RAMM)


Register (RAMM)RCA Reports

RCA reporting not required. PT

operator to report

RCA Reports

(Referenced within AMP)AMP or AMP Improvement Plan RCA Reports

Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative

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

% by classification

Report No. Provisional service level is: Urban <= 90

NAASRA

Rural < = 90 NAASRA

Proportion of the population living within 500m of a bus

stop and 1km from a rail or bus rapid transit station by

classification.

Report the network length inaccessible for each

classification and heavy vehicle type.

Report number of vehicles per lane / 1800 (safe lane

capacity - 2sec rule)

% by classification


NAASRA

Rural < = 90 NAASRA



classification.





% by classification


NAASRA

Rural < = 90 NAASRA



classification.





% by classification


NAASRA

Rural < = 100 NAASRA

Where Needed



classification.





% by classification


NAASRA


Where Needed



classification.



% by classification


NAASRA


Where Needed



classification.



% by classification


NAASRA


Where Needed



classification.



% by classification


NAASRA


Where Needed



classification.



Reporting not required

The smoothness of my journey is as I would expect when I take into

account the importance of the road.The travel time to reach my destination is predictable.

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

(smart phones, big data etc.)

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.

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.

Report % where for areas where bus services are

provided.

Not Necessary

Outcome MeasuresOutcome measures are the primary means of quantifying performance of the network.

Accessibility Amenity Travel Time Reliability



Technical Output Measures - Safety

….by pro 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 Sight and Control Intersections Road Safety Education

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

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

Reducing Trend of serious

and fatal injuries through loss

of control, wet and night

time crashes.

Reducing Trend of serious

and fatal injuries at

intersections.

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 inspections

AMP or AMP Improvement

Plan

Reporting automatically from

Asset Register (RAMM)

Reporting automatically from

Asset Register (RAMM)

AMP or AMP Improvement

Plan

Qualitative Qualitative Quantitative Qualitative Qualitative Qualitative Qualitative

Under Development Current Current Aspirational Current Current Current

… a d ho do e pro ide it?

What is our promise to the customer? We will warn you about hazards on your trip.

Safety

How road users experience the safety of the journey

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

Reduce the likelihood of crashes occurring

Sight Lines are maintained at day and night

…by ai tai i g sight li es a d ide tifyi g hazards

Road permanent hazards and deliniation are identified and

mitigated

What does the customer need?

...by doing what on the network?

How will we measure delivery of the customer outcome?

(Name of Measure)

Measure Reference No.


Measure Description

(The output from the network we are investing in)


Status of Measure?

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Safety


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

Qualitative Qualitative Quantitative Qualitative Qualitative Qualitative Qualitative

Under Development Current Current Aspirational Current Current Current

Customer Level of Service Outcome

Over time all roads in a particular category should offer

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.


Report no. of faults. Provisional service

level is: Specific warning provided for all

hazards

0 faults per section (From Local Gov

Maint. Guidelines)

Report no. of audits undertaken

and % of Audits 'Acceptable'

from criteria (Aceptable as

defined in COPTTM)

10% quarterly sample

Always complies

No. as part of a 5 year trend by

classification.


classification.In place and operational.

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


Maint. Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



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


Maint. Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



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



out of context and critical hazards


Maint. Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



Primary collector


level is: Specific warning signs and out of

context hazards.


Maint. Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



Secondary collector


level is: Specific warning signs and out of

context hazards.


Maint. Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



Access


level is: Generic warning signs and out

of context hazards.

Max. 3 faults per section (From Local

Gov Maint. Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



Access (Low Volume)


level is: Generic warning signs and out

of context hazards.

Max no. of faults not specified per

section (From Local Gov Maint.

Guidelines)




defined in COPTTM)

10% annual sample

Always complies


classification.



Direct Influence Direct Influence 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)

Sealed Pavement Pot hole

repairs, Dig outs, Shoulder

maintenance, Rehabilitation.

Unsealed Pavement Grading,

Metalling, Spot Metalling

(Work categories 111, 112,

211, 214) Carriageway

lighting maintenance and

renewals

Carriageway lighting

maintenance and renewals

(Work categories 122, 222)

Minor ImprovementsSafety Management

(Work category 432)

Indirect Influence Indirect Influence Indirect Influence Indirect Influence

Associated and Minor

ImprovementsMinor Improvements Minor Improvements Minor Improvements


Improvements

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.

Targets by Classification

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.

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.

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 one pagers

Quantitative or Qualitative

Status of Measure



depending 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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What is our promise to the customer?




(Name of Measure)



Measure Description



Status of Measure?

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Maintaining

Surface FrictionActive Modes

Functional traffic

restraining devicesA forgiving roadside corridor Forgiving Roads

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

Safety - PM8 Safety - PM9 Safety - PM10 Safety - PM11 Safety - PM12 Safety - PM13 Safety - PM14 Safety - PM15 Safety - PM16

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

(DIA Measure)

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.

Reducing Trend of

serious and fatal

injuries to

vulnerable road

users (pedestrians,

cyclists and

motorcyclists).

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 / or

identify and manage non-

compliant sections and high

risk sites

Monitor through sample network

inspections. Reporting automatically

from Asset Register (RAMM)

RCA Reports

Monitor through

sample network

inspections

RCA ReportsAMP or AMP

Improvement Plan

Reporting

automatically from

Asset Register

(RAMM)


network inspections.

Reporting automatically

from Asset Register

(RAMM)


network inspections. Reporting

automatically from Asset

Register (RAMM)

RCA Reports

Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative QuantitativeQuantitative

Qualitative

Current Current Current Current Current Current Current Current

Current

&

Under Development


Repairing Surface Faults

We will maintain the current roads and roadsides in safe condition

Reduce the likelihood of crashes occurring

Safety


….by pro idi g forgi i g roads a d road sides.

Minimise the consequences of crashes when they do occur

…by pro idi g a safe road





Over time all roads in a particular category should offer

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)



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.




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

Quantitative or Qualitative

Status of Measure



depending 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 - PM8 Safety - PM9 Safety - PM10 Safety - PM11 Safety - PM12 Safety - PM13 Safety - PM14 Safety - PM15 Safety - PM16

Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative Quantitative QuantitativeQuantitative

Qualitative

Current Current Current Current Current Current Current Current

Current

&

Under Development

Report no. of faults in a 10% quarterly

sample

Provisional service level is:

Urban - 0 deficient locations per 1km

Rural - 0 deficient locations per 10km

Comply

No. as part of a 5 year

trend by

classification.

Report no. of faults in a 10%

quarterly sample


Always effective

Report % of network at: KiwiRAP

4 star standard.


sample


Urban - 1 deficient location per 1km

Rural - 1 deficient location per 10km

Comply


trend by

classification.


quarterly sample


Always effective


3 star standard.


sample




Comply


trend by

classification.


quarterly sample


Always effective


2 star standard.


sample




Comply


trend by

classification.


quarterly sample


Always effective


sample




Comply


trend by

classification.


quarterly sample


Always effective

5% annual sample

Provisional level of service is:

No unauthorised roadside

obstructions most of the time while

maintaining the current standard of

roadside safety zone.


sample




Comply


trend by

classification.


quarterly sample


Always effective


sample




Comply


trend by

classification.


quarterly sample


Always effective


sample




Comply


trend by

classification.


quarterly sample


Always effective

Direct Influence 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.



(Work categories 111, 112, 211, 214)

Water blasting,

Scabbling, Crack

sealing,

Resurfacing

(Work categories

111, 212)

Footpath

maintenance (non-

subsidised activity)

Cycle path

Sweeping, Pothole

repairs

(Work category

124)

Waterblasting,

Scabbling, Crack

sealing,

Resurfacing

(Work categories

111, 212)

Walking and

Cycling

Maintenance,

Delineation, Minor

Improvements

Guardrail and Barrier

maintenance and

renewals

(Work categories 114,

215)

Vegetation Control (sapling

removal, specific tree removal)

Network Controls


Safety Management

(Work category 432)

Indirect Influence 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

Pavement

Maintenance and

renewals


Improvements


Improvements

Sampling as per RCA

policy. Report no. of

faults. Provisional

level of service is

4 deficient locations

per 1km


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.

RISA ,Urban KiwiRap, or Safety

Risk Assessment (or Safety

Performance Index for local

roads)

Strategy in place to manage any

identified at risk sections

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 as

per DIA guidelines.

Percentage target set

by RCA as per DIA

guidelines by

classification.



Technical Output Measures - Resilience

….by bei g prepared to respo d

Being PreparedEnsuring Proactive

MaintenanceHaving confirmed detour routes Response Plan Prior to travel and on Route

Informing public

transport customers

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

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

Network Resilience Maintenance,

Monitoring and Prioritised Improvement

Plan in place and actionable.

Number of events where

journeys are lost or

impacted due to loss of road

function through proactive

maintenance not taking

place

A plan is in place that details that the

alternative routes available for

vulnerable routes are robust in case of

route closure.

An Emergency Procedures and Response

Plan is in place and actionable. (EPRP)

Information is to be made available to

customers via effective mediums, as stated in

the EPRP, 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,

restoration time, route choice and/or

estimated restoration time.

Public transport customers

are informed within x minutes

of a significant change in

travel times, via appropriate

on-route mediums.

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

Qualitative Quantitative Qualitative Quantitative Qualitative Quantitative

Current Current Current Current Current Under Development

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

…by pro idi g the usto er Co fide e to ake the jour ey through robust routes a d iable alternatives



… a d ho do e pro ide it? …by pro idi g o siste t a d up to date i for atio to usto ers


(Name of Measure)


Measure Description



Status of Measure?

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

Informed of Route Availability Prior and On-Route

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



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

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Technical 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

Qualitative Quantitative Qualitative Quantitative Qualitative Quantitative

Current Current Current Current Current Under Development


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 minutes

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 minutes

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 minutes

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 minutes

Primary collector No. 60 minutes (or as appropriate by RCA)

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

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


Incident Response, Network

Management


Indirect Influence Indirect Influence Indirect Influence Indirect Influence

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


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.

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


Status of Measure?

Reference No.

More detail is provided on each measure within the one pagers.

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

(crashes, 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

(crashes, 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

for 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.



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Technical Output Measures - Travel Time Reliability

…by a i isi g effe ti e apa ity

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 Coordination Unplanned Activities Inform on Route Informed Prior Network/Corridor Operating Plan

TTR - PM1 TTR - PM2Covered in Resilience PM1 and

PM6TTR - 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, including

crashes.

(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 or high

classification roads and key journeys where an outcome

failure or risk to one exists.

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

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)

Demonstrate that you are able to

comply within your AMP or AMP

Improvement Plan (not if you do

comply)


Qualitative Quantitative Quantitative Quantitative Qualitative

Current Under Development Under Development Under Development Current

Travel Time Reliability

The consistency of travel times that road users can expect






…by a agi g the i pa t of a ti ities o the et ork …by pro idi g i for atio regardi g delays

Managing Planned Activities

Travel time to reach my destination is predictable and acceptable


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 PM6

How will we monitor consistent delivery of the customer outcome?

(Performance Measure)



Status of Measure?

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Technical Output Measures - Travel Time Reliability


The consistency of travel times that road users can expect

TTR - PM1 TTR - PM2 TTR - PM4 TTR - PM5 TTR - PM6

Qualitative Quantitative Quantitative Quantitative Qualitative

Current Under Development Under Development Under Development Current

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 minutes 30 days


exceptions in urban heavy peak, holiday or during major events.National 15 minutes 30 days


exceptions in urban heavy peak, holidays, during major events or during

severe weather events.

Regional 30 minutes 30 days

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 minutes 30 days

Generally road users experience consistent travel times except where affected

by other road users (all modes) or weather conditionsPrimary collector 60 minutes 10 days

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 minutes 10 days

Access As Appropriate 10 days

Access (Low Volume) As Appropriate 10 days

Qualitative


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)

Covered in Resilience PM1 and

Resilience PM6

Process minimises disruptions to

customers through coordinating

network access for planned activities

and maintaining access is not

excessive for road users.


customers through restricting access

to network for any planned activities

that will reduce required flow capacity

to off peak and low flow periods .



Unplanned events

covered under

Resilience


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.

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.


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

Status of Measure?


customers through coordinating

network access for planned activities.

Activities restricting required capacity

flows create only moderate delays to

customer journeys.

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Technical Output Measures - Amenity

A pleasant travelling experienceThe confidence for active road users to travel

at night

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

…by pro idi g ade uate lighti g

Maintaining peak roughness Maintaining truck ride deficienciesMaintaining unsealed road

roughness

Maintaining sealed road average

roughnessMaintaining the roadside corridor Lighting

Peak Roughness Truck Ride Unsealed Road Peak 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

Quantitative Quantitative Quantitative Quantitative Qualitative

Current Aspirational Aspirational Aspirational Under Development




An appropriate level of comfortable ride

…by ai tai i g road rough ess

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

Covered in Safety PM4

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




Measure Description




Status of Measure?


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Technical Output Measures - Amenity

Amenity


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

Quantitative Quantitative Quantitative Quantitative Qualitative

Current Aspirational Aspirational Aspirational Under Development

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 discernible 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


Report %

Provisional service level is: Urban <= 120

NAASRA


Comply Reporting not required Reporting not required

Provisional service level is: 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


enhanced

National

Report %


NAASRA


Comply Reporting not required Reporting not requiredComplying with a maximum of 7 defects as per

the visual guidelines per 5 km sample length


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

Regional

Report %


NAASRA


Comply Reporting not required Reporting not requiredComplying with a maximum of 10 defects as per


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

Arterial

Report %


NAASRA


Comply Reporting not required Reporting not required

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 collector

Report %


NAASRA



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 collector

Report %


NAASRA



Access

Report %


NAASRA



Access (Low Volume)

Report %


NAASRA




Sealed Pavement Pot hole repairs, Dig outs,

Shoulder maintenance, Rehabilitation


Network Management, pavement

maintenance





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


Indirect Influence Indirect Influence Indirect Influence Indirect Influence Indirect Influence

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,

(as influenced by Value for Money and

optimum whole of life cost measures)

Drainage maintenance and renewals,

(as influenced by Value for Money and

optimum whole of life cost measures)

Minor improvements

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

Complying with a maximum of 15 defects as per


Aesthetic requirement to be set and maintained

by RCA but no reporting is required

T.B.C - Likely SH's only

Report %

Provisional service level is: 150 NAASRA




Status of Measure?




T.B.C - Likely SH's only

Report %

Provisional service level is: 180

NAASRA

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

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Technical Output Measures - Accessibility

Prioritising Road Users at

IntersectionsProviding Bus Stops Maintaining the network

Land Use Planning Land AccessRoad User Priority at

IntersectionsBus Journeys All Journeys

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

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.

