ONRC Performance Measures
The following text provides a detailed background to the provisional One Network Road Classification
(ONRC) Performance Measures and their context within an investment approach. Attached within this
document are the provisional ONRC Performance Measures. These are being released in advance of the
national engagement workshops between 22nd July and the 5th August. RCAs should familiarise
themselves with the measures particularly in the context of the expectation of their use.
The ONRC and REG
The ONRC – a joint initiative of Local Government New Zealand and the NZ Transport Agency via the Road
Efficiency Group (REG) – provides a nationally consistent framework that helps to inform activity
management planning, investment choices, and maintenance and operational decisions.
The ONRC aims to deliver the following benefits:



That over time, road users can increasingly expect to have similar experiences across the country,
on roads in the same category.
To support more consistent asset management across the country.
To make collaboration and prioritisation easier between those organisations responsible for the
pla i g, deli ery, operatio a d ai te a e of the atio s road et ork, leadi g to a ore
efficient and safer network and improved value for money
Investing in Outcomes
Working together with the NZTA, e re changing how we work to deliver greater value to users of the
transport system as part of a one network way of thinking. What this means in practice is shifting from
an approach of subsidised work activities delivering the network condition we have or want to one of
investing in the transport network as an interconnected system to deliver outcomes for our customers.
Put another way, our customers want transport outcomes such as safe and reliable access to employment
and leisure, and a predictable delivery time of goods to market. As roading service providers it is our job
to invest in physical inputs such as, aggregate, machinery, labour and maintenance processes to produce
service outputs, such as roads, bridges and footpaths. These service outputs are what enable customers
to achieve the outcomes they seek.
As much as Road Controlling Authorities (RCAs) have invested in their local network to deliver consistent
community outcomes, we want to deliver customer outcomes for the entire roading network across New
Zealand. This sounds simple in theory but is actually a fundamentally different way of investing in
transport. We re supporti g this approa h y i ple e ti g the O e Net ork ‘oad Classifi atio ON‘C
and associated Customer Level of Service Outcomes (CLoS) and Performance Measures.
Page 1 of 8
The ONRC CLoS Performance Measures
The ONRC Performance Measures are an important piece in this change. They require us all to understand
the changing context and environment, challenge how we currently do and think about things, challenge
some of our systems that have been in place for a long time, revisit our assumptions and set the new
frameworks for the future. It is not easy, but it is a necessary change that we will need to work towards
together. The ONRC supports investment in a fit for purpose level of service consistently across the
country. RCAs can still choose to invest more to get a higher LoS if they want and we will be talking with
them about how fit for purpose is established.
The provisional measures follow on from the work undertaken by the Road Efficiency Group and from the
feedback received from industry during the workshops in March and April this year. Much was taken from
the initial workshops and much has been learnt during the development of the measures. We ve taken
on the key pieces of feedback and adjusted the framework. The most noticeable change is that they are
now structured vertically, rather than horizontally as per the approach discussed at the workshops and
that of a conventional LoS framework. This has been done for simplicity but for a few more reasons;



They are stru tured like this so that, e o ti ue to ask oursel es Ho ? do I deliver to the CLoS
Outcome.
To i i the trees approa h also discussed at the initial workshops.
The structure now closely follows the flow of customer benefit as opposed to the solution (work
activity) needed to deliver the service. They focus our thoughts more around what the problem is
and the benefits that need to be delivered. This is an important shift in thinking particularly under
the business case approach.
Figure 1 An example for the Safety Out o e tree hi h ow speaks more in the customer context and of outputs (see explanation
below). The ONRC Performance Measures are structured this way also.
Safety
We will warn you
about Hazards on
your trip
We will provide
you Guidance on
safe use.
Sight Lines are
Maintained
Vegetation
Objects
HOW?
For the Purpose of Minimise the Risk of
Crashes
We will maintain the
current form and
Infrastructure in safe
condition.
Hazards are
Identified and
Mitigated
Rural Road
Permanent Hazards
Temporary Hazards
Identified
Page 2 of 8
What has been evident throughout the development of the performance measures is the complexity of
the task. We are entering new ground with this work and have had few precedents to follow or work
under. The measures are another step on the path to change, which the REG members themselves have
had to go through along the way. We recognise that this is an adaptive challenge and not solely a technical
challenge.
How were they developed?
This section aims to provide you some background to the development process with the intent to assist
you in the understanding of where the performance measures have been pitched and why. It may be
familiar to some and completely foreign to others. So the development process and the measures will be
explained in further detail at the upcoming workshops.
The key challenge faced during development was to pitch the performance measures at the right depth
and breadth of detail that were specific enough to enable a robust performance management framework
but not too numerous as to not be implementable across New Zealand. Initially, the breadth of
measurement needed to encompass all the things that were done now, specifically the work activities.
The initial attempt lead to over 180 measures and was still growing, before being scaled back to focus
more on service outputs.
What became clear was that the work we do needed to be framed more by the things that were
meaningful for the customer, and not solely by the work we do on the assets.
Figure 2 illustrates the initial process that was followed.
Figure 2 The link between CLoS Outcomes and Performance Measures – as per Round 1 Engagement. We established that there
are many things we can measure to varying levels of accuracy. But we also needed to counter-balance this with our ability to
measure and not overprescribe how RCAs manage the network.
The Breadth of Measurement
We needed to cover all the work that is done now to
justify WHY we do it.
Page 3 of 8
After a number of iterations up and down the pyramid, the depth and breadth of measurement was
guided by the following objectives;



Enable the intelligent conversation between the investor, the RCA and the customer. We need
a consistent conversation to take place to identify how and why we do what we do for the
customer. This is the critical success factor of the ONRC performance measures. The vertical
layout of the measures mimic the pyra id stru ture a o e a d that of the trees pro ided duri g
the first round of workshops.
Allow RCAs to implement the framework using as much of their own data and measures as
practically possible. Existing measures and standards were utilised as much as practically
possible. There are many measures and standards that will need to be further developed as they
do not exist within the context of managing One Network. There will be need to enhance a lot of
the data captured now for the framework to be effective. There are also aspirational measures
that we realise are difficult to measure now, but are aware that with new technology and
standards, will become readily measureable in the future.
Not specify to RCAs how they will deliver the service to their customers. But rather specify the
outputs that will deliver on the Customer Level of Service Outcomes. We recognise that there are
different ways to deliver a service and different operating environments across the country, so
we do not want to measure the methods and decisions you make to deliver the service. But we
do need to understand how effective and efficient RCAs are in delivering to the CLoS Outcomes.
Figure 3 The ONRC Performance Measures are also presented as Outcome and Output measures to assist with the understanding
of investing in outcomes. We are not measuring inputs but we are measuring how efficiently outputs are produced and how
effectively they are at delivery outcomes.
Effectiveness
Efficiency
The Breadth of Measurement
We are focussing on the things that are important to the
customer
Page 4 of 8
What are Outcome, Output and Input Measures?
The ONRC Performance Measures are also outcome, output and efficiency measures. These are
effectively the same as Customer and Technical Performance Measures but the key difference is that they
are placed within the context of investing in outcomes (see the value chain illustrated in Figure 4).
Outcome Measures – Each of the outcomes, has a corresponding outcome measure that serves as the
primary means of reporting performance of the network. They are not necessarily targeted. These
measures assess the actual impact of the inputs and outputs on customers. All performance measures
should contribute or give direct effect to the delivery of the outcome measure(s). These are the equivalent
of customer performance measures. For instance, our Safety outcome measure is a reduction in the
number of serious and fatal crashes. For Resilience it is the number of journeys impacted by unplanned
events.
