Network Operations Planning Library

How is "network operation planning" defined and what should it be used for

• An approach to network planning.
• Considers all transport and road users.
• Considers the inter-relationships between land use, transport networks, and transport infrastructure and services.
• Provides a collaborative and integrated approach to managing the transport system through a ‘one network’ approach.
• NOF provides a ‘backbone’ to support the development of Network Operating Plans, transport investments and support investment decisions.
• Strategy guidance on how to respond to land use and transport network interactions in the road network.

The development processes / steps / stages and timings

1. Strategic Objectives and Principles
2. Network Links and Places
3. Modal Priorities
4. Network Performance (Performance Measures, Targets and Gap Analysis)
5. Intervention Testing
6. Operating and Improvement Plans

Where it fits in the overall network development and management process

• A Network Operating Framework aims to provide a ‘backbone’ to support the development of Network Operating Plans, transport investments and support investment decisions.
• Strategy guidance on how to respond to land use and transport network interactions in the road network.

How it aligns / integrates with approval and funding processes

Support transport investments and investment decisions. May inform future large-scale infrastructure investments e.g. considering the need for a New Tamar River Crossing and / or upgrade of Charles St Bridge.

How it aligns / integrates with network and project planning approaches

Workshops were held to:

• Develop the strategic setting whereby mode-based objectives are specified
• Prepare network mode prioritisation maps and identify modal conflict locations.

What the strategic objectives are and where did they come from

The objectives were identified in the workshop and defined as:

• Launceston as a less car centric and dependent place by improving active mode and public transport attractiveness and accessibility
• Improved active mode connectedness between key land uses (current and future) and the CBD
• Improved integration between the City and the natural environment (riverfront) and recreational active mode routes.

The objectives also relate to planning strategies including the Greater Launceston Plan, Greater Launceston Metropolitan Passenger Transport Plan and City Deal. However, it was noted that an overarching transport vision set before or through the NOF would have been beneficial. The City of Launceston did develop a vision through a transport strategy, which is awaiting member approval, but this occurred at the same time as the NOF development.

What the performance indicators are and where they come from

To be completed, but noted as follows:

• Performance assessment outputs are referred to as ‘Operating Gaps’ and can identify where the network is performing below aspirational targets
• Operating gaps intend to guide where further investigation into network improvements could take place, and which modes should be prioritised
• Separate ITS project which is developing a data platform that may inform / support the NOP.

Who the development team members should be

• External consultants used
• Workshop
• No signal people were involved at this phase – Involvement of signal operation staff will be of most benefit in upcoming phases of the NOP, but there would be advantages if they were involved from the outset. Signals in Launceston are monitored by the Traffic Management Centre (TMC) in Hobart.  However, until recently there has been minimal active management in Launceston.  A current project is providing greater visibility of the Launceston network via traffic monitoring cameras and travel time monitoring systems, which will allow greater scope for intervention by the TMC if required.
• Council operation were involved

Who should implement NOPs

• State and Council
• There will be list of specific actions allocated to different agencies
• In Tasmania, the State controls the state road network, and Councils have delegation for most changes on the local road network

How should it be implemented

A periodic review of the NOP is expected, but timing is unknown at this stage

What modes have been considered

• Pedestrians – Walkers, motorised scooters, mobility impaired users
• Cyclists – Commuter and recreational
• Public transport – Publicly available transport including tourist coaches and school buses
• General traffic – Private vehicles, taxis and small commercial vehicles i.e. couriers
• Freight traffic – Heavy commercial vehicles

What network typologies and settings are relevant

• The study area covers a 5km radial buffer from Launceston city centre.
• It extends from Mowbray in the North to Punchbowl in the South, and from Riverside (West Tamar Road) in the west to St Leonards in the east.

Engagement recommendations

The process began with two workshops to produce the framework with the following stakeholders:

• City of Launceston
• Department of State Growth
• Bicycle Networks Tasmania
• Royal Automobile Club of Tasmania
• City of Hobart (involved as observers)

Planning and Assessment tools and modelling approaches

At this stage, it is unclear whether or not the Network Fit Assessment tool will be used. It will be dependent on the alignment or performance measures for the Launceston NOP and Hobart NOP that is currently in development.

Required input evidence and data

• Most of the data sets available cover motorised transports
• There are very basic data sets available on pedestrians and bikes
• In the future, a multimodal model will be built for the city – this model will require significant data inputs

Monitoring, feedback, update, etc. processes

Not provided