When a sign is provided, it should

be compliant with MOTSAM, RTS2

and the Traffic Control Devices

Manual

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.

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 for

safe travel at a sensible and

appropriate speed.

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

Qualitative Qualitative Qualitative Qualitative Qualitative Quantitative Quantitative

Under Development Under Development Current Current Under Development Under Development Current

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


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

Foundation Principles

…by pro idi g i frastru ture that allo s users to perfor their role

Land Use Integration

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

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

Signage and Guidance

Ease of access to and through the network







…by pro idi g ade uate traffi fa ilities for ay fi di g

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Accessibility


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

Qualitative Qualitative Qualitative Qualitative Qualitative Quantitative Quantitative

Under Development Under Development Current Current Under Development Under Development Current


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

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 Plan is in place

Provisional service level: Land use

access for road users rare and highly

engineered with infrequent

connections

Intersections rare and highly engineered with connections to

generally high classification roads. Report number of intersections with

higher priority given to lower classification journeys.

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 Plan is in place


access for road users infrequent and

highly restricted in rural areas and

often in urban areas

Infrequent connections to generally high classification roads with user priority over lower classifications.

Report number of intersections with higher priority given to lower

classification journeys.

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 Plan is in place


access for road users often restricted

in rural areas and some in urban 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 Plan is in place

Provisional service level: Some land

use access for road users both rural

and 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 Plan is in place


access for road users generally

permitted

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 Plan is in place


access for road users generally

permitted

Intersections generally give priority to higher classification journeys.

Reporting N/A

Access Plan is in placeProvisional service level: Access to all

adjacent properties for land owners

Access (Low

Volume)Plan is in place

Provisional service level: Access to all

adjacent properties for land owners

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





Network Management

(Work category 151)

Network Management

(Work category 151)

Network Management

(Work category 151)ALL ALL

Indirect Influence

Minor improvements

Connections ideally with other local

and collector roads. Reporting N/A

Townships, Road Names

Reference No.



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


Report %Provisional service level is: 95% of

network by length is accessible.


Status of Measure?

100% of network by length is accessible.

Report %Provisional service level is: 99% of

network by length is accessible.



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

N/A

Report percentage of bus stops with correct signage and painted

markings (refer to PT Infrastructure Guidelines for requirements)T

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Measure Description


Status of Measure?







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…by pro idi g a essibility to a ti e road users …by pro idi g a essibility to utilities …by pro idi g a essibility to the o u ity …by pro idi g a essibility for freight a d goods to o e productively

Active Road Users Strategy

Active Road Users Network Access Network Access Network Access

Accessibility - PM 8 Accessibility - PM 9 Accessibility - PM 10 Accessibility - PM 11

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 for their community, 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 AMP or AMP Improvement Plan AMP or AMP Improvement Plan AMP or AMP Improvement Plan

Qualitative Qualitative Qualitative Qualitative

Current Current Current Under Development

Accessibility



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


Network Access Process

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

An accessible network, for everyone





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

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)

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

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

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

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

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

Access

Access (Low

Volume)

Reference No.



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



Status of Measure?

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.

To

Wh

at

Lev

el

of

Se

rvic

e?

Accessibility


Accessibility - PM 8 Accessibility - PM 9 Accessibility - PM 10 Accessibility - PM 11

Qualitative Qualitative Qualitative Qualitative

Current Current Current Under Development

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

(If present) mostly provided by separate space or physical separation.



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



Some separation of road space in urban areas







Direct Influence Direct Influence Direct Influence Direct Influence

Network Management

(Work category 151)

Network Controls

(Work category 151)

Network Controls

(Work category 151)Structures, Pavement Reseal, Rehab, Maintenance

Indirect Influence

Footpath and Cycle path maintenance and renewals

(Work category 124)

Should expect mixed use environments with some variability in the road environment, including vehicle speed.

Strategy is in place.



Process referenced in RCA Asset Management Improvement Plan




Cost Efficiency Measures


… and ho do e pro ide it?



Name of Measure

Performance Measure Desc. Pavement Rehabilitation quantity (lane km and m2) Chipseal Resurfacing quantity (lane km and m2) Asphalt Resurfacing quantity (lane km and m2) Unsealed Road Metalling quantity (km and m3) All Significant (by cost) Work CategoriesAverage life achieved of pavement and of sealed

surfaces renewedFuture Intent: % of Planned work to Reactive work.

What is the means of reporting?Reporting automatically from Asset Register or

Annual Return

Reporting automatically from Asset Register or

Annual Return


Annual Return


Annual Return


Annual Return


Annual ReturnRCA Reports

Measure Reference No. Efficiency - EM 1 Efficiency - EM 2 Efficiency - EM 3 Efficiency - EM 4 Efficiency - EM 5 Efficiency - EM 6 Efficiency - EM 7

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.


Date: 4.12.2014 Version: 2.0

Foundation PrinciplesData - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures. If not, this should be the critical improvement identified within Transition Plans.

Productivity is Continuously Improving - The productivity of the network will improve over time. As measured by the reduction in cost of service provision with steady or improving CLoS.


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 quantities for previous year,

planned quantities for current year and

requested quantities for proposed year for

each classification




each classification




each classification

Report quantity delivered for previous year,

planned for current year and requested for

proposed year for each classification

Not Applicable

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

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

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 too

late.

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

....by doing work at the Right Time.

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.

_ Page 1 of 2

Date: 4.12.2014 Version: 2.0




… and ho do e pro ide it?



Name of Measure

Performance Measure Desc.



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 Metalling All Significant (by cost) Work Categories$/lane.km and $/vkt travelled and $/tonne.km for each

classification

Reporting automatically from Asset Register or Annual Return Reporting automatically from Asset Register or Annual Return Reporting automatically from Asset Register or Annual Return Reporting automatically from Asset Register or Annual Return Reporting automatically from Asset Register or Annual Return RCA Reports

Efficiency - EM 8 Efficiency - EM 9 Efficiency - EM 10 Efficiency - EM 11 Efficiency - EM 12 Efficiency - EM 13

Current Current Current Current Aspirational Aspirational

To be developed mid term To be developed mid term








Foundation PrinciplesData - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures. If not, this should be the critical improvement identified within Transition Plans.

Productivity is Continuously Improving - The productivity of the network will improve over time. As measured by the reduction in cost of service provision with steady or improving CLoS.

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

travelled calculated by Asset Register for each

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.






classification






classification

Report achieved costs for previous year, planned costs


year by classification. Lane km reported by Asset

Register (vkt N/A) for each classification

Not Necessary

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

Cost of Service provision.

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

Demonstrating our service cost 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.

_ Page 2 of 2

Date: 4.12.2014 Version: 2.0

3 One Pagers Below are the ONRC Performance Measures ‘One Pagers’. These contain further

information to assist RCAs in measurement and reporting.


One Network Road Classification Performance Measures One Pagers

Value for Money

Safety

Resilience

Amenity


Accessibility

Outcomes

Outputs

Cost Efficiency



Value for Money Measure: Value for Money - OM 1

Customer Outcome

Measure:

The roading network is being maintained efficiently and effectively to deliver the CLoS Outcomes of the ONRC

Description: AMP and AMP Improvement Plan demonstrates a long term programme of customer level of service outcome delivery

that is increasingly efficient and effective and manages risks to service levels, now and in the future.

Measurement and Reporting Methodology

Intent: RCAs to demonstrate that the ONRC is embedded into Asset Management decision making and that they are

working to deliver value for money.

Methodology: A means of compliance is to adopt the ONRC within the RCAs AM Policy or Improvement Plan.

What is the means of

reporting:


Type of Measure: Qualitative Status of Measure: Current

Reporting Requirements for Customer Outcome Measures


AMP and AMP Improvement Plan contains the technical output measures of the ONRC (where the means of

measurement states this) and will continually improve the cost efficiency and effectiveness of service

delivery as detailed in these measures.

National

Regional

Arterial

Primary collector

Secondary collector

Access

Access (Low Volume)

Risks, Issues and Future Improvements of this Measure and/or Targets

Risks and Issues:

Future Improvements: Need consistent format, or set of minimum requirements.

Date: 19.12.2014 Version: 2.0



Safety Measure: Safety - OM1

Customer Outcome

Measure:

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

Description: Reducing number of serious and fatal injuries on network each financial year as part of a 5 year trend.


Intent: To quantify the real consequence of investing for Safety outcomes. The technical outputs that RCAs invest in to

should, in time, be reflected in a reduction in fatal and serious injuries.

Methodology: Capture the total number of serious and fatal injuries each year on the network. Reporting allows the

calculation of a 5 year trend. This data is readily captured and reported now through (CAS, NZTA) data. The key

change is that it be done by classification, and in a way that is detailed enough to understand the risk to the

customer. The CAS database should link to your Asset Register (RAMM) to enable reporting by classification.


reporting:

Reporting automatically from Asset Register (RAMM)

Type of Measure: Quantitative Status of Measure: Current


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

National No. (with 5 year trend being established) by classification

Regional No. (with 5 year trend being established) by classification

Arterial No. (with 5 year trend being established) by classification

Primary collector No. (with 5 year trend being established) by classification

Secondary collector No. (with 5 year trend being established) by classification

Access No. (with 5 year trend being established) by classification

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


Risks and Issues: CAS may not capture location data by mode or to a level that allows us to decipher cause or high risk location.

This may require additional analysis by RCAs.

Future Improvements: Ensure that all relevant incidents are reported and recorded sufficiently.

Date: 19.12.2014 Version: 2.0




Customer Outcome

Measure:

The roads and roadsides are being maintained in a way that means I feel safe when driving them

Description: Collective Risk (Crash Density) - Annualised S+F crashes per km by classification and Risk rating.


Intent: Collective Risk highlights which road links have a high number of fatal and serious crashes on them – which can

be used to help determine where the greatest road safety gains can be made from investment in Safety.

Collective risk is perhaps of most interest to the road controlling authorities as this highlights where

infrastructure improvements are most likely to be cost effective. It is also of interest to NZ Police from an

targeted prevention perspective.

Methodology: Reporting as per KiwiRAP methodology. Refer to: www.kiwirap.org.nz/measures_risk.html

= ((Fatal crashes + serious injury crashes) / (number of years of data)) /

Length of road section (excl urban sections)

Low is <= 0.039

0.04 <= Low-Medium <=0.069

0.07 <= Medium <=0.10

0.11<= Medium-High <= 0.189

High > 0.19

Report on the average number of serious and fatal crashes in last 5 years by classification per km and report

risk rating. It is recognised that this information is monitored and reported by other entities. It is the intent that

this be monitored, reported and utilised consistently across the country.


reporting:




National (High Volume) Report Risk rating and crashes per km by classification

National Report Risk rating and crashes per km by classification

Regional Report Risk rating and crashes per km by classification

Arterial Report Risk rating and crashes per km by classification

Primary collector Report Risk rating and crashes per km by classification

Secondary collector Report Risk rating and crashes per km by classification

Access Report Risk rating and crashes per km by classification

Access (Low Volume) Report Risk rating and crashes per km by classification


Risks and Issues: Reporting collective and personal risk by classification rather than by link as per Kiwi Rap. Small lengths of

classification may lead to distortions in reporting depending on whether there is a crash or not. Can be used for

benchmarking but care should be taken. Lower volume road levels in particular could be quite susceptible to this

distortion. Kiwi rap link lengths average 65 km for state highways.

Future Improvements: Where the number of crashes are too low and of low density to deliver confidence, levels could distort

performance of network. (Random events)

Needs more investigation as issues for local roads is defining links that give a sample size large enough to assign

a reasonable assessment of risk level.

Date: 19.12.2014 Version: 2.0




Customer Outcome

Measure:

The roads and roadsides are being maintained in a way that means I feel safe when driving them

Description: Personal Risk (Crash Rate) Annualised S+F crashes per veh.km travelled (See KiwiRAP) and Risk rating.


Intent: Unlike Collective Risk, Personal Risk takes into account the traffic volumes on each section (refer to KiwiRAP for

depth of section) of road. Personal Risk shows the likelihood of a driver or rider, on average, being involved in a

fatal or serious road crash on a particular stretch of road. Personal Risk is of most interest to the public, as it

shows the risk to road users, as individuals. A risk aware driver or rider will be better informed and more able to

modify their behaviour to respond to the conditions. Personal Risk is typically higher in more difficult terrain

where traffic volumes and road standards are often lower. In many cases infrastructure improvements on these

roads are unlikely to be cost effective and other Safe System interventions such as safer road use and safe

speeds need to be explored.

Methodology: Report rating as per KiwiRAP. Refer to: www.kiwirap.org.nz/measures_risk.html ( (Fatal crashes + serious injury

crashes) / (number of years of data)) /

(vehicle kilometres travelled / number of years of data)

Low is <= 4

4 < Low-Medium <=4.9

5 <= Medium <=6.9

7<= Medium-High <= 8.9

High > 9

Report on the average number of serious and fatal crashes in last 5 years per 100 Million vehicle km travelled

and report risk rating. It is recognised that this information is monitored and reported by other entities. It is the

intent that this be monitored, reported and utilised consistently across the country.


reporting:




National (High Volume) Report Risk rating and crashes per 100 million vehicle km by classification

National Report Risk rating and crashes per 100 million vehicle km by classification

Regional Report Risk rating and crashes per 100 million vehicle km by classification

Arterial Report Risk rating and crashes per 100 million vehicle km by classification

Primary collector Report Risk rating and crashes per 100 million vehicle km by classification

Secondary collector Report Risk rating and crashes per 100 million vehicle km by classification

Access Report Risk rating and crashes per 100 million vehicle km by classification

Access (Low Volume) Report Risk rating and crashes per 100 million vehicle km by classification


Risks and Issues: Reporting collective and personal risk by classification rather than by link as per Kiwi Rap. Small lengths of

classification may lead to distortions in reporting depending on whether there is a crash or not. Can be used for

benchmarking but care should be taken. Lower volume road levels in particular could be quite susceptible to this

distortion. Kiwi rap link lengths average 65 km for state highways.

Future Improvements: Where the number of crashes are too low and of low density to deliver confidence, levels could distort

performance of network. (Random events)

Needs more investigation as issues for local roads is defining links that give a sample size large enough to assign

a reasonable assessment of risk level.

Date: 19.12.2014 Version: 2.0



Resilience Measure: Resilience - OM1

Customer Outcome

Measure:

The number of journeys impacted by unplanned events is acceptable

Description: Number of journeys impacted by an unplanned or emergency event(s). *


Intent: To quantify the customer impact due to unplanned route or emergency closures by classification.

Measured by journeys impacted but further evidence of impact may be provided if the problem warrants. i.e.

incapable of carrying large volumes or HCVs or other journeys that have a clear benefit to delivering the GPS

priority of economic growth and productivity.