Output Measures - The measures used to assess that the service produced is at a level specified and is
consistently delivered. The majority of the ONRC Performance Measures are output measures. They are
mix of qualitative and quantitative measures. This means that the form of measurement will vary as will
the establishment of targets. These are the equivalent to the technical performance measures and
e a le us to esta lish if e are i esti g i the right a ti ity . For instance, a Safety output measure is to
provide customers with visual sight lines free of vegetation and obstructions in order to reduce the risk of
crashes. This in turn delivers the outcome measure of a reduction in the number of serious and fatal
crashes. For Resilience an output measure is that a Network Resilience Maintenance, Monitoring and
Improvement Plan is in place in order to minimise the likelihood of unplanned events impacting on route
availability.
Input Measures – The measures to assess the resources and for this purpose the means of producing the
service (outputs). These are in essence operational performance measures. For example, a Safety input
measure may be that roadside grass will be no higher than 900mm and atleast 1m from the seal edge.
For Resilience it may be, no more than X instances of water not readily flowing to the outlet point of a
culvert. The ONRC Performance Measures currently do not specify input measures or operational
performance measures. The REG considered that the performance measures should not be such that they
prescribe to RCAs how to deliver the outputs only where a new standard or industry best practice is not
currently available and requires development (see fit for purpose discussion).
Efficiency Measures – The measures to assess that Value for Money and whole of life costs are optimised
in the delivery of affordable customer levels of service. These measures are the key addition to the
framework. The intent here is to enable consistent and affordable costs for service levels within like
classifications and to ensure the efficiency of service delivery is improving. These measures are the critical
means of establishing if we are investing at the right time and at the right price . They also play a critical
role in establishing fit for purpose. For instance, the cost per km of pavement maintenance of all Access
roads within one RCA is a factor of 8 times higher than another similar RCA, yet they are both delivering
the same reduction in crashes (Safety outcome) and the same number of journeys impacted (Resilience
outcome). There may be valid reasons for this cost variance and there may not, but the key point here is
to be able to have this very conversation with each RCA. These measures foster the linkage between
investment and outcomes.
These type of measures are better represented within the context of the value chain of roading, as
illustrated in Figure 4.
Page 5 of 8
Figure 4 Investing for Outcomes - The Value Chain of Roading in New Zealand
ONRC Efficiency measures
ONRC CLoS Performance Measure cover outputs and
outcomes.
The measures are both Qualitative and Quantitative
What are Qualitative and Quantitative Measures?
As you read and digest the measures and the provisional targets by classification, you will notice that
some of them actually read as service statements rather than typical performance measures. This is
deliberate in order to keep the level of depth at the output level whilst enabling a consistent service level
to be delivered. A quantitative measure is tangible, objective and reportable as a unit or number. Systems
should be in place or established to allow these to be readily measured and reported. A qualitative
measure is more subjective in nature and describes the service output expected. These will require a
different method measurement, most likely through demonstrating compliance through a plan, strategy,
or through a conversation with the investor.
Why are so e
easures
arked U der Develop e t a d Aspiratio al ?
In getting the balance of depth and breadth of measurement correct, the REG recognised that there are
so e thi gs that e eed to start easuri g ut do t easure o . There are also gaps i urre t
industry standards that need to be developed to deliver consistent service levels across the ONRC CLoS
Outcomes such as RTS5 or a Network Resilience Maintenance, Monitoring and Improvement Plan. These
measures and standards are under development by the REG Best Practice Asset Management Group.
Each performance measure contains supporting detail such as method of measurement, its intent, the
possible risks and issues, necessary improvements and the provisional targets by classification. This is
kept within a separate appendix which will be provided within the workshops and available on the REG
webpage shortly.
Where are the measures for the Optimal Speeds Outcome?
The measures for the Optimal Speeds outcome were deliberately set aside for development once the
project on Safer Speeds has been completed. The measures will be completed in conjunction with this
project.
Page 6 of 8
What does Value for Money, Effectiveness and Efficiency mean for the ONRC?
The terms value for money, effectiveness and efficiency are commonly used but sometimes not clearly
defined. What has aided the understanding of the One Network and the Investing for Outcomes approach
has been to consider what we do as a service provider within the bigger picture of the value chain of
roading in New Zealand (refer to Figure 4 for the illustration).
From a national perspective, we are part of the value chain in delivering a transportation service to our
customers. We utilise investment from the economy (through rates, RUCs, petrol excise duty and vehicle
licensing fees) and inputs such as, aggregate, machinery, labour and maintenance processes to efficiently
produce outputs, such as roads, bridges and footpaths.
Our customers in-directly purchase these outputs in order to effectively deliver the outcomes they need;
Outcomes such as safe and reliable access to employment and leisure, and a predictable delivery time of
goods to market. Like any customer, they want to know that the service they are purchasing is consistent
across the country and that the cost of that service is provided at the best price.
So on the customers and investors behalf, the key questions that the ONRC Performance Measures are
endeavouring to answer are:
1. Are the service outputs delivered by the RCA Effective at delivering the outcomes for the
customer? This can be answered through application of the ONRC CLoS Performance Measures
and by regularly reporting performance against the fit-for-purpose targets.
2. Are RCAs Efficient in turning investment and inputs into service outputs? This can be answered
through regular reporting of the Efficiency measures.
As we reliably measure the efficiency and effectiveness of the investment in the One Network, we can
then more accurately answer the key question of;
3. Is our investment in the roading network delivering value for money in producing the outcomes
we seek for New Zealand and our Economy? This is a difficult question but one that needs to be
answered. We need to provide assurance to our investors and to our customers that the money
we use from the economy to invest in the roading network (rates, RUC, petrol excise duty) is the
most effective and efficient use of public money to achieve the outcomes they seek. If it is not,
then the funds may be better placed back with the customer (through reduced rates for instance)
or even completely elsewhere such as investing to reduce hospital surgery wait times or investing
in broadband infrastructure for example.
Is our investment in the roading network delivering value for money in producing the outcomes we seek
for New Zealand and our Economy? This may seem like a hypothetical question now but it is actually an
important premise that should be kept front of mind in our decision making. It encapsulates the shift in
thinking from funding roads to investing in outcomes.
How do we apply the measures and establish Fit for Purpose?
The method for establishing fit for purpose is an iterative one but RCAs can start the process as follows:
•
•
•
Classify your network in line with the ONRC.
Apply the performance measures, both through desktop assessment and through visual
inspection of a representative sample of your network.
Establish the gap in CLoS by identifying the current performance of your network against the
performance measures and provisional targets.
Page 7 of 8
•
o Establish what your customers are receiving?
o Are you under or over delivering?
Develop a transition plan to close the gap in CLoS taking into account affordability and the value
for money premise.
Further detail will be provided at the workshops.
How can I prepare for the Workshops?
Familiarise yourselves with the measures in the context of how they are to be used. We want your
feedback on the following:
1. What measures can you apply now?
2. Do these measures enable you to have the intelligent conversation with the investor and the
customer?
3. Are there other aspects of performance that the customer may want to know about?
4. What risks and opportunities do you envisage to applying it? For instance data, tools, contractual
obligations, resourcing?
Page 8 of 8
One Network Road Classification Performance Measures
Efficiency
Outcome
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.
What is our promise to the customer?
We will deliver optimised programmes that are affordable and at a cost so that service productivity is improving.
For what purpose?
The Right Time - What we do is timed to maximise existing asset benefits and to minimise service risk i.e. not too early and not too late.
How do we meet the customer need?
