Network Operations Planning Library

Network Operations Planning Framework (2009)

Phase 1 - Network Operations Objectives with write-up p19-20, which includes example sets of network operational objectives taken from relevant strategies and guides.

It also highlights:

"The important issue here in developing a Framework for Network Operations is the clear line of sight through the deployment of initiatives to improve the efficient functioning and safety of a corridor to the attainment of objectives for improving the overall performance of road networks"

"the two components of road infrastructure and network operations are highly interconnected in their contribution in meeting the objectives set by governments for the road sector"

The Application of Network Operations Planning Framework to Assist with Congestion Management and Integrated Land Use and Transport (2013)

Section 3.1 - Phase 1 - Network Operation Objectives p6 provided the following recommended changes to this phase of the NOP framework:

• add emphasis on high level performance requirements for each mode
• include spatial plans/growth strategies as elements/inputs to this phase.

Signal Management Techniques to Support Network Operations (2015)

Section 3.2.1 - Network Operation Planning p6-7 notes:

"The current Austroads guidance on signal management does not yet fully reflect network operation planning principles, which recognise that equity in levels of service may not always be achievable due to competing demands for road space. Instead, signal management should facilitate movements for agreed priority modes or directional movements (e.g. arterial over local access road) at each intersection, as directed by the NOP."

Development of the Accessibility-Based Network Operations Planning Framework (2015)

Section 3.2.1 - Network Operation and Accessibility Objectives p15 states:

"Accessibility objectives are at the strategic level and at the local level. Strategic accessibility objectives stem from higher-level social, economic and employment policies and plans, such as the promotion of school access by walking and cycling throughout the metropolitan area or region.

Local level accessibility objectives are identified by the NOP stakeholders. Local level accessibility objectives are defined for specific road user groups, particularly the transport disadvantaged, in line with the strategic accessibility objectives and addressing local priorities."

Guide to Traffic Management Part 4: Network Management Strategies (2020)

Section 5.2 - Network Operation Objectives p60 states:

"The network operation objectives relate to transport outcomes sought by the government and the community. Network operation objectives therefore incorporate the following:

• government policies and objectives
• road user group requirements (all modes)
• traffic and road-based transport productivity targets
• road function
• overall performance of the network
• restore normal traffic quickly and safely"

ATAP National Guidelines for Transport System Management in Australia - Part 2: Strategic Transport Planning and Development (2006)

Appendix A, Section 1.2 - Strategic Transport Objectives and Figure 6 p6 set out the relevant strategic objectives, including the below from the Future Transport Strategy and others from the NSW Freight and Ports Strategy, NSW Road Safety Strategy and A Plan for Growing Sydney:

• Safety and Performance
• Growing Economy
• Accessible Services
• Customer Focus
• Financial Sustainability

Road Network Planning Urban Design ‘Place’ Character Assessment Methodology and Guidance Notes (2019)

Appendix A, Section 1.5 - Road Network Planning p9 states:

"Road Action Plan prepares design options and priorities works within a short-medium-long term time frame."

MRWA Network Operation Planning Framework (2014)

Section 2.3 - Phase 2: Network Operation Objectives p6-7 states:

"Network operation objectives should be developed in response to higher level planning documents and are established through stakeholder consultation. The primary network operation objectives relate to the transport function and can include improving travel efficiency and road safety, amongst others. Secondary network operation objectives enable transport to support broader goals or ‘place’ objectives, which can include improving aesthetics, amenity and environment, amongst others."

Network operation objectives are derived from the following:

• government policies and objectives
• land use objectives
• road user group requirements (all modes)
• traffic and road-based transport productivity targets"

VIC DOT Movement and Place in Victoria (2019)

Framework components p10 indicates the following as able to be achieved at a strategic level through the use of the Movement and Place Framework:

• set aspirations to enact the State’s vision for an integrated and sustainable transport system
• classify the transport network and assign future vision for roads and streets
• promote thinking about the performance of the network as a whole rather than as individual transport links
• assess network problems, assist with investment decisions, and project identification and prioritisation.

Network operating framework NZ Transport Agency

What it does section states:

"A network operating framework provides a 'one network' view across modes and network ownership provides agreement on strategic transport objectives, links strategy and operations demonstrates the trade-off decisions and consequences on a constrained network, enables consistent and clear informed decisions (mobility) ensures network optimisation and unlocking of network potential ensures value for money, ensures integrated planning."

A comparative study of four network operations planning frameworks guidelines (2010)

Phase 3 – Define Network Operations goals and objectives p18 states:

"This phase involves establishing the operations objectives, which are compatible with higher order Government and road-agency policy goals, and road-user and stakeholder needs. While the higher order goals can be broader and less specific, the operations objectives need to be specific and measurable. Operations objectives for urban networks may be different from those for rural networks. Further, the operations objectives may need to be iterated once road-use priorities are determined and performance gaps are identified in the following phases."

TFL Network Operating Strategy (2011)

Section 2.1 - Managing the road network outcomes p10-13 and Figure 2.3 outline the high level transport outcomes of the Mayor's Transport Strategy, including the following relating to the Network Operating Strategy:

• Public transport capacity and reliability
• Reducing road causalities
• An increase in walking and cycling
• Smoothing Traffic Flow (managing delay, improving journey time reliability and   resilience)
• Improving road user satisfaction (or drivers, pedestrians and cyclists)

Model Transportation Systems Management and Operations Deployments in Corridors and Subareas Primer (2018) US FHWA

What is Transportation Systems Management and Operations and why is it Beneficial? p2 states:

"TSMO proactively addresses a variety of transportation system user needs by:

• Influencing travel demand in terms of location, time, and   intensity of demand.
• Effectively managing traffic or transit crowding.
• Anticipating and responding to planned and unplanned events   (e.g., traffic incidents, work zones, inclement weather, special events).
• Providing travellers with high-quality traffic and weather information
• Ensuring that the unique needs of the freight community are   considered and incorporated in all the above."

Albany Highway - Route Operation Plan

Relate to the following MRWA areas of strategic focus (as set out in Keeping WA Moving):

• Customers
• Movement
• Sustainability
• Safety.

These have then been translated into the following Route Operational strategic objectives:

• Remove causes of traffic ‘friction’ and ‘turbulence’ on the Route
• Improve incident management of the Route
• Provide adequate capacity on the Route for it to effectively service the commuter and commercial traffic
• Achieve a balance between potentially competing vehicle and pedestrian needs at key locations along the Route.

Auckland - Traffic Network Management

• The directives and principles contained in the Auckland Plan (Land Use and Transport) provide guidance of how the Auckland Transport system should be managed by all agencies.
• Single system, optimise, account for place, (re)align community expectations, sustainability, etc.

Hamilton City - Network Operating Plan

NOF Overview document sets out the strategic objectives and principles for the transport network that are held by each of the authoring organisations

Launceston Network Operation - Preliminary Framework

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 Greater Launceston Metropolitan Passenger Transport Plan and City Deal. However, it was noted that an overarching transport vision set through the NOF or in another document would have been beneficial. City of Launceston has since developed one through a transport strategy, which is awaiting member approval

Warrigal Road Movement and Place – Intersection Operating Principles

• Movement and Place defines the strategic intent for how a road network should be managed,   function and perform in accordance with the objectives set out in the Transport Integration Act 2010, Victoria’s principle transport statute.
• There is opportunity to reflect strategic objectives through adjustment weightings in the SFS, as long as they relate to movement, place, road safety or environment.