Methodology: Journeys impacted is when a customer cannot make their planned journey and will have to use an alternative

route.

Journeys impacted = Time Closed x average traffic flow for that period or day(ADT). The amount reported is

the sum of all incidents and the total journeys lost each year . For lower classification roads simple Days closed

* AADT is appropriate level of accuracy

For classifications of Arterial and above, the measure of flow should be appropriate to the time of the closure.

For example a closure at night for 2 hours would have less flow impact than a similar closure at peak time.

Definition of suitable alternative route is as per the performance measure below.


reporting:

RCA Reports



National (High Volume) Number of incidents and the total number of journeys impacted per year by classification

National Number of incidents and the total number of journeys impacted per year by classification

Regional Number of incidents and the total number of journeys impacted per year by classification

Arterial Number of incidents and the total number of journeys impacted per year by classification

Primary collector Number of incidents and the total number of journeys impacted per year by classification

Secondary collector Number of incidents and the total number of journeys impacted per year by classification

Access Number of incidents and the total number of journeys impacted per year by classification

Access (Low Volume) Number of incidents and the total number of journeys impacted per year by classification


Risks and Issues: Looks at current network vulnerability only.

This measure monitors the impact of unplanned events, their frequency and of the regular ongoing

interventions such as regular drain clearance of critical drainage assets, CMA sand grit spreading etc.

Issue is for RCA's to collect the data regarding closure times from contractors (and the cause).

Future Improvements: Need to consider future vulnerability in dynamic networks. Investigate use of 'big data' to support this measure.

Date: 19.12.2014 Version: 2.0



Resilience Measure: Resilience - OM2

Customer Outcome

Measure:

An appropriate level of effort is put into risk mitigation on roads where there is no viable alternative access, if it were to be

closed by an unplanned event

Description: Number of journeys not made due to unplanned or emergency event(s) where there is no viable alternative. *


Intent: To quantify the customer impact due to unplanned route closures by classification .

Measured by journeys impacted but further evidence of impact may be provided if the problem warrants. i.e.

incapable of carrying large volumes or HCVs or other journeys that have a clear benefit to delivering the GPS

priority of economic growth and productivity.

Methodology: Journeys not made for each closure is where the customer can not make their planned journey on the route due

to unplanned closures and there is no viable alternative to access beyond the route.

Journeys not made = Time Closed x average traffic flow for that period or day(ADT). The amount reported is

the sum of all incidents and the total journeys lost each year. A viable alternative is defined as: must be safely

navigable with adequate capacity and form, taking into account the temporary nature of the diversion, for the

volume and type of vehicles typically use the original route that is closed. The additional journey time via the

alternative route shall be less than two hours in order to be classed as a viable alternative route.

For lower classification roads then use method = Days closed * AADT. This is an appropriate level of accuracy

but please state in the comments section if used.

The measure of flow should be appropriate to the time of the closure. For example a closure at night for 2

hours would have less flow impact than a similar closure at peak time.


reporting:

RCA Reports



National (High Volume) Number of Journeys not made per year by classification

National Number of Journeys not made per year by classification

Regional Number of Journeys not made per year by classification

Arterial Number of Journeys not made per year by classification

Primary collector Number of Journeys not made per year by classification

Secondary collector Number of Journeys not made per year by classification

Access Number of Journeys not made per year by classification

Access (Low Volume) Number of Journeys not made per year by classification


Risks and Issues:

Looks at current network vulnerability only.

May be an issue for RCAs to collect the data regarding closure times from contractors.

Future Improvements: Need to consider future vulnerability of routes in areas of growing and changing demand. Investigate use of 'big

data' to support this measure.

Date: 19.12.2014 Version: 2.0



Amenity Measure: Amenity - OM1

Customer Outcome

Measure:

The smoothness of my journey is as I would expect when I take into account the importance of the road.

Description: Smooth Travel Exposure (STE) Index for sealed roads.

(DIA Non-Fin Perf Meas)


Intent: The Smooth Travel Exposure (STE) indicator represents the proportion of travel undertaken each year on urban

or rural Roads with surface roughness less than defined levels. There is a cut-off point below which the

roughness level will normally provide acceptable travel conditions. A roughness level that is greater than the

cut-off point would provide less desirable travel conditions in most circumstances. This measure is the same as

required at network level by the Non-Financial Performance Measures of the Local Government Act 2002.

Methodology: The percentage of vehicle kilometres travelled on roads that occurs below the targeted conditions for those

roads, calculated in accordance with standard industry methodology.

Use Asset Register (RAMM) Report where available Otherwise

STE = Number of vehicle kms travelled on sealed road sections below the roughness thresholds as a percentage

of total vehicle kms travelled.

Report by classification.


reporting:




National (High Volume) % by classification

National % by classification

Regional % by classification

Arterial % by classification

Primary collector % by classification

Secondary collector % by classification

Access % by classification

Access (Low Volume) % by classification


Risks and Issues: This is purely a measure of customer ride comfort. Average roughness alone is not a measure of road condition

nor an intervention parameter for road maintenance activities.

Future Improvements: Consider STE thresholds for each classification.

Date: 19.12.2014 Version: 2.0



Amenity Measure: Amenity - OM2

Customer Outcome

Measure:

The smoothness of my journey is as I would expect when I take into account the importance of the road.

Description: Average Roughness - The average ride comfort level of the sealed road network meets specified levels (Local Gov

Maintenance Guidelines)


Intent: To quantify the average road roughness as an indicator of ride quality.

Methodology: Calculated in accordance with standard industry methodology.

Use Asset Register (RAMM) Report where available.

Report average roughness by classification. The provisional targets are an indicative level of service which will

be finalised once all RCAs have reported their current performance.


reporting:




National (High Volume) Report No. Provisional service level is: Urban <= 90 NAASRA

Rural < = 90 NAASRA

National Report No. Provisional service level is: Urban <= 90 NAASRA

Rural < = 90 NAASRA

Regional Report No. Provisional service level is: Urban <= 90 NAASRA

Rural < = 90 NAASRA

Arterial Report No. Provisional service level is: Urban <= 100 NAASRA


Primary collector Report No. Provisional service level is: Urban <= 110 NAASRA


Secondary collector Report No. Provisional service level is: Urban <= 110 NAASRA


Access Report No. Provisional service level is: Urban <= 120 NAASRA


Access (Low Volume) Report No. Provisional service level is: Urban <= 140 NAASRA



Risks and Issues: This is purely a measure of customer ride comfort. Average roughness alone is not a measure of road condition

nor an intervention parameter for road maintenance activities.

Future Improvements: More closely align roughness thresholds with the ONRC categories and ensure the thresholds are consistent

against each other.

Date: 19.12.2014 Version: 2.0



Travel Time Reliability Measure: TTR - OM1

Customer Outcome

Measure:

The travel time to reach my destination is predictable.

Description: 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. *


Intent: Quantify and report the reliability of journey travel times. Especially important for commercial operators and commuters at

peak times.

Methodology: Measure effectively reports the ratio of the standard deviation of journey times divided by the mean travel time. (See

Austroads NPI measure for more detail). Measured by travel time survey and reported for all modes as appropriate. Where

different method currently in use by RCA, then specify. Where surveys are journey based, travelling through many

classifications, then report and state.

Key journeys are applied, similar to the current floating car survey routes, as routes that define typical key journeys

undertaken by the customer. They may include criteria similar to that laid out in the ONRC functional classification for

arterial routes and above. Examples would be major bus routes, journeys between population centres exceeding 10,000

people, key freight routes, tertiary hospitals, major tourist attractions, airports with passenger numbers exceeding 250,000.

Consideration should be given to cross boundary journeys and journeys incorporating a mix of SH and local road routes.


reporting:

RCA Reports

Type of Measure: Quantitative Status of Measure: Current and Aspirational for Lower

Classifications



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.

National

Regional

Arterial Where Needed

Primary collector Where Needed

Secondary collector Where Needed

Access Where Needed

Access (Low Volume) Where Needed


Risks and Issues: Applicable typically to higher classifications. Metro RCAs may have different methods in place. Recommend they report this if

readily available now with future improvements to this measure to reflect this better. The measure of achieved speed vs

posted at varying times of the day is reflected in the Optimal Speeds outcome rather than predictability of travel time.

Measuring cross network routes is encouraged via collaborative means.

Future Improvements: Key journeys need to be defined - may need to be specified by/for RCAs. Information could be gathered electronically using

Bliptrack or ERUC data or alternatives in the future.

NB: NZTA creating ONRC based data reporting as part of the reporting for the Journey Manager which may cover this.

NB Congestion monitoring programmes in place already in major centres.

Advancement in technology will change the way this is measured which may result in a different method and frequency of

measurement. It will likely enable coverage of more routes as well as more frequent reporting.

Targets and method will be determined based on further consultation (Journey team in NZTA)

Date: 19.12.2014 Version: 2.0



Travel Time Reliability Measure: TTR - OM2

Customer Outcome

Measure:

The travel time to reach my destination is predictable.

Description: Bus Journeys - The variability in departure time to that scheduled.*


Intent: Provide reliable journey travel times for PT users.

Methodology: Report the percentage of scheduled service shifts that are between 1 minute before and 5 minutes after the

scheduled departure time at selected points. Selected points should be commensurate with customer impact

i.e.. high demand in terms of patronage, service frequency and time of day.


reporting:

RCA reporting not required. PT operator to report



National (High Volume) Report % where for areas where bus services are provided.

National Report % where for areas where bus services are provided.

Regional Report % where for areas where bus services are provided.

Arterial Report % where for areas where bus services are provided.

Primary collector Report % where for areas where bus services are provided.

Secondary collector Not Necessary

Access Not Necessary

Access (Low Volume) Not Necessary


Risks and Issues: Difficult to measure by classification as is likely journey through many classifications.

May need to be restricted to the express or higher level bus journeys.

NB - No such measure within Austroads.

But does provide a PT measure for this aspect.

Future Improvements: Could be gathered electronically using Bliptrack or ERUC data.

NZTA creating ONRC based data reporting as part of the reporting for the Journey Manager which may cover

this.

Congestion monitoring programmes in place already in major centres.

Date: 19.12.2014 Version: 2.0



Accessibility Measure: Accessibility - OM1

Customer Outcome

Measure:

The bus service is what I would expect in an area like this.

Description: Access to public transport available.


Intent:

To quantify the proportion of the population living within 500m of an existing bus stop and 1km from an

existing rail or bus rapid transit station that provides a viable alternative service level to that of a private motor

vehicle. For this measure, initially, a viable alternative service level is one that would offer greater than 1 hourly

service frequency between 7am and 7pm. This is a reporting measure to gauge the extent of access to public

transport alternatives within walking distance, not the level of service or frequency of service. The distance of

500m relates to what is deemed a reasonable walking time for those without access to private motor vehicles

and so should be actual walking distance along paths. In time, this measure should be coupled with an

indication of the level and frequency of service operated to service this population and highlight centres large

enough to support a bus network but don't provide adequate access.

Methodology: Does not apply to rural networks or small centres with no regular bus network.

% = (Total Population within 500m of Bus Stop + Total Population within 1km of Rail or Rapid Transit) / Total

Population Served

Total Population within 500m of Bus Stop = Population within a 500m radius and accessible via active mode.

(Use of a geospatial tool would be beneficial here.)

Total Population within 1km of Rail or Rapid Transit = Accessible within a 1km radius and accessible via any

mode. Use of a geospatial tool beneficial here.

Total Population Served = Population within the TLA / RCA network boundary as reported by the RCA within its

AMP or by Stats NZ official population data.

Where RCAs current method varies from that specified, RCA to clearly state this and reasons for variance.


reporting:

RCA Reports

(Referenced within AMP)



National (High Volume) Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

National Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

Regional Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

Arterial Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

Primary collector Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

Secondary collector Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

Access Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.

Access (Low Volume) Proportion of the population living within 500m of a bus stop and 1km from a rail or bus rapid transit station by

classification.


Risks and Issues: Should identify centres large enough to support a bus network but do not operate one but should not be used to

influence service schedules or PT routes.

Future Improvements: Gain industry agreement on definition of viable alternative service level for PT. Further specify the practical

actions expected from the reporting.

Date: 19.12.2014 Version: 2.0




Customer Outcome

Measure:

The trucks that need to use these roads can do so.

Description: Truck Travel Exposure - Proportion of the network not traversable to - Class 1 Heavy Vehicles and 50 Max vehicles


Intent: To optimise commercial vehicle routes (both for the network provider and the customers) that enable access to

freight origins and destinations. This measure targets roads where the function is the movement of goods.

Providing access for the productive movement of goods is a key facilitator of economic activity. Measure can

be supported by additional information on the opportunity lost in productivity and economic activity. i.e. what

is the benefit in investing to deliver access?

Methodology: Truck Travel Exposure = Length of Network Inaccessible. Measure the extent of the network incapable of

carrying HCV and 50max vehicles, whether by strength, height, width, weather or any other access restrictions

(RCA Policy) and where no commercially viable alternative exists. RCA should understand and record the type of

access restriction.


reporting:




National (High Volume) Report the network length inaccessible for each classification and heavy vehicle type.

National Report the network length inaccessible for each classification and heavy vehicle type.

Regional Report the network length inaccessible for each classification and heavy vehicle type.

Arterial Report the network length inaccessible for each classification and heavy vehicle type.

Primary collector Report the network length inaccessible for each classification and heavy vehicle type.

Secondary collector Report the network length inaccessible for each classification and heavy vehicle type.

Access Report the network length inaccessible for each classification and heavy vehicle type.

Access (Low Volume) Report the network length inaccessible for each classification and heavy vehicle type.


Risks and Issues: Need to balance commercial interests against practical network capabilities.

Future Improvements: Define a methodology that consistently identifies the limitations to productivity due to pavement and corridor

condition/restrictions.

Date: 19.12.2014 Version: 2.0




Customer Outcome

Measure:

The road and corridor are sufficient for the number of vehicles and type using them.

Description: Roads are operated to facilitate journey movements


Intent: To monitor and maximise the operational efficiency of existing transport routes.

Methodology: Lane Occupancy = cars / hour / lane

Lane Occupancy will be similar to the Austroads NPI for cars at varying times of the day. Measure is the

proportionate number of cars per lane per hour to optimal capacity during a specified period on a sample of

higher classification roads.

Applicable to Metro areas and key Journeys.


reporting:

RCA Reports

Type of Measure: Quantitative Status of Measure: Aspirational


National (High Volume) Report number of vehicles per lane / 1800 (safe lane capacity - 2sec rule)

National Report number of vehicles per lane / 1800 (safe lane capacity - 2sec rule)

Regional Report number of vehicles per lane / 1800 (safe lane capacity - 2sec rule)

Arterial Report number of vehicles per lane / 1800 (safe lane capacity - 2sec rule)

Primary collector Reporting not required

Secondary collector Reporting not required

Access Reporting not required

Access (Low Volume) Reporting not required


Risks and Issues: Need to balance short term peak capacity (congestion) against the greater portion of time. Is vehicle focussed

rather than people and goods.