Report the average life achieved for pavements and
surfacing assets
Report the Quantities of Work undertaken for the financial year by classification.
% of Work Completed to that
Planned
Future Intent: % of Planned
work to Reactive work.
Performance Measure
(The output from the network)
Pavement Rehabilitation
length (km)
Pavement Resurfacing length
(km)
Pavement Resurfacing
area (m2)
Unsealed Road Metalling
length (km)
Unsealed Road Metalling
quantity (m3)
All Significant Work
Categories
Pavement Rehabilitation
Pavement Resurfacing
Performance Measure
(More detail is provided on each measure within the
Efficiency- PM 1
Efficiency- PM 2
Efficiency- PM 3
Efficiency- PM 4
Efficiency- PM 5
Efficiency- PM 6
Efficiency- PM 7
Efficiency- PM 8
Efficiency- PM 9
Efficiency- PM 10
Current
Current
Current
Current
Current
Aspirational
Current
Current
Current
Aspirational
appendices.)
Status of Measure
Targets by Classification
These are reporting measures only at this stage. Once established, they will be used to benchmark the cost of service provision within like classifications.
Road Classification
National (High Volume)
National
Regional
Reporting Only
Arterial
Primary collector
Benchmarking of efficiency within like classifications once established
Secondary collector
Access
Access (Low Volume)
Foundation Principles
Data - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures.
Productivity - The productivity of the network will improve over time. As measured by the cost of service provision without the same decline in CLoS.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 1 of 15
One Network Road Classification Performance Measures
Efficiency
Outcome
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.
What is our promise to the customer?
We will deliver optimised programmes that are affordable and at a cost so that service productivity is improving.
For what purpose?
The Right Price - Affordable and consistent service cost within like classifications across New Zealand
How do we meet the customer need?
Performance Measure
(The output from the network)
Performance Measure
(More detail is provided on each measure within the
Report the Total Cost each Financial Year divided by total lane.km within each road classification
Report the Total Cost each Financial Year divided by total vehicle kilometres travelled (vkt) within each road classification
Pavement Rehabilitation
Pavement Resurfacing
Pavement Maintenance
Unsealed Road Metalling
Pavement Rehabilitation
Pavement Resurfacing
Pavement Maintenance
Unsealed Road Metalling
Efficiency - PM 11
Efficiency - PM 12
Efficiency - PM 13
Efficiency - PM 14
Efficiency - PM 15
Efficiency - PM 16
Efficiency - PM 17
Efficiency - PM 18
Current
Current
Current
Current
Current
Current
Current
Current
appendices.)
Status of Measure
Targets by Classification
These are reporting measures only at this stage. Once established, they will be used to benchmark the cost of service provision within like classifications.
Road Classification
National (High Volume)
National
Regional
Reporting Only
Arterial
Primary collector
Secondary collector
Benchmarking of efficiency within like classifications once established
Access
Access (Low Volume)
Foundation Principles
Data - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures. .
Productivity - The productivity of the network will improve over time. As measured by the cost of service provision without the same decline in CLoS.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 2 of 15
One Network Road Classification Performance Measures
Efficiency
Outcome
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.
What is our promise to the customer?
We will deliver optimised programmes that are affordable and at a cost so that service productivity is improving.
For what purpose?
The Right Price - Affordable and consistent service cost within like classifications across New Zealand
How do we meet the customer need?
Performance Measure
(The output from the network)
Performance Measure
(More detail is provided on each measure within the
For the previous Financial Year's sealed road resurfacing
OR, if accurate data is not available, the following
reporting meausres can be used whilst the RCA
works to deliver systems and a capability that
enables these to be measured to a known level of
accuracy ahead of the 2018 NLTP.
Report the Annualised whole of life costs of service
provision.
For the previous Financial Year's sealed road pavement rehabilitation
Percentage of the sealed road
network that is resurfaced
Average age of the seals
resurfaced
Total cost of completed
resurfacing
$/km for completed
resurfacing
Percentage of the sealed road Average age of the pavements
network that is rehabilitated
rehabilitated
Efficiency - PM 19
Efficiency - PM 20
Efficiency - PM 21
Efficiency - PM 22
Efficiency - PM 23
Current
Current
Current
Current
Current
Total cost of completed
pavement rehabilitation
$/km for completed
pavement rehabilitation
$/lane.km and $/vkt travelled and $/tonne.km for each
classification
Efficiency - PM 24
Efficiency - PM 25
Efficiency - PM 26
Efficiency - PM 27
Current
Current
Current
Aspirational
appendices.)
Status of Measure
Targets by Classification
These are reporting measures only at this stage. Once established, they will be used to benchmark the cost of service provision within like classifications.
Road Classification
National (High Volume)
National
Reporting Only
Regional
Arterial
Primary collector
Benchmarking of efficiency within like classifications once established
Secondary collector
Access
Access (Low Volume)
Foundation Principles
Data - All RCAs will have sufficient robust traffic, asset and expenditure data to apply or give effect to the ONRC classification, CLoS and performance measures.
Productivity - The productivity of the network will improve over time. As measured by the cost of service provision without the same decline in CLoS.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 3 of 15
One Network Road Classification Performance Measures
Safety
Safety
How road users experience the safety of the road
Outcome Measures
Safety OM1 - No. of serious and fatal crashes on network each year as part of a 5 year trend.
Safety OM2 - Collective Risk (Crash Density) - Annualised S+F crashes per km by classification and Risk rating.
Safety OM3 - Personal Risk (Crash Rate) Annualised S+F crashes per veh km travelled (See KiwiRAP) and Risk rating.
Outcome measures are the primary means of quantifying performance
of the network. All performance measures below this contribute to the
delivery of this outcome measure.
We will warn you about hazards on your trip.
How do we meet the customer need?
How specifically?
Performance Measure
(The output from the network)
Reference No.
HOW?
For what purpose?
How do we deliver the outcome?
What is our promise to the customer?
Minimise the risk of crashes
Hazards are identified and mitigated
Rural Road Permanent Hazards
Minimise the consequence of crashes
Sight Lines are maintained
Temporary Hazards
Identified
We will provide you guidance on safe use
Vegetation
Objects
Minimise the risk of driver
behaviour related crashes
Minimise the risk of crashes due to
driver confusion
Functional traffic restraining
devices
A forgiving roadside
corridor
Road User Education
Road provides adequate traffic facilities for
safe way finding
Guardrails and Barriers
Roadside Obstructions
Road Safety Improvements
Delineation
Permanent hazards are
identified and mitigated in a
Sight distance (including All traffic restraining devices
consistent and fit for purpose
Roadside safety zones are
COPTTM requirements Rural Road Sight distance hazard warning devices)
such as bridge side rails,
manner so that a drivers
maintained free from
A targeted programme is in place to
implemented at every
(including hazard warning
is not obscured by
guardrails, wire rope barriers
expectation about the standard
unauthorised obstructions address identified needs (e.g. NZTA
work site and temporary devices) are not obscured
unauthorised
and crash cushions are
of these are a major factor in
and the development of new
Communities at Risk Register)
hazard as soon as practical
by vegetation
obstructions (advertising maintained in an effective
his or her ability to negotiate
hazards.
signage, etc.)
operating condition.
the road environment safely
(RTS 5/MOTSAM)
Adequate provision of delineation for safe
driving at night and lane and directional
information during the day.