Future Improvements: Base the measure on people and goods moved per lane, rather than on the specific means of movement. This

would focus assets on being the most efficient and effective means of movement.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


PM1 – Road Permanent Hazards and Delineation

PM2 – Temporary Hazards Identified

PM3 – Sight Distances

PM4 – Carriageway Lighting

PM5 – Sight and Control

PM6 – Intersections

PM7 – Road Safety Education

PM8 – Surface Faults

PM9 – Service Requests

PM10 – Footpath Faults

PM11 – Cyclepath Faults

PM12 – Surface Friction

PM13 – Vulnerable Users

PM14 – Guardrails and Barriers

PM15 – Roadside Obstruction

PM16 – Forgiving Roads

Road

Classification


Over time all roads in a particular category should offer increasingly consistent, fit for purpose customer

level of service for road users.


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.

National

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.

Regional

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.

Arterial

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. Primary collector

Variable road standards and alignment. Lower speeds and greater driver vigilance required on some

roads/sections particularly depending 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.

Secondary collector

Access 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.

Access (Low Volume)

Outcomes

Safety

Outputs

Cost Efficiency

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM1 Road Permanent Hazards and Delineation

Description: 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)

Why do we do this work for the customer? What does the customer need? Reduce the likelihood of crashes occurring

… and how do we provide this? … ai tai i g sight li es a d ide tif i g haza ds

… y doing hat on the net ork? Road permanent hazards and deliniation are identified and mitigated



Intent: Demonstrate that the likelihood of failure to customer safety due to unidentified or inadequately identified hazards is being

mitigated in a fit for purpose manner. Hazards are defined as: A situation that poses a level of threat to customer safety. Out of

Context Hazard: The customer does not expect the situation within the overall experience of the road. e.g. a sharp bend at the end

of a straight, build up of vulnerable users at certain times of the day (schools), logging access points, sudden narrowing or change

in surface of a road.

Methodology: The means of compliance is demonstrating application of delineation standards such as RTS 5/MOTSAM updated for the ONRC.

The means of measuring performance of its implementation would be through network inspections that identify hazards that are

not adequately mitigated or where existing standard is higher than the ONRC standard (i.e. edgemarker posts on a straight, low

volume access road). Urban and Rural network sampled by RCA in each classification annually against the visual guideline (under

development). Results reported as faults per 10 lane km for rural and per 1km urban ( as based on Local Government

Maintenance Guidelines). Sampling regime determined by RCA dependent on process and possibly their maintenance contract

form also which may specify inspection regimes.


reporting:

Monitor through sample network inspections

Type of Measure: Qualitative Status of Measure: Under Development

Provisional Targets by Classification

National (High

Volume)

Report no. of faults. Provisional service level is: Specific warning provided for all hazards

0 faults per section (From Local Gov Maint. Guidelines) National

Regional

Arterial Report no. of faults. Provisional service level is: Specific warning provided for all out of context and critical hazards

0 faults per section (From Local Gov Maint. Guidelines)

Primary collector Report no. of faults. Provisional service level is: Specific warning signs and out of context hazards.


Secondary collector Report no. of faults. Provisional service level is: Specific warning signs and out of context hazards.


Access Report no. of faults. Provisional service level is: Generic warning signs and out of context hazards.

Max. 3 faults per section (From Local Gov Maint. Guidelines)

Access (Low

Volume)

Report no. of faults. Provisional service level is: Generic warning signs and out of context hazards.

Max no. of faults not specified per section (From Local Gov Maint. Guidelines)


Risks and Issues: Small lengths of classification may lead to distortions in reporting depending on whether there is a hazard or not.

Future

Improvements:

Delineation standards (RTS5 / MOTSAM) are to be updated to give effect to the ONRC.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM2 Temporary Hazards Identified

Description: COPTTM (including Local Road Supplement) requirements implemented at every work site and

temporary hazard as soon as practical


… and ho do e pro ide this? … maintaining sight lines and identifying hazards

… y doing hat on the net ork? Road permanent hazards and deliniation are identified and mitigated



Intent: Demonstrate that the likelihood of safety failure to road users and workers caused by inadequate traffic control at work sites is

being mitigated in a consistent and fit for purpose manner.

Methodology: Demonstrate than an audit regime is in place. Note while level of compliance is same across classifications, audit frequency can

vary from more frequent on higher classifications to lower frequencies on lower classifications


reporting:

Monitor through TTM site audits



National (High

Volume)

Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

National Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

Regional Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

Arterial Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

Primary collector Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

Secondary collector Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

Access Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)

Access (Low

Volume)

Report no. of audits undertaken and % of Audits 'Acceptable' from criteria (Aceptable as defined in COPTTM)


Risks and Issues: Will apply to all activities on the road (e.g. planned and unplanned community events). (Need to be consistent with TTR)

Future

Improvements:

Audit inspection and reporting forms could be developed to assist RCAs by REG.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM3 Sight Distances

Description: Sight distance (including hazard warning devices) are not obscured by vegetation or by unauthorised

obstructions (advertising signage, etc.)


… and ho do e pro ide this? … ai tai i g sight li es a d ide tif i g haza ds

… y doing what on the network? Sight Lines are maintained at day and night



Intent: Demonstrate that the likelihood of customer safety failure caused by inadequate visual sight lines is well understood and being

reported. Adequate sight lines are defined as sufficient time and/or corresponding distance to safely stop or avoid the hazard

whilst travelling at the posted speed in wet or slippery conditions, at night, or in a congested environment.

Methodology: Network sampled by RCA in each classification against visual standard being developed. REG recommends that photos of

insufficient sight lines are captured and recorded to assist in further defining this standard and the level of service delivered. Areas

of audit should be randomly generated but should be incorporated into regular network inspections of network manager or

contractor where possible.

Note sample size is small.

Non-compliance would be where a customer is at risk. If issues are identified with compliance, further investigation and

monitoring should take place.


reporting:




National (High

Volume)

10% quarterly sample

Always complies

National 10% annual sample

Always complies

Regional 10% annual sample

Always complies

Arterial 10% annual sample

Always complies

Primary collector 10% annual sample

Always complies

Secondary collector 10% annual sample

Always complies

Access 10% annual sample

Always complies

Access (Low

Volume)

10% annual sample

Always complies


Risks and Issues: Service level risk. May allow the aesthetic standard to be lowered across the country.

Fire (NZFS regulations and from pull over risk of hot engines), pest plants, and vermin risk.

Uncertainty whether the extent of change to occur to the network is clearly known.

Sample audits focus on problem areas and are not representative of the network.

Future

Improvements:

Sample sizes may need review

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM4 Carriageway Lighting

Description: Provide and maintain lighting in a consistent and fit for purpose manner to support the facilitation of

safe movement and personal security



… y doing hat on the net ork? Sight Lines are maintained at day and night



Intent: Purpose of the measure is to mitigate the risk of safety incidents caused by inadequate lighting such as night time crashes,

customer complaints, security incidents etc.

Methodology: Measure is for the RCA to have lighting standard policy and to report compliance against it. Compliance can be with AS/NZS 1158

or standard policy defined by the RCA. Auckland Transport and Christchurch City each have good examples. Note AS/NZS 1158 is

typically used for new installations and many existing lighting installations are below AS/NZ standards.

A guidance standard for consistent provision of lighting is required.


reporting:


Type of Measure: Qualitative Status of Measure: Aspirational


National (High

Volume)

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.

National

Regional

Arterial

Primary collector

Secondary collector

Access

Access (Low

Volume)


Risks and Issues: Current standard applies to new installations rather than an operational standard. Councils may have low levels of operational

compliance currently.

Defined standard or process by which to address lighting is needed. Still needs to be partnered with a need/outcome measure

such as outcome above regarding safety incidents.

NZ lighting still predominantly based on old technology so may trigger investment in new more efficient technology e.g. LEDs.

Standard needs to allow for efficiency and variable risk levels e.g. dimming technology for lower risk times in early hours of

morning.

Future

Improvements:

The development and application of a lighting solution requires a cases by case assessment based on criteria laid out in the

standard.

Need to distinguish what is an acceptable operational standard level as current standard is for new installations.

Need to provide guidance on acceptable lighting levels and where lighting should be applied

Could be more consistent and summarised guidance provided to RCAs. Also needs to take into account improved technologies.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM5 Sight and Control

Description: Reducing Trend of serious and fatal injuries through loss of control, wet and night time crashes.






Intent: To quantify the consequence of inadequate sight lines and surface control risks. This is specifically an outcome measure but

allows RCAs to further evidence the extent and cause of safety failure on the network. The outputs that RCAs invest in to should,

in time, be reflected in a reduction in the likelihood of serious and fatal injuries.

Methodology: Capture the cause and location of serious and fatal injuries on the network over the past 5 years from CAS database. Ideally the

CAS database should link to your Asset Register (RAMM) to enable reporting by loss of control, wet or night time crashes. This will

include icy roads or other things that cause loss of control.


reporting:




National (High

Volume)

No. as part of a 5 year trend by classification.

National No. as part of a 5 year trend by classification.

Regional No. as part of a 5 year trend by classification.

Arterial No. as part of a 5 year trend by classification.

Primary collector No. as part of a 5 year trend by classification.

Secondary collector No. as part of a 5 year trend by classification.

Access No. as part of a 5 year trend by classification.

Access (Low

Volume)



Risks and Issues: CAS may not capture location data by mode or to a level that allows us to decipher cause or high risk location. Grouping of cause

may not provide sufficient information to identify the problem. This may require additional analysis by RCAs.

Future

Improvements:

Ensure that all relevant incidents are reported and recorded in CAS.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM6 Intersections

Description: Reducing Trend of serious and fatal injuries at intersections.


… and how do we provide this? … ai tai i g sight li es a d ide tif i g haza ds




Intent: To identify if adequate management of risk at intersections is in place. to identify if further investment is required of if current

investment is delivering the outcome. The technical outputs that RCAs invest in should, in time, be reflected in a reduction in the

occurrence of serious and fatal injuries.


CAS database should link to your Asset Register (RAMM) to enable reporting of intersection crashes resulting from insufficient

identification of the hazard.


reporting:




National (High

Volume)








Access (Low

Volume)



Risks and Issues: CAS may not capture location data by mode or to a level that allows us to decipher cause or high risk location. This may require

additional analysis by RCAs.

Future

Improvements:

Ensure that all relevant incidents are reported and recorded.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM7 Road Safety Education

Description: A targeted programme is in place to address identified needs (e.g. NZTA Communities at Risk

Register)


… and ho do e pro ide this? …. p o oti g Safe Road Use

… y doing hat on the net ork? Maximise skilled, competent, alert and unimpaired Road Users who comply with road rules

What is our promise to the customer? We will provide you guidance on safe use


Intent: Purpose of the measure is to reduce the risk of safety incidents caused by driver error. Demonstrate that investment sought for

road user safety programme is targeting areas of risk with robust evidence. Demonstrate that programmes are monitored for

success in terms of effectiveness (achieving the outcome) and efficiency.

Methodology: Road User Safety programmes must be targeted to the identified need. Targeted need must be justified as appropriate such as

areas of concern listed in the NZTA Communities at Risk Register and / or the collective and personal risk by classification.


reporting:




National (High

Volume)

In place and operational.

National In place and operational.

Regional In place and operational.

Arterial In place and operational.

Primary collector In place and operational.

Secondary collector In place and operational.

Access In place and operational.

Access (Low

Volume)

In place and operational.


Risks and Issues: Target needs to be accurately identified, and road safety programmes target the identified need.

Future

Improvements:

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM8 Surface Faults

Description: 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.


… and ho do e pro ide this? … p o idi g a safe oad

… y doing hat on the net ork? Repairing Surface Faults

What is our promise to the customer? We will maintain the current roads and roadsides in safe condition


Intent: To mitigate customer risks as a result of the condition of the surface across the network. This measure has been taken

from the existing Local Government Maintenance Guidelines. The provisional targets are provided to indicate to RCAs

that there is a potential level of service change expected here.

Methodology: Report the number of faults identified per section of road, urban and rural, by classification. The provisional targets are

an indicative level of service which will be finalised once all RCAs have reported their current performance.

A visual standard will be developed to assist RCAs. REG recommends that photos of faults are captured and recorded to

assist in further defining this standard. Report method of random audit.

What is the means of reporting: Monitor through sample network inspections. Reporting automatically from Asset Register (RAMM)



National (High

Volume)

Report no. of faults in a 10% quarterly sample

Provisional service level is:Urban - 0 deficient locations per 1km


National Report no. of faults in a 10% quarterly sample

Provisional service level is:Urban - 1 deficient location per 1km

Rural - 1 deficient location per 10km

Regional Report no. of faults in a 10% quarterly sample



Arterial Report no. of faults in a 10% quarterly sample



Primary collector Report no. of faults in a 5% quarterly sample



Secondary collector Report no. of faults in a 5% quarterly sample



Access Report no. of faults in a 5% quarterly sample



Access (Low

Volume)





Risks and Issues: Targets are a provisional level of acceptance of evasive action. May indicate that faults need fixing straight away, least cost

intervention may be to sign post faults until economic to intervene on lower classifications.

Future

Improvements:

May be able to establish a proxy rating against the condition rating surveys.

May need to define faults through visual guide, or similar.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM9 Service Requests

Description: Percentage of customer Service requests relating to roads and footpaths responded to in line with the

timeframes set out in the RCA's LTP (DIA Measure)


… and ho do e provide this? … p o idi g a safe oad




Intent: This is the statutory non-financial performance measure of the Local Government Act.

Methodology: The percentage of customer service requests relating to roads and footpaths to which the territorial authority responds within the

time frame specified in the long term plan.


reporting:

RCA Reports



National (High

Volume)

Percentage requests meeting RCA set timelines in LTP as per DIA guidelines.

National

Regional

Arterial

Primary collector

Secondary collector

Access

Access (Low

Volume)


Risks and Issues: Customer requests indicate a level of acceptance of evasive action. May indicate that faults need fixing straight away. Each request

will need to be verified before a response action is initiated.

Future

Improvements:

To be done by classification in time.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM10 Footpath Faults

Description: Percentage of network falling within the level of service or service standard set by the RCA's relevant

document. (DIA Measure)


… and ho do e pro ide this? … p o idi g a safe road




Intent: To mitigate customer risks as a result of the surface condition of footpaths.

Methodology: Report the percentage of footpaths within a territorial authority district that fall within the level of service or service standard for

the condition of footpaths that is set out in the territorial autho it ’s ele a t do u e t (su h as its a ual pla , a ti it management plan, asset management plan, annual works program or long term plan).


reporting:




National (High

Volume)

Percentage target set by RCA as per DIA guidelines by classification.

National Percentage target set by RCA as per DIA guidelines by classification.

Regional Percentage target set by RCA as per DIA guidelines by classification.

Arterial Percentage target set by RCA as per DIA guidelines by classification.

Primary collector Percentage target set by RCA as per DIA guidelines by classification.

Secondary collector Percentage target set by RCA as per DIA guidelines by classification.

Access Percentage target set by RCA as per DIA guidelines by classification.

Access (Low

Volume)

Percentage target set by RCA as per DIA guidelines by classification.


Risks and Issues: Risk is that may encourage regular condition rating of footpaths which is not undertaken by most RCA's. Should be able to comply

by illustrating inspection regime from maintenance programme. Without a consistent standard an appropriate level of service

cannot be set.

Future

Improvements:

Specific default guidance for those RCA's with no policy.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM11 Cyclepath Faults

Description: Number of maintenance related hazards (such as detritus, ponding water, potholes, broken glass) on

cycleways requiring evasive action by rider.






Intent: To mitigate risks to cyclists as a result of the surface condition of cycleways.

Methodology: Report the number of faults identified per section of cycleway. The provisional targets are an indicative level of service which will


A visual standard will be developed to assist RCAs. REG recommends that photos of faults are captured and recorded to assist in

further defining this standard. Where a shared spaced environment, report faults on roadside.


reporting:

RCA Reports



National (High

Volume)

Sampling as per RCA policy. Report no. of faults. Provisional level of service is

4 deficient locations per 1km

National Sampling as per RCA policy. Report no. of faults. Provisional level of service is


Regional Sampling as per RCA policy. Report no. of faults. Provisional level of service is


Arterial Sampling as per RCA policy. Report no. of faults. Provisional level of service is


Primary collector Sampling as per RCA policy. Report no. of faults. Provisional level of service is


Secondary collector Sampling as per RCA policy. Report no. of faults. Provisional level of service is


Access Sampling as per RCA policy. Report no. of faults. Provisional level of service is


Access (Low

Volume)

Sampling as per RCA policy. Report no. of faults. Provisional level of service is



Risks and Issues: Risk is that may encourage regular condition rating of cycleways which is not undertaken by most RCAs. RCAs should be able to

comply by illustrating inspection regime from maintenance programme.

Future

Improvements:

Specific default guidance for those RCA's with no policy.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM12 Surface Friction

Description: Areas with surface friction deficiencies are identified and remedied appropriately and efficiently.



… y doing hat on the net ork? Maintaining Surface Friction



Intent: To ensure the process of managing this risk is nationally consistent, effective but fit for purpose and economically sensible.

Methodology: State Highways - T/10 process complied with.

Local Roads - Sites suspected of having surface friction deficiencies are investigated, prioritised and treated, if required. Refer to

Maintenance guidelines for local roads. (desktop and visual).


reporting:




National (High

Volume)

Comply

National Comply

Regional Comply

Arterial Comply

Primary collector Comply

Secondary collector Comply

Access Comply

Access (Low

Volume)

Comply


Risks and Issues: Do not want to specify a skid resistance and surface condition here as to trigger unaffordable investment.

Future

Improvements:

Development of guidance on identifying and managing surface friction on local roads.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM13 Vulnerable Users

Description: Reducing Trend of serious and fatal injuries to vulnerable road users (pedestrians, cyclists and

motorcyclists).


… and ho do e pro ide this? … p o idi g a safe road

… y doing hat on the net ork? Active Modes



Intent: To identify if adequate management of risk at intersections is in place. To identify if further investment is required of if current

investment is delivering the outcome. The outputs that RCAs invest in should, in time, be reflected in a reduction in the likelihood

of serious and fatal injuries.


CAS database should link to your Asset Register (RAMM) to enable reporting of vulnerable user serious and fatal injury data.


reporting:




National (High

Volume)








Access (Low

Volume)



Risks and Issues: CAS may not capture location data by mode or to a level that allows us to decipher cause or high risk location. This may require

additional analysis by RCAs.

Future

Improvements:

Ensure that all relevant incidents are reported and recorded.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM14 Guardrails and Barriers

Description: All traffic restraining devices such as bridge side rails, guardrails, wire rope barriers and crash

cushions are maintained in an effective operating condition.

Why do we do this work for the customer? What does the customer need? Minimise the consequences of crashes when they do occur

… and ho do e pro ide this? …. p o idi g fo gi i g oads a d oad sides. … y doing hat on the net ork? Functional traffic restraining devices



Intent: Existing devices are maintained to allow performance and proper function of their intent which is to reduce the consequence of

crashes when they occur.

Methodology: Report the number of deficiencies identified per classification. The provisional targets are an indicative level of service which will


A visual standard will be developed to assist RCAs. REG recommends that photos of faults are captured and recorded to assist in

further defining this standard.


reporting:

Monitor through sample network inspections. Reporting automatically from Asset Register (RAMM)



National (High

Volume)



Always effective

National Report no. of faults in a 10% quarterly sample


Always effective

Regional Report no. of faults in a 10% quarterly sample


Always effective

Arterial Report no. of faults in a 10% quarterly sample


Always effective

Primary collector Report no. of faults in a 5% quarterly sample


Always effective

Secondary collector Report no. of faults in a 5% quarterly sample


Always effective

Access Report no. of faults in a 5% quarterly sample


Always effective

Access (Low

Volume)



Always effective


Risks and Issues: Risk is that may encourage more frequent inspections of traffic restraining devices.

Future

Improvements:

Ensure consistent inspection frequency and application of appropriate standards and guidelines.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM15 Roadside Obstructions

Description: Roadside safety zones are maintained free from unauthorised obstructions and the development of

new hazards.


… and ho do e pro ide this? …. providing forgiving roads and road sides.

… y doing hat on the net ork? A forgiving roadside corridor



Intent: RCA's to monitor roadside obstructions such as self-sown trees, abandoned vehicles, unauthorised advertising signs, unauthorised

storage. Intent is also to maintain the current standard of safety zone as a minimum.

Methodology: Assessment is by sample/safety inspections. Can be part of current standard maintenance inspection regime. It is expected that

"mostly complies" reflects that there will mostly be roadside obstructions on the network at various times. However the RCA

needs to have a policy and process in place whereby those obstructions are removed once they are aware of them, commensurate

with the risk to the customer.


reporting:

Monitor through sample network inspections. Reporting automatically from Asset Register (RAMM)



National (High

Volume)

10% quarterly sample,


No unauthorised roadside obstructions while maintaining the current standard of roadside safety zone.

National 10% quarterly sample,



Regional 10% quarterly sample,



Arterial 10% quarterly sample,



Primary collector 5% annual sample


No unauthorised roadside obstructions most of the time while maintaining the current standard of roadside safety zone.

Secondary collector 5% annual sample


Usually no unauthorised roadside obstructions while maintaining the current standard of roadside safety zone.

Access 5% annual sample



Access (Low

Volume)

5% annual sample




Risks and Issues: Any improvements in roadside safety areas would be identified as high risk sites and trigger investment as safety improvements.

Future

Improvements:

Sample inspection and reporting forms will be developed

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Safety

How road users experience the safety of the journey Measure: Safety - PM16 Forgiving Roads

Description: RCAs have strategies in place to achieve appropriate KiwiRAP star rating, and / or identify and

manage non-compliant sections and high risk sites


… and ho do e pro ide this? …. p o idi g fo gi i g oads a d oad sides. … y doing hat on the net ork? Forgiving Roads



Intent: The strategies for identification and mitigation of non-compliant and risk sites and sections to target greatest potential for

reduction in fatal and serious injury crashes.

Methodology: This should include partnering with agencies, implementing the safe system approach, utilising tools such as the Kiwi Rap, High

Risk Intersection Guide and High Risk Rural Roads Guide, Crash Analysis Risk Matrix, Safety Performance Index etc.

RCAs need to demonstrate they understand the risk and gap on their network, not how they will or will not close it (yet).


reporting:

RCA Reports

Type of Measure: Quantitative

Qualitative

Status of Measure: Current

&

Under Development


National (High

Volume)

Report % of network at: KiwiRAP 4 star standard.

National Report % of network at: KiwiRAP 3 star standard.

Regional Report % of network at: KiwiRAP 2 star standard.

Arterial RISA ,Urban KiwiRap, or Safety Risk Assessment (or Safety Performance Index for local roads)

Primary collector RISA ,Urban KiwiRap, or Safety Risk Assessment (or Safety Performance Index for local roads)

Secondary collector RISA ,Urban KiwiRap, or Safety Risk Assessment (or Safety Performance Index for local roads)

Access Strategy in place to manage any identified at risk sections

Access (Low

Volume)

Strategy in place to manage any identified at risk sections


Risks and Issues: Strategy in place to manage any identified at risk sections

Future

Improvements:

Current performance targets to be defined.

A safety performance index for local roads (similar to that developed by Western Bay of Plenty) could be developed to measure

and benchmark safety performance and risk factors.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


PM1 – A Plan for Resilience

PM2 – Proactive Maintenance

PM3 – Plan for Alternative Routes

PM4 – A Response Plan

PM5 & PM6 – Informed of Route Availability Prior and On-Route

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

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

Regional

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

Arterial

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 Primary collector

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 Secondary collector

Access 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 (Low Volume)

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.

Outcomes

Resilience

Outputs

Cost Efficiency

Technical Output

Measures


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 Measure: Resilience - PM1 A Plan for Resilience

Description: Network Resilience Maintenance, Monitoring and Prioritised Improvement Plan in place and

actionable.

Why do we do this work for the customer? What does the customer need? The possibility that my journey is impacted by an unplanned event is being minimised

… and ho do e pro ide this? … p o idi g the usto e Co fide e to ake the jou e th ough o ust outes a d ia le alternatives

… y doing hat on the net ork? Being Prepared



Intent: A resilience plan to sustain routes and viable alternatives that is sufficient to respond to and clear closure, proportionate to the

size and breadth and frequency of the event and commensurate with customer impact as quantified by the outcome measures,

such that it can be cleared within a day, where there is no viable alternative (see OM 2 for defn of alternative). It also needs to

reflect the needs of maintaining thoroughfare for high level classifications and, as a minimum, access to essential services at the

lower end. This plan should be available and in a meaningful form so that customers are aware of the variability in resilience on

parts of the network so that they can make informed travel and commercial decisions.

Methodology: The plan should identify vulnerable and critical sections including cause/factor, detail monitoring, mitigation and improvement

programmes reflective and appropriate to the road CLoS Outcome by classification.

Demonstrate you are including all networks and customer journeys to and through your network i.e. State Highways and local

roads. This plan should be linked or include as one package, PM2, PM3, PM4, PM5 and PM6.

Where vulnerable or critical routes to customer journeys are identified within the lower classifications where reporting has not

been requested, then RCAs should include these.


reporting:




National (High

Volume)

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

improvement programme. National

Regional

Arterial Plan is in place and operational, including implementing preventative actions, to mitigate 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

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

Primary collector

Secondary collector

Access Plan is in place and operational, including implementing preventative actions, to mitigate 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. Access (Low

Volume)


Risks and Issues:

Future

Improvements:

A Regional Plan maybe helpful to guide the thinking. The definition of the content of the plan needs to be confirmed. A

specification type document may need to be identified.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Resilience


(unplanned), whether there is an alternative available and the road user information provided Measure: Resilience - PM2 Proactive Maintenance

Description: Number of events where journeys are lost or impacted due to loss of road function through proactive

maintenance not taking place


… and ho do e pro ide this? … p o idi g the usto e Co fide e to ake the jou e th ough o ust outes a d ia le alternatives

… y doing hat on the net ork? Ensuring Proactive Maintenance



Intent: Intention is to have a measure that tests the effectiveness of the mitigation and preventive programmes in place to maintain a

robust route i.e. a route is closed in a minor rainfall event due to poor level of drainage maintenance that did not reflect the

potential impact to customer journeys.

Methodology: Measured by assessing the number of incidents where road closure occurred due to insufficient or incomplete proactive

maintenance activities (e.g. CMA application, drain clearance prior to rainfall event) were not implemented. Can be reported from

a post event report for each event/implementation/incident.


reporting:

RCA Reports based on post event review process



National (High

Volume)

No.

National No.

Regional No.

Arterial No.

Primary collector No.



Access (Low

Volume)



Risks and Issues: This measure may be difficult to implement. The outcome should be a feedback loop that improves the effectiveness of the

Resilience Plan.

Future

Improvements:

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Resilience


(unplanned), whether there is an alternative available and the road user information provided Measure: Resilience - PM3 Plan for Alternative Routes

Description: A plan is in place that details that the alternative routes available for vulnerable routes are robust in

case of route closure.


… and ho do e pro ide this? … p o idi g the usto e Co fide e to ake the jou e th ough o ust routes and viable

alternatives

… y doing hat on the net ork? Having confirmed detour routes

What is our promise to the customer? We will provide Alternative Routes where appropriate


Intent: To minimise journeys impacted by either having a robust through route or alternative available in case of closure. This applies

primarily to rural networks but can be used for urban networks if a problem exists.

Methodology: Robustness of current route should reflect classification and/or criticality of route (see robust routes). Complete in conjunction

with PM1.

Definition of Alternative: The alternative route must be safely navigable with adequate capacity and form, taking into account the

temporary nature of the diversion, for the volume and type of vehicles typically use the original route that is closed. The

additional journey time via the alternative route shall be less than two hours to be classed as a viable alternative route.


reporting:




National (High

Volume)

Rural Roads: Route always available through either robust current route or viable alternative.

Urban: N/A

National Rural Roads: Route always available through either robust current route or viable alternative.

Urban: N/A

Regional Rural Roads: Route nearly always available through either robust current route or viable alternative.

Urban: N/A

Arterial Rural Roads: Route nearly always available through either robust current route or viable alternative.

Urban: N/A

Primary collector Rural Roads: Route nearly always available through either robust current route or viable alternative.

Urban: N/A



Access (Low

Volume)



Risks and Issues: Network resilience assessments will have to be established in conjunction with State Highways and Local Roads.

This identifies current and potential resilience issues.

Future

Improvements:

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Resilience


(unplanned), whether there is an alternative available and the road user information provided Measure: Resilience - PM4 A Response Plan

Description: An Emergency Procedures and Response Plan is in place and actionable. (EPRP)

Why do we do this work for the customer? What does the customer need? The impact of unplanned events on my journey is being minimised

… and ho do e pro ide this? …. ei g prepared to respond

… y doing hat on the net ork? Response Plan

What is our promise to the customer? We will ensure we are Prepared for Emergencies and Incidents that could disrupt travel.