Safety - PM1
Safety - PM2
Safety - PM3
Safety - PM4
Safety - PM5
Safety - PM6
Safety - PM7
Safety - PM8
Quantitative or Qualitative
Qualitative
Qualitative
Quantitative
Quantitative
Quantitative
Quantitative
Qualitative
Qualitative
Status of Measure
Under Development
Under Development
Under Development
Under Development
Current
Under Development
Current
Under Development
More detail is provided on each measure within the appendices.
Refer to the next page for the provisional targets by classification for each peformance measure.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 4 of 15
One Network Road Classification Performance Measures
Safety
Safety
How road users experience the safety of the road
Outcome Measures
Safety OM1 - No. of serious and fatal crashes on network each year as part of a 5 year trend.
Safety OM2 - Collective Risk (Crash Density) - Annualised S+F crashes per km by classification and Risk rating.
Safety OM3 - Personal Risk (Crash Rate) Annualised S+F crashes per veh km travelled (See KiwiRAP) and Risk rating.
Outcome measures are the primary means of quantifying performance
of the network. All performance measures below this contribute to the
delivery of this outcome measure.
Reference No.
Safety - PM1
More detail is provided on each measure within the appendices.
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 (High
Volume)
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
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.
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.
Safety - PM4
Safety - PM5
Safety - PM6
Specific warning provided for
all hazards
0 faults per section (Mtce G)
No site reported as
"Dangerous" from audit
criteria
10% quarterly sample
10% quarterly sample
10% quarterly sample
Always complies
Always complies
Always complies
Specific warning provided for
all hazards
0 faults per section (Mtce G)
No site reported as
"Dangerous" from audit
criteria
10% annual sample
10% annual sample
10% annual sample
Always complies
Always complies
Always complies
10% quarterly sample,
10% annual sample
10% annual sample
10% annual sample
Always complies
Always complies
Always complies
Specific warning provided for
all out of context and critical
hazards
0 faults per section (Mtce G)
No site reported as
"Dangerous" from audit
criteria
10% annual sample
10% annual sample
10% annual sample
Always complies
Always complies
Always complies
Specific warning signs and
out of context hazards.
0 faults per section (Mtce G)
No site reported as
"Dangerous" from audit
criteria
5% annual sample
5% annual sample
5% annual sample
5% annual sample
Always complies
Always complies
Always complies
Secondary
collector
Specific warning signs and
out of context hazards.
0 faults per section (Mtce G)
No site reported as
"Dangerous" from audit
criteria
5% annual sample
5% annual sample
5% annual sample
No unauthorised roadside
obstructions most of the
time while maintaining the
current standard of
roadside safety zone.
Always complies
Always complies
Always complies
No site reported as
"Dangerous" from audit
criteria
5% annual sample
5% annual sample
5% annual sample
Access
Generic warning signs and
out of context hazards.
Max. 3 faults per section
(Mtce G)
Mostly complies
Always complies
Always complies
Generic warning signs and
out of context hazards.
No specified faults per
section (Mtce G)
No site reported as
"Dangerous" from audit
criteria
5% annual sample
5% annual sample
5% annual sample
Mostly complies
Always complies
Always complies
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Network Controls
(Work category 151)
Guardrail and Barrier
maintenance and renewals
(Work categories 114, 215)
Access (Low
Volume)
Safety - PM8
Y
No unauthorised roadside
obstructions while
maintaining the current
standard of roadside
safety zone.
No site reported as
"Dangerous" from audit
criteria
Primary collector
Safety - PM7
Y
Specific warning provided for
all hazards
0 faults per section (Mtce G)
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.
Status: Provisional for Industry Engagement
Revision: v1.0
Safety - PM3
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.
Road
Classification
To What Level of Service?
Customer Level of Service Outcome
Over time all roads in a particular category should offer an
increasingly consistent, fit for purpose customer level of service
for road users.
Safety - PM2
Y
Centrelines and edgelines total route,
edgemarkers total route to Spacing B (new
SH Standard), RRPM total route 20m
centres
Y
Y
Y
Centrelines total route where seal width
>5.0m, edgelines isolated sections,
edgemarkers to Spacing A (old SH
Standard), RRPM isolated sections only 20m
centres
Y
Centrelines isolated sections where seal
width >5.0m, no edgelines, edgemarkers
isolated sections to Spacing A (old SH
Standard), no RRPM
Y
Generally no road marking or delineation
devices except in special circumstances as
defined in RTS 5
Direct Influence
Direct Influence
Direct Influence
Vegetation Control (sapling
removal, specific tree
removal)
Network Controls
(Work categories 121, 151)
Safety Management
(Work category 151)
Traffic Services maintenance and renewals
(Signs, Edge Markers, RRPMs, Pavement
Marking
(Work categories 122, 222)
Indirect Influence
Indirect Influence
Indirect Influence
Indirect Influence
Associated and Minor
Improvements
Associated and Minor
Improvements
Associated and Minor
Improvements
Minor Improvements
Sign maintenance and
Network Controls (traffic
renewals
management audits)
Level crossing warning devices
(Work category 151)
(Work categories 122, 222, 131)
Vegetation Control
(mowing, spraying, etc)
(Work category 121)
Page 5 of 15
5% annual sample
Usually no unauthorised
roadside obstructions
while maintaining the
current standard of
roadside safety zone.
One Network Road Classification Performance Measures
Safety
Safety
How road users experience the safety of the road
Outcome Measures
Safety OM1 - No. of serious and fatal crashes on network each year as part of a 5 year trend.
Safety OM2 - Collective Risk (Crash Density) - Annualised S+F crashes per km by classification and Risk rating.
Safety OM3 - Personal Risk (Crash Rate) Annualised S+F crashes per veh km travelled (See KiwiRAP) and Risk rating.
What is our promise to the customer?
We will maintain the current form and infrastructure in safe condition
How do we meet the customer need?
How specifically?
Performance Measure
(The output from the network)
Reference No.
More detail is provided on each measure within the appendices.
Quantitative or Qualitative
Status of Measure
HOW?
For what purpose?
How do we deliver the outcome?
Outcome measures are the primary means of quantifying performance
of the network. All performance measures below this contribute to the
delivery of this outcome measure.
Reduce the consequence of
crashes
Reduce the risk of
crashes at night
Reduced risk of loss of control crashes
Forgiving Roads
Visibility of the
carriageway and hazards
at night
Road provides confidence to drive safely without unexpected surface hazards
Forgiving Roads
Carriageway Lighting
RCAs have strategies in place to
achieve appropriate KiwiRAP star
rating, and identify and manage noncompliant sections and high risk sites
or for lower rural classifications
RCAs have strategies in place to
identify and manage non-compliant
sections and high risk sites over time
Provide and maintain
lighting in a consistent
and fit for purpose
manner to support the
facilitation of safe
movement
Safety - PM9 & PM10
Safety - PM11
Safety - PM14
Safety - PM12
Safety - PM13
Safety - PM15
Safety - PM16
Safety - PM17
Qualitative
Quantitative
Quantitative
Quantitatively
Quantitatively
Quantitatively
Qualitative
Under Development
Current
Under Development
Current
Current
Current
Under Development
Quantitative
Qualitative
Current
&
Under Development
Crashes
Surface Faults
Minimise risk of crashes to active road users
Surface Friction
Number of maintenance related faults (such
Areas with surface friction
as rutting / depressions, shoving, potholes,
Reducing Trend of Loss of
deficiencies are identified
corrugated length, edgebreak (in lane),
control, wet road and night
and remedied
bleeding, detritus (in lane), ponding water)
time crashes.
appropriately and
that are likely to affect driver behaviour, eg
efficiently.
requiring a reduction in speed or evasion.