Intent: A response plan that is sufficient to respond to and clear closure, proportionate to the size and breath of the event such that it can

be cleared within a day.

Methodology: The plan needs to reflect the needs of maintaining thoroughfare for high level classifications and, as a minimum, access to

essential services at the lower end. This can be included as part of the Resilience Plan (PM1).


reporting:




National (High

Volume)

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. National

Regional

Arterial 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 passage and access depending on classification and route

criticality. It includes for continuity of essential needs until access is restored. Primary collector

Secondary collector

Access 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. Access (Low

Volume)


Risks and Issues: Guidance needs to specify what should be in the plan but should not form the basis of a "specification" for such a plan. That is not

the role of the performance measures. A Regional Plan or at least regional guidance is beneficial.

Future

Improvements:

A specification type document may need to be identified or if none available, then one developed.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Resilience


(unplanned), whether there is an alternative available and the road user information provided Measure: Resilience - PM5 Informed of Route Availability Prior and On-Route

Description: Information is to be made available to customers via effective mediums, as stated in the EPRP, 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, restoration time, route choice and/or

estimated restoration time.


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

… y doing hat on the net ork? Prior to travel and on Route

What is our promise to the customer? … p o idi g o siste t a d up to date i fo atio to usto e s


Intent: Plans need to specify time and the medium to inform customers. Demonstrate that you are able to comply within your AMP or

AMP Improvement Plan (not if you do comply). Purpose is to test processes laid out in the plan are being implemented, and their

effectiveness in delivering the outcome.

Methodology: Measure times in the specified mediums regarding release of information where travel conditions change against the procedures

laid out in an EPRP (or similar).

For public transport customers, information that affects their journey time needs to be communicated also. This maybe an

aspirational goal but technology will make this more and more possible.


reporting:

Demonstrate that you are able to comply within your AMP or AMP Improvement Plan (not if you do comply)



National (High

Volume)

15 minutes

National 15 minutes

Regional 30 minutes

Arterial 60 minutes

Primary collector 60 minutes (or as appropriate by RCA)

Secondary collector 60 minutes (or as appropriate by RCA)

Access As appropriate by RCA

Access (Low

Volume)

As appropriate by RCA


Risks and Issues: Purpose is to test processes laid out in the plan are being implemented, measure their effectiveness.

Some discussion as to whether each Council will set up their own system or a national type system. Technology may supersede

setting up a system.

Future

Improvements:

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

Some guidance may be required on best practice processes.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Resilience


(unplanned), whether there is an alternative available and the road user information provided Measure: Resilience - PM6 Informed of Route Availability Prior and On-Route

Description: Public transport customers are informed within x minutes of a significant change in travel times, via

appropriate on-route mediums.


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

… y doing hat on the net ork? Informing public transport customers

What is our promise to the customer? … p o idi g o siste t a d up to date i fo atio to usto e s


Intent: Plans need to specify time and the medium to inform customers. Demonstrate that you are able to comply within your AMP or

AMP Improvement Plan (not if you do comply). Purpose is to test processes laid out in the plan are being implemented, measure

their effectiveness.

Methodology: Measure times in the specified mediums regarding release of information where travel conditions change against the procedures

laid out in the EPRP.

For passenger transport customers, information that affects their journey time needs to be communicated also. This maybe an

aspirational goal but technology will make this more and more possible.


reporting:

PT Operator Reports Compliance

Type of Measure: Quantitative Status of Measure: Under Development


National (High

Volume)

15 minutes

National

Regional

Arterial

Primary collector

Secondary collector

Access

Access (Low

Volume)


Risks and Issues: Purpose is to test processes laid out in the plan are being implemented, measure their effectiveness.

Some discussion as to whether each Council will set up their own system or a national type system. Technology may supersede

setting up a system.

Future

Improvements:

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

Some guidance may be required on best practice processes.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Outcomes


Outputs

Cost Efficiency

PM1 – Planned Activities

PM2 – Traffic Management Coordination

(Covered in Resilience PM1 and PM6) – Unplanned Activities

PM4 – Inform on Route

PM5 – Informed Prior

PM6 – Network/Corridor Operating Plan

Road

Classification




National (High Volume) The majority of road users experience consistent travel times with some exceptions in major urban centres.

National The majority of road users experience consistent travel times with some exceptions in urban heavy peak,

holiday or during major events.

Regional The majority of road users experience consistent travel times with some exceptions in urban heavy peak,

holidays, during major events or during severe weather events.

Arterial Generally road users experience consistent travel times with some exceptions in urban heavy peak, holidays,

during major events or during moderate weather events. Primary collector

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 Secondary collector

Access 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 (Low Volume)

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.

Technical Output

Measures



The consistency of travel times that road users can expect Measure: TTR - PM1 Planned Activities

Description: 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

Why do we do this work for the customer? What does the customer need? Travel time to reach my destination is predictable and acceptable

… and ho do we provide this? … a agi g the i pa t of a ti ities o the et o k

… y doing hat on the net ork? Managing Planned Activities

What is our promise to the customer? We will manage the impact of activities and demand on the network


Intent: To minimise disruption caused by planned events to customers that impacts the reliability of their travel time.

Methodology: The RCA has a nominated Traffic Management Coordinator (TMC) and a coordinated access management system is implemented

and operational to manage planned closures, road works, utility works and events that gives effect to the provisional targets by

classification.


reporting:




National (High

Volume)

Process minimises disruptions to customers through restricting access to network for any planned activities that will reduce

required flow capacity to off peak and low flow periods .

National

Regional

Arterial

Primary collector

Process minimises disruptions to customers through coordinating network access for planned activities. Activities restricting

required capacity flows create only moderate delays to customer journeys. Secondary collector

Access

Process minimises disruptions to customers through coordinating network access for planned activities and maintaining access is

not excessive for road users. Access (Low

Volume)


Risks and Issues: Difficult to gather information from all sources and activities that would affect road users.

Future

Improvements:

Traffic Management Coordinator will need more reliable inputs.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures



The consistency of travel times that road users can expect Measure: TTR - PM2 Traffic Management Coordination

Description: Delays due to planned activities shall not exceed X% of the typical travel time for key journeys.


… and ho do e pro ide this? … a agi g the i pa t of a ti ities o the et o k

… y doing hat on the net ork? Managing Planned Activities



Intent: To minimise disruption caused by planned events to customers that impact the reliability of their travel time.

Methodology: Measure is implemented through monitoring delay times on Traffic Management Plan (TMP) applications. The process shall

ensure that any planned individual or multiple work sites on the route do not produce a delay outcome greater than that

specified. It will need typical/average times between centres established to determine allowable delay. Traffic Management

Coordinator (TMC) to monitor total route delays due to planned activities as part of NAC process. Sample auditing required to

ensure delays specified on TMPs are accurate.

Designated journeys should be selected as per the same criteria as the outcome measure above.

Reporting is compliance with this process rather than reporting the number of occurrences where non-compliance occurs. For

instance: may include a policy that states unable to close road longer than 1 hour.


reporting:




National (High

Volume)

Compliance with a maximum of 5 minute or 5% delay in travel time for key journeys

National

Regional

Compliance with a maximum of 10 minute or 10% delay in travel time for key journeys Arterial

Primary collector

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.

Secondary collector

Access

Access (Low

Volume)


Risks and Issues: Measure will need to define links/routes to assess travel times.

RCA's need to understand the intent of the measure rather than get concerned regarding how they measure it.

Future

Improvements:

May require improvement from Contractors in specifying accurate delay times in the TMP for customers due to their work activity.

Targets may be amended based on further consultation (Journey team in NZTA)

Date: 19.12.2014 Version: 2.0

Technical Output

Measures



The consistency of travel times that road users can expect Measure: Covered in

Resilience PM1

and PM6

Unplanned Activities

Description: Delays due to unplanned activities, including crashes.

(covered in Resilience)


… and ho do e pro ide this? … a agi g the i pa t of a ti ities o the et o k

… y doing hat on the net ork? Managing Unplanned Activities



Intent: Measure covered under resilience

Methodology: Measure covered under resilience


reporting:


Type of Measure: Covered in Resilience PM1 and Resilience PM6 Status of Measure: Covered in Resilience PM1 and Resilience PM6


National (High

Volume)

Unplanned events covered under Resilience

National Unplanned events covered under Resilience

Regional Unplanned events covered under Resilience

Arterial Unplanned events covered under Resilience

Primary collector Unplanned events covered under Resilience

Secondary collector Unplanned events covered under Resilience

Access Unplanned events covered under Resilience

Access (Low

Volume)

Unplanned events covered under Resilience


Risks and Issues: Measure covered under resilience

Future

Improvements:

Date: 19.12.2014 Version: 2.0

Technical Output

Measures



The consistency of travel times that road users can expect Measure: TTR - PM4 Inform on Route

Description: Customers are informed within X minutes of a change in travel time exceeding 20min via appropriate

mediums


… and ho do e pro ide this? … p o idi g i fo atio ega di g dela s

… y doing hat on the net ork? Informing on Route

What is our promise to the customer? We will provide information on travel time to customers so they can choose when and where to travel


Intent: Minimise impact to customers through information that allows them to plan their journey. Need to specify time and medium to

inform customers.

Methodology: RCA will need to record details around all instances where delays in excess of 20mins occurred and how information was provided

to users


reporting:




National (High

Volume)

15 minutes

National 15 minutes

Regional 30 minutes

Arterial 60 minutes

Primary collector 60 minutes

Secondary collector 60 minutes

Access As Appropriate

Access (Low

Volume)

As Appropriate


Risks and Issues: Very Similar to Resilience Measure.

Timeframes consistent with Resilience

Future

Improvements:

NZTA already have system establishes (TREIS) although reporting may need to be improved. TLAs may need to implement systems

and increase reporting to comply


Date: 19.12.2014 Version: 2.0

Technical Output

Measures



The consistency of travel times that road users can expect Measure: TTR - PM5 Informed Prior

Description: Where planned delays exceed 20min, information is made available to customers at least X days

beforehand via appropriate mediums


… and ho do e pro ide this? … p o idi g i fo atio ega di g dela s

… y doing hat on the net ork? Informing Prior to Travel

What is our promise to the customer? We will provide information on travel time to customers so they can choose when and where to travel


Intent: Minimise impact to customers through information that allows them to plan their journey. Need to specify time and medium to

inform customers.

Methodology: RCA will need to record details around all instances where delays in excess of 20mins occurred and how information was provided

to users


reporting:




National (High

Volume)

30 days

National 30 days

Regional 30 days

Arterial 30 days

Primary collector 10 days

Secondary collector 10 days

Access 10 days

Access (Low

Volume)

10 days


Risks and Issues: Very Similar to Resilience Measure.

Timeframes consistent with Resilience

Future

Improvements:

NZTA already have system established (TREIS) although reporting may need to be improved. RCAs may need to implement systems

and increase reporting.


Date: 19.12.2014 Version: 2.0

Technical Output

Measures



The consistency of travel times that road users can expect Measure: TTR - PM6 Network/Corridor Operating Plan

Description: Measure for large urban metropolitan centres only or high classification roads and key journeys

where an outcome failure or risk to one exists.

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.


… and ho do e pro ide this? … a i isi g effe ti e apa it

… y doing hat on the net ork? Maximising productivity and/or minimising conflicting priorities by mode

What is our promise to the customer? We will operate the network to maximise its effective capacity


Intent: To provide strategic plans for route management on high demand traffic routes.

Methodology: The RCA should have a network/corridor operating framework which provides strategic intent to maximise productivity (the

efficient movement of people and goods) through varying priorities by mode, place and time. Procedures and strategies will give

effect to modal productivity demands and prioritisation varying throughout the day. Examples include no parking at peak times,

designated bus only routes at peak time, ramp metering, pedestrian and active users have priority at off peak periods etc.

Measure will only apply to larger metropolitan centres and higher classification roads where TTR is at risk due to modal priorities.


reporting:




National (High

Volume)

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 National

Regional Comply

Network operating framework demonstrates mixed use environments with mixed access priorities by mode, place and time

dependent on road function. Arterial

Primary collector Comply

Network operating framework demonstrates mixed use environments with mixed access priorities by mode, place and time

dependent on road function. Secondary collector

Access

Reporting not required Access (Low

Volume)


Risks and Issues: Risk: It will be left to the RCA to determine how they proceed depending on the nature of their network. There are a number of

examples present currently from which to draw guidance.

Future

Improvements:

RCA's to establish the operating framework for the measure.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Outcomes

Amenity

Outputs

Cost Efficiency

PM1 – Peak Roughness

PM2 – Truck Ride

PM3 – Unsealed Road Peak Roughness

PM4 – Unsealed Road Average Roughness

PM5 – Aesthetic Faults

PM6 - Lighting

Road

Classification





High level of comfort, no discernible roughness. Aesthetics of adjacent road environment reflects journey


enhanced

National



enhanced

Regional


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

Arterial

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

Primary collector

Moderate level of comfort, occasional areas of roughness. Aesthetics of adjacent road environment reflects


contribute to local character. Specific provision where active road users present. Clean, safe and secure

Secondary collector

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


contribute to local character. Specific provision where active road users present. Clean, safe and secure

Access 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

Access (Low Volume)

Technical Output

Measures


Amenity


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 Measure: Amenity - PM1 Peak Roughness

Description: At least 95% of the sealed road network meets specified levels of ride comfort.

Why do we do this work for the customer? What does the customer need? An appropriate level of comfortable ride

… and ho do e pro ide this? … ai tai i g oad ough ess

… by doing what on the network? Maintaining peak roughness

What is our promise to the customer? We will maintain the road environment and facilities that support an appropriate level of comfortable

ride


Intent: To quantify the proportion of sealed network with unsatisfactory ride comfort using roughness as a proxy.

Methodology: Calculated in accordance with standard industry methodology.

Use Asset Register (RAMM) Report length of network that does not meet the specified level. Report by classification.


reporting:

RCA Reports



National (High

Volume)

Report %

Provisional service level is: Urban <= 120 NAASRA


National Report %



Regional Report %



Arterial Report %



Primary collector Report %



Secondary collector Report %



Access Report %



Access (Low

Volume)

Report %




Risks and Issues: This is purely a measure of customer ride comfort. Roughness alone is not a measure of road condition nor an intervention

parameter for road maintenance activities. Small classification lengths may lead to distortion in reporting.

Future

Improvements:

More closely align roughness thresholds with the ONRC categories and ensure they thresholds are consistent against each other.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Amenity



security) that impact on the travel experience of the road users in the road corridor Measure: Amenity - PM2 Truck Ride

Description: Areas with truck ride deficiencies are identified and remedied appropriately



… y doing hat on the net ork? Maintaining truck ride deficiencies


ride


Intent: Sites suspected of having truck ride deficiencies are investigated, prioritised and treated, if required.

Methodology: The assessment of level of service is measured against the criteria laid out in NZTA Research Project Report 352: Using profile

variance to identify sites that promote poor truck ride quality. Alternative process is available through ARRB.


reporting:




National (High

Volume)

Comply

National Comply

Regional Comply

Arterial Comply

Primary collector Reporting not required



Access (Low

Volume)



Risks and Issues: This is an aspirational measure and therefore is not mandatory at this stage.

It gives effect to freight customers ride comfort, safety and damaged goods.

It can form the basis of a better business case as to identification and justification a problem events.

It should also be noted that because sites are identified, that does not mean they will get funded.

Future

Improvements:

Possibly clearer guidelines about what NZTA will fund and will not fund in this area.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Amenity



security) that impact on the travel experience of the road users in the road corridor Measure: Amenity - PM3 Unsealed Road Peak Roughness

Description: At least 95% of the unsealed road network meets specified levels of ride comfort.



… y doing hat on the net ork? Maintaining unsealed road roughness


ride


Intent: To quantify the proportion of unsealed network with unsatisfactory ride comfort .

Methodology:

Proportion of network road sections below the roughness thresholds.

Report by classification


reporting:

RCA Reports



National (High

Volume)


National Reporting not required

Regional Reporting not required

Arterial Reporting not required

Primary collector T.B.C - Likely SH's only

Secondary collector T.B.C - Likely SH's only

Access Report %


Access (Low

Volume)

Report %



Risks and Issues: Roughness does change frequently on unsealed roads and most RCA's do not currently measure roughness.

Future

Improvements:

Technology may bring improvements with which unsealed road roughness can be measured.

Target levels may need adjustment based on current levels

Can be tested at consultation phase.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Amenity



security) that impact on the travel experience of the road users in the road corridor Measure: Amenity - PM4 Unsealed Road Average Roughness

Description: The average ride comfort level of the unsealed road network meets specified levels.


… and ho do we provide this? … ai tai i g oad ough ess

… y doing hat on the net ork? Maintaining sealed road average roughness


ride


Intent: To quantify the average ride comfort level across the unsealed road network.

Methodology: Average roughness level across the network is less than the roughness thresholds.

Report by classification


reporting:

RCA Reports



National (High

Volume)


National Reporting not required

Regional Reporting not required

Arterial Reporting not required

Primary collector T.B.C - Likely SH's only

Secondary collector T.B.C - Likely SH's only

Access Report %


Access (Low

Volume)

Report %



Risks and Issues: Roughness does change frequently on unsealed roads and most RCA's do not currently measure roughness.

Future

Improvements:

Technology may bring improvements with which unsealed road roughness can be measured.

Target levels may need adjustment based on current levels

Can be tested at consultation phase.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Amenity



security) that impact on the travel experience of the road users in the road corridor Measure: Amenity - PM5 Aesthetic Faults

Description: 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.

Why do we do this work for the customer? What does the customer need? A pleasant travelling experience

… and ho do e pro ide this? … ai tai i g the aestheti value of the road environment

… y doing hat on the net ork? Maintaining the roadside corridor

What is our promise to the customer? We will maintain the road corridor compatible with the urban rural context and the road use experience


Intent: RCA's to report compliance rather than number of items or defects found. Measure is about having a process in place to manage

amenity aspects for the customer.

Methodology: Consistency is provided by the visual guidelines. While levels may be similar across classifications, sampling investigations would

be expected to be less frequent on lower classification routes.

Visual guidelines will provide a more comprehensive list of potential test items and associated targets.

Measure is set by the visual guidelines and reported on number of defects assessed by sample length. Covers activities such as

graffiti, vegetation control, rest area facilities etc.


reporting:




National (High

Volume)

Provisional service level is: Complying with a maximum of 4 defects as per the visual guidelines per 5 km sample length

National Complying with a maximum of 7 defects as per the visual guidelines per 5 km sample length

Regional Complying with a maximum of 10 defects as per the visual guidelines per 5 km sample length

Arterial Complying with a maximum of 15 defects as per the visual guidelines per 5 km sample length

Primary collector Complying with a maximum of 15 defects as per the visual guidelines per 5 km sample length

Secondary collector Complying with a maximum of 15 defects as per the visual guidelines per 5 km sample length

Access Aesthetic requirement to be set and maintained by RCA but no reporting is required

Access (Low

Volume)

Aesthetic requirement to be set and maintained by RCA but no reporting is required


Risks and Issues: Visual guidelines not comprehensive enough currently to cover all aspects or take into account road classification.

Future

Improvements:

Visual guidelines need to be improved to provide more complete guidance as to the level of service for amenity and to give better

effect to ONRCs. May need to consider different guideline than speed for assessment of standard. Visual guidelines need to

consider different standards possibly for urban and rural to define as a defect.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Amenity



security) that impact on the travel experience of the road users in the road corridor Measure: Covered in Safety

PM4

Lighting

Description: Provide and maintain lighting in a consistent and fit for purpose manner to support the facilitation of

safe movement, and personal security.

Why do we do this work for the customer? What does the customer need? The confidence for active road users to travel at night

… and ho do e pro ide this? … p o idi g ade uate lighti g

… y doing hat on the net ork? Lighting

What is our promise to the customer? We will maintain the road corridor compatible with the urban rural context and the road use experience


Intent: Purpose of the measure is to mitigate the number of customer complaints and security incidents by demonstrating that lighting is

being maintained consistently for this purpose.

Methodology: Compliance with AS/NZS 1158 or a standard defined by the RCA.

Note this is a repeat of the measure within the Safety section (PM4) but is repeated here to show security service level is

addressed


reporting:


Type of Measure: Qualitative Status of Measure: Aspirational


National (High

Volume)


National Reported under Safety Measure

Regional Reported under Safety Measure

Arterial Reported under Safety Measure

Primary collector Reported under Safety Measure

Secondary collector Reported under Safety Measure

Access Reported under Safety Measure

Access (Low

Volume)



Risks and Issues: Reported under safety measures.

Future

Improvements:

Reported under safety measures.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Outcomes

Accessibility

Outputs

Cost Efficiency

PM1 – Signage and Guidance

PM2 – Signage and Guidance

PM3 – Land Use Planning

PM4 – Land Access

PM5 – Road User Priority at Intersections

PM6 – Bus Journeys

PM7 – All Journeys

PM8 – Active Road Users

PM9 – Network Access



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

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.

Regional

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.

Arterial

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.

Primary collector

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.

Secondary collector

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.

Access 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.

Access (Low Volume)

Technical Output

Measures


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 Measure: Accessibility - PM 1 Signage and Guidance

Description: RCA’s to ha e a strategy and/or poli y in pla e to pro ide infor ation on ay finding in ad an e of intersections, at intersections and beyond intersections to reassure road users that they are travelling

on the correct route.

Why do we do this work for the customer? What does the customer need? Ease of access to and through the network

… and ho do e pro ide this? … p o idi g ade uate t affi fa ilities fo a fi di g

… y doing hat on the network? Signage and Guidance

What is our promise to the customer? We will provide Guidance so you can navigate your way around the network


Intent: To provide consistent and fit for purpose way finding throughout the country representative of place and classification.

Methodology:

RCAs to sample audit for compliance. RCAs must liaise with one another to ensure destinations are signed at appropriate points on

the road network and the installation of signs follow a logical and coherent pattern. Direction signage requirements should follow

the process set down in Austroads Guide to Traffic Part 10. RCAs will still need to assign a strategy around level of signage such as

destinations with their own post code for example. Guidance is also provided in Traffic Control Devices Manual Part 2: Direction,

Service and General Guide Signs.

This includes the provision of digital information that will assist users and digital service providers as well as on road signage.


reporting:




National (High

Volume)

Standard to be developed

National Standard to be developed

Regional Standard to be developed

Arterial Standard to be developed

Primary collector Townships, Road Names

Secondary collector Townships, Road Names

Access Road Name Signs only

Access (Low

Volume)

Road Name Signs only


Risks and Issues: RCA's to be consistent on strategy/policy on installation of information signs.

Future

Improvements:

A nationally consistent standard on route signage is required.

An audit process for RCAs is necessary.

The advancement of technology will enable greater consistency of way finding through the network (smart phones etc..)

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 2 Signage and Guidance

Description: When a sign is provided, it should be compliant with MOTSAM, RTS2 and the Traffic Control Devices

Manual


… and ho do e pro ide this? … p o idi g ade uate traffic facilities for way finding

… y doing hat on the net ork? Signage and Guidance

What is our promise to the customer? We will provide Guidance so you can navigate your way around the network


Intent: To maintain signs to an acceptable condition.

Methodology: RCAs to reference the standard within AMP. RCAs to sample audit for compliance. Methodology to be developed.


reporting:

RCA Complies



National (High

Volume)


National Standard referenced in RCA Asset Management Improvement Plan

Regional Standard referenced in RCA Asset Management Improvement Plan

Arterial Standard referenced in RCA Asset Management Improvement Plan

Primary collector Standard referenced in RCA Asset Management Improvement Plan

Secondary collector Standard referenced in RCA Asset Management Improvement Plan

Access Standard referenced in RCA Asset Management Improvement Plan

Access (Low

Volume)



Risks and Issues: May result in increased maintenance costs if signs are not currently being maintained to the appropriate standard.

Future

Improvements:

An audit process for RCAs is necessary.

May need to identify areas where training is needed to achieve this.

RTS 2 to be revised to align with ONRC

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 3 Land Use Planning

Description: 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.


… and ho do e pro ide this? We will provide infrastructure that meets an appropriate level of accessibility to users to perform their

role

… y doing hat on the net ork? Land Use Integration

What is our promise to the customer? We will provide infrastructure that meets an appropriate level of accessibility to users to perform their

role


Intent: To provide sound long term planning to optimise land development in conjunction with efficient transportation systems.

Methodology: Review current District Plan classifications for alignment with the ONRC. Review what the District Plan requirements state against

the ONRC CLoS Outcomes. Identify what the changes will need to be and the process for incorporating them to an updated District

Plan in the future with a clear timeframe.


reporting:

RCA Demonstrates



National (High

Volume)

Plan is in place

National Plan is in place

Regional Plan is in place

Arterial Plan is in place

Primary collector Plan is in place

Secondary collector Plan is in place

Access Plan is in place

Access (Low

Volume)

Plan is in place


Risks and Issues: That land use development will misalign with existing District Plans and strategic transport systems

Future

Improvements:

Improved liaison between planning interest groups to provide an integrated approach .

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 4 Land Access

Description: Access to adjoining land for new customers should not be restrictive but balanced against minimising

impact to existing users.



role

… y doing what on the network? Land Use Integration


role


Intent: In time, all networks will comply with the ONRC classification CLoS for Accessibility. For now, a transition plan must be in place.

The intent is to manage the existing investment in CLoS Outcomes that are at risk by additional connections and future demand.

Methodology:

RCAs should have land use planning and access requirements documented in the District Plan and implemented and aligned to

the ONRC customer levels of service.


reporting:

RCA Demonstrates



National (High

Volume)

Provisional service level: Land use access for road users rare and highly engineered with infrequent connections

National Provisional service level: Land use access for road users infrequent and highly restricted in rural areas and often in urban areas

Regional Provisional service level: Land use access for road users often restricted in rural areas and some in urban areas

Arterial Provisional service level: Some land use access for road users both rural and urban areas

Primary collector Provisional service level: Land use access for road users generally permitted

Secondary collector Provisional service level: Land use access for road users generally permitted

Access Provisional service level: Access to all adjacent properties for land owners

Access (Low

Volume)

Provisional service level: Access to all adjacent properties for land owners


Risks and Issues: That land use development will misalign with existing District Plans and strategic transport systems, particularly in urban areas

where high volume roads also have high density of land use connections.

Future

Improvements:

This is a future measure that RCAs must plan a transition to.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 5 Road User Priority at Intersections

Description: The number of intersections where the priority journeys and/or road users do not have priority.



role

… y doing hat on the net ork? Prioritising Road Users at Intersections


role


Intent: Highest priority journeys, as represented by classification has priority at intersections, including all modes and time of day. In time,

all networks will comply with the ONRC classification CLoS for Accessibility. This measure is a snapshot of current level.

Methodology: RCA's to have one network classification and priority plan in place with strategic routes identified and prioritised at intersections.

This can be incorporated into a network operating framework / plan.


reporting:

RCA Reports



National (High

Volume)

Intersections rare and highly engineered with connections to generally high classification roads. Report number of intersections

with higher priority given to lower classification journeys.

National Infrequent connections to generally high classification roads with user priority over lower classifications. Report number of

intersections with higher priority given to lower classification journeys.

Regional Report number of intersections with higher priority given to lower classification journeys.

Arterial Report number of intersections with higher priority given to lower classification journeys.

Primary collector Intersections generally give priority to higher classification journeys. Reporting N/A

Secondary collector Intersections generally give priority to higher classification journeys. Reporting N/A

Access Connections ideally with other local and collector roads. Reporting N/A

Access (Low

Volume)

Connections ideally with other local and collector roads. Reporting N/A


Risks and Issues: Priority needs may change due to changing environment and land developments

Future

Improvements:

RCA's need a detailed methodology and review process.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 6 Bus Journeys

Description: Bus stops have the correct signage and painted markings



role

… y doing hat on the net ork? Providing Bus Stops


role


Intent: That bus stops are clearly and correctly identified

Methodology: Methodology under development. Refer to NZTA Guidelines for public transport infrastructure and facilities.


reporting:




National (High

Volume)

Report percentage of bus stops with correct signage and painted markings (refer to PT Infrastructure Guidelines for requirements)

National Report percentage of bus stops with correct signage and painted markings (refer to PT Infrastructure Guidelines for requirements)

Regional Report percentage of bus stops with correct signage and painted markings (refer to PT Infrastructure Guidelines for requirements)

Arterial Report percentage of bus stops with correct signage and painted markings (refer to PT Infrastructure Guidelines for requirements)

Primary collector Report percentage of bus stops with correct signage and painted markings (refer to PT Infrastructure Guidelines for requirements)

Secondary collector Report percentage of bus stops with correct signage and painted markings (refer to PT Infrastructure Guidelines for requirements)

Access N/A

Access (Low

Volume)

N/A


Risks and Issues: May result in some upgrades to bus stops

Future

Improvements:

An audit process for RCA's is necessary

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 7 All Journeys

Description: Physical state of the network, maintained in an economically sensible manner that allows for safe

travel at a sensible and appropriate speed.



role

… y doing hat on the net ork? Maintaining the network


role


Intent: To maintain access for the customer in an economic way (allows safe travel at a sensible and appropriate speed). The primary

purpose of a road is to enable the movement of people and goods from A to B. Once this is not possible due to the performance of

the asset, then there is a complete failure in all CLoS Outcomes.