Footpaths and Cyclepaths are available and
maintained
Footpath Faults
Cyclepath Faults
Page 6 of 15
Lighting
Number of maintenance
Percentage of network
Provide and maintain lighting in a
related hazards (such as
falling within the level of
consistent and fit for purpose
detritus, ponding water,
service or service standard
manner to support the facilitation of
potholes, broken glass) on
set by the RCA's relevant
safe movement, and personal
cycleways requiring
document. (DIA Measure)
security.
evasive action by rider.
Refer to the next page for the provisional targets by classification for each peformance measure.
Status: Provisional for Industry Engagement
Revision: v1.0
Visibility at Night of the User and
the carriageway/footpath
One Network Road Classification Performance Measures
Safety
Safety
How road users experience the safety of the road
Outcome Measures
Safety OM1 - No. of serious and fatal crashes on network each year as part of a 5 year trend.
Safety OM2 - Collective Risk (Crash Density) - Annualised S+F crashes per km by classification and Risk rating.
Safety OM3 - Personal Risk (Crash Rate) Annualised S+F crashes per veh km travelled (See KiwiRAP) and Risk rating.
Outcome measures are the primary means of quantifying performance
of the network. All performance measures below this contribute to the
delivery of this outcome measure.
Reference No.
Safety - PM9 & PM10
More detail is provided on each measure within the appendices.
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.
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.
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.
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.
Safety - PM14
Safety - PM12
Safety - PM13
Safety - PM15
Safety - PM16
Safety - PM17
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.
Road
Classification
10% quarterly sample
x % KiwiRAP 4 star standard.
National (High
Volume)
Urban - 0 deficient locations per 1km
Comply
Rural - 0 deficient locations per 10km
10% annual sample
National
Regional
Arterial
To What Level of Service?
Customer Level of Service Outcome
Over time all roads in a particular category should offer an
increasingly consistent, fit for purpose customer level of service
for road users.
Safety - PM11
Urban - 1 deficient location per 1km
y % KiwiRAP 3 star standard.
Rural - 1 deficient location per 10km
10% annual sample
z % KiwiRAP 2 star standard.
Urban - 2 deficient locations per 1km
Comply
Rural - 2 deficient locations per 10km
Procedure as to
identification,
investigation and
assignment of appropriate
lighting is in place and
operational.
10% annual sample
Urban - 2 deficient locations per 1km
Comply
Reducing Trend
Rural - 3 deficient locations per 10km
Percentage target set by
RCA as per DIA guidelines.
5% annual sample
Urban - 3 deficient locations per 1km
Primary collector
Secondary
collector
Comply
RISA ,or Safety Risk Assessment (or
Safety Performance Index for local
roads)
or for lower rural (less than primary
collector) classifications
Strategy in place to manage non
compliant sections
Sampling as per RCA
policy
4 deficient locations per
1km
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.
Comply
Rural - 4 deficient locations per 10km
5% annual sample
Urban - 3 deficient locations per 1km
Comply
Rural - 6 deficient locations per 10km
5% annual sample
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.
Urban - 3 deficient locations per 1km
Access
Comply
Rural - 8 deficient locations per 10km
5% annual sample
Access (Low
Volume)
Urban - 4 deficient locations per 1km
Comply
Rural - 10 deficient locations per 10km
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.
Direct Influence
Direct Influence
Direct Influence
Safety Management
(Work category 151)
Carriageway lighting
maintenance and
renewals
(Work categories 122,
222)
Pavement and surfacing
maintenance, delineation
(Work categories 111, 122)
Indirect Influence
Indirect Influence
Indirect Influence
Indirect Influence
Indirect Influence
Indirect Influence
Associated and Minor
Improvements
Crack Sealing, Drainage maintenance and
renewals,
(as influenced by Value for Money and
optimum whole of life cost measures)
Pavement Maintenance
and renewals
Minor Improvements
Associated and Minor Improvements
Status: Provisional for Industry Engagement
Revision: v1.0
Minor Improvements
Page 7 of 15
Direct Influence
Direct Influence
Direct Influence
Sealed Pavement Pot hole repairs, Dig outs,
Waterblasting, Scabbling,
Shoulder maintenance, Rehabilitation.
Crack sealing, Resurfacing Footpath maintenance
Unsealed Pavement Grading, Metalling,
(Work categories 111,
(non-subsidised activity)
Spot Metalling
212)
(Work categories 111, 112, 211, 214)
Direct Influence
Cycle path Sweeping,
Pothole repairs
(Work category 124)
Direct Influence
Carriageway lighting maintenance
and renewals
(Work categories 122, 222)
One Network Road Classification Performance Measures
Resilience
Resilience
The availability and restoration of each road when there is a weather or emergency event (unplanned), whether there is an alternative route available and the road user information provided
Outcome Measures
Outcome measures are the primary means of quantifying performance of
the network. All performance measures below this contribute to the
delivery of this outcome measure.
Resilience OM1 - Number of journeys impacted by an unplanned event(s).
Resilience OM2 - Number of journeys not made due to unplanned event where there is no viable alternative.
We will carry out Mitigation to avoid route closure where
appropriate.
We will provide Alternative Routes
where appropriate
We will inform you of Route Availability and Travel Choice.
We will Restore connectivity as
soon as circumstances allow.
For what purpose?
Minimise the consequence of
unplanned events to customers
Minimise the likelihood of unplanned events on route
availability
Minimise the number of journeys
not made due to unplanned events.
Minimise the consequence of unplanned events to customers
Minimise the number of journeys
impacted by unplanned event
Customer Assurance
Confidence to make the journey (Robust Routes)
Confidence to make the journey (Route
alternatives)
Consistent and up to date information
Customers informed when connectivity
will be restored
How do we meet the customer need?
How specifically?
HOW?
We will ensure we are Prepared for
Emergencies and Incidents that could
disrupt travel.
How do we deliver the
What is our promise to the customer?
Prepared for Response
Resilience Plan
Performance Measure
(The output from the network)
An Emergency Procedures and Preparedness
Plan is in place and actionable. (EPPP)
Network Resilience Maintenance,
Monitoring and Improvement Plan in
place and actionable.
Reference No.
More detail is provided on each measure within the appendices.
Resilience - PM1
Resilience - PM2
Resilience - PM3
Resilience - PM4
Resilience - PM5
Resilience - PM6
Resilience - PM7
Resilience - PM8
Quantitative or Qualitative
Qualitative
Qualitative
Quantitative
Qualitative
Quantitative
Quantitative
Quantitative
Quantitative
Under Development
Under Development
Current
Current
Under Development
Under Development
Under Development
Under Development
Status of Measure
Proactive Maintenance
Plan for Alternative Routes
Informed Prior
Informed On Route
PT Customers Informed
Customers are informed prior to
Customers are informed on
Passenger transport
Customers will be informed of the
making journey within x
Number of journeys lost
route within x minutes of RCA customers are informed within estimated time access will be restored
A plan is in place that details an alternative minutes of RCA being informed
where road closure occurs
being informed of change in
x minutes of a significant
and when the next update will be.
of change in travel conditions
route available or the current route is
travel conditions and/or route
change in travel times, via
Customers will be informed through
due to proactive maintenance
and/or route choice, via
robust in case of route closure.
not taking place
choice, via appropriate on-route
appropriate on-route
notified channels within x minutes the
appropriate prior-to-travel
mediums as stated in EPPP*
mediums.*
RCA receiving notification of an incident.
mediums as stated in EPPP*
* Our ability to deliver on this will rapidly improve as technology improves (smart phones, big data).
Refer to the next page for the provisional targets by classification for each peformance measure.
Status: Provisional for Industry Engagement
Revision: v1.0
Restoration Time
Page 8 of 15
One Network Road Classification Performance Measures
Resilience
Resilience
The availability and restoration of each road when there is a weather or emergency event (unplanned), whether there is an alternative route available and the road user information provided
Outcome Measures
Outcome measures are the primary means of quantifying performance of
the network. All performance measures below this contribute to the
delivery of this outcome measure.
Resilience OM1 - Number of journeys impacted by an unplanned event(s).
Resilience OM2 - Number of journeys not made due to unplanned event where there is no viable alternative.
Reference No.
More detail is provided on each measure within the appendices.
Customer Level of Service Outcome
Over time all roads in a particular category should offer
an increasingly consistent, fit for purpose customer level
of service for road users
Resilience - PM1
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
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
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
To What Level of Service?
Route or viable alternative is always available. Very rapid restoration of route
affecting normal operating conditions. Road users are advised well in advance of National (High Volume)
issues affecting network performance and availability.
National
Plan is in place and operational. The plan,
reflective of breadth and scale of event, 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 and scale of event, details
plans for prioritisation of restoration of passage
and access depending on classification and route
criticality. It includes for continuity of essential
needs until access is restored.
Secondary collector
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
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)
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.
Plan is in place and operational, including
implementing preventative actions, to
mitigate interruptions to customer
journeys. Improvement plan identifies
areas of vulnerability and criticality,
combined with monitoring regime.
Improvement plan should also include
proactive intervention procedures for
regular events (snowfall, ice, heavy rain
etc.) as well as capital improvement
programme.
Resilience - PM4
Resilience - PM5
Resilience - PM6
Resilience - PM7
Resilience - PM8
No.
Rural Roads: Route always available through
either robust current route or viable alternative.
Urban: N/A
15
15
15
No.
Rural Roads: Route always available through
either robust current route or viable alternative.
Urban: N/A
15
15
15
30
30
15
60
60
15
No.
Plan is in place and pperational, 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 (snowfall, ice, heavy
rain etc.) as well as capital improvement
programme.
No.
Rural Roads: Route nearly always
available through either robust current
route or viable alternative.
Urban: N/A
15 minutes
No.
Plan is in place and operational, including
implementing preventative actions, to
mitigate against significant scale events
Plan is in place and operational. Plan reflects
that will interrupt customer journeys.
lower classification and is reflective of breadth
Improvement plan identifies areas of
and scale of event. It details plans for continuity of
significant vulnerability and criticality
essential needs and for people to be prepared
and/or procedures for responding to any
until access is restored.
incidents and keeping customers informed.
60 (or as appropriate)
60 (or as appropriate)
15
No.
N/A
60 (or as appropriate)
60 (or as appropriate)
15
N/A
N/A
As appropriate
As appropriate
Set by RCA
N/A
N/A
As appropriate
As appropriate
Set by RCA
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Incident Response, Network Management
(Work category 121, 151)
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
(Work category 121, 151)
Incident Response, Network
Management
(Work category 121, 151)
Incident Response, Network
Management
(Work category 121, 151)
Indirect Influence
Indirect Influence
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)
Vairable Message Signs
Vairable Message Signs
Vairable Message Signs
VMS maintenance, weather monitoring
Status: Provisional for Industry Engagement
Revision: v1.0
Resilience - PM3
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.
Road
Classification
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
Resilience - PM2
Page 9 of 15
One Network Road Classification Performance Measures
Amenity
Amenity
Travel Quality - The level of travel comfort experienced by the road user
Travel Aesthetics - The aesthetic aspects of the road environment (e.g. cleanliness, comfort, convenience, security) that impact on the travel
experience of the road users in the road corridor
Outcome Measures
Amenity OM1 - Smooth Travel Exposure (STE) Index
Amenity OM2 - Avg Roughness - The average ride comfort level of the sealed road network meets specified levels
Outcome measures are the primary means of quantifying performance of the network.
All performance measures below this contribute to the delivery of this outcome
measure.
We will maintain the road corridor compatible with
the urban rural context and the road use experience
We will maintain the road environment and facilities that support an appropriate level of comfortable ride
For what purpose?
Customers receive an appropriate level of comfortable ride
Improve customers
travelling experience
Active road users are
confident to travel at night
Road roughness will be maintained
The aesthetic value of the road
environment is maintained
Lighting is provided
Aesthetic Faults
Lighting
How specifically?
Performance Measure
(The output from the network)
Reference No.
More detail is provided on each measure within the appendices.
Quantitative or Qualitative
Status of Measure
HOW?
How do we meet the customer need?
How do we deliver the
What is our promise to the customer?
Peak Roughness
Truck Ride
Unsealed Road Roughness
Unsealed Road Average Roughness
No more than X defects per 5
kilometre sample length of
aesthetic maintenance related Provide and maintain lighting
faults (such as litter, damaged
in a consistent and fit for
or non-functioning equipment purpose manner to support the
or furniture, graffitti,
facilitation of safe movement,
vegetation, etc.) that are likely
and personal security.
to detract from the customer's
experience.
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.
Amenity - PM1
Amenity - PM2
Amenity - PM3
Amenity - PM4
Amenity - PM5
Amenity - PM6
Quantitative
Quantitative
Quantitative
Quantitative
Qualitative
Qualitative
Current
Aspirational
Aspirational
Aspirational
Under Development
Under Development
Refer to the next page for the provisional targets by classification for each peformance measure.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 10 of 15
One Network Road Classification Performance Measures
Amenity
Amenity
Travel Quality - The level of travel comfort experienced by the road user
Travel Aesthetics - The aesthetic aspects of the road environment (e.g. cleanliness, comfort, convenience, security) that impact on the travel
experience of the road users in the road corridor
Outcome Measures
Amenity OM1 - Smooth Travel Exposure (STE) Index
Amenity OM2 - Avg Roughness - The average ride comfort level of the sealed road network meets specified levels
Outcome measures are the primary means of quantifying performance of the network.
All performance measures below this contribute to the delivery of this outcome
measure.
Reference No.
Amenity - PM1
More detail is provided on each measure within the appendices.
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
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
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
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
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.
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.
Road Classification
National (High Volume)
National
Regional
Arterial
Primary collector
Secondary collector
Access
Access (Low Volume)
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.
To What Level of Service?
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.
Amenity - PM4
Amenity - PM5
Urban <= 120 NAASRA
Rural < = 110 NAASRA
Comply
Complying with a maximum of 4
defects as per the visual
guidelines per 5 km sample
length
Urban <= 120 NAASRA
Rural < = 110 NAASRA
Comply
Complying with a maximum of 7
defects as per the visual
guidelines per 5 km sample
length
N/A
Urban <= 130 NAASRA
Rural < = 110 NAASRA
Comply
Urban <= 130 NAASRA
Rural < = 110 NAASRA
Comply
Urban <= 140 NAASRA
Rural < = 120 NAASRA
Urban <= 140 NAASRA
Rural < = 120 NAASRA
N/A
N/A
Amenity - PM6
Complying with a maximum of
10 defects as per the visual
guidelines per 5 km sample
length
Complying with a maximum of Reported under Safety Measure
15 defects as per the visual
guidelines per 5 km sample
length
T.B.C - Likely SH's only
T.B.C - Likely SH's only
180 NAASRA
150 NAASRA
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Unsealed Pavement Grading,
Metalling, Spot Metalling
(Work categories 211, 214)
Unsealed Pavement Grading, Metalling,
Spot Metalling
(Work categories 211, 214)
Graffiti cleaning, litter
collection, vegetation control,
street cleaning. Rest area
maintenance
(Work categories 121)
Carriageway lighting
maintenance and renewals
(Work categories 122, 222)
N/A
Urban <= 150 NAASRA
Rural < = 130 NAASRA
N/A
Urban <= 150 NAASRA
Rural < = 150 NAASRA
N/A
Direct Influence
Direct Influence
Complying with a maximum of
20 defects as per the visual
guidelines per 5 km sample
length
Sealed Pavement Pot hole repairs, Dig outs,
Shoulder maintenance, Rehabilitation
(Work categories 111, 214)
Network Management,
pavement maintenance
(Work category 151, 111)
Indirect Influence
Indirect Influence
Indirect Influence
Indirect Influence
Indirect Influence
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
Crack Sealing, Resurfacing, Drainage
maintenance and renewals,
(as influenced by Value for Money and
optimum whole of life cost measures)
Status: Provisional for Industry Engagement
Revision: v1.0
Amenity - PM3
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.