It therefore excludes closures due to flooding or slips etc. which are covered under resilience. i.e. could not traverse the route due

to poor road surface causing loss of traction for HCV's.

Methodology: Measure is based on the percentage of the network (by length) available across the whole classification. It is therefore 100% less

% length where any vehicles type could not traverse the route due to poor state of the network. If this varies by weather and time

of year, then RCA to state this within AMP.


reporting:




National (High

Volume)

100% of network by length is accessible.

National 100% of network by length is accessible.

Regional 100% of network by length is accessible.

Arterial 100% of network by length is accessible.

Primary collector Report %

Provisional service level is: 99% of network by length is accessible.

Secondary collector Report %


Access Report %


Access (Low

Volume)

Report %



Risks and Issues: Results will vary due to size of network. Unsealed roads will be particularly vulnerable to this.

Future

Improvements:

A report process for RCA's is necessary

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 8 Active Road Users

Description: RCA has a strategy in place to demonstrate it is managing active road user demands and ensuring new

assets are consistent with ONRC guidelines

Why do we do this work for the customer? What does the customer need? An accessible network, for everyone

… and ho do e pro ide this? … p o idi g a essi ilit to active road users

… y doing hat on the net ork? Active Road Users Strategy

What is our promise to the customer? We will manage the network to ensure it is accessible for different uses where appropriate


Intent: To ensure active road users have access to the road network, and such access is managed to provide them the CLoS of the ONRC.

Methodology: RCA will need to record and report on instances where compliance was not achieved and the strategy to address this over time.


reporting:




National (High

Volume)

Generally do not have access - if present, they are provided with network access and journey continuity by a separate space or are

physically separated.


National (If present) mostly provided by separate space or physical separation.


Regional Mostly provided with additional space in urban areas and in some rural areas


Arterial Some separation of road space in urban areas


Primary collector Should expect mixed use environments with some variability in the road environment, including vehicle speed.


Secondary collector Should expect mixed use environments with some variability in the road environment, including vehicle speed.


Access Should expect mixed use environments with some variability in the road environment, including vehicle speed.


Access (Low

Volume)

Should expect mixed use environments with some variability in the road environment, including vehicle speed.



Risks and Issues: That user demands may result in pressure to increase the level of service

Future

Improvements:

Need to decide on what demands are measured and recorded.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility


to them, including land use access and network connectivity Measure: Accessibility - PM 9 Network Access

Description: 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


… and ho do e pro ide this? … providing accessibility to utilities

… y doing hat on the net ork? Network Access Process



Intent:

To ensure processes are in place to formalise access to the roading corridor, and ensure such access is managed and monitored

appropriately



reporting:




National (High

Volume)


National Process referenced in RCA Asset Management Improvement Plan

Regional Process referenced in RCA Asset Management Improvement Plan

Arterial Process referenced in RCA Asset Management Improvement Plan

Primary collector Process referenced in RCA Asset Management Improvement Plan

Secondary collector Process referenced in RCA Asset Management Improvement Plan

Access Process referenced in RCA Asset Management Improvement Plan

Access (Low

Volume)



Risks and Issues: Need to set appropriate and realistic guidelines around CAR's so that expectations are clear.

Future

Improvements:

CAR process to be further developed.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility



Description: RCA shall demonstrate it is managing access to the transport corridor for their community, 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)


… and ho do e pro ide this? … p o idi g a essi ilit to the o u it




Intent: To ensure processes are in place to formalise access to the roading network for community events etc., and ensure such access is

managed and monitored appropriately. For instance, parades, stock movements, events.



reporting:




National (High

Volume)


National Process referenced in RCA Asset Management Improvement Plan

Regional Process referenced in RCA Asset Management Improvement Plan

Arterial Process referenced in RCA Asset Management Improvement Plan

Primary collector Process referenced in RCA Asset Management Improvement Plan

Secondary collector Process referenced in RCA Asset Management Improvement Plan

Access Process referenced in RCA Asset Management Improvement Plan

Access (Low

Volume)



Risks and Issues: Need to balance CAR and LOS needs.

Future

Improvements:

CAR process to be further developed.

Date: 19.12.2014 Version: 2.0

Technical Output

Measures


Accessibility



Description: 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.


… and ho do e pro ide this? … p o idi g a essi ilit fo f eight a d goods to o e p odu ti el




Intent: To understand and mitigate the impact of non-accessible sections of the national road network (for Class 1, HPMV and 50 Max

vehicles) have on the economy and the GPS priorities.

Methodology: RCA to identify lengths of network suitable for HPMV / 50max, or suitable for upgrading in an economically sensible manner (cost

efficient).


reporting:




National (High

Volume)


National To be developed mid term

Regional To be developed mid term

Arterial To be developed mid term

Primary collector To be developed mid term

Secondary collector To be developed mid term

Access To be developed mid term

Access (Low

Volume)



Risks and Issues: Requires strong asset management plans, networks plans and funding plans

Future

Improvements:

Development of FWP and AP

Date: 19.12.2014 Version: 2.0



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. If not, this should be the critical improvement identified within Transition Plans.

Productivity is Continuously Improving - The productivity of the network will improve over time. As measured by the

reduction in cost of service provision with steady or improving CLoS.


Efficiency - EM 1

Measure: Efficiency - EM 1 Pavement Rehabilitation quantity (lane km and m2)

Customer Service Context

What does the customer need? Assurance that the work we do is necessary, is co-ordinated and is delivering value for money.

How do we provide this? We will deliver optimised programmes that are affordable and efficient so that the cost of service

delivery is reducing year on year.

How do we meet the customer need? 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 too late.


Intent: To understand how efficiently we are utilising resources and existing assets to deliver the CLoS outcomes.

To deliver cost effective treatments that ensure that asset lives are being cost effectively maximised. To

also understand how well forward works programmes are planned, optimised and delivered.

The measure aims to also provide a picture of the amount of work that is done early, on-time or too late.

Methodology: Refer to 'target by classification' for method. Measured for each classification.

Much of this is being captured now as a requirement of NLTP submissions and 'Annual Achievement'

report, but now needs to be collected by classification.

What is the means of reporting: Reporting automatically from Asset Register or Annual Return

Type of Measure: Status of Measure: Current

Reporting Requirements

National (High Volume) Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

National Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

Regional Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

Arterial Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

Primary collector Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

Secondary collector Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

Access Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification

Access (Low Volume) Report achieved quantities for previous year, planned quantities for current year and requested quantities for proposed year for each

classification


Risks and Issues: Requires robust asset management plans and funding plans

Future Improvements: RCAs may need to amend their own financial systems to allow this to take place. Would also like to see future

expenditure (NLTP).

In the future, the cost of delivering each Technical Output Measure will be the key metric of demonstrating Value

for Money.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 2

Measure: Efficiency - EM 2 Chipseal Resurfacing quantity (lane km and m2)




















classification


classification


classification


classification


classification


classification


classification


classification



Future Improvements: Development of FWP and AP

Date: 19.12.2014 Version: 2.0


Efficiency - EM 3

Measure: Efficiency - EM 3 Asphalt Resurfacing quantity (lane km and m2)




















classification


classification


classification


classification


classification


classification


classification


classification




Date: 19.12.2014 Version: 2.0


Efficiency - EM 4

Measure: Efficiency - EM 4 Unsealed Road Metalling quantity (km and m3)



















National (High Volume) Not Applicable

National Not Applicable

Regional Not Applicable

Arterial Not Applicable

Primary collector Not Applicable

Secondary collector Report quantity delivered for previous year, planned for current year and requested for proposed year for each classification

Access Report quantity delivered for previous year, planned for current year and requested for proposed year for each classification

Access (Low Volume) Report quantity delivered for previous year, planned for current year and requested for proposed year for each classification




Date: 19.12.2014 Version: 2.0


Efficiency - EM 5

Measure: Efficiency - EM 5 All Significant (by cost) Work Categories













Methodology:


Type of Measure: Status of Measure: Aspirational


National (High Volume) To be developed mid term







Access (Low Volume) To be developed mid term


Risks and Issues:

Future Improvements:

Date: 19.12.2014 Version: 2.0


Efficiency - EM 6

Measure: Efficiency - EM 6 Average life achieved of pavement and of sealed surfaces renewed









Intent: To understand the average total useful lives achieved for pavement and surfacing assets for all

classifications.

The aim is to reach a consistent level of asset lives for like classifications across the country with

reasonable variation for local factors and to foster interventions that maximise asset lives where efficient.

Take the average achieved life from RAMM for each years renewal sites.

Methodology: To be completed for pavements, chip seals and AC surfaces.

Average Life Achieved is a data field stored within RAMM, or should be captured in an Asset Register.

Average Life Achieved = (Replacement Year - Install Year) x length of treatment / Total length of all

renewal treatments of this type. i.e. as a weighted average by network length.

RCA should also report for 1st or 2nd cost seals where creating significant variances.




National (High Volume) Pavement. No.

Surfacing. No.

National Pavement. No.

Surfacing. No.

Regional Pavement. No.

Surfacing. No.

Arterial Pavement. No.

Surfacing. No.

Primary collector Pavement. No.

Surfacing. No.

Secondary collector Pavement. No.

Surfacing. No.

Access Pavement. No.

Surfacing. No.

Access (Low Volume) Pavement. No.

Surfacing. No.


Risks and Issues: Life of pavement and seal needs to be looked at in context of location and environmental factors.

Future Improvements: Report process to allow for more than just age.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 7

Measure: Efficiency - EM 7 Future Intent: % of Planned work to Reactive work.









Intent: Understand how well RCAs are planning to maintain and renew assets compared to what is actually done.

All work should be planned to deliver service levels at the least whole of life cost. All future risks to future

asset costs that create reactive work should be known and mitigated, particularly those that are

reasonably predictable.

Over time the trend in % of planned to reactive work should become steady, with reasonable variations for

local factors.

Methodology: This is a future measure that enables benchmarking of the efficiency of AM planning and a proxy to AM

planning sophistication.

If the RCA is capturing this, or a variant of this now, then report it, stating the methodology.

What is the means of reporting: RCA Reports












Risks and Issues: Need to take into account reason for reactive work e.g. weather event

Future Improvements: Specific methodology of measure to be developed.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 8

Measure: Efficiency - EM 8 Pavement Rehabilitation


What does the customer need? Assurance that the service provided is at the best price and we are continually seeking better ways of

doing things.



How do we meet the customer need? Demonstrating our service cost 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.


Intent: As the service level across like classifications becomes consistent across the country as should the cost of

service provision (for all activities) with reasonable variation for local factors.

Methodology: = (Total of all Pavement Rehabilitation Costs on each road for the financial year) / (Total length of lane

kilometres rehabilitated). And again for Total vehicle kilometres travelled.

Measured for each classification.

Lane kilometres and vehicle kilometres travelled to be calculated using Asset Register (RAMM). Each metric

will need to be of a good level of accuracy and confidence to enable cost benchmarking across networks

and classifications.

Data by ONRC classification will require use of a contract management tool that records costs at a road

level. Ideally incorporate ONRC into 'Annual Achievement' report of NZTA where possible. Where services

are delivered under a service contract that does not readily allow this level of reporting, then RCA should

indicate how they will establish this ahead of the 2018 NLTP within their transition plan.




National (High Volume) 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 travelled calculated by Asset Register for each classification

National Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.


Regional Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.


Arterial Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.


Primary collector Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.


Secondary collector Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.


Access Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.


Access (Low Volume) Report actual costs for previous year, planned costs for current year and requested costs for proposed year by classification.



Risks and Issues: Difficult to measure across the entire national network initially.


expenditure (NLTP).


for Money.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 9

Measure: Efficiency - EM 9 Pavement Resurfacing (Chipseal and Asphalt)



doing things.





value for money.




Methodology: = (Total of all Pavement Resurfacing Costs on each road for the financial year) / (Total length of lane

kilometres resurfaced). And again for Total vehicle kilometres travelled.

Measured for each classification.






























expenditure (NLTP).


for Money.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 10

Measure: Efficiency - EM 10 Routine Pavement Maintenance (Sealed and Unsealed)



doing things.





value for money.




Methodology: = (Total of all Routine Pavement Costs on each road for the financial year) / (Total length of lane

kilometres). And again for Total vehicle kilometres travelled.

Routine Maintenance is that which is planned as part of delivering the agreed service level . Measured for

each classification.




























Risks and Issues: Will be difficult to measure under lump sum contracts unless captured accurately through systems (such as

RAMM contractor.)


expenditure (NLTP).


for Money.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 11

Measure: Efficiency - EM 11 Unsealed Road Metalling



doing things.





value for money.



service provision for that classification (for all activities) with reasonable variation for local factors.

Methodology: = (Total of all Unsealed Road Metalling Costs on each road for the financial year) / (Total length of lane

kilometres metalled). Measured for each classification.











National (High Volume) Not Necessary

National Not Necessary

Regional Not Necessary

Arterial Not Necessary

Primary collector Not Necessary

Secondary collector Report achieved costs for previous year, planned costs for current year and requested costs for proposed year by classification. Lane km

reported by Asset Register (vkt N/A) for each classification

Access Report achieved costs for previous year, planned costs for current year and requested costs for proposed year by classification. Lane km


Access (Low Volume) Report achieved costs for previous year, planned costs for current year and requested costs for proposed year by classification. Lane km





expenditure (NLTP).


for Money.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 12

Measure: Efficiency - EM 12 All Significant (by cost) Work Categories



doing things.





value for money.




Methodology:

Significant expenditure amounts treated as all items that total up to 80% of annual expenditure or are

individually, greater than 10% of annual expenditure.





level. Ideally incorporate ONRC into 'Annual Achievement' report of NZTA where possible.















expenditure (NLTP).


for Money.

Date: 19.12.2014 Version: 2.0


Efficiency - EM 13

Measure: Efficiency - EM 13 $/lane.km and $/vkt travelled and $/tonne.km for each classification



doing things.





value for money.


Intent: The intent is to understand the annual cost of service provision that includes the whole of life costs of all

activities and assets utilised in service delivery. It recognises that the cost and performance of assets varies

with age and demand yet the benefits received should be uniform across its life and thus so should costs.

Methodology: Method: An aspirational measure that will be developed as ONRC measures and asset management

maturity levels increase.

What is the means of reporting: RCA Reports












Risks and Issues: Will be difficult to measure unless captured accurately through systems (such as RAMM contractor.)

Future Improvements: Improvements to the capture and measurement of current and projected costs will be necessary.

Date: 19.12.2014 Version: 2.0

Framework One Pagers - NZ Transport Agency · AMP and AMP Improvement Plan demonstrates a long term programme of customer level of service outcome delivery that is increasingly efficient

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