Customer Level of Service Outcome
Over time all roads in a particular category should offer an increasingly
consistent, fit for purpose customer level of service for road users
Amenity - PM2
Page 11 of 15
One Network Road Classification Performance Measures
Travel Time Reliability
Travel Time Reliability
The consistency of travel times that road users can expect
Outcome Measures
TTR OM1 - Predictability of travel time - Measures the variability of travel times for agreed time periods on a representative sample of high classification roads and key journeys
TTR OM2 - Bus Journeys - The percentage of bus journeys exceeding the average journey time by more than 10% at peak hours shall be less than X%
Outcome measures are the primary means of quantifying performance of the
network. All performance measures below this contribute to the delivery of
this outcome measure.
How do we meet the customer need?
How specifically?
Performance Measure
(The output from the network)
Reference No.
HOW?
For what purpose?
How do we deliver the Outcome?
What is our promise to the customer?
We will manage the impact of activities and demand on the network
We will provide information on travel time to customers so
they can choose when and where to travel
We will operate the network
to maximise its effective
capacity
Minimise the impact of planned activities and events
Minimise the impact of travel time variability on journeys
Maximise effective capacity
Customer expectations are consistently managed so that they can make informed
journey choices
Maximise productivity and/or
minimising conflicting priorities by
mode
Planned Activities are Managed Consistently
Planned Activities
Traffic Management
Coordination
a process is in place to coordinate planned
Delays due to planned activities
activities and events minimising customer
shall not exceed X% of the typical
impact, taking into account road function and
travel time for key journeys.
any changes in priority by mode that may occur
TTR - PM1
TTR - PM2
Quantitative or Qualitative
Qualitative
Quantitative
Status of Measure
Current
Under Development
More detail is provided on each measure within the appendices.
Unplanned Activities are
Managed Effectively
Traffic Management
Coordination
Inform on Route
Informed Prior
Network/Corridor Operating Plan
Delays due to unplanned
activities
(covered in Resilience)
Customers are informed within X minutes
of a change in travel time exceeding 20min
via appropriate mediums
Where planned delays exceed 20min,
information is made available to
customers at least X days beforehand
via appropriate mediums
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.
TTR - PM4
TTR - PM5
TTR - PM6
Quantitative
Quantitative
Qualitative
Under Development
Under Development
Current
Covered in Resilience PM1 and
PM8
Refer to the next page for the provisional targets by classification for each peformance measure.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 12 of 15
One Network Road Classification Performance Measures
Travel Time Reliability
Travel Time Reliability
The consistency of travel times that road users can expect
Outcome Measures
TTR OM1 - Predictability of travel time - Measures the variability of travel times for agreed time periods on a representative sample of high classification roads and key journeys
TTR OM2 - Bus Journeys - The percentage of bus journeys exceeding the average journey time by more than 10% at peak hours shall be less than X%
Outcome measures are the primary means of quantifying performance of the
network. All performance measures below this contribute to the delivery of
this outcome measure.
Reference No.
TTR - PM1
More detail is provided on each measure within the appendices.
Customer Level of Service Outcome
The majority of road users experience consistent travel times with
some exceptions in major urban centres.
The majority of road users experience consistent travel times with
some exceptions in urban heavy peak, holiday or during major events.
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.
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 .
Regional
Arterial
Generally road users experience consistent travel times except where
affected by other road users (all modes) or weather conditions
Primary collector
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
Access
Road users experience varied travel times as a result of other road
users (all modes), weather conditions or the physical condition of the
road.
Access (Low Volume)
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.
TTR - PM4
TTR - PM5
Process minimises disruptions to customers
through restricting planned activities that have
more than a minor effect on required flow
capacity to off peak and low flow periods.
15
30
15
30
Compliance with a maximum of 5
minute or 5% delay in travel time
for key journeys
National
Generally road users experience consistent travel times with some
exceptions in urban heavy peak, holidays, during major events or
during moderate weather events.
Status: Provisional for Industry Engagement
Revision: v1.0
TTR - PM3
TTR - PM6
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.
Road Classification
To What Level of Service?
Over time all roads in a particular category should offer an
increasingly consistent, fit for purpose customer level of
service for road users
TTR - PM2
30
30
60
30
60
10
60
10
As Appropriate
10
As Appropriate
10
Compliance with a maximum of
10 minute or 10% delay in travel
time for key journeys
Unplanned events covered
under Resilience
Process can be a combination of
Process minimises disruptions to customers
restriction delays up to 1 hour
through coordinating network access for planned
and the customer shall be
activities. Activities restricting required capacity
informed of those expected
flows create only moderate delays to customer delays such that they can make
journeys.
an informed decision regarding
their journey e.g. allow extra time.
Process can be a combination of
restriction delays up to 1 hour
Process minimises disruptions to customers
then the customer shall be
through coordinating network access for planned
informed of those expected
activities and maintaining access is not
delays such that they can make
excessive for road users.
an informed decision regarding
their journey e.g. allow extra time.
Comply
Network operating framework
demonstrates 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 road users typically have
priority access to the network. Modal
priority may change during the day.
Some prioritisation may occur to
improve productivity such as designated
high occupancy vehicle lanes and/or
bus lanes. Increasing intersection
density, schools, shopping. Customer
priorities may change at off peak times
to allow increased access or priority to
other modes e.g. increased priority to
pedestrians. Active road users have
separate space or physical separation
sometimes.
Comply
Network operating framework
demonstrates mixed use environments
with mixed access priorities by mode,
place and time.
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Network Controls, Traffic Management
Coordination
(Work category 151)
Network Controls, Traffic
Management Coordination
(Work category 151)
Incident Response, Network
Management
(Work category 121, 151)
Operational Traffic Management (VMS,
traffic signals), Network Management
(Work category 123, 151)
Operational Traffic Management (VMS,
traffic signals), Network Management
(Work category 123, 151)
Network Management
(Work category 151)
Page 13 of 15
One Network Road Classification Performance Measures
Accessibility
Accessibility
The ease with which people are able to reach key destinations and the transport networks available to them, including landuse access and network connectivity
Accessibility OM1 - Land Use Planning - Organisations have a transition plan in place so that access requirements documented in the District Plan are implemented and aligned to the ONRC customer levels of service for Accessibility.
Accessibility OM2 - Access to adjoining land for new customers should not be restrictive but balanced against minimising impact to existing users
Accessibility OM3 - Access to Bus Stops - The proportion of the metropolitan / urban network within 800 metres of a bus route and reflective of the CLoS Outcome.
Accessibility OM4 - Truck Travel Exposure - Proportion of the network not transversable to -Class 1 Heavy Vehicles and to 50 Max vehicles
Accessibility OM5 - Lane Occupancy - where applicable, an appropriate system is in place to enable measuring lane occupancy
Outcome Measures
Outcome measures are the primary means of quantifying performance of the network. All
performance measures below this contribute to the delivery of this outcome measure.
How do we meet the customer need?
How specifically?
Performance Measure
(The output from the network)
Reference No.
HOW?
For what purpose?
How do we deliver the Outcome?
What is our promise to the customer?
We will provide Guidance so you can navigate your
way around the network
We will provide access to adjoining land to
support the role in the transport network
where it does not effect others and the
function of the road
We will provide infrastructure that meets an appropriate level of accessibility to users to perform their role
Minimise the risk of delays and/or driver confusion
Ease of access to key destinations
Ease of access to and through the network
Road provides adequate traffic facilities for way finding
Signage and Guidance
RCA’s to have a strategy
and/or policy in place to
provide information on way
and;
finding in advance of
When a sign is provided, it
intersections, at intersections
should be compliant with
and beyond intersections to MOTSAM, RTS2 and the Traffic
reassure road users that they
Control Devices Manual
are travelling on the correct
route.
Minimising conflicting and changing
Road access to their property and their destination priorities to access the network by mode,
place and time of day
Network/Corridor Operating Plan
Access to Adjoining Land
Access to adjoining land for new customers shall not be
restrictive but balanced against minimising impact to the
existing CLoS Outcomes. (Copy of the Outcome measure)
Assurance that people can
make the journey without
difficulty
Freight and goods can make the journey
productively
Road User Priority at
Intersections
Heavy Commercial Vehicles
We will manage the network to ensure it is accessible for different uses where appropriate
Network Access and journey
continuity for Active Road
Users
Condition of the network
enables access to and through Walking and cycling opportunities
the network
All Modes
Same measure as TTR PM 6 but must also
Metropolitan RCAs have a
include:
network operating framework
Metropolitan RCA's shall have a
in place which includes a
RCA's have a strategy in place to identify
Physical state of the network,
network/corridor operating framework in
process to identify which
and manage (through prioritisation and
maintained in an economically
place to ensure operation of the network transport modes have priority mitigation) sections of the network unable sensible manner (allows safe
focusses on moving people and goods,
on the road at different times
to carry Class 1 traffic HPMV and/or 50
travel at a sensible and
balancing the competing demands for
of the day and can even show
Max vehicles
appropriate speed)
limited road space by time of day, link and
priority at individual
place function.
intersections.
Ease of access to and through the network
Utilities Access
Community Access to the Network
Active Road Users
Network Access
Network Access
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's have a process that
demonstrates it is managing Corridor
Access Requests, ensuring all utility
access to the network complies with
the NZUAG code, COPTTM, and the
activity's impact on CLOS outcomes
(such as Safety and TTR) is minimised
RCAs shall demonstrate they are
managing access to the transport
corridor, that minimises the impacts to
the customer in line with the CLoS
Outcomes. (Where not already covered
by legislation such as the NZUAG code;
the RCA's district plan or SH Control
Manual for NZTA)
Accessibility - PM 1
Accessibility - PM 2
Accessibility - PM 3
Accessibility - PM 4
Accessibility - PM 5
Accessibility - PM 6
Accessibility - PM 7
Accessibility - PM 8
Accessibility - PM 9
Accessibility - PM 10
Quantitative or Qualitative
Qualitative
Qualitative
Qualitative
Qualitative
Qualitative
Qualitative
Quantitative
Qualitative
Qualitative
Qualitative
Status of Measure
Under Development
Under Development
Under Development
Under Development
Under Development
Under Development
Under Development
Under Development
Under Development
Under Development
More detail is provided on each measure within the appendices.
Foundation Principles
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
Refer to the next page for the provisional targets by classification for each peformance measure.
Status: Provisional for Industry Engagement
Revision: v1.0
Page 14 of 15
One Network Road Classification Performance Measures
Accessibility
Accessibility
The ease with which people are able to reach key destinations and the transport networks available to them, including landuse access and network connectivity
Accessibility OM1 - Land Use Planning - Organisations have a transition plan in place so that access requirements documented in the District Plan are implemented and aligned to the ONRC customer levels of service for Accessibility.
Accessibility OM2 - Access to adjoining land for new customers should not be restrictive but balanced against minimising impact to existing users
Accessibility OM3 - Access to Bus Stops - The proportion of the metropolitan / urban network within 800 metres of a bus route and reflective of the CLoS Outcome.
Accessibility OM4 - Truck Travel Exposure - Proportion of the network not transversable to -Class 1 Heavy Vehicles and to 50 Max vehicles
Accessibility OM5 - Lane Occupancy - where applicable, an appropriate system is in place to enable measuring lane occupancy
Outcome Measures
Outcome measures are the primary means of quantifying performance of the network. All
performance measures below this contribute to the delivery of this outcome measure.
Reference No.
Accessibility - PM 1
More detail is provided on each measure within the appendices.
Accessibility - PM 2
Customer Level of Service Outcome
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.
Regional
Arterial
Landuse 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
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.
Standard to be developed
National
Some landuse 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.
Landuse 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.
Standard to be developed
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.
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.
Accessibility - PM 4
Accessibility - PM 5
Accessibility - PM 6
Accessibility - PM 7
Accessibility - PM 8
Accessibility - PM 9
Accessibility - PM 10
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.
Road Classification
To What Level of Service?
Over time all roads in a particular category should offer an increasingly
consistent, fit for purpose customer level of service for road users
Accessibility - PM 3
Comply
Comply
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 road.
Comply
Land use 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 road.
Comply
generally do not have access - if
present, they are provided with
network access and journey
continuity by a separate space or
are physically separated.
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Comply
Strategy is in place
(if present) mostly provided by
separate space or physical
separation.
Strategy is in place
100%
Standard to be developed
Standard to be developed
Comply
Comply
Comply
Land use access for road users often restricted in rural
areas and some in urban areas
Some land use access for road users both rural and
urban areas
Duplicate of Measure in Travel Time
Reliability
Land use access for road users generally permitted
Report number of
intersections with higher
priority given to lower
classification road.
Comply
Report number of
intersections with higher
priority given to lower
classification road.
Comply
Intersections generally give
priority to higher
classification roads.
Reporting N/A
Comply
Strategy is in place
some separation of road space
in urban areas
Strategy is in place
Townships, Road Names
99%
Comply
Secondary collector
mostly provided with additional
space in urban areas and in
some rural areas
Intersections generally give
priority to higher
classification roads.
Reporting N/A
Land use access for road users generally permitted
should expect mixed use
environments with some
variability in the road
environment, including vehicle
speed.
Comply
Strategy is in place.
Comply
Access
Road Name Signs only
Comply
Access (Low Volume)
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.
Status: Provisional for Industry Engagement
Revision: v1.0
Comply
Connections ideally with
other local roads and
collectors. Reporting N/A
Access to all adjacent properties for land owners
95%
Comply
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Direct Influence
Sign maintenance and
renewals
(Work categories 122, 222)
Sign maintenance and
renewals
(Work categories 122, 222)
Network Controls and Planning
(Work category 151)
Network Management
(Work category 151)
Network Management
(Work category 151)
Network Management
(Work category 151)
ALL
Network Management
(Work category 151)
Network Controls
(Work category 151)
Network Controls
(Work category 151)
Indirect Influence
Indirect Influence
Minor improvements
Footpath and Cyclepath
maintenance and renewals
(Work category 124)
Page 15 